Beacon Yards: DeNovo Urbanism

Fall 2014

Beacon YardsDeNovo Urbanism

Northeastern University School of ArchitectureARCH 7130 Master's Research Studio

Fall 2014

Beacon Yards:DeNovo Urbanism

Northeastern University School of ArchitectureARCH 7130 Master's Research Studio

Jimmy Chao

Tim Love

Linda Ly David Potter Joseph Pucci

Kelsey Holmes

Matthew Rowan

Meaghan Hutchins

Brian Vieira

Zoe Cloonan Karen Hilario

/ Beacon Yards: DeNovo Urbanism4

Table of Contents

Master Plan

Hydrology and Park Systems

History of the Site

Open Space / Connectivity

Hydrology and Salt Creek Park

Transportation and Streets

Bridges

Districts, Parcels, and Buildings

West Station

1

2

3

4

5

6

6

30

40

52

58

96

124

164

5

Master Plan

The Beacon Yards: DeNovo Urbanism Research Studio focused on the urban design issues raised by the Massachusetts Department of Transportations (MassDOTs) proposal for the redesign of the Allston/Cambridge interchange of the Massachusetts Turnpike (MassPike) in Boston. After fully studying the complexities of land ownership, real estate development potential, and the neighborhood politics surrounding the site, ten graduate students worked with Tim Love to produce a single comprehensive master plan for land owned by MassDOT, Harvard University, and Boston University. Their collective vision is centered on a new commuter rail/transit station, an integrated open space/stormwater network, and a hierarchy of new streets that have been designed to accommodate a fully integrated range of transportation modes as strongly recommended by Bostons Complete Streets guidelines and demanded by project stakeholders.

7Master Plan /

IntroductionThe Beacon Yards: DeNovo Urbanism Research Studio focused on the urban design issues raised by the Massachusetts Department of Transportations (MassDOTs)

proposal for the redesign of the Allston/Cambridge interchange of the Massachusetts Turnpike (MassPike)

in Boston. The work of the studio was timed to coincide with the filing of an

Environmental Notification Form (ENF)

to the Massachusetts Environmental Protection Agency (MEPA) Executive

Office of Energy and Environmental

Affairs on October 31, 2014, which

included preferred proposals for the redesign of a section of the MassPike,

the interchange, and associated

surface streets.

Since the Highway Division, the

group within MassDOT leading the

redesign effort, was only focusing on

the vehicular performance of potential realignment schemes, a chorus of

commentators, community activists,

and advocacy organizations pleaded with the agency to consider the broader urban design implications of the project. Citing a limitation of funding sources and time, MassDOT was only able to

accommodate changes proposed by a community Task Force assembled to channel public input, but did not hire

an urban design firm to consider the

broader City-building implications of the project.

To fill the void, Tim Love Director of

Graduate Programs at the Northeastern

University School of Architecture and President-elect of the Boston Society of Architects (BSA) organized

two complementary urban design initiatives: a BSA urban design charrette held in mid-September 2014 and a Northeastern University graduate research studio. The content and timing of both initiatives were carefully organized to ensure that the proposals generated during the charrette, and the

public discussion that followed, would

propel the work of the studio forward in a highly-informed and relevant way.


Several lessons from the charrette framed the collaborative master plan showcased in this publication:1. Include green stormwater infrastructure as an integrated component of the MassDOT contract

(that anticipates a future central open

space).

2. Move the West Station access streets further west to reduce the height of the bridges and berms, making

them more pedestrian-friendly. This will also create more Charles River-facing developable land.3. Align the southern terminus of

the West Station access streets with Malvern and Alcorn Streets to allow for future direct pedestrian and bicycle access.

Of the schemes included in the ENF,

Alternative 3J-3 was preferred by the

BSA since it reduced the width of Cambridge Street to a better scale by providing a second parallel street. The BSA also commented that Multimodal Connectivity should be better addressed particularly as it relates to the current plans. The proposed flyover ramps to West Station, as

proposed in MassDOTs scheme,

would not be pedestrian friendly, and

would effectively create a massive barrier to the Charles River. Future development in the project area would be adversely affected by the East Drive Connector Ramp alignment in all of MassDOTs alternatives (3F through

3J).

9Master Plan /

Beacon Yards Master Plan PrinciplesTransportation1. Create logical and ample connections to/from the MassPike and Soldiers Field Road that provide multiple access points and move vehicles through a distributed street network.2. New streets that provide access to West Station should connect with North Harvard Street and Stadium Way north of the parcel and align with Alcorn to the south. This alignment will minimize the impact of the berms and bridges before development is built around them.3. Consider the connectivity of West

Station to all modes, including buses,

vehicular drop-off, pedestrians, and

bicycles.

The comprehensive Northeastern University Graduate Studio Master Plan for Beacon Yards incorporates and balances several important principles. While mutually reinforcing, they have been organized into four topics:

1. Transportation2. Open Space and Stormwater3. Density, Context, and Scale4. Relationship with Neighboring Institutions

Open Space and Stormwater1. Create a continuous bike/ped path through Beacon Yards that connects the Lower Allston neighborhood with the Esplanade path system (the Peoples

Pike). This path should be appropriately

dimensioned and it should cross as few streets as possible.2. Create a bike/ped connection to Cambridgeport.3. Include a major east-west open

space that is also the central feature of an integrated stormwater management system.4. Create an open space facing the Charles River that takes advantage of views and provides appropriate bike/ped connections.5. Activate the watershed with passive recreational facilities for kayaking, crew,

and other non-motorized water craft./ Beacon Yards: DeNovo Urbanism10

11Master Plan /

Density, Context, and Scale1. Include a zone of non-residential uses along the MassPike to buffer the majority of the parcel from the noise and fumes.2. Include development along Cambridge Street that complements the development patterns north of the street (both existing and projected).

3. High-rises should be located away

from Cambridge Street and set back from the river.4. High-rises should be staggered to maximize Charles River views.

5. Maximize the diversity of building

types and uses to avoid a homogeneous district.6. Fully integrate West Station into the plan in terms of streetscape design,

connectivity (vehicular, bike, peds),

building massing, and urban amenities.

Relationship with Neighboring Institutions1. Maximize real estate value south

of Beacon Yards because of West Station and new vehicular, bicycle, and

pedestrian connections.2. Create a new front door for BU from West Station and Commonwealth Avenue.3. Tie the master plan into Harvards

larger Institutional Master Plan in terms of uses, open space network, etc.


13Master Plan /

Beacon Yards from the Charles RiverBeacon Yards from the Charles


15Master Plan /

Beacon Yards Boulevard


17Master Plan /

West Station Across the BU Mall


19Master Plan /

Salt Creek Kayak Launch


21Master Plan /

As a result of the comprehensive Northeastern University Master Plan for Beacon Yards, MassDOT should revise

their plan for the Allston/Cambridge interchange project to reflect the

changes below. The recommended adjustments include:1. The provision of a new creek that

captures, slows, and cleans stormwater

from the relocated MassPike and future development.2. The relocation of the West Station access streets further west, to reduce

their height, to allow for better

connections with streets north and south of the parcel (see the Master

Plan Principles), and to create more

developable land with direct Charles River views.

Figure 1: (Opposite) MassDOT Plan 3J-3, Figure

11C from the October 2014 MassDOT Environmental

Notification Form

Phasing


23Master Plan /

Figure 2: (Opposite) Proposed Phase 1 of the Beacon

Yards Development

As part of the straightening of I-90,

MassDOT will construct the entrances

and exits for the highway and new

streets necessary to connect the interchange to Cambridge Street and West Station. They will also construct two roads parallel to Cambridge Street in order to reduce some of the traffic

load on Cambridge Street and create a more distributed vehicular network.

In addition to the project scope outlined above, MassDOT will reconstruct part

of Soldier's Field Road as part of their environmental impact remediation. A section of Soldier's Field will be realigned and rebuilt as a bridge,

providing open space adjacent to the

Phase 1: MassDOTCharles River and a direct connection between Salt Creek and the river (see

Figure 2). The construction of the

Soldiers Field Road bridge and Salt

Creek Avenue will provide new Soldiers Field inbound access from the Beacon Yards development area and a new exit for vehicles traveling westbound,

thus easing the traffic at the Cambridge

Street intersection.

MassDOT will also construct Salt Creek

and two storm-water management drainage basins on the site for environmental mitigation. A "People's Pike" will run alongside Salt Creek to serve pedestrians and cyclists.


25Master Plan /

After MassDOT has unlocked the

land value of Beacon Yards, Harvard

develops the site as an extension of

their Enterprise Research Campus and/or as a potential Mixed-use

Commercial/Residential Development site. Likely, this is done in conjunction

with private developers.

Subsidy provided by early phase real estate development and/or tax-increment

financing will provide Harvard with the

capital to build the additional streets necessary to complete the street, block,

and parcel pattern of the development area. The roads built under the MassDOT contract are integrated into

the plan and serve a dual purpose - as


Yards Development

Phase 2: Beacon Yardshighway entrances and exits and part of

the larger street network.

Salt Creek becomes the central green corridor and open space for the development.


27Master Plan /

As a result of the development success of Beacon Yards, and real estate

values rising around it, the institutional

land adjacent to Beacon Yards is redeveloped. To the north, Harvard

develops their planned Enterprise Research Campus. To the south Boston University takes advantage of West Station to redevelop their West Campus.

BU reinvigorates their West Campus with a new BU Quad, student center,

dormitories, and research labs.

Alcorn Street is reconstructed with a sloping grade so it connects directly with Stadium Way, providing a direct

vehicular connection from BU and Commonwealth Avenue to West Station, Beacon Yards, and Cambridge

Street.

Phase 3: Redevelopment


Yards Development


29Master Plan /

History of the Site

The industrialization of the Northeast during the Nineteenth and Twentieth Century drove Boston's development and shaped the modern identity of its neighborhoods. From the numerous land making projects, causeways and rail corridors, to the damming of the Charles River, infrastructural projects have created, shaped and reshaped Bostons neighborhoods many times over.

Figure 1: 1825 Historical Map of the Charles River and Salt Creek overlayed with the current configuration with the covered outlfows highlighted

31Hydrology & Park Systems /

This map, one of the first comprehensive

studies of the Charles river tidal estuaries shows Allston, at the

time known as Little Cambridge, as

predominantly pastoral land with a marshy edge along the Charles and numerous creeks.

During this stage of its history, Little

Cambridges (now Allston) main role

was pasture land to feed Washingtons

Army, who was

garrisoned across the Charles in Cambridge, and the string of forts and

rebouts erected along the tidal marsh.After the war, the cattle market

established in Allston became the predominant driving force of development in the area for the next

century. Figure 4: (Opposite) Bathygraphic map of Boston Harbor and the Charles River Basin, 1774

1774

Figure 2: (Top) Brighton Historical Society photographs

of the early Allston Stockyards circa 1800

Figure 3: (Right) "A Plan of Boston and Its Environs"

This section of this Revolutionary War Era

map shows Allston as both marsh and pasture

land


Half a century later, the early stages of

rail road infrastructure begin to leave their mark on the area. Where once were pasture land, slaughterhouses and

supporting industry begin to pop up. The new industry in the area created a booming immigrant population.

Along with the rail line, the Beacon

Trotting Park was created as a public yard where Boston's citizens could come to ride horse and buggies and watch races.

Eventually this park would host the first

bicycle race in the United States on May 17, 1874.

1825

Figure 7: (Opposite) Bathygraphic map of Boston

Harbor and the Charles River Basin, 1825

Figures 5&6: (Top and right) Brighton Historical

Society photographs of the Beacon Yards Trotting Park

circa.1830


Between 1890 and 1908, the Beacon

Trot Park is demolished and the land is sold to the Boston & Albany Railroad Company for the creation of a freight yard. At this time, the Charles

River Reservation is completed.

In 1899, the Charles River Speedway

opened. "Located where the MDC recreational area on Soldier's Field Road is now, the speedway was part of

a larger recreation park designed by Frederick Law Olmstead" (Brighton

Allston Historical Society).

1909

Figure 9: (Opposite) Bathygraphic map of Boston

Harbor and the Charles River Basin, 1909

Figure 8: (Top) USGS Watershed map of Boston Harbor

and the Charles River Basin with Smelt Brook (now Salt

Creek) demarking the Brighton/Brookline border, 1852/ Beacon Yards: DeNovo Urbanism36

During the first quarter of the Twentieth

Century, the rail line's presence

begins to dominate the site. Concrete bridges begin to appear over the Salt Creek in what will eventually be its complete covering in the next twenty

years, as city blocks are built along

Commonwealth Avenue and even more rail lines are added within Beacon Yards.

1925

Figure 12: (Opposite) Atlas Map of the Beacon Park

Rail Yard, 1925

Figure 10: (Top) Brighton Allston Historical Society

photograph: Beacon Park Rail Yard from the

Cambridge Street Bridge, 1930

Figure 11: (Right) BAHS Photograph: The construction

of the Cambridge Street Bridge, 1900. Note Beacon

Park is still largely undeveloped with a orchird

occupying the corner of the site


North Point ParkJohn W. Weeks Bridge

Memorial Drive Pedestrian Way


North Point Park

Pedestrian Path Under Zakim Bridge

Charles River Esplanade Kendall Square

Open Space/ Connectivity

Over the last 150 years, the Charles River has been reimagined and reengineered to enhance its role as a regional recreational asset and connector. But despite a continuous path system and the central role the Charles plays in the mental map of the metropolitan area, the edges of the river are highly diverse. A wide range of infrastructural interventions, the character of abutting neighborhoods, diverse recreational amenities, and the variety of views that result from the Rivers meandering course, all contribute to a richly varied landscape. With this in mind, our goal was to create a unique, memorable, and highly performative new intervention along the Charles. At the same time, our proposed engagement with the Charles River system will strongly connect Beacon Yards Development to Allston, Brighton, Cambridge, and the larger metropolitan area.


Salt Creek Park aims to reconnect Beacon Yards and the neighborhoods of Allston/Brighton to the Charles River by daylighting Salt Creek, a long-

obscured natural feature. The new open space that follows the creek will include a new pedestrian/bicycle path - the Peoples Pike - that will create a

seamless connection between the new and existing neighborhoods to the larger

regional path system along the Charles River. At the same time, Salt Creek Park

will make legible the stormwater system required for the MassDOT project and

associated real estate development.

Figure 14: (Opposite) Axonometric of Salt Creek with

topography and landscape

Figure 13: (Top) Ilustrative plan of Salt Creek showing

the extension of the Charles River and watershed

integration

Salt Creek Park


Salt Creek and Park Avenue Cross SectionSalt Creek Access Under Vehicular Bridge

+ 0' - 0"

-14' - 0"


Salt Creek and Trotting Row Pedestrian Bridge Cross SectionPedestrian Circulation Through Creek

+ 0' - 0"

-14' - 0"


Salt Creek and Stadium Way Cross SectionRaised Loop Road Above Creek

+ 25' - 0"

-14' - 0"


Salt Creek and Salt Creek Park


The Mouth of Salt Creek at Beacon Yards


Constructed Wetlands


Similar to Salt Creek Park, the BU

Quadrangle synthesizes an open space amenity with a hydrology system that connects to the reconstructed Salt Creek outflow. Storm water from

Commonwealth Avenue is channeled and slowed in the Quads storm water

retention gardens. In addition to reducing the burden on the Citys storm water

system and cleaning the water, the BU

Quad makes visual a natural watershed system that has been obscured by centuries of development. In addition to its hydrologic function, the Quad

celebrates its urban context by opening

up to Commonwealth Avenue and creating a physical and visual connection to West Station.

Figure 16: (Opposite) Axonometric of the Boston

University Quadrangle

Figure 15: (Top) Rendering of BU Quad and the BU

Mall, offering the potential for amenities to compliment

Packard's Corner

Boston University Quadrangle


Historic Sal

t Creek


Hydrology and Salt Creek Park

Salt Creek, originally a source of irrigation for agricultural and grazing meadows, was incrementally covered over as the railroad switching yard added capacity and the abutting neighborhood was developed. The goal of the proposed Salt Creek Park is to daylight a portion of the historical creek and restore its connection to the Charles River as a constructed wetland. In addition to this, the constructed wetland serves as a storm water filtration basin for the large amount of paved infrastructural elements located within and adjacent to the site. The topography of Salt Creek Park also acts as a storm surge retention basin for future threats such as the overtopping of the Charles River Dam.


Figure 17: The BU Quadrangle integrates two

bioswales into its landscape design to pair the

pedestrian circulation with the path of the stormwater

runoff and filtration; additionally, this system is

integrated into the historic path of Salt Creek as it

enters Beacon Yards

BU Quadrangle Hydrology

Historic Salt Creek


The Boston University Quadrangle,

comprised of two abutting open spaces, is both a new symbolic

center for BUs West Campus and

an important component of our larger hydrological approach. The sloped ground plane both functions as a natural amphitheater and communicates the ecological role of the open space . Each of the two green spaces slopes down and acts as a retention gardens, collecting storm

Figure 20: (Right) The constructed levee in

Repentance Park also acts as a civic space for users,

transforming into an amphitheater

Figure 18: (Left) This diagram from the Harvard IMP

illustrates how Harvard plans to integrate permeable

pavement and storm water retention bioswales within

its future development of Lower Allston

Figure 19: (Middle) This diagram shows how Reed

Hilderbrand's Repentance Park slopes down and

serves as a levee and collects runoff from surrounding

streets

water from Commonwealth Avenue and the surrounding parcels. Permeable pavement and sedimentation layers also filter storm water into this system.

Water captured in the Quad flows into

Salt Water Creek and ultimately into the Charles River.


Figure 1: Plan overlay highlighting the hierarchy of

hydrology systems integrated within the road system.

Road Hydrology

Figure 21: The Beacon Yards Development filters

storm water through systems integrated into main

boulevards, secondary streets, tertiary streets, and

wetlands surrounding Salt Creek

Street Hydrology


Figure 22: (Left) Pedestrian circulation, bicycle paths

and parking spaces are to utilize permeable pavements

to allow for greater water absorbtion into the filtration

system. Additionally, the tree wells on the site integrate

rain gardens to direct water to the 'Green Boulevards'

Figure 23: (Middle) The Green Boulevards system

filters the water on its way to the end of system filtration

system, the constructed wetlands

Figure 24: (Right) Constructed wetlands act as end

of system outflows into the new Salt Creek by using

photo-remediation to leach heavy metals, salts and

other pollutants out of the water before it is discharged

into the Charles River

The hydrological system within Beacon Yards is intended to decouple the storm water system from the Boston Sewer system. Instead, storm water

is treated within the site and filtered

before it flows into the Charles River.

To accomplish this, the water is filtered

through a comprehensive storm water management system that is integrated into the street network. This system includes permeable pavement and tree wells that funnel water into

green boulevards (shown in red). The

boulevards, in turn, filter the runoff

through photo-remediation, while

directing it to the designated outflow

locations. These outflow locations are

constructed wetlands, which further

filter the water, before it is discharged

into the new Salt Creek. The integration of this system into the design of the streetscape and open spaces is meant to communicate the importance of ecological design in urban landscapes.


Transportation & StreetsThis chapter defines a hierarchy of proposed streets (including lane designations and dimensions), pedestrian and off-street bicycle paths, and the resulting block structure. In addition, this chapter evaluates the existing networks of circulation external to the site, including bus and bicycle networks, and integrates them into Beacon Yards. These networks culminate in West Station which acts as the transportation node of the site, and links Beacon Yards to Downtown Boston.

59Transportation & Streets /

Highway Connections

MassPike Inbound to Soldier's Field Inbound

MassPike Outbound to Soldier's Field Outbound

MassPike Inbound to Soldier's Field Outbound

MassPike Outbound to Soldier's Field Inbound

Soldier's Field Inbound to MassPike Outbound

Soldier's Field Outbound to MassPike Inbound


Soldier's Field Inbound to MassPike Inbound

Soldier's Field Outbound to MassPike Outbound

Commonwealth Avenue to Cambridge Street

MassPike and Soldier's Field Exit Routes

MassPike and Soldier's Field Entrance Routes

Cambridge Street to Commonwealth Avenue


MBTA Bus RoutesExisting


MBTA Bus RoutesProposed


Subway and Commuter RailExisting


Subway and Commuter RailProposed


Bike RoutesExisting


Bike RoutesProposed


Hubway Stations & RoutesExisting


Hubway Stations & RoutesProposed


Figure 1: (Opposite) Street hierarchy by width

Street HierarchyThe streets and pathways of Beacon Yards have been designed in accordance with Bostons Complete

Streets guidelines to accommodate all modes of transportation. Depending on street type, program, and adjacencies,

mode preference varies throughout the plan.

Beacon Yards Boulevard and Station Landing are the site's widest roads,

at 90'. Beacon Yards Boulevard preferences pedestrians to encourage a lively retail zone. Station Landing slows traffic, but widens to accommodate bus

drop offs, waiting areas, and surges of

pedestrians leaving West Station.

Stadium Way is 76 wide to provide for a

heavy traffic flow. It mainly serves buses

and cars moving between I-90, West

Station, and Soldier's Field Road. It also

provides a vehicular connection across the tracks to Boston University.

Secondary streets, such as North

Harvard, Salt Creek Avenue, Alcorn

Street, Colby Street, Trotting Row, and

Park Avenue, are 64' wide, appropriate

to their role as neighborhood streets.

The 40' wide tertiary streets - Beacon Yards Way and Parker Street - supplement the network and serve as cut throughs. Private shared-street service alleys will be constructed by developers as the site is built out. They provide off-street service and parking access as well as additional light and air between buildings.

The paths through Salt Creek Park and Rail Yard park provide separated pedestrian and cyclists routes.


Beacon Yards Boulevard90'


The "Main Street" of the new Beacon Yards Development, Beacon Yards

Boulevard, privileges pedestrians

through traffic-calming strategies that

slow cars and bicyclists. Anchored on one end by the entrance to Salt Creek Park and on the other by the Rail Yard Plaza and Community Center, the

boulevard terminates in the two main public spaces of the development.

On-street automobile parking and bicycle

parking encourage visitors to leave their vehicles and explore the boulevard and

surrounding neighborhood on foot. Two Hubway stations anchor the boulevard at either end.

The design guidelines encourage retail along the edges of the street and entrances to the offices and residences

above. The sidewalks have been right-sized to encourage outdoor cafes.

Figure 2: (Opposite) Beacon Yards Boulevard section

looking to Rail Yard Park

Figure 3: (Top) Beacon Yards Boulevard between

Trotting Row and Park Avenue


Park Avenue South & Colby Street64'


Smaller, mixed-use roads, Park Avenue

South and Colby Street, privilege

pedestrian and vehicular use. Parallel bike routes are available but cyclists are permitted to share the road.

On-street parking allows for brief visits to

the surrounding apartments and offices.

Figure 4: (Opposite) Park Avenue South section

looking to Rail Yard Plaza

Figure 5: (Top) Park Avenue South, south of Beacon

Yards Boulevard


Park Avenue North64'


Park Avenue North replaces the green median of Park Avenue South with bike lanes in both directions, providing

a bicycle connection from Cambridge Street to Rail Yard Plaza, the community

center, and the Rail Yard Bike Path.

Figure 6: (Opposite) Park Avenue North street section

looking toward the end of Beacon Yards Boulevard

Figure 7: (Top) Park Avenue North between Beacon

Yards Boulevard and Cambridge Street


Trotting Row64'


A smaller, secondary road, Trotting

Row's main function is to allow pedestrians and cyclists access to Trotting Square and Salt Creek Park. It

also provides vehicular access to one of the sites two garages on Parcel 8B.

Narrow drive lanes, garage access, and

sharp turns at the terminus encourage cars to slow down.

Figure 8: (Opposite) Trotting Row section looking to

the Beacon Yards Boulevard intersection

Figure 9: (Top) Trotting Row connecting Beacon Yard

Boulevard and Trotting Plaza


Salt Creek Avenue64'


Salt Creek Avenue provides the development's main access to I-90 west-bound and Soldiers Field Road

east-bound and the main entrance point to the site via west-bound Soldiers Field

Road. It is designed for heavy vehicular traffic, with ample turn lanes and

queueing distances to prevent backups.

Pedestrian and cyclist zones are mainly grouped on the north edge of the roadway and separated from vehicular traffic by a raised median and

structural elements. Both paths connect to the Dudley White Pathway and the larger Esplanade via a Soldiers Field

underpass.

Bordered by Salt Creek Park to the north, Salt Creek Avenue provides views

of the pedestrian promenade across the park. Design guidelines for the south edge of the street calls for lab buildings to buffer the highway, easing the

transition from I-90 to slower city streets.

Figure 10: (Opposite) Salt Creek Avenue section

looking under the Stadium Way bridge

Figure 11: (Top) Salt Creek Avenue leading to

the Soldier's Field Road inbound entrance and

outbound exit


North Harvard Street64'


North Harvard Street is a raised city street that leads from Cambridge Street to West Station. It is designed with a 5% slope in order to balance the need for pedestrian and bike access with the need to climb over I-90 and the rail yard. Wider lanes allow for buses to reach West Station and provide a connection between Cambridge and the Longwood Medical Area. North Harvard Street also provides access to I-90 eastbound and

has turn lanes with longer queueing

distances in order to allow for this heavier traffic.

Cycle tracks are located at the sidewalk level in order to separate cyclists from heavy bus traffic without adding width.

A street furniture zone separates pedestrians from cyclists.

Figure 12: (Opposite) North Harvard Street section

climbing toward West Station

Figure 13: (Top) North Harvard Street crossing

over I-90


Stadium Way76'


Stadium Way serves many of the same functions as North Harvard Street and is designed as such. However, in order

to accommodate heavier traffic between

Soldier's Field Road and I-90, Stadium

Way has an additional lane and the median has been removed, allowing for

two lanes of traffic in each direction.

To the south, Stadium Way narrows to

become a raised extension of Alcorn

Street. Alcorn Street anticipates less

through-traffic but can support frequent

bus use. Figure 14: (Opposite) Stadium Way looking down

Alcorn Street through Boston University

Figure 15: (Top) Stadium Way bridge coming down to

grade to intersect with Beacon Yards Boulevard


Station Landing90'


Station Landing is designed to discourage vehicular and cycle through traffic and provide ample room for bus

drop off and pedestrian waiting areas. Bike lanes terminate in highly-visible bike parking facilities. A Hubway station is also located along Station Landing. The location of the bike parking facility,

Hubway station, bus drop offs, and

West Station overhang are zoned and designed to ease transitions between modes.

Figure 16: (Opposite) Section of Station Landing over

the commuter rail tracks

Figure 17: (Top) Station Landing passing by

West Station


Beacon Yards Way & Parker Street40'


Beacon Yards Way and Parker Street are tertiary roads that serve as cut throughs between main and secondary roads. Bikes and vehicles are encouraged to share the drive lanes.

Figure 18: (Opposite) A section of Parker Street

looking to Park Avenue

Figure 19: (Top) Parker Street connecting Trotting Row

and Trotting Plaza to Park Avenue


Shared-Street Service Alleys40'


The Shared-street Service Alleys are located within or between parcels. Zoning codes require developers

to construct these service allies as parcels are developed. The allies provide service access to the buildings,

but may also serve as public spaces or extensions of courtyards in more

residential parcels. Based on the developers needs, parking may be

located within the alleys.

Figure 20: (Opposite) Shared-street service

alley section

Figure 21: (Top) Shared-street service alleys and

pedestrian cut throughs in Block 9


Trotting Row Bridge26' - 50'


Trotting Row Bridge allows for pedestrian and cyclist access only,

connecting the southern lab buildings to Trotting Square. The pedestrian

side of the bridge swings out, allowing

light to penetrate to the creek and path below and providing a dramatic pedestrian overlook.

Figure 22: (Opposite) Trotting Row Bridge section

looking through Trotting Plaza and down Trotting Row

Figure 23: (Top) Trotting Row Bridge providing a

pedestrian connection from Trotting Plaza and Trotting

Row to Salt Creek Avenue and Salt Creek Park


Park Avenue Bridge44' - 60'


Park Avenue Bridge serves as an extension of Park Avenue, carrying traffic

to I-90 west bound and Soldiers Field

Road. To narrow the bridge, parking and

street furniture is removed. The bridge opens on the northern edge to allow pedestrian access down to the Salt Creek Pathway.

Figure 24: (Opposite) Park Avenue Bridge looking

down Park Avenue, revealing the pedestrian path down

to Salt Creek

Figure 25: (Top) Park Avenue Bridge providing a

connection from I-90, Soldier's Field Road, and Salt

Creek Avenue to Park Avenue and Cambridge Street


Bridges

The road network and hydrological system as outlined by our proposal relies on a series of bridges and raised streets that synthesize the masterplan of Beacon Yards. This section provides a detailed outline of the major characteristics of these bridges that cross the creek, enable vehicles and pedestrians to access West Station, and link the pedestrians and bicyclists of Beacon Yards to existing Boston transportation networks. The bridges have been considered as part of a family by understanding that variation can happen within the range of a single structural type Inspired by the bridges of Borneo Sporenburg in Amsterdam, we have designed bridges with distinct identities that also work together to create a single holistic image that will help brand the revitalization of Beacon Yards.

In addition to defining the key views, access points, and thresholds of the three types of bridges (raised structures, on-grade bridges, and pedestrian ways), this chapter also outlines the spans and structural dimensions for each structure.

97Bridges /

Figure 1: (Top) Exploded axon of loop roads - North

Harvard Street, Station Landing, and Stadium Way

Figure 2: (Opposite) Rendered view of North Harvard

loop road - access to West Station

Raised Loop RoadsConnecting Beacon Yards to West Station and Commonwealth Avenue


99Bridges /

As recommended by the MassDOT

proposal, berms are a cost-effective

method of constructing the loop roads, but they pose significant issues

for the future development of the site. To enable through access, we

have deployed a series of spanning structures along these roads. The

Figure 3: (Top) Axonometric of beam and grider

system supporting North Harvard Street as it crosses

Beacon Yards Way

span over Beacon Yards Way utilizes a simple beam and girder system due to its relatively short span. This allows vehicular, and pedestrian access, and

provides an opportunity for embedded program - either in storage, storefront,

or art installations below the raised road.

ColumnGirderBeam

Beam and Girder System


The loop road bridges are box girders

because they require fewer supporting

columns. During the first phases of

development, box girder structures will

result in a spatially efficient and more

visually appealing system. In addition,

this approach allows future buildings to directly abut the raised streets,

Figure 4: (Top) Axonometric of box girder structure in

loop roads

without the need to replace berms with retaining walls in future phases. It also means that the real estate under the raised streets will be available long term for parking and service functions.

Hollow Box Girder

Column

Box Girder System

101Bridges /

Given the required clearances over

the MassPike and railyard, and the

desired clearances over Salt Creek Park, we have limited the structural

depth of these raised streets by putting the structure above the roadbed (and

not below like the bridge types on the previous page). Different configurations

Figure 5: (Top) Axonometric of prototypical

independent arch bridge over Salt Creek and MassPike

of tensile arched bridges both meet this criteria and provide a structural expression that creates a larger identity

for the district.

Hammerhead PierArchGirderTension CableBeamColumn

Arch Bridges


The many bridges and raised structures of Chicago, as exemplified

by the underpass in the left image,

have inspired the design of the myriad of threshold conditions created at Beacon Yards, and has helped to

shape the vehicular and pedestrian experiences at each underpass. In

addition, the design of these elements

attempts to limit the structural depth and enhance the branding of Beacon

Figure 6: (Left) Precedent - beam and girder - Chicago

overpass and artwork installation

Figure 7: (Middle) Precedent - box girder -

raised road at Orlando International Airport

Figure 8: (Right) Precedent - independent arched

bridge - Toome Bypass Bridge Ireland

Yards through aesthetic variety within the tensile arch bridge typology.

103Bridges /

Arch

Tapered Box Girder

Bicycle PathPedestrian Walkway

Tension Rods

Figure 9: (Top) Exploded axon of Trotting Row Bridge

Figure 10: (Opposite) Rendered view of Trotting Row

Bridge

Trotting Row Pedestrian BridgeBike and Pedestrian Connection through Beacon Yards and over Salt Creek


105Bridges /

The shorter of the two at-grade bridges, Trotting Row Pedestrian

Bridge connects Salt Creek Avenue with Trotting Row. As a result,

pedestrians can move freely between the band of Research and Laboratory buildings along the MassPike and Salt Creek Park.

Type: Box Girder + Tensile SuperstructureHeight of Tensile Structure: approx. 20'Structural Depth of Box Girder: 3' max. Span: 150'Program: bicycle traffic seperated from walkwayConditions: no vehicular traffic

Figure 11: (Top) Enlarged plan of Trotting Row Bridge


This precedent is a competition proposal for Pont Jean-Jacques Bosc

Bridge by Marc Mimram. Utilizing a tensile superstructure, this bridge

creates an iconic image with its sweeping curved geometry. While this precedent allows for vehicular traffic to pass across, the design

proposed for Beacon Yards leverages the iconic imagery at a smaller scale for pedestrians and bicyclists only. In keeping with this proposed family

Figure 12: (Left) Axonometric of Trotting Row

Pedestrian Bridge

Figure 13: (Right) Precedent - Marc Mimram - proposal

for Pont Jean-Jacques Bosc Bridge, Bordeaux, France

of bridges, the pedestrian walkway

has been constructed as a separate entity and sweeps out to look over the Boston skyline beyond. Bicyclists use the most direct route across, and both

paths provide views through the gap to Salt Creek below.

107Bridges /

Park Avenue BridgeVehicular Bridge Connecting Harvard, and Beacon Yards across Salt Creek

Figure 14: (Top) Exploded axon of Park Avenue Bridge

Figure 15: (Opposite) Rendered view of Park Avenue

Bridge

JoistsGirders

PavementPrecast Concrete Decking

Tension Rods

Arches

Precast Concrete Decking

25 ft.

10 ft.


109Bridges /

Park Avenue Bridge connects Park Avenue to the MassPike and Soldier's Field Road. Devoid of bicycle lanes, this

vehicular and pedestrian bridge relies on a structural system of girders and precast concrete decking panels to span Salt Creek.

Type: Tensile SuperstructureHeight: approx. 30'Structural Depth: approx. 2'Span: 250'Program: creation of two roadways to allow pedestrian access to Salt CreekConditions: no parallel parking, no bicycle path

Figure 16: (Top) Enlarged plan of Park Avenue Bridge


The precedent above, from a master

plan proposal by MVVA, utilizes the

bridge structure to allow for pedestrian access to the channel below. These tension arch bridges, the inspiration

for the Park Avenue bridge of Beacon Yards, allows daylight to reach the

water below and results in a better experience when moving under the

bridge on a kayak. In the precedent above, the symmetrical layout provides

equal water access on both sides

Figure 17: (Left) Park Avenue Bridge axonometric

Figure 18: (Right) Precedent - Michael Van

Valkenburgh Associates Inc., Keating Channel Precint

Plan

of the waterway. In contrast, the

Beacon Yards Park Avenue Bridge underscores the natural and hard-edge landscape dichotomy established in the masterplan proposal and responds to the landscape and hydrological agenda.

111Bridges /

Hollow Box Girder10

3

Berm

Hollow Box Girder

Beam + Girder

Road

Cable Wire

Pylon

Figure 19: (Top) Exploded axon of Soldier's Field Road

Figure 20: (Opposite) Rendered view of Soldier's Field

Road

Soldier's Field Road (Cable Stayed) BridgeRerouting of Soldier's Field Road to Enable Master Plan and Salt Creek


113Bridges /

Straightening the MassPike is an opportunity to adjust Soldier's Field Road to allow Salt Creek to pass under, create

direct on/off ramps, and link Soldier's

Field Road to the MassPike. Using a cable-stayed bridge allows the mouth of Salt Creek to remain free of structure,

while creating an icon for Beacon Yards

Figure 21: (Top) Plan of the Beacon Yards Soldier's

Field Road (Cable Stayed) Bridge

on the Charles River.

Type: Cable Stayed with Fan SystemHeight: 120' PylonStructural Depth: Varies 3'-10'Span: approx. 300'Program: 11'-6" Vehicular traffic onlyConditions: no parking, full-span


Figure 22: (Left) Key axon of the Beacon Yards

Soldier's Field Road (Cable Stayed) Bridge

Figure 23: (Right) Precedent - Pedelta Structural

Engineers, Peldar Bridge, located in Envigado,

Colombia

The Peldar Bridge, completed in 2003,

was designed for 10,000 vehicles an

hour at peak times (figure 23). Sparked

by the necessity to get traffic to flow

clear over the roundabout below, it is a

prime exemplar of bridge construction

held by a single, asymmetrical pylon.

This approach was ideal for the Soldier's Field Road Bridge because it allows Salt Creek to flow unimpeded below the

spans. Additionally, the superstructure

of the tensile system results in a reduced

depth of structure below the roadway,

resulting in a shallower box girder along

the length of the span, and a lower rise

for vehicles traveling across the mouth of Salt Creek. The Beacon Yards Soldier's Field Road Bridge allows for a myriad of functions and connections, including

the extension of the bicycle network,

the hydrological system, and direct

MassPike/ Soldier's Field Road vehicular connections.

115Bridges /

Paul Dudley White Bicycle Path ExtensionLeveraging the Existing Pedestrian and Cyclist Connection to Boston from Beacon Yards

Formed TubeSteel + Brackets

PavementSurface

Handrailing

Berm (integratedwith topography)

Tension Cables(attached to storrow pylon)

Figure 24: (Top) Exploded Axon of Paul Dudley White

Bicycle Path Extension

Figure 25: (Opposite) Rendered view from Charles

River/ Beacon Yards: DeNovo Urbanism116

117Bridges /

As requested by the advocates for

the Peoples Pike, this bridge links

the existing Paul Dudley White Bicycle

Path with Beacon Yards and Lower Allston. As part of the holistic Beacon Yards bicycle network (pg. 66-69),

this connection links Allston to the metropolitan bike path system.

Type: Tensile Superstructure + GirderHeight: Approximately 20'Structural Depth: varies, max. 3'Span: approx. 330'Program: Bicycle and PedestrianConditions: maintain access for boats under bridge with max. 5% slope

Figure 26: (Top) Enlarged plan of Paul Dudley White



The tied-arch system employed by the Paul Dudley White Bicycle Path Extension is modeled after the Puente

del Campo Volantin, designed by

Santiago Calatrava. Where the circular tube steel supporting the pedestrian path follows the center of the curve at the Puente del Campo Volantin and is supported on both sides by a tensile structure, the Beacon Yards Bicycle

Bridge leverages the existing structure

of the Soldier's Field Road Bridge, and

Figure 27: (Left) Axonometric of Paul Dudley White


Figure 28: (Right) Precedent - Santiago Calatrava,

Puente del Campo Volantin, tied arch footbridge,

Bilbao Spain

hangs the tube steel structure of the lightweight bicycle bridge off of the single pylon created for Soldier's Field Road on a single side.

119Bridges /

Figure 29: (Top) Exploded Axon of Salt Creek

Pedestrian Bridge

Figure 30: (Opposite) Rendered View of Salt Creek

Pedestrian Bridge looking toward Beacon Yards

Salt Creek Pedestrian Bridge - The Cambridgeport Connector Connecting Beacon Yards Accross the Charles River to Cambridgeport

Arch

Decking andPavement

Handrailing

Joists


121Bridges /

Salt Creek Bicycle / Pedestrian bridge connects Beacon Yards to Cambridgeport to ensure a safe and direct connection across the Charles River. It falls between the Cambridge Street Bridge and Boston University Bridge, and integrates with the existing

bicycle network in Cambridge.

Type: Double Arch Footbridge.Height: Approximately 20'Structural / Deck Depth: 30' / 3'Span: 240' Max >15' ClearProgram: Integrate into Bike NetworkConditions: Dedicated Bicycle Lanes and Pedestrian Zone, 5% Maximum

Slope

Figure 31: (Top) Enlarged Plan of Salt Creek

Pedestrian Bridge


The Salt Creek pedestrian bridge is a synthesis of the tied-arch bridge type (figure 33) with the more

traditional arch type (figure 34).

The expressiveness of the structure

and lightness of the deck, possible

because it only carries pedestrians and bicycles, influenced the character of

the proposed design. This bridge was designed as part of the aesthetic family of Beacon Yards Bridges, as well as

a complement to the existing bridges

Figure 32: (Left) Axonometric of Salt Creek Pedestrian

Bridge

Figure 33: (Middle) Precedent - Freemont Bridge,

Oregon

Figure 34: (Right) Precedent - Carmi Bridge, White

Coutny Illinois, Demolished 1949

of the Charles River, which utilize

truss structures both above and below the roadway, necessary to support

vehicular traffic.

123Bridges /

Districts, Parcels, and Buildings Beacon Yards, organized by the streets, paths, and open spaces, resulted in a block layout that will define the future growth of the built environment. This chapter outlines development guidelines in order to promote a well-coordinated and vital urban realm. Taking inspiration from Jeff Speck, Elizabeth Plater-Zyberk and Andres Duanys Traditional Neighborhood Development Ordinance model - also defined as a form-based approach - this guide will focus on the physical form of the buildings: how they met the ground, the street, and the sky; how they handle the transition from public to private realm; and how they hide parking. This chapter will also subdivide the development plan into separate character districts that relate well to surrounding neighborhoods and create variety within the proposed new development.

125Districts, Parcels & Buildings/

The block plan, organized by streets,

paths, and open spaces, creates a

development guide for the future growth of the site.

Figure 1: (Above) Plan identifying blocks and parcels

Block Plan


This diagram defines the land use

plan for Beacon Yards. These uses are recommended in order to promote a healthy mix of commercial

and residential development and complement the uses in adjacent neighborhoods (whether existing or

planned). Retail is also recommended

in specific locations to promote walkable

neighborhood destinations.

Figure 2: (Above) Plan identifying land uses by block

Land Use


The build-to-lines define the edges of

buildings in relationship to the public realm and other buildings. Intended as a guide, these recommendations

will allow for cohesive development by establishing consistent street walls while still encouraging diversity in form,

material and style.

Figure 3: (Above) Plan delineating parcel build-to-lines

Build-to-Lines


This diagram defines categories of

building heights. Height zones have been located in order to respect the scale and pattern of the abutting neighborhoods while supporting the overall goal of creating a high-density development. Setbacks are required

in order to promote human-scaled development and help shape the public realm.

Figure 4: (Above) Plan highlighting maximum building

heights as outlined in the individual parcel diagrams

Building Heights


This diagram defines the required

ground floor configuration for Beacon

Yards. These requirements encourage

walkability by distinguishing between address street frontages, some

of which are lined with retail, and

streets and alleys that accommodate service functions. Taking a cue from Melbourne and Stockholms

code strategy, each parcel has a

requirement for the amount of the

street facade that needs to be open

and inviting.

Figure 5: (Above) Plan highlighting spectrum of most

to least active ground floor conditions

Ground Floor Conditions


This diagram outlines the design opportunities at important nodes and thresholds in the plan based on the configuration of the street network,

the location of public spaces, and the

patterns of the existing urban fabric.

Figure 6: (Above) Plan identifying main focal points &

gateways

Focus Points & Gateways


These diagrams highlight different urban strategies implemented around the city of Boston and Cambridge. They serve to provide a better understanding of the scale of the site and the density of urbanism possible at Beacon Yards. In addition, the

study of these areas has enriched and informed the creation and design of the Beacon Yards Districts.

Figure 7: (Top) Northpoint in Beacon Yards site

Figure 8: (Middle) Kendall Square in Beacon Yards site

Figure 9: (Bottom) Beacon Hill in Beacon Yards site

Urban Samplings


Beacon Yards is characterized by a cohesive overall structure which can be broken down into districts of similar character and use. Each district has been carefully tailored to respond to existing abutting neighborhoods, the

specific physical characteristics of its

location relative to views and amenities,

and the overall desire to create a walkable new neighborhood with a rich mix of uses. Each parcel within these

districts will be described in order to provide potential developers with the necessary facts and figures.

Figure 10: (Above) Plan of Beacon Yards Districts

Districts


Adjacent to the Lower Allston residential neighborhood, this district should

complement the character of the abutting community in terms of use, scale, and

character. The parcels within this district should respond to their boundaries,

Cambridge Street, the new on and off

access to the highway and the Beacon Yards blocks.

Figure 11: (Left) Precedent - Third Square in

Cambridge, MA breaks down the scale of its facade

with the use of different materials and provides an

interior green space for its residents

Figure 12: (Right) Existing character of Lower Allston

Neighorhood along Cambridge Street

Lower Allston Extension

Figure 13: (Opposite) Lower Allston Extension

"character district"


Height - 70 ft maximum, Stick built recommended

Setbacks - None necessary

Type - Residential

Special Conditions - 25% open space for occupant users

Parcel 1AHeight - 70 ft maximum, Stick built recommended


Type - Residential

Special Conditions - 25% open space for occupant users

Parcel 1BHeight - 70 ft maximum, Stick built recommended

Setbacks - 15ft from 2B parcel

Type - Residential

Special Conditions - Abuts parcel 2C Entry on Cambridge St

Parcel 2A


Height - 70 ft maximum, Stick built recommended

Setbacks - 15ft from 2A parcel

Type - Residential/Retail

Special Conditions - Abuts parcel 2C 50% open space for occupant users

Parcel 2BHeight - 70ft maximum, Height lower than 2A & 2B


Type - Parking Garage/Retail

Special Conditions - facade screening

Parcel 2CHeight - 70ft maximum, Stick built recommended


Type - Residential/Retail, Provide retail for 75% of ground floor

Special Conditions - Provide shared-street service alley, Entry on Beacon

Yards Blvd

Parcel 3


Height - 70ft maximum


Type - Residential/Retail

Special Conditions - Provide shared-street service alley perpendicular to Colby Street, Entry on Cambridge Street

Parcel 4AHeight - 70ft maximum


Type - Office/Retail, Provide retail for 75% of ground floor

Special Conditions - Provide shared-street service alley, Entry on Beacon

Yards Blvd

Parcel 4B


Taking its cues from Harvards proposed

Enterprise Research Campus north of Cambridge Street, this district

encourages similar large-footprint life science buildings facing Cambridge Street and mixed-use residential

buildings facing Beacon Yards Boulevard.

Figure 14: (Left) Precedent - Amazon Campus in

South Lake Union, Seattle, Washington

Figure 15: (Right) Harvard's vision of their future

Enterprise Research District

Enterprise Research Extension

Figure 16: (Opposite) Enterprise Research Extension

"Character District"


Height - 120 ft maximum


Type - Office/Retail, 100% retail on Beacon Yards Blvd

Special Conditions - Entry on Beacon Yards Blvd, Provide service entry on

Trotting Row

Parcel 5Height - 120 ft maximum


Type - Research and development/Lab

Special Conditions - Provide shared-street service alley perpendicular to Trotting Row, Entry on Cambridge Street

Parcel 6AHeight - 120 ft maximum



Special Conditions - Provide shared-street service alley perpendicular to Trotting Row, Entry on Cambridge Street

Parcel 6B



Setbacks - Tower may not engage entire parcel


Special Conditions - Provide shard-street service alley perpendicular to Trotting Row, Entry on Beacon Yard Blvd

Parcel 6CHeight - 120 ft maximum


Type - Research and development/Lab, Provide retail for 75% of ground floor

Special Conditions - Entry on Cambridge Street


Setbacks - None Necessary

Type - Community/Residential

Special Conditions - Entry off of plaza

Parcel 11B


Taking a cue from Vancouvers

waterfront district, this high-density

park-front district encourages residential high-rises on mixed use

podiums. The tower/podium type promotes the creation of both figural

public space and sculptural objects on the skyline. The towers have been carefully located to maximize views

from residential units to the Charles River and the city. In addition, the

Figure 17: (Left) Precedent - Vancouverism,

synonymous with tower-podium architecture, green

space, and breathtaking views, was created by

regulations that have established 27 different view

corridors that pass through the city

Figure 18: (Right) Precedent - Long Island City

parking garage prioritizes pedestrians with ground

floor amenities and marks the intersection of two major

streets by differentiating its corner

Park Front Districtstaggered tower locations allow sunlight to penetrate the porous massing throughout the day. The heights in this district are the tallest in the entire plan because they are relatively far away from abutting neighborhoods and afford a maximum

number of high-value views of the river and skyline. High density here can help subsidize some aspects of the public realm throughout Beacon Yards.


Figure 19: (Top) Park Front District "Character District"

Figure 20: (Right) View Corridors


Height - Hold 70 ft at Salt Creek Park, 120 ft maximum

Setbacks - 30 ft at Salt Creek Park, Tower may not engage entire parcel

Type - Office/Residential/Retail, Provide retail for 75% of ground floor

Special Conditions - Entry on Salt Creek Park, Provide internal service




Special Conditions - Abuts 8B

Parcel 8AHeight - 70 ft maximum Setbacks - None necessary

Type - Parking garage

Special Conditions - Abuts 8A&8C, Air rights retained by 8C

Parcel 8B


Height - Hold 70 ft at Salt Creek Park, 200 ft maximum



Special Conditions - Abuts 8B, Owns air rights of 8B, Provide pedestrian route

from Stadium Way to Salt Creek Park

Parcel 8CHeight - 250 ft maximum



Special Conditions - Provide shared-street service alley perpendicular to Parker Road





Parcel 9B






Parcel 9CHeight - Hold 70 ft at Salt Creek Park, 200 ft maximum



Special Conditions - Entry on Salt Creek Park

Parcel 10Height - Hold 70 ft at Rail Yard Park, 200 ft maximum



Special Conditions - Provide shared-street service alley perpendicular to Park Ave, Provide direct access to park

Parcel 11C


Height - Hold 70 ft at Rail Yard Park, 200 ft maximum



Special Conditions - Provide shared-street service alley perpendicular to Park Ave, Provide direct access to park

Parcel 11DHeight - Hold 70 ft at Salt Creek Park, 200 ft maximum


Type - Hotel/Retail, Provide retail for 50% of ground floor

Special Conditions - Provide shared-street service alley perpendicular to Park Ave

Parcel 11E


A line of life science buildings are proposed between the MassPike and Salt Creek Avenue in order to buffer the district from the highway and put appropriate uses along the edge. In addition, the high visibility of these

buildings from the MassPike will make them attractive to corporations,

thus raising their development value. The Salt Creek Avenue frontage, on

the other hand, has been shaped to

create inviting addresses and promote pedestrians to explore the rest of the

development by crossing a series of bridges over Salt Creek Park (see

Bridges chapter).

Figure 21: (Left) Precedent - James Stirling's late

1960s proposal for a corporate HQ for Siemens AG

Figure 22: (Right) Existing Massachusetts Pike

condition

Highway Buffer Zone

Figure 23: (Opposite) Highway Buffer Zone "character

district"





Special Conditions - Parking access off service alley, Provide internal service




Special Conditions - Parking access off service alley, Provide internal service,

Provide pedestrian route from Stadium Way to Salt Creek Ave




Special Conditions - Parking access off service alley, Provide internal service,

Provide pedestrian route from Stadium Way to Salt Creek Ave

Parcel 14A





Special Conditions - Parking access off service alley, Provide internal service

Parcel 14B


The Air-rights district has been conceived to create a continuity of urban experience, through the creation

of street walls and the deployment of a mix of uses. At the same time, the

minimum number of air-rights projects are proposed to achieve the urban goals and provide adequate parking,

given the added financial and regulatory

hurdles of constructing buildings over transportation infrastructure.

Figure 24: (Left) Precedent - Proposed Fenway Air

rights project

Figure 25: (Right) Existing Malvern St and Ashford St

condition

Air Rights District

Figure 26: (Opposite) Air Rights District "character

district"




Type - Mixed-Use

Special Conditions - Air rights condition



Type - Mixed-Use

Special Conditions - Air rights condition



Type - Parking Garage

Special Conditions - Air rights condition, Provide access from Station

Way and North Harvard Ave

Parcel 16B




Type - Mixed-Use

Special Conditions - Air rights condition, Provide access to 16B, Entry

on Station Landing

Parcel 16DHeight - 120 ft maximum


Type - Mixed-Use

Special Conditions - Air rights condition, Entry on Stadium Way



Type - Mixed-Use

Special Conditions - Air rights condition, Provide access to 16B, Entry

on Station Landing

Parcel 16C


In conjunction with the construction of West Station, new development

is proposed on Boston Universitys

property that is centered on a new quadrangle and southern entrance to the

transit station. A high-rise is proposed that is the same height as 33 Harry

Agganis Way, a BU dormitory east of

the site. The other mixed-use buildings

are carefully scaled to step down to the abutting existing neighborhoods.

Figure 27: (Left) Precedent - Courtesy of Barton

Willmore International

Figure 28: (Right) Existing Commonwealth Avenue

condition

Boston University West Campus

Figure 29: (Opposite) Boston University South

Campus "character district"



Setbacks - 12 ft overhang on street edge

Type - MBTA West Station/Retail

Special Conditions - Provide pedestrian access on Station Landing and Ashford, Partial air rights

development



Type - University Residential/Retail

Special Conditions - Provide entry on Ashford Street and Acorn Street

Parcel 18BHeight - 200 ft maximum


Type - University Residential/Retail

Special Conditions - Provide pedestrian route from Stadium Way to Gardner Street

Parcel 19A




Type - University Recreation Center

Special Conditions - Relocated campus recreation/sports facilities,

Possible roof top turf field

Parcel 19B Parcel 20AHeight - 70ft maximum, Stick built recommended

Setbacks - 20ft from BU Mall

Type - University Residential

Special Conditions - Entry on BU Mall

Parcel 20BHeight - 70 ft maximum, Stick built recommended


Type - University Classroom/Lab



Height - 70ft maximum, Stick built recommended


Type - University Residential


Parcel 21AHeight - 70 ft maximum, Stick built recommended


Type - University Classroom/Lab


Parcel 21B


West Station

West Station will be a key pedestrian, bicycle, and vehicular connection between the Harvard/Allston and Boston University sides of MassPike, as well as an important new connection between the Worcester branch of the MBTA commuter rail system and the proposed DMU service to Cambridge. West Station has been designed to break the physical barrier of 1-90 that has historically divided Boston University (BU) from Allston to the north. The plan also acknowledges the regional advantages of more direct connections between Boston University and Harvard. Our plan encourages BU to take advantage of West Station by creating a new center for West Campus, an area already dominated by BU student housing. BU Quadrangle has been proposed to both make West Station visible from a critical node along Commonwealth Avenue and to maximize the value of the surrounding real estate for student housing, lifescience, and commercial space. Most importantly, the quad is planned as an important open space resource for the West Campus population. 165West Station /

Situated in a dynamic location between the BU campus and the Allston residential neighborhood, West Station

looks to be a community asset as well as a gateway that welcomes travelers into the area. The station itself consists of a headhouse located above the active rail lines, as well as a concourse that

connects pedestrians to Ashford Street. This connection will facilitate the use of the station by residents of the Allston neighborhood as well as those visiting the BU campus. An integrated loop road will connect the station to the Beacon Yards development to the north. A dedicated green space located adjacent to the station concourse will

Figure 1: (Top) Axonometric view of West Station

Figure 2: (Above) Boston University existing green

space

West Stationserve the dual purpose of acting as a green lawn, with dedicated bike and

pedestrian access, as well as covering

a parking structure. Likewise, an

intermediate level will house commercial spaces as well as an expanded plaza,

to serve as an active public space and a common ground between BU and the abutting neighborhoods.


Figure 3: (Above) Axon of West Station and

surrounding district

167West Station /

Currently Boston University is mostly accessed by the B Branch of the Green Line as well as BU Buses that run the length of Commonwealth Ave. The closest commuter rail station is the Yawkey station on the Worcester Line. West Station will be a new stop along the Worcester line. Potential future additions include the Diesel Multiple Unit (DMU) Indigo lines along

the existing Worcester line and the

Figure 4: (Left) BU campus in relation to MBTA routes

Figure 5: (Right) MBTA 2020 vision plan

existing Grand Junction Railroad to

Cambridge. If added, these two lines

would have important stops at West Station for access to Harvard, BU, and

surrounding neighborhoods.


Multiple pedestrian and bicycle access routes to West Station ensure equal access from neighborhoods to

the north and south while vehicular access from both the north and south distributes traffic loads.

Figure 6: (Top) Access routes to West Station

Pedestrian Access Routes Bicycle Access Routes Vehicular Access Routes

169West Station /

The drawing above notes the multiple layers of the station. The most dominant of which is the main concourse that opens up onto Ashford Street. Below are the commercial

spaces that face onto the plaza, which

cover up at-grade parking that is embedded within the development and hidden from view.

Figure 7: (Top) Section perspective through concourse

Figure 8: (Opposite) Concourse level station plan


IMAGE

171West Station /

One of the important functions for

West Station, beyond providing access

to trains, is to facilitate north-south

connections across I-90. West Station does this in two ways. The enclosed station concourse connects to Ashford Street via stairs, escalators, and an

elevator. Additionally, a system of

ramps within the public open space seamlessly allows pedestrians and bikers to ascend 25' from Ashford Street to the station headhouse.

Figure 9: (Top) Section through station entry condition

Figure 10: (Bottom) Section through concourse and

plaza level


This ramp system splits at the intermediate plaza level, allowing bikers

and pedestrians to choose the most direct route to their final destination.

The station concourse bridges over these paths at this intermediate plaza level, allowing both groups to move

through the site unimpeded.

Figure 11: (Top) Section through bridge connection

Figure 12: (Bottom) Section through station headhouse

173West Station /

The process of creating the final

development in and around the West Station site begins with the construction of the loop roads and the early-phase construction of the footings for future air rights structure (Phase 1). Once permitting and the phased

relocation and demolition of the BU-owned buildings to the south is complete, a

vehicular connection is established by linking Alcorn Street to the Station Landing loop roads. At this stage, some of the vacant

parcels are transformed into parks, ensuring

public benefits early in the redevelopment

process (Phase 3). BU then begins to fill in

the remaining vacant parcels with buildings (Phase 4). Once all of the developable

parcels on terra firma are occupied, the

columns and decking are placed within the rail yard for future air rights (Phase 5). The

process ends with the development of air rights parcels (Phase 6).

Phase 1

Phase 4

Phasing


Phase 2 Phase 3

Phase 5 Phase 6

175West Station /

177West Station /

West Station GreenLooking Southeast from Station Headhouse


West Station ConcourseLooking North from BU Mall

179West Station /

Beacon Yards: DeNovo UrbanismARCH 7130 Master's Research StudioFall 2014

The Beacon Yards: DeNovo Urbanism Research Studio focused on the urban design issues raised by MassDOTs proposal for the redesign of the Allston/Cambridge interchange of the Massachusetts Turnpike in Boston. After studying the complexities surrounding the site, ten graduate students worked with Tim Love to produce a comprehensive master plan for land owned by MassDOT, Harvard University, and Boston University. Their collective vision is centered on a new commuter rail/transit station, an integrated open space/stormwater network, and a hierarchy of new streets that have been designed to accommodate an integrated range of transportation modes.

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