After three years of construction, the Research Tower at the University of Pittsburgh is getting closer to completion. Here we see the back of the building from Halket Street, with workers applying finishing touches. It looks as though this will be another patchwork-quilt building.
The Tower at PNC Plaza will be ten years old this year. It occurred to Father Pitt that he had enough pictures in his collection to make up a visual story of the construction of the building, so here they are. Above, the progress as of February 18, 2014.
June 27, 2014, before the construction of the cap began.
August 29, 2014.
March 2, 2015.
March 10, 2015, with bonus bus coming toward you.
March 17, 2015.
June 13, 2015.
September 10, 2015, just a few weeks before opening.
The completed tower on November 12, 2020.
Rooftops of houses on the South Side Slopes, with Oakland and its usual cranes in the background.
The Red Line has been closed between South Hills Junction and Potomac for extensive reconstruction. The workers did not dally: as soon as the line was closed, it was covered with construction equipment, and Pittsburgh Regional Transit has posted signs at all the shuttle-bus stops informing us that the line will reopen on schedule September 1. Here we see the Hampshire Avenue grade crossing under reconstruction.
This road looks about as closed as it can get.
Newly laid track at the Westfield stop, whose platforms have also had extensive work. The track is Pennsylvania Broad Gauge, a relic of the laws that prohibited streetcar companies from using standard-gauge track out of well-founded fear that a secret deal with the railroad companies would send freight trains down the middle of city streets.
New track along Suburban Avenue.
It’s getting close to done—our fifteenth-tallest skyscraper, if old Pa Pitt’s calculations are right, and the first really big one built outside downtown since the Cathedral of Learning. When the Lower Hill was demolished to get all those poor people out of sight of the executives downtown, the promise was that it would be replaced with a gargantuan cultural and commercial center that would make Pittsburgh proud. Instead it became mostly arid wasteland. This complex, of which the tower is the most visible manifestation, is promoting itself as finally delivering on those promises made all those decades ago, with “next-level social impact” and everything. Since we waited this long, we came out of the era of arid and uninspired International Style architecture, went straight through the era of Postmodernism, and landed smack in the middle of the Arid and Uninspired International Style Revival. The design came from Gensler, the world’s largest architecture factory.
We’ve mentioned before that the Jones & Laughlin Headquarters Building was expanded upward by five floors almost a decade after it was built. It seems that the expansion was planned and provided for from the beginning, which explains how the architects, MacClure & Spahr, managed it so neatly. The Engineering News for January 18, 1917, gives us the technical details of how it was done, and includes a picture of the back of the building with the construction in progress.
An extension of five stories—planned at the time the structure was erected to its original height of eight stories—has just been added to the Jones & Laughlin Steel Co. office building in Pittsburgh. In the original construction the floorbeams of the ninth floor had been put in place and used to support a temporary roof, and the columns had been provided with splices to take the future extensions. When the addition was begun, holes were cut through the roof to enter the columns, and then these holes were housed around to keep out the rain. A stiffleg derrick hoisted the steel and then erected it.
To give access to the portion of the floor lying between the stifflegs, the loads were temporarily landed at the extreme swing of the boom. The boom was then passed back of a disconnected stiffleg and proceeded with the erection after the stiffleg had been replaced.
The old roof was wrecked as soon as the tenth-floor slabs and the new side walls of the ninth floor were in place. The floor was maintained in a fairly water-tight condition. It had originally been intended to require that the new roof be placed before the old was removed.
All materials other than steelwork, including concrete and débris from the old roof and cornice, were handled in the construction elevator at the rear of the building. Floors were built on the Witherow system, with removable steel centers on which were cast a beam-and-slab floor framing into the steel floorbeams.
McClure & Spahr were the architects, and James L. Stuart was the contractor.
So MacClure & Spahr had to design a building that would look finished at two different heights, which they managed with elegance and finesse. It is now the John P. Robin Civic Building, and the exterior is almost perfectly preserved.
A new apartment block is going up at the SouthSide Works.
The cluttered landscape of the central Oakland medical-intellectual district.
Something is always under construction.
Rowhouses huddle in the shadow of the university.
Just a few blocks away from our first Eye and Ear Hospital, Mercy Hospital is building a “Pavilion” that will specialize in eye patients. Here we see it from across the Mon.
When he published his recent pictures of the Craig Street automotive row, old Pa Pitt promised his readers pictures of some of the other nearby buildings from the early days of the automobile. Yesterday he walked over to Melwood Avenue to get pictures of the old Chevrolet dealer and found that he hadn’t walked fast enough, because this is what it looks like now:
Yes, it has been demolished for another apartment tower. Doubtless this will bring rolling waves of prosperity, though not everyone in the neighborhood is happy about it:
On the bright side, the demolition revealed an old painted sign that probably had not been visible for more than a hundred years:
Father Pitt has not been able to read the names of the two superimposed companies. This wall had been obscured by the Chevrolet dealer since before 1923, so this sign dates from the first decades of the automobile.
