Re-Connecting Urban Conditions: Extending the Southwest Corridor

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RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR

by Jake Springer Bachelor of Science in Architecture Wentworth Institute of Technology, 2017 Submitted in partial fulfillment of the requirements for the degree of Master of Architecture from Wentworth Institute of Technology, April 2018.

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Jake Springer Author Department of Architecture

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Certified by Lora Kim Thesis Supervisor

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Accepted by Kelly Hutzell Director of Graduate Program

Š2018 Jake Springer. All rights reserved.

The author hereby grants to Wentworth Institute of Technology permission to reproduce and to publicly distribute copies of this thesis document in whole or in part using paper, electronic, and any medium now known or hereafter created.

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Plagiarism Statement Plagiarism is the submission or inclusion of someone else’s words, drawings, ideas, or data (including that from a website) as one’s own work without giving credit to the source. When sources are used in a paper or drawing, acknowledgment of the original author or source must be made through appropriate references (footnotes, endnotes) or if directly quoted, quotation marks or indentations must be used. Even if another person’s idea, opinion, or theory is paraphrased into your own words, you can be accused of plagiarism. The same holds true for drawings. Only when information is common knowledge may a fact or statistic be used without giving credit (https://www.wit.edu/catalog/2017-2018/academic-honesty).

Plagiarism is a serious issue and it is important for all to be able to rely on the integrity of student work. The use of content prepared by another person or agency engaged in the selling of papers or other academic materials constitutes plagiarism. Plagiarism does not only refer to written work but also to computer data, drawings, sketches, design concepts, code, musical scores and visual arts. Plagiarism can be inadvertent, so please become informed about the forms it can take. While we are all using precedents and study the built work to get educated and inspired, it is not acceptable to use entire concepts or appropriate drawings, sketches, 3D models or any other representation thereof and claim them as your own.

I, .........................................................................., am aware of the serious nature of plagiarism and of the fact that it includes design concepts, images, drawings and other representations beyond the written word. I will not intentionally use someone else’s work without acknowledgment and will not represent someone else’s work as my own.

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RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR v

Figure 01 : Discursive image Zakim Bridge converted into pedestrian bridge (Jake Springer, CC BY-NC-SA

vi ďťż

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR ABSTRACT Currently, there is a disconnect between people and architecture caused by the past decisions of urban planners to reconstruct the city for the automobile.

Cities are an integration of urban fabrics that work together as one, and if one fabric, such as the automobile, becomes dominant it disrupts the city’s function.

The automobile fabric requires the most amount of space while transporting the fewest number of people, in comparison to other forms of transit. This creates ruined spaces within the city fabric, like overpasses and highway infrastructure, because they are unused by the neighboring community due to lack of program and low quality of space. The dead space is considered valuable land by the city, so why can’t something be designed that creates a new community, or restores the once existing community of people through mixused architectural program?

This project investigates the Southwest Corridor Park as a pedestrian network and analyzes how to extend it further into the Boston. The Southwest Corridor is a

Key Words : Pedestrian environments

4.7 mile linear park, spanning along the Orange Line tracks, connecting the neighborhoods of Jamaica Plain, Roxbury, Back Bay, South End, and Cambridge.

Automobile

The park starts at Jamaica Plain and stops at every Or-

Infrastructure

transportation hub for the city of Boston. Just beyond

Network

ange Line Station, ending at Back Bay Station, a major the station is Interstate 90, an automobile dominant zone with little to no space for the pedestrian. This

Walkable city

project aims to re-connect the Southwest Corridor by

Transportation

ate new social interactions along a series of multi-lay-

Green space Multi-Modal

stitching these two urban conditions together to creered pathways, both existing and new.

How can the different modes of transportation operate simultaneously without disrupting one another?

What program best suits each of these sites, and how does it serve the neighboring communities?

Jake Springer

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR vii

viii 

Content Abstract vii Acknowledgments xi

INTRODUCTION

3

Argument 4 Setting Context Framing Narrative

6 18

Audience 19 Structure 20

DISCUSSION OF THE CITY

23

Introduction 24 Cars In The City

24

Innovation Of Cities

33

Effects Of Pedestrianization

38

Forward Thinking

39

DESIGN AS RESEARCH

41

Analysis 42 Framing The Problem

51

Wharf Project

52

Infra-Space 1

54

Discovery Green

56

Design Test

58

Critical Reflection

82

OUTCOMES 87 Introduction 88 The Design

90

Roxbury Crossing

92

Mass Ave Station

94

West Newton Street

96

Back Bay Station And Interstate 90

98

Conclusion 107

REFLECTION 109 Critical Reflection

110

BIBLIOGRAPHY 113 Figure List

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR ix

117

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“Cars are good servants but bad masters” - Peter Newman “The worlds population continues to grow, resulting in a steady migration from rural to urban areas. Increased numbers of people and cities go hand in hand with greater exploitation of the world’s limited resources. Every year, more cities are feeling the devastating impacts of this situation. What are we to do? What means do we have as designers to address this challenging reality?”

- Mohsen Mostafavi “You can always count on Americans to do the right thing after they’ve tried everything else.”

- Winston Churchill

Acknowledgments I would like to thank my friends and family, especially my parents, for always supporting me and my dreams.

Without them, I would not be where I am today. Secondly, I would like to thank my thesis professors, Marilyn Moedinger, Meliti Dikeos and Lora Kim, for stimulating my thinking over the past year, encouraging me to pursue this thesis, and always asking for more. I would also like to thank Danyson Tavares, my first professor, for introducing architecture and always asking why. And of course, thank you to my classmates for pushing the boundaries of architecture and inspiring me to do better.

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR xi

01 Introduction

THESIS STATEMENT | ARGUMENT | SETTING CONTEXT | FRAMING NARRATIVE | AUDIENCE | STRUCTURE

Thesis Statement Re-Connect Urban Conditions That Have Become Divided By Automobile Dominant Zones, Creating A Pedestrian Environment Serving Multiple Users.

ARGUMENT Cars are the masters of cities, limiting all other transportation methods, which ruins the interaction of humans and architecture in the city. Through the limited use of the automobile, the pedestrian can become the main focus for urban planning.

The pedestrian can begin to influence the layouts of streets, creating a variety of sizes, opposed to a geometric grid of wide streets. The layout of streets play an important role on the use of cars in the city so how can this start to be manipulated to decrease car usage? This will be explored through the design of pedestrianized areas in automobile dominant zones that are a large network, connecting the community of people through architectural program. The Southwest Corridor serves as a precedent of automobile dominant zone being transitioned into public transit and pedestrian friendly. There are minimal streets, except for the major intersections, offering pedestrians and bicyclist passage through the city without being interrupted.

By using elements such as vegetation, topography, and materials, a series of pathways and spaces can be created that allow different users to be separate from each other. This minimizes congestion in the city, as well as provide a safe environment.

This project aims to start the conversation of adapting the city of Boston into a more pedestrian friendly environment. This will be done through green spaces, pavilions, re-routing of roads, increase in public transit accessibility, implementation of bicycle hubs, and pedestrian walkways which will re-connect and extend and the Southwest Corridor.

4 Introduction

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 5

SETTING CONTEXT Following World War II, cities felt the need for a revitalization, which prioritized automobiles because they saw them as the future for transportation. Prior to this, automobiles were mostly used for the war efforts, as described by Haus Klau in the coming chapters. To do this, cities, such as New York and Boston, began destroying homes in efforts to install inner city highways that allowed transportation from the suburbs, they were interested in creating an easier connection because they believed it would attract more people. However, to their surprise, it pushed families further away into the suburbs, because of the destruction of valuable land. Urban renewal officially started with the The Federal Highway Act of 1956, which “gave state and federal government complete control over new highways, and often they were routed directly through vibrant urban neighborhoods, isolating or destroying many-since the focus of the program was to bring traffic in and out of the central cores of cities as expeditiously as possible and nine out of every ten dollars spent came from the federal government” 1. The Central Artery in Boston for example, got its name because it physically cut through the center of Boston. Urban planner Robert Moses was creating this same revitalization in New York in the early 1900’s2. He was interested in creating highway systems through New York, such as the proposed Lower Manhattan Expressway. This would’ve demolished neighborhoods and created a large amount of construction, leaving the city scarred.

In Boston, there was revitalizations through the destruction of whole neighborhoods, thinking that they could be re-built to create economic growth. The most horrific example is the West End Neighborhood in Boston which the original does not exist anymore. The West End neighborhood was made up of diverse backgrounds, and was seen as a slum to the city. The inhabitants barely had enough space, so they were forced to be on top of one another. But there was a strong sense of community, and the inhabitants did not see it as a slum, they saw it as their home. To amplify the “problem” in the West End, the Figure 02 : Discursive image blending city and forest. (Jake Springer, CC BY-NCSA)

city stopped collecting their trash. They allowed the West End to appear to be a mess, so they could justify tearing it down.

1 2

“Urban Renewal.” The West End Museum. Accessed April 13, 2018. http://thewestendmuseum.org/history-of-the-west-end/urban-renewal/.

“Robert Moses” NYPAP. Accessed April 13, 2018. http://www.nypap. org/preservation-history/robert-moses/.

6 Introduction

Figure 03 : Robert Moses by C.M. Spieglitz.

Figure 04 : Jane Jacobs

Figure 05 : Lower Manhattan Expressway Proposal

Figure 06 : Jane Jacobs leading activist group

Figure 07 : South Boston Interstate 90 construction by (©Boston Redevelopment Authority.)

Figure 08 : Robert Moses vs Jane Jacobs Diagram (Jake Springer, CC BY-NC-SA) Figure 09 : Exposed Highway vs Covered Highway in Boston (Jake Springer, CC BYNC-SA)

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 7

JANE JACOBS

city center

suburbs

ROBERT MOSES

city center

suburbs GREENWAY

JANE JACOBS

city center

JANE JACOBS

city center

suburbs

ROBERT MOSES

city center

suburbs

ROBERT MOSES

city center

suburbs GREENWAY suburbs GREENWAY

8 Introduction

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 9

10 Introduction

Figure 10 : Central Artery 2004 by Peter Vanderwarker

Figure 11 : Boston Map, 1938

Figure 12 : Rose F. Kennedy Greenway after construction 2012 by Peter Vanderwarker

Figure 13 : Boston Map, 2011

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 11

SOUTHWEST CORRIDOR PARK

4.7 MILES FOREST HILLS

GREEN STREET

STONY BROOK

JACKSON SQUARE

The urban planners had designed new highend residential buildings to replace the his-

urban planning, became and lead an activist

toric buildings . The community was left in

group to stop the construction. She was not

the dark and were given little chance to

going to let the fate of her neighborhood be

protest the destruction of their homes. In

the same as the West End. She stood up for

1958, the city started the demolition, wiping

what she believed in and gathered the others

out the homes, and leaving the inhabitants

members of the community to fight against

homeless. The city had now created an actual

Robert Moses. She believes that small neigh-

wasteland, with the West End neighborhood

borhoods with pedestrian access and mul-

left in rubbles. The cost of the new construc-

tiple views of streets was the best recipe for

tion turned out to be too expensive, and the

neighborhoods4. She was protecting the in-

city could not afford it. Therefore, the land

timate, family owned shops which she grew

was left un-used and un-developed for some

up around. She was fighting for the people,

time. The city believed it was doing the right

she became a voice for not just her neigh-

thing by destroying the homes of its people

borhood, but for the people of the country

to build fancy new houses was the best way

that were fighting against revitalization in

to portray Boston.

cities. In the end, she won the battle, and the

3

highway construction was prevented. Today, This same exact revitalization was proposed

she has a famous book, describing the ideal

in Greenwich Village in the 60’s, which was

American city and the methods necessary to

home to Jane Jacobs. Robert Moses had

create a successful city.

proposed a highway, the Lower Manhattan Expressway, that would’ve destroyed the

Next in line was the neighborhoods of Bos-

homes of the neighborhood. Jacobs, who

ton, including Jamaica Plain, Roxbury, Back

had no historic background in architecture or

Bay, South End, and Cambridge and the proposal of a 12-lane highway in the 1950’s-60’s.

3

“Urban Renewal.” The West End Museum. Accessed April 13, 2018. http://thewestendmuseum. org/history-of-the-west-end/urban-renewal/.

12 Introduction

4

Jacobs, Jane. The death and life of great American cities. New York: Vintage Books, 1992, 178-179

Figure 14 : Southwest Corridor Map ((Jake Springer, CC BY-NC-SA)

ROXBURY CROSSING

RUGGLES STATION

MASS AVE STATION

BACK BAY STATION

The expressway would have linked to the

that connects the neighborhoods of Boston

Central Artery and other major highways

through a 50 acre linear park. The Southwest

already in existent in Boston. However, the

Corridor officially opened in 1990 and offers

communities fought back and protested by

11 recreational facilities, 2 spray pools, 2 street

laying down on the ground in front of dem-

hockey rinks, 2 amphitheaters, 5 tennis courts,

olition bulldozers. They had seen what had

and paths for biking, jogging, and walking6.

happened to the West End and they were not willing to let it happen to them. Fortunately,

Now, the problem is that the Southwest Cor-

Governor Francis Sargent had sympathized

ridor abruptly ends at Back Bay Station, and

with them, and halted the plans in 1970, and

at the other side of the station is a automo-

eventually canceling them in 19725. Due to

bile dominant zone, known as interstate 90.

the demolition that had already been done,

The highway is submerged below the ground

the Governor decided to use the space as a

plane with bridges spanning over connect-

mix use of mass transit as well as open and

ing the neighborhoods. It has created a void

recreation space, which became the South-

in the urban fabric, allowing the automobile

west Corridor Project. This was a way to con-

to take over the space and create an un-invit-

nect public transit throughout the city, as

ing atmosphere for the pedestrian. Adjacent

well as give satisfy the neighborhoods.

to the highway is the Commuter Rail, Orange Line, and Amtrak trains, all converging into

Today, the Southwest Corridor runs from Ja-

Back Bay Station. Along the highway are a

maica plain to Back Bay station, providing

series of parks which eventually stop as they

pedestrian paths as well as bicycle lanes.

reach the interchange of Interstate 90 and 93,

It spans 4.7 miles, offering a series of parks

creating a large, unwanted knot, that disrupts

and recreational uses throughout the park.

the connection to the Rose-Kennedy Green-

What once was a highway, now is a parkway

way.

5

6

“Southwest Corridor Park.” Accessed April 13, 2018. http://swcpc.org/history.asp.

“Southwest Corridor Park.” Accessed April 13, 2018. http://swcpc.org/history.asp.

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 13

BAY VILLAGE

RESIDENTIAL BACK BAY

SOUTH END

DISTRICTS

14 Introduction

PRUDENTIAL + COMMERCIAL

EDUCATIONAL COMMERCIAL

HOTELS

RETAIL

RETAIL + ATTRACTIONS

Figure 15 : Site Diagram showing uses ((Jake Springer, CC BY-NC-SA)

MIX USE RESIDENTIAL

PRUDENTIAL

USES RESIDENTIAL

Figure 16 : Cambridge bulldoze protest mural

Figure 17 : Community protesting highways in Boston

Back Bay Station has become a transportation hub, allowing Figure 18 : Back Bay commuters to access multiple trains, but it serves as a wall for Station from Southwest Corridor (Jake Springer, the Southwest Corridor. The Station has two purposes, cre- CC BY-NC-SA) ating easy access to trains, as well as dividing the pedestrian from the automobile. The community that use to be where Interstate 90 is was not as fortunate as the communities aligning the Corridor, as the construction demolished their homes before they could fight back. This has left the area with two Figure 19 : Interior Atriurban conditions that are tied together by Back Bay Station, um of Back Bay Station (Jake Springer, CC BYbut have no relationship to one another. Its almost as if they NC-SA) are speaking different languages and the Station is the interpreter.

Throughout this book, a word that is often used is “pedestrianization” meaning the restriction of a street to pedestrians only. This concept was widely discussed in Germany, believ- Figure 20 : Interior ing it was “an improvement of the urban environment, which arcade of Back Bay Station (Jake Springer, CC encouraged people to enjoy the newly created spaces” and it BY-NC-SA) was “quickly established that pedestrianized areas were good not only for pedestrians, but also for the turnover of shops, ca-

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 15

D

D

16 Introduction

E

F

G

fe’s and restaurants”7. This term will be explored and critiqued Figure 21 : Site Diagram showing history (Jake throughout the development of this project.

Springer, CC BY-NC-SA) Another term that is referenced throughout is “ecological urbanism” which was coined by Mohsen Mostafavi in “Why Ecological Urbanism? Why Now?”. This article is discussed further Figure 22 : Existing in chapter 2, but the term suggests using ecology as a way to Section of Back Bay Station (Jake Springer, design cities. It “aspires to multiply the available thinking of CC BY-NC-SA) cities to include environmental and ecological concepts and to expand traditional disciplinary and professional frameworks for describing those urban conditions”8. This term becomes a basis for this design and will be a guide throughout the process.

Each piece of work referenced has played a distinct role in the development of this thesis project. The three main providers of information that started this research; “Pedestrian and the City” by Carmen Hass-Klau, “The End of Automobile Dependence” by Peter Newman and Jeffery Kenworthy, and “Sustainable Design: Ecology, Architecture and Planning” by Daniel Williams. These books are the foundation for the argument as they describe the history of the automobile in the city and how we have attempted to deal with this problem in the past.

Daniel Williams provides information about how sustainable design can be incorporated in the development of a city. He describes the methods in which are most effective and the importance of why now. Branching off these works are supplemental sources that fill the gaps and mesh ideas together to create a cohesive narrative.

7 Carmen Hass-Klau, The Pedestrian and the City. Milton Park, Abingdon, Oxon : Routledge, Taylor & Francis Group, [2015], 49-50.

8 Charles Waldheim, “On Landscape, Ecology and other Modifiers to Urbanism.” Landscape Urbanism Vol 71, (2011): 20 – 24, 24.

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 17

FRAMING NARRATIVE Growing up in the North Shore area has inspired me to approach the problem of the automobile in Boston. I graduated with my Bachelor of Science in Architecture in 2017 and am a candidate for Master of Architecture in 2018 from Wentworth Institute of Technology in Boston. Being in the city has shaped the problem as I have experienced dealing with the automobile as a pedestrian. However, half-way through my education I started commuting to school via automobile, contributing to the dominance of cars in the city.

I also began using public transportation for a few semesters, providing me with the experience of both situations. Taking the train everyday had its perks, except the fact that it was far more expensive than driving. This was a main factor in my decision to continue driving. However, it frustrated me the amount of time wasted in the car that could be better used on the train. Another factor was the time constraints in which I could enter/leave the city, whereas when I drive I have full control over this. Therefore, I believe that creating a more pedestrian friendly environment and more efficient public transit will decrease the use of cars in the city.

I hope that this project will create the insight and knowledge needed to convert people who drive to take the public transit.

The increase in price for public transit is something that could be discussed by city officials and possibly reduced by offering alternative incentives. The commuting time was relatively faster during peak travel times when taking the train, however it is faster to drive when it is not peak hours.

During my childhood, I spent a lot of time in Maine at a campground on the weekends, with limited access to resources. I learned to enjoy the rural setting and found it to be relaxing and comforting knowing that I was removed from the chaos.

The surrounding environment of woods and water created an environment I always found myself wanting to be. This has influenced my interests in ecological urbanism because I have experienced a place where the ecology of the land begins to take over, to a certain extent. All of these pieces have contributed to this thesis proposal and the burning questions that continue to inspire the research of a walkable and pedestrian network in the city.

18 Introduction

Audience This work intends to target a few groups and

Secondly, this is targeting city planners and

provide factual and visual evidence on why portantly, this is targeting the community of

the city in general. It intends to influence Figure 23 : Forest sunset them to think about the way current cities in Sebago, Maine (Jake Springer, CC BY-NC-SA). are functioning and how to change them.

people surrounding Boston because from

With our resources becoming limited, we

this change the most. It is crucial that change

ited city. This proposal hopes that they will

need to think of alternative methods for sup- Figure 24 : Sunset over plying energy to the city. This hopes to jump- Long Lake in Naples, Maine (Jake Springer, CC start the process of transforming unused BY-NC-SA). spaces into mixed-used spaces for the com-

want this change as a whole and approach

munity. As discussed in chapter 3, Mass DOT

the city to develop a plan to change. Automodeaths in the city, so with the limited use it

(Massachusetts Department of Transporta- Figure 25 : Aerial view of tion) is currently proposing a series of spaces Beverly, Massachusetts from Google Maps. that give back to the neighborhoods. This is

creates a safer environment for children and

not a new concept, rather a new idea on how

adults. Without the community, this is use-

to approach the problem which will hopeful-

less because they are the ones that are able

ly benefit the city ecologically, economically,

to make change happen.

and socially.

we need to create a healthier city. Most im-

starts within the community because it is all or none in creating a sustainable and car lim-

biles are a main contributor to accidents and

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 19

STRUCTURE Chapter 2 introduces the works that are referenced throughout this book and provided the knowledge and information to support this proposal. It describes the relationship between the different works and how they compare and contrast to create a cohesive outline. The evidenced used is the words of the authors and how they perceived ideas, supported by images explaining the concepts described. The images provide criteria in which to judge the words, by supporting or not supporting the author. The authors are also creating criteria through their statements that are then translated into design criteria that can evaluate and test the iterative process. The outcome of this chapter is to create the background information for which this thesis will expand on.

Chapter 3 provides the research that has been conducted and how it has influenced the design tests. The design tests and methods explored help guide and define the problems in search for a viable solution. The design process is an iterative process, meaning the first answer is not always right. Through this chapter, there are a series of graphs, precedents, and design sketches to support the concepts described throughout and the research conducted. The research is an on-going process, which in the end defines the criteria for the design tests.

Within this chapter is the successes and failures of past projects as well as my own design tests. The failures provide insight on what is missing and/or what the real issue is. An important piece of this chapter is the design methods that are planned to be used because they become the illustrations in which the final project is framed in. They are meant to visually describe the project while also conveying a large amount of information in a clear and concise way. Chapter 3 provides the information needed for Chapter 4.

Chapter 4 showcases the final stages of the proposal with a cohesive design. It can be seen as another iteration, as opposed to the final design. It is rather the outcome of the work over this past year, and as always, there is more to do.

Figure 26 : Discursive image of transforming NYC street to a pedestrian street (Jake Springer, CC BY-NC-SA).

Chapter 5 is a reflection on the thesis proposal and analyzes the work and how it could’ve been pushed further or what the next changes would be for another iteration. This is the closing chapter on a year long process of research and rigorous thinking through design.

20 Introduction

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 21

02 DISCUSSION OF THE CITY INTRODUCTION | CARS IN THE CITY | INNOVATION OF CITIES | EFFECTS OF PEDESTRIANIZATION | FORWARD THINKING

INTRODUCTION The question being addressed in this chapter is the use of cars in the city and how to design for the pedestrian as opposed to the automobile. Urban design decisions have largely been motivated by the dominance of the car in the U.S. for decades now. A reason the car has become the focus is because many argue that they are the most convenient and comfortable way to travel. As a result, the city is becoming dependent on streets that serve the car, rather than the pedestrian. This means that the pedestrian is often times forgotten and forced to walk on a narrow side walk, limiting the community interaction and experience of architecture. Community and social gathering is slowly deteriorating even further, as advances in technology allow us to communicate through our phones and social media. The automobile is additionally a main contributor to pollution and consumption of non-renewable sources, which one day we’ll run out of. Cities need to become more sustainable and with the heavy use of cars it is impossible. The focus of this study is to explore the development of cities that are pedestrian focused, causing limited car use that ultimately creates a stronger sense of community and an overall healthier environment.

CARS IN THE CITY The automobile was first introduced in the late 18th and early 19th century. Prior to the automobile, horses and the tram were used as transportation methods, and walking of course.

In “The End of Automobile Dependence”, Peter Newman and Jeffrey Kenworthy describe that the surge of cars in the city started with Henry Ford’s popular Model T9. The cars efficiency compared to the tram lines lead to the permanent removal of tram lines in the city. This change became one of the first instances where the car begins remaking the city10. Urban planners introduced wide street layouts due to the popularity of the automobile and inefficiency of small streets. The shift of small, intimate streets to wide streets started to reduce the architectural experience of the city to the pedestrian. A major 9

Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning. (Washington, DC : Island Press, 2015), 1.

10 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning, 1.

24 DISCUSSION OF THE CITY

+9% 4 3 2 1 0 -1 -2 -3

+2.6%

+2%

+4.8%

700000 600000 500000 400000 300000 200000 100000 0

1980

1990

2000

2010

2016

BOSTON POPULATION

a political push on cars, they became widely

ban sprawl meaning that cities became less Figure 27 : Boston dense, causing the use of the car to rise13. Population from 19802016 (Jake Springer, Density and car usage are directly related to CC BY-NC-SA) one another because as people move away

acceptable12. However, the use of cars inevi-

from the core of the city it requires them to

tably generates pollution, as cars require an

travel further14. Most cities, including Boston

ample amount of non-renewable resources.

are now seeing an increase in population

Therefore, these network of highways that

and as Daniel Williams describes “Population

we are continuing to build throughout cities

growth isn’t a bad thing if its growth impera-

is enabling the car to harm the overall envi-

tive is used to generate more-sustainable cit-

advocate for vehicles in Germany was Hitler, who authorized a network of highways allowing the car to access the city centers11. With

ronment.

In “The End of Automobile Dependence”, Newman states that with the car came ur11 Carmen Hass-Klau, The Pedestrian and the City (Milton Park, Abingdon, Oxon : Routledge, Taylor & Francis Group, 2015), 20.

12 Carmen Hass-Klau, The Pedestrian and the City, 20.

13 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning. (Washington, DC : Island Press, 2015), 4.

14 Daniel Edward Williams, Sustainable Design: Ecology, Architecture and Planning. (J. Wiley & Sons, 2007), 24.

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 25

ies” 15(Figure 27). Williams agrees with Newman in “Sustainable Design: Ecology, Architecture and Planning”, where he claims that urban sprawl is a primary factor for cities becoming more and more unsustainable16. In “The Use of the Car-Mobility Dependencies of Urban Everyday Life”, Berti Vilhelmson question if increased accessibility in urban areas could stop increasing volume of automobile traffic17. The author is posing the question if these pedestrian friendly environments are created, does it actually limit people from using the automobile?

This certainly depends on the proximity to the city center and number of attractions surrounding the area. Urban sprawl increased the number of highways and cars which both use fossil fuels, creating pollution, and destroying valuable land.

In North America, the automobile controlled the development of cities in terms of street layout. For example, in New York City the use of a grid is cheap and easy and allows vehicles to circulate in all areas, including residential18. With this grid, the automobile can easily access roads that are considered private, because they have the same characteristics as the main streets. As a result, grids create congestion in the city and in Figure 28 : City as an Organism (Jake Springer, CC BY-NCSA)

fact it became such a problem in the 1920’s that it caused street closures19. So, with the congestion comes the limited amount of space for the pedestrian causing them to circulate around the automobile instead of the automobile accommodating them. In opposition to wide streets, in 1963 Ernst May “denounced the massive roads building programs and called them misguided investments and the wrong operation for the organism of a city. It was not the city that had to be changed to accommodate the traffic, but the traffic to accommodate to the city”20. Adriaan Geuze describes in “Second Nature”, that the city is an organism, where infrastructure, inhabitants, and landscape need to work together simultaneously for a city to be successful21, as opposed to one becoming dominant over 15 Daniel Edward Williams, Sustainable Design: Ecology, Architecture and Planning, 179.

16 Daniel Edward Williams, Sustainable Design: Ecology, Architecture and Planning. (J. Wiley & Sons, 2007), 24.

17 Berti Vilhelmson, “The Use of the Car-Mobility Dependencies of Urban Everyday Life”, In Threats from Car Traffic to the Quality of Urban Life, edited

by Tommy Gärling and Linda Steg, 145-164. (Amsterdam: Oxford : Elsevier Ltd, 2007), 154.

18 Carmen Hass-Klau, The Pedestrian and the City (Milton Park, Abingdon, Oxon : Routledge, Taylor & Francis Group, 2015), 4.

19 Carmen Hass-Klau, The Pedestrian and the City, 15.

20 Carmen Hass-Klau, The Pedestrian and the City, 38.

21 Adriaan Geuze, “Second Nature.” Landscape Urbanism Vol 71, (2011): 40 – 42, 42.

26 DISCUSSION OF THE CITY

URBAN FABRICS METRO RAIL TRAM

PEDESTRIAN

BUS

PEDESTRIAN

BIKE BIKE METRO RAIL

PEDESTRIAN MOTORCYCLE METRO RAIL BIKE

BUS TRAM

MOTORCYCLE

CAR (express way)

TRAM CAR (urban street)

CAR (urban street)

BUS CAR (express way)

CAR (express way)

capacity (users/hour/lane)

space demand (km/h)

LE CYC TOR MO CAR (urban street)

speed (m2/users)

PEDESTRIANIZATION

ilar to this thinking, in the 30’s and 40’s Ger-

Figure 29 : Urban Fabric graphs showing modes of transportaThe idea of “pedestrianized” areas sprouted tion (Jake Springer, CC the concept of livable or walkable cities. The BY-NC-SA)

many started planning new city centers that

conversation of a livable city arose because

were “pedestrianized” by eliminating the car

people were exasperated with the motorways

in the city centers . Hass-Klau states that the

taking over the city and Mumford “demand-

separation of vehicles and humans is the only

ed that the inner city should be re-planned

way the city will survive23. Geuze is saying for

for pedestrians and that public mass trans-

a city to be successful, all pieces have to work

portation had to be rebuilt and extended”24.

together, whereas Hass-Klau is stating that

If pedestrianization was prevalent in the mid-

they should actually be isolated from one an-

late 19th century, why are we still allowing the

other. How can a city that depends on vehi-

car to become the prominent factor in cities?

cles and humans, create a separation without

In fact, in 1995 50% of Germans agreed that

destroying the city?

all citizens should change their lifestyles to

the other (Figure 28). Currently, we are seeing the infrastructure dominate the city leaving the inhabitants and landscape behind. Sim-

22

protect the environment25. Another contribThe maps below show how Boston allowed

uting factor to the shift of urban planning

for the highway system to take over. During

is that the automobile is the least efficient

the 1950’s, when cars were becoming popu-

mode of transportation because it requires

lar, there is an increase of Interstate Highway

the most amount of space while transporting

that cuts through Boston (Figure 31). After

the fewest number of people. In opposition

the 1990’s, they realized they were ruining the

to this, the train requires the least amount

city by allowing the car to act as a master, as

of space while carrying the largest number

opposed to a servant (Figure 32). This is when

of people26(Figure 29). However, commuters

plans to relocate the infrastructure to underground started.

22 Carmen Hass-Klau,The Pedestrian and the City (Milton Park, Abingdon, Oxon : Routledge, Taylor & Francis Group, 2015), 27.

23 Carmen Hass-Klau, The Pedestrian and the City, 27.

24 Carmen Hass-Klau, The Pedestrian and the City, 16.

25 Ellen Matthies and Anre Blobaum, “Ecological Norm Orientation and Private Car Use”, In Threats from Car Traffic to the Quality of Urban Life, edited by Tommy Gärling and Linda Steg, 251-271. (Amsterdam: Oxford : Elsevier Ltd, 2007), 251.

26 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning. (Washington, DC : Island Press, 2015), 131.

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 27

Figure 30 : Interstate Highway Layout in Boston 1800’s - 1950’s

28 DISCUSSION OF THE CITY

Figure 31 : Interstate Highway Layout in Boston 1950’s - 1990’s

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 29

Figure 32 : Interstate Highway Layout in Boston 1990’s - Present

30 DISCUSSION OF THE CITY

Figure 33 : Interstate Highway Layout in Boston 1800’s - Present

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 31

who live in the suburbs may not be within proximity to a train, making the car the only viable option for transportation. This is the idea Williams describes about how urban sprawl has increased the physical need for the car. Therefore, for a walkable city to happen the public transit needs to expand and grow its network into the suburbs. Another influencing factor in the thinking of removing or limiting cars in the 19th century was the price of fuel, traffic wall, aging city, and the growth of a culture27. Today, the price of fuel has lowered, causing the continued use of the car. How can a culture be created or even experienced within the confinements of a car? In “The End of Automobile Dependence”, Newman states that the change from an automobile city to pedestrian city needs to happen through community, and once people start realizing the benefits, they then will become advocates for the limited use of the car in the city28. Without the development of the community, a walkable city can never really be created. It must be a citywide change, or else it will fail. This same idea is mentioned by Mostafavi in “Why Ecological Urbanism ? Why Now?” where he describes the world being destroyed by our unsustainable lifestyle and that everyone must be committed to change for it to work29. Continuing with Newman, walking cities offer more benefits such as narrower streets, more public spaces, more shopping (building the economy), mix of social classes, and healthier overall30. Mostafavi is describing an ecological urbanism that starts to rebuild the city using nature, where as Hass-Klau and Newman are rebuilding the city through pedestrianized streets.

In connection to Landscape Urbanism is “Cognition in the Flesh… the Human in Design” by Henry Francis Mallgrave who believes that architecture can create an emotion of pleasure and displeasure through stimuli, such as a space and its use of materials31. He describes how nature in architecture benefits our mental capacity and we often seek green spaces to

27 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning, 22-28.

28 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning, 208.

29 Mohsen Mostafavi, “Why Ecological Urbanism? Why Now?.” Landscape Urbanism Vol 71, (2011): 30 – 35, 35.

30 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning (Washington, DC : Island Press, 2015), 104-105.

31 Harry Francis Mallgrave, “Cognition in the Flesh ...the Human in Design,” ed. Tyler Stevermer, Thresholds 42 Human, 2014, 76–87, 84.

32 DISCUSSION OF THE CITY

escape32. So, if green spaces are important to

INNOVATION OF CITIES

the cognitive mind, why are we still allowing the automobile to overtake nature? In “De-

This term ecological urbanism, defined by

signing the Sustainable Site”, Heather Ven-

Mohsen Mostafavi in“Why Ecological Urban-

haus agrees with Mallgrave by saying the site

ism? Why now?” is a critique of landscape

can improve the physical health of the user

urbanism where it is more focused on the en-

by providing spaces for safe and convenient

vironmental remediation, ecological health,

activities that it will help reduce disease and

and biodiversity, opposed to the “empirical

boost energy levels . Therefore, by activating

and objective conditions of urban life”36. Mo-

unused spaces destroyed by the automo-

stafavi questions how cities, which devour

bile, we can create spaces, that bring peo-

ample amounts of energy and non-renew-

ple together socially while also healing the

able resources, be defined as ecological?37.

cognitive mind. Venhaus also advocated the

Due to the cars consumption of non-renew-

redesign of underutilized outdoor spaces by

able resources, they are polluting the envi-

converting vacant lots in to community gar-

ronment as described by Newman. It asks the

dens or parks that the user maintains and

question of should we limit the use of cars in

manipulates the landscape, creating a sense

the city to create a healthier environment?

33

of community . In the 19th century Germany

Mostafavi addressed how an architect actu-

had neighborhoods containing communal

ally designs for an ecological environment,

green spaces connected and created narrow

and Daniel Williams describes how we need

streets with high hedges that deterred vehi-

to use an ecological model for designing our

cles from coming through. In these neigh-

cities. In “Sustainable Design: Ecology, Archi-

borhoods “the movement of pedestrians was

tecture and Planning”, Williams continues to

most important and the car had to play a

explain how sustainable design must consid-

34

subordinate role” . Therefore, communities

er its region and climate as they play a major

can come together to create gardens and

role in the design for sustainability38. Hass-

vegetation as way of limiting the use of cars

Klau describes how regional design became

and traffic.

popular in the 1920’s due to overcrowded cit-

35

ies and “the need for controlled urban growth but it also included ideas and concepts about traffic and transportation”39. By removing cars cities don’t magically become sustainable, but rather we need to design and adapt buildings and landscapes to be sustainable.

To achieve sustainability, we need to inte32 Harry Francis Mallgrave, “Cognition in the Flesh ...the Human in Design,” 79.

33 Heather Venhaus, Designing the Sustainable Site: Integrated Design Strategies for Small-scale Sites and Residential Landscapes (John Wiley & Sons, 2012), 52.

34 Heather Venhaus, Designing the Sustainable Site: Integrated Design Strategies for Small-scale Sites and Residential Landscapes, 53.

35 Carmen Hass-Klau, The Pedestrian and the City (Milton Park, Abingdon, Oxon : Routledge, Taylor & Francis Group, 2015), 22.

36 Waldheim, Charles. “On Landscape, Ecology and other Modifiers to Urbanism.” Landscape Urbanism Vol 71, (2011): 20 – 24, 24.

37 Mohsen Mostafavi. “Why Ecological Urbanism?

Why Now?.” Landscape Urbanism Vol 71, (2011): 30 – 35, 32.

38 Daniel Edward Williams, Sustainable Design: Ecology, Architecture and Planning (J. Wiley & Sons, 2007), 105.

39 Carmen Hass-Klau, The Pedestrian and the City (Milton Park, Abingdon, Oxon : Routledge, Taylor & Francis Group, 2015), 7.

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 33

grate natural energies inside and outside the

By using sustainable design, we can con-

built environment. We can use environmen-

struct and facilitate an innovative city that

tal factors such as “sun, water, wind, oxygen,

is always changing to improve the environ-

to recreate

ment. Interestingly, the advancement of

carbon dioxide, soil, and others”

40

energy that these forms generate.

technology has led to a decrease in car usage in the younger generation because they are

There is a paradigm shift where sustain-

more concerned with their phones than driv-

ability is becoming a driving force and the

ing44. Also, jobs are becoming centralized in

process needs to start at a small scale, i.e.

cities, making it easy to take public transit.

neighborhoods, communities, and even the

The younger generation is also more educat-

household . For it to be successful, it must be

ed in walkable streets and are often sought

active in all scales of design. The process of

out because they offer the atmosphere of an

limiting the use of cars has started because

urban environment that they are searching

oil is becoming too expensive, causing peo-

for45. A major problem, especially in the US,

ple to find alternative methods. Newman

is this notion of pride and dignity that people

states that oil created a slow investment into

have for their cars/trucks, making it harder for

non-fossil-fuel-based-power, but it is no lon-

them to let go of their use. In 2005, a study

41

ger suited for the future . Williams contin-

was done in Scotland about personal car use,

ues this argument be saying that everything

and Stephen Stradling describes how “39%

we do in the human economy depends on

percent of drivers agree that ‘reducing my

non-renewable resources, from our food to

car use would make me feel good’; 44% feel

our clothes. All processes involved in the pro-

‘traveling by car can be stressful’, but 43%

duction, from making to the transportation

believe that ‘driving my car is too convenient

of everyday items are insufficient and con-

to give up for the sake of the environment”46.

tribute to the larger problem of pollution .

This means people, not only in Scotland, are

As a result, it is simply not sufficient enough

being self-ish and are choosing to ignore the

to integrate sustainability into the physical

environmental problems the car is causing

design but also how the materials are going

because of the short-term benefits. Alterna-

to get to the site and where are they coming

tively, in Europe, this connection to the au-

from. The decision to use sustainable meth-

tomobile isn’t as strong. In Rome for exam-

ods is usually affected by economics because

ple most people are driving compact cars

it may cost more, leading the architect/con-

because of their efficiency in gas and size,

struction manager to go the effortless and

which allows them to fit anywhere. Another

affordable route.

factor is the streets in Rome are much more

42

43

diverse, with public streets large enough for 40 Daniel Edward Williams. Sustainable Design: Ecology, Architecture and Planning (J. Wiley & Sons, 2007), 2.

41 Daniel Edward Williams. Sustainable Design: Ecology, Architecture and Planning, 16.

42 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning (Washington, DC : Island Press, 2015), 228-230.

43 Daniel Edward Williams. Sustainable Design: Ecology, Architecture and Planning (J. Wiley & Sons, 2007), 25-26.

34 DISCUSSION OF THE CITY

44 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning (Washington, DC : Island Press, 2015), 129-132.

45 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning, 132.

46 Stephen Stradling, “Determinants of Car Dependence”, In Threats from Car Traffic to the Quality of Urban Life, edited by Tommy Gärling and Linda Steg, 187-204. (Amsterdam: Oxford : Elsevier Ltd, 2007), 196.

traffic and alleyways that are more restrictive to heavy traffic similar to what Newman describes.

The advancement of technology has also improved urban rail tremendously by reducing travel times. In Europe, the Middle East, and Asia have seen multiple advantages to increasing the number of high speed transit that can hopefully influence the US47. High-speed transit eliminates the need for wide roads because traffic is inevitably eliminated. In Britain, there have been experiments with physically raising the sidewalks above the streets48. However, this is still ignoring the problem of the car. Instead it is enabling the car to have more control over the development of the city and where people can access. By raising the sidewalks, a more direct route is created that restricts the pedestrian from experiencing the architecture and the architecture from forming the city. This is the method that Hass-Klau describes as most efficient because the two enti-

Figure 34 : Boston map from 1630 - 1675 showing early settlement.

ties are segregated. Another method would be lowering the vehicles speeds so that it deters people from wanting to drive because of the increase in traffic and inefficiency from getting from point A to point B49. This would make walking, biking, and public transit a more attractive means of transportation. Even in cities that have the least amount of compared car usage, there is still a large quantity of use. “The end of the automobile dependence is clearly not the end of the car, and future automobile travel needs to become more sustainable through renewable fuels and technology efficiency”50, in fact, auto dependency is achieved when a city has reached under 75% of travel or less by car51.

The layout of streets is very important in terms of directing traffic and creating public vs private areas. Philadelphia and Boston have street layouts that contain a European pattern with a combination of narrow and wide streets ( Figure 34 + Figure 35). Savannah, Georgia however used a street grid that

47 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning (Washington, DC : Island Press, 2015), 5-8.

48 Carmen Hass-Klau, The Pedestrian and the City (Milton Park, Abingdon, Oxon : Routledge, Taylor & Francis Group, 2015), 80-86.

49 Carmen Hass-Klau, The Pedestrian and the City, 80-86.

50 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning (Washington, DC : Island Press, 2015), 75.

51 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning, 75.

Figure 35 : Chicago Map showing the street layout.

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 35

created a “green” grid which made walking in

sentially serves as a block within New York

the city pleasant . What makes a street com-

City instead of defining itself throughout the

fortable to walk on? Is it the material used,

city. The issue that has come to attention in

Figure 36 : Aerial view the width of the sidewalk, the amount of trafof Central Park in New fic, both people and cars, or a combination of York City by Will Coldall these things? The separation of traffic prowell. vides a safer environment for the pedestrian

Boston specifically is the separation of land

and the drivers. This can be seen in the plan

city making it hazardous to cross. Meaning

of Chicago where Frederick Law Olmsted’s

the automobile requires people to walk out

firm designed wide boulevards, similar to his

of their way to the nearest foot bridge. Once

concept of Central Park in New York City (Fig-

again, we are allowing the cars to determine

ure 36). He created intersections that did not

how the pedestrian can experience the city.

intersect on the same plane, allowing for all

Similarly, Boston’s Storrow Drive also carves

methods of transportation to move smooth-

through a residential area, disrupting the

ly53. Central Park is also successful at removing

connection of the Back Bay Fens and Charles

the pedestrian from the automobile focused

River neighborhood. If we follow the words of

city and creating an urban environment that

Venhaus and Mostafavi, nature should/needs

is suited to their needs. However, there is still

to be connected, allowing for a better physi-

an edge that is created, meaning that it es-

cal and mental experience.

52

52 Carmen Hass-Klau, The Pedestrian and the City.

(Milton Park, Abingdon, Oxon : Routledge, Taylor & Francis Group, 2015), 4-6.

53 Carmen Hass-Klau, The Pedestrian and the City, 4-6.

36 DISCUSSION OF THE CITY

due to the road infrastructure. Specifically, the connection to the Esplanade and the Charles River are isolated from the rest of the

Cities always have a way to achieve a healthier, productive, and community based environment. The initiatives for these cities to change is a global goal that needs to be set

7% wind power 10% combined heat and power

52% renewable energy 83% nuclear + hydroelectricty

ENERGY in Sweden

95% from hydro-power

99% of household waste recycled

50% burned to produce energy 16.15 tons USA

RECYCLED WASTE in Sweden

6.91 tons EUROPE

4,25 tons SWEDEN

CARBON DIOXIDE

by governments and businesses. They are the

droelectricity, 10% from co-generation from

“rule” setters, but the community needs to fol-

heat and power, and 7% from wind power56.

low through and be proactive by involving all

And 52% of there energy is renewable and

parties . For example, Stockholm has a 2030

95% of that comes from hydro-power57(Fig-

vision of creating a walkable city through at-

ure 37). Since Boston is also on the coast and

tractive public transit, expanding the bicycle

has easy accessibility to water, why are they

network, more attractive green spaces, better

not capitalizing on the opportunity to gener-

air and water quality, congestion tax, etc.55.

ate power from water? It is a natural resource

“The Walkable City” provides many import-

that clearly has enough power to create a

ant ways in how to create a walkable city, but

substantial amount of energy. In addition,

they are simply ideas, not actual precedents

Sweden uses 4.25 tons of carbon dioxide per

on how to do achieve these goals. Stockholm

capita while the US consumes 16.15 tons per

is a leading city in terms of sustainability and

capita58. So, by eliminating or reducing the

constantly innovating to become a healthier

use of cars, we then can create public spaces

place to live. Boston, and the U.S. as a whole,

that generate energy through activity, creat-

could learn a lot from what is being done in

ing a sustainable city.

54

Sweden, for example 83% of the country’s energy is generated from nuclear and hy54 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning (Washington, DC : Island Press, 2015), 227-228.

55 “City of Stockholm.” International.stockholm.se.

Accessed October 17,2017. http://international. stockholm.se/.

56 “City of Stockholm.” International.stockholm.se.

Accessed October 17, 2017, http://international. stockholm.se/.

57 “Energy Use in Sweden.” 2015. Sweden.Se. December 23, 2015, https://sweden.se/society/energy-use-in-sweden/.

58 “Energy Use in Sweden.” 2015. Sweden.Se. December 23, 2015, https://sweden.se/society/energy-use-in-sweden/.

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 37

Figure 37 : Graph showing Sweden’s energy use compared to USA and Europe.

(Jake Springer, CC BYNC-SA)

Figure 38 : PruittIgoe Housing Project. (© 2017 Common Reader. All rights reserved.)

EFFECTS OF PEDESTRIANIZATION

health and creates social problems61. The

The dependence on the automobile is slow-

preconceived notion that high-density hous-

ly deteriorating, in Canada for example, they

ing is bad has manifested from the past of

are seeing a growth in population in cities

people cramming into the slums62. However,

because people want a “live/work/play” en-

walkable cities need high-density housing

vironment where they don’t have to travel

to work but if its not designed properly, such

far . The younger generation is interest-

Pruitt-Igoe discussed in “Notes on Post-crit-

ed in a more social and interactive mode of

icality: Towards an Architecture of Reflexive

transportation. So, what are the affects of

Modernisation” by Robert Cowherd (Figure

pedestrianization and how does it affect the

38). Charles Jencks discusses the destruction

workings of a city? The growth of culture in

of Pruitt-Igoe as the death of Modern Archi-

cities is also a factor, and in fact “12% of future

tecture63. The Pruitt-Igoe housing project

home buyers in the United States want to

failed for many reasons, but mainly because

buy car-dependent suburban houses” . But

of the government’s declined efforts in main-

how does this now begin to affect the econo-

tenance of the area. Another myth is that

my? If people aren’t buying suburban homes,

high-density housing is bad for the environ-

then these suburban towns will start to suf-

ment because it consumes more energy and

fer. The city will now need more high-density

contributes to pollution. However, such hous-

housing, which people have a stigma about

ing consumes less because the mechanical

59

60

because they believe it is harmful for their

59 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning (Washington, DC : Island Press, 2015), 4-8.

60 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning, 22-28.

38 DISCUSSION OF THE CITY

61 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning, 175.

62 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning, 175.

63 Robert Cowherd, “Notes on Post-Criticality: Towards an Architecture of Reflexive Modernisation,” Footprint 4 (2009): 65–76. 65.

systems can service a large number of people

better public transit and implementing more

as opposed to low density housing which re-

bicycle lanes we can create a successful walk-

quires multiple systems64. Therefore, if done

able city that is focused around the pedestri-

correctly, high-density housing can reduce

an, rather than the automobile.

the use of cars in the city due to the proximity to city centers.

FORWARD THINKING

Since the introduction of cars in Germany, the idea of “livable streets instead of motor

This chapter discusses the information nec-

vehicle streets” has become a major debate.

essary to pursue this thesis exploration. Each

Hass-Klau demands that its time that all

of these sources serve a purpose and provide

users of the “road” have equal rights to the

the foundation for the research in the follow-

street . High-density housing leads to suc-

ing chapters. Explored throughout this book

cessful walkable city, but who is going to pay

is the hierarchical shift from the automobile

for the pedestrianization of areas? Through

to the pedestrian in the city and whether it

studies, owners of first level retail had to pay

is beneficial or not. These sources will be

for the implementation of pedestrianization

referenced as a way to ground the design

of the area because it benefited them. This is

decisions in th following chapters. The next

an interesting alternative in terms of funding

chapter will use design research to explore

because typically one would think the gov-

these ideas and develop criteria and design

ernment or city would be the benefactor, but

methods to create a successful architectur-

why not make those that benefit pay. Does

al intervention that improves the Southwest

this deter companies from wanting these pe-

Corridor.

65

destrianized streets because they will have to fund the construction upfront, hoping that it will benefit them in the future? A negative effect of these streets is that they are empty at night, creating dangerous situations. This also means that the street is only active half of the day, while the other half it could be used by cars66. Is there a way this pedestrian street can transform to meet the needs of the user? How can pedestrian streets contribute to a sustainable and healthier environment?

Pedestrian streets give back to the community by providing a public space for people.

These are the places of interaction that we need more of in the U.S. cities. By creating 64 Peter Newman and Jeffrey R. Kenworthy, The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning, 181-182.

65 Carmen Hass-Klau, The Pedestrian and the City (Milton Park, Abingdon, Oxon : Routledge, Taylor & Francis Group, 2015), 46-57.

66 Carmen Hass-Klau, The Pedestrian and the City, 107-108.

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 39

03 DESIGN AS RESEARCH ANALYSIS | FRAMING THE PROBLEM | WHARF PROJECT | INFRA-SPACE 1 | DISCOVERY GREEN | DESIGN TESTS | CRITICAL REFLECTION

ANALYSIS This chapter analyzes and evaluates past projects and creates a set of criteria that will be used to critique the design process. A key factor in limiting the use of cars in a city is the street layout because it determines where cars can access. As Hass-Klau describes, “Narrow medieval streets, crooked lanes and numerous irregular squares made walking interesting and easy when only a few vehicles could access them because streets were too narrow”67. These layouts work best for converting to pedestrian streets because they are uninviting to the automobile.

Therefore, Boston has been chosen as the location because it already has a medieval-like layout, according to Hass-Klau68.

Boston has the ingredients to create a successful walkable city, i.e. public transportation is widely available, but it is not efficient, in-terms of time. The MBTA, Massachusetts Bay Transportation Authority, is “the nations fifth largest mass transit system serving a population of 4.8 million (2010). It actually operates in 176 cities and towns”69 (Figure 39). This means Boston has the capability to supply transportation into the nearby suburbs, limiting the use of cars. Opposing the public transportation system are the series of motorways that circulate through the city, especially Interstate 93, known as the Central Artery70. In 1959 it was elevated above the street displacing about 10,000 residents and destroying 1,000 buildings71. This is one example of urban planners destroying valuable land and making it unusable to the pedestrian because of the automobile. Fortunately, during the 1990’s it was relocated to a tunnel allowing the surface above to become a linear park, known as the Rose Kennedy Greenway in 2008. This became one of six sites in automobile ruined zones in Boston, analyzed through land-use, land owner-ship, and land value (Figure 41, Figure 42, Figure 43).

67 Carmen Hass Klau, The Pedestrian and the City. Milton Park, Abingdon, Oxon : Routledge, Taylor & Francis Group, [2015], 3.

68 Carmen Hass-Klau, The Pedestrian and the City, 4.

69 Carmen Hass-Klau, The Pedestrian and the City, 212.

70 Carmen Hass-Klau, The Pedestrian and the City, 209.

71 Carmen Hass-Klau, The Pedestrian and the City, 209.

42 DESIGN AS RESEARCH

ROSE KENNEDY GREENWAY

automobile circulation, dead space, parking, green space, and waterfront access. To use

The elevated highway was disconnecting

this “dead space” they have created a skate

the neighborhood by creating a barrier and

park at one of the ends which is often used by

the near-by buildings removed the windows

the community. It offers a hidden and unique

facing I-90 because of the unattractiveness.

space for the users, which makes it success-

The shift from highway to green space was

ful. Other than that, the area does not get

an improvement, but it still allows for the

much use except for commercial purposes

automobile to be dominant. Owning the en-

and public transportation access. Overall, this

compassed area in Figure 40 are The Com-

space is successful in using the automobile

monwealth of Massachusetts ($3,210,400),

ruined land, but it still does not form an invit-

Massachusetts

ing pedestrian environment that can be used

Turnpike

($3,297,030,000),

City of Boston ($4,344,300), and Boston Redevelopment

Authority

($4,591,600).

The

parkway is a series of spaces divided by the

by the public.

STORROW DRIVE

street, making it a greenbelt. To create a

The next site analyzed where Storrow Drive

successful green space, Boston should have

spans over Commonwealth Ave, Interstate

connected these patches to one another, as

90, and ends at the Back Bay Fens. This be-

well as the adjacent streets. The Greenway

comes a knot in the city because it cuts

acts more of islands that the pedestrian has

through a residential area allowing the car

to patiently wait for the automobile to stop,

access to the city center. It disrupts the flow

allowing them to continue.

of the Back Bay Fens, which is a successful

I-93 OVERPASS

green-way because it allows vegetation to flow through the city. The encompassed land

Another interesting area chosen is the I-93

is owned by The Commonwealth of Massa-

overpass located across the Charles River

chusetts ($117,008,400), and the Metropolitan

from the TD Garden, where Boston Sand

District Commonwealth ($31,367,700). The

and Gravel sits. The several owners, and val-

land is occupied by automobile circulation,

ue of, this encompassed land is the Com-

dead space, residential, parking, and green

monwealth of Massachusetts ($111,234,000),

space. The green space is unusable because

Boston Sand and Gravel ($3,025,501), Boston

the network of infrastructure creates a clover

Re-development Authority ($3,125,800), Mass

leaf, making it inaccessible. Within that green

Bay Transportation Authority ($13,643,600),

space is the end of the Muddy River and is

and City of Boston ($603,200). Most of the

hardly noticeable due to the infrastructure.

land owned by the Commonwealth has

The Charles River is located at the opposite

waterfront access, which is the reason for

end, which is not accessible by the pedestri-

the land value being extremely high. Even

an, or the automobile. There is no physical in-

though Boston Sand and Gravel occupies a

teraction with the Charles River and can only

large amount of space the value of that land

be viewed from near-by buildings from the

is only a fraction of the Commonwealth’s be-

inside of a car. This section of Storrow Drive is

cause it is surrounded by the overpass. This

where the Esplanade, which is a linear green-

land is not usable by the public because of its

way offering multiple uses, abruptly stops to

commercial use and private ownership. The

allow for the roadway to continue. This site

area has multiple functions including com-

has many characteristics that could be used

mercial, recreational, public transportation,

to create a successful pedestrian environ-

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 43

44 DESIGN AS RESEARCH

Figure 39 : Map of MBTA network of transportation (Jake Springer, CC BY-NC-SA)

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 45

I-93 OVERPASS commonwealth of massachusetts boston sand and gravel boston redevelopment authority mass bay transportation authority

STORROW DRIVE commonwealth of massachusetts metropolitan district commissions

BOSTON COMMONS city of boston commonwealth of massachusetts massachusetts convention authority

Figure 40: Map of Boston, MA showing land-use and land ownership of different areas (Jake Springer, CC BY-NC-SA)

46 DESIGN AS RESEARCH

COMMONWEALTH OF MA

BOSTON SAND AND GRAVEL

METROPOLITAN DISTRICT COM

CITY OF BOSTON

BOSTON REDEVELOPMENT

MASSACHUSETTS TURNPIKE

M

GREENWAY massachusetts turnpike city of boston boston redevelopment authority commonwealth of massachusetts

SEAPORT DISTRICT commonwealth of massachusetts massachusetts port authority massachusetts convention authority united states post office united states of america

I-93 INFRASTRUCTURE commonwealth of massachusetts massachusetts department of tran. massachusetts bay transportation united states post office city of boston MASS PORT AUTHORITY

US POST OFFICE

MA CONVENTION AUTHORITY

MASS BAY TRANSPORTATION

UNITED STATES OF AMERICA

MA DEPT, OF TRANSPORTATION

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 47

Land Owner and Value

MA DEPT, OF TRANSPORTATION

MA CONVENTION AUTHORITY

UNITED STATES OF AMERICA

US POST OFFICE

MASS BAY TRANSPORTATION

MASS PORT AUTHORITY

MASSACHUSETTS TURNPIKE

METROPOLITAN DISTRICT COM

BOSTON REDEVELOPMENT

BOSTON SAND AND GRAVEL

CITY OF BOSTON

COMMONWEALTH OF MA

LAND OWNER AND VALUE

0

I-93 OVERPASS STORROW DRIVE

100,000,000

SEAPORT DISTRICT

200,000,000

I-93 INFRASTRUCTURE

300,000,000 400,000,000 BOSTON COMMON

500,000,000

GREENWAY $13,643,600

$566,999,468

$99,511,300

$324,986,399

$27,349,200

$399,055,600

$332,229,800

$31,367,000

$9,463,500

$3,025,501

Figure 41: Land Ownership and Value of Automobile Ruined Spaces in Boston, MA (Jake Springer, CC BYNC-SA)

$293,686,100

$437,686,100

600,000,000

COMMONWEALTH OF MA

BOSTON SAND AND GRAVEL

METROPOLITAN DISTRICT COM

MASS PORT AUTHORITY

CITY OF BOSTON

BOSTON REDEVELOPMENT

MASSACHUSETTS TURNPIKE

MASS BAY TRANSPORTATION

LAND USE

I-93 OVERPASS STORROW DRIVE SEAPORT DISTRICT

48 DESIGN AS RESEARCH I-93 INFRASTRUCTURE

STORROW DRIVE

MUSEUMS

WATERFRONT ACCESS

PUBLIC PARKS

GREEN SPACE

INDUSTRIAL

PARKING

RESIDENTIAL

DEADSPACE

PUBLIC TRANSPORTATION

RECREATIONAL

COMMERCIAL I-93 OVERPASS

AUTOMOBILE CIRCULATION

Land Value per Area

LAND VALUE PER AREA

BOSTON COMMONS

GREENWAY $13,643,600

$566,999,468

$99,511,300

$324,986,399

$27,349,200

$399,055,600

$332,229,800

$31,367,000

$9,463,500

$3,025,501

$293,686,100

$437,686,100

600,000,000

Land Use

MUSEUMS

WATERFRONT ACCESS

PUBLIC PARKS

GREEN SPACE

INDUSTRIAL

PARKING

RESIDENTIAL

DEADSPACE

AUTOMOBILE CIRCULATION

PUBLIC TRANSPORTATION

RECREATIONAL

COMMERCIAL

LAND USE

I-93 OVERPASS STORROW DRIVE SEAPORT DISTRICT I-93 INFRASTRUCTURE

BOSTON COMMON GREENWAY

Figure 42: Land Use of Automobile Ruined Spaces in Boston, MA (Jake Springer, CC BYNC-SA) METROPOLITAN DISTRICT COM

MASS PORT AUTHORITY

US POST OFFICE

MA CONVENTION AUTHORITY

MASSACHUSETTS TURNPIKE

MASS BAY TRANSPORTATION

UNITED STATES OF AMERICA

MA DEPT, OF TRANSPORTATION

Figure 43: Land Value per Automobile Ruined Spaces in Boston, MA (Jake Springer, CC BYNC-SA) GREENWAY

SEAPORT DISTRICT

I-93 INFRASTRUCTURE

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 49

ment through architectural program and multiple modes of transportation.

I-93 INTERCHANGE Interstate 93, between the South End and Chinatown District, is land that serves the automobile, while ignoring the pedestrian inhabitant. The use of this land includes commercial, public transportation, dead space, automobile circulation, parking, green space, waterfront access, and museums. The SEAPORT DISTRICT

owners of this area are The Commonwealth of Massachu-

commonwealth of massachusetts massachusetts port authority massachusetts convention authority

setts ($2,8912,600), City of Boston ($899,700), Massachusetts Department of Transportation ($71,218,200), Massachusetts Bay Transportation ($13,705,600), Massachusetts Turnpike ($2,526,500), and the United States Post Office ($260,249,539).

united states post office

The primary user is the automobile and the city determined

united states of america

“green space� is within a clover leaf, surrounded by infrastructure and inaccessible. The site is near the Charles River, but it is unavailable to the pedestrian due to the dividing train tracks.

Figure 44 : Map of Seaport District showing land-use and land ownership (Jake Springer, CC BY-NC-SA).

The areas sole purpose is to serve the automobile, making it relatively flat and unattractive to the pedestrian. Unfortunately, cities often require these areas because it allows the car easy access in and out of the city from the suburbs. The challenging solution, in-terms of economics, would be relocating it underground, similar to the Rose Kennedy Greenway. However, there is a section of I-90 that is below the ground plane with several bridges spanning over it. This offers the opportunity to create a landscaped area with architectural program that enhances the use above I-90, and connects the bridges. The site is disconnected from the city center, but it connects to the Seaport District, which is being renovated through restaurants and public spaces.

SEAPORT DISTRICT The Seaport District is located at the outer edge of Boston, adjacent to the South End, and consists of commercial, recreational, automobile circulation, dead space, parking, industrial, green space, waterfront, and museums. The encompassed land in Figure 44 is owned by the Commonwealth of Massachusetts ($49,104,800), Massachusetts Port Authority ($399,055,600), Massachusetts Convention Authority ($518,281,000), Boston Re-development Authority ($1,746,100), United States Post Office ($64,736,800), and The United States

50 DESIGN AS RESEARCH

of America ($99,511,300). This area is within

for ice-skating. This adaptability is key in pub-

the proximity of the airport which restricts

lic spaces because it needs to accommodate

the height of the buildings, creating a flat and

for the users’ needs/wants, especially in Bos-

monotonous space. This restriction makes

ton where the temperature fluctuate often.

the area seem generic, especially because

Bordering the edge of the park is the street,

it is surrounded by commercial buildings

which interrupts the pedestrian path.

and parking. However, the area is beginning to offer restaurants and recreation spaces,

There have been several ideas on how to deal

i.e. Lawn on D which is a popular gathering

with the automobile as Hass-Klau discuss-

space for college students. The center piece

es the ideas of Hollatz (1954) who thought

of this area is the I-93 on and off ramp, ac-

“through traffic should be kept out of city

companied by parking lots which acquire an

centers” and Korte (1958) who “wanted to

ample amount of space. The parking spaces

construct a wide orbital road around the

would be more efficient if they were stacked

city centers... the majority of parking spac-

or underground, similar to Discovery Green in

es would be located next to the major city

Houston, Texas by Hargreaves Associates.

center ring” and Tamms (1961) who though

BOSTON COMMONS AND THE PUBLIC GARDENS

that cars should not even be allowed within the city center72. Its evident that this is not a new concept being proposed, rather a large

The Boston Commons and The Public Gar-

change that the citizens of Boston have not

dens are in the center of Boston, serving as a

been willing to make.

relaxing get-away from the chaos of the city.

They successfully integrate gardens, vegetation, and water, allowing the user to feel

FRAMING THE PROBLEM

at peace. There is a greenbelt in the center of Commonwealth Ave that is climaxed by

Through the research, several boundaries

the Public Gardens, creating a connection

have been determined in which this project

throughout the city. The area is owned by

will operate within. This first frame is recon-

the City of Boston ($287,654,100), The Com-

necting humans and architecture through

monwealth of Massachusetts ($128,216,000),

the transformation of urban spaces. The sec-

and

Authori-

ond boundary, or frame is the location, which

ty ($48,718,000). Below the Commons is a

is Boston. The criteria developed for choosing

parking garage, which hides the automo-

the site specific locations analyzed above in-

bile, allowing the space above to become

clude:

Massachusetts

Convention

pedestrian focused. As discussed before, it is still contributing to the use of the car by pro-

++

dense areas

viding drivers a place to park within the city.

++

multi-use

People would not be able to drive into the city

++

unused green space

if there was nowhere to park. Surrounding

++

mix-use of people

these parks are recreational spaces, public

++

proximity to city center

transportation, automobile circulation, park-

++

automobile dominant zones

ing, green space, and public parks. It creates a space that is inviting to all ages while also offering different activities throughout the year, i.e. during the winter the pond is used

72 Carmen Hass-Klau, The Pedestrian and the City.

Milton Park, Abingdon, Oxon : Routledge, Taylor & Francis Group, [2015], 42.

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 51

PRECEDENT WHARF PROJECT

The Wharf Project in Washington D.C., designed by Ehrenkrantz, Eckstut & Kuhn Architects, uses water as the main attraction. The 3.2 million square foot of land is worth $2 billion and it is revitalizing Washington, D.C. as a sustainable waterfront city. It creates a community space while also providing retail spaces that help the economy by using a LEED certified design. There are attractive apartment buildings and restaurants along the mile stretch of the Washington Channel. This project takes a desirable feature, water, and uses it to attract the public. It creates a new community of people through the interactive social spaces with a variety of program, while improving the local economy.

Figure 45 : Perspective of re-vitalized wharf walkway.

52 DESIGN AS RESEARCH

Figure 46 : Aerial view of re-vitalized wharf with apartment and retail buildings.

Figure 47 : Perspective from water of re-vitalized wharf walkway.

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 53

PRECEDENT INFRA-SPACE 1

Massachusetts Department of Transportation (Mass DOT) has a project, located at the I-93 site above, called Infra-Space 1, designed by Landing Studio, which connects neighborhoods and provides a space for artistic expression67. The goals of this project include: ++

Create a gateway between neighborhoods/ urban resources. ++ Create better connections for multi-modal travel. ++ Create an arts/event space for adjacent communities. ++ Support local economic development through commercial uses/parking ++ Create recreational amenities/new open space. ++ Increase safety/security through more active use and lighting.

The main use of this site is a parking facility, but other amenities are offered to the community such as a spacious plaza area, green open space, a dog park, sport facilities, and a state-of-the-art storm water runoff system68. This project will be a vast improvement from its existing conditions by providing the community of the South End with a social interaction space.

67 Klark Jessen, “Mass DOT Infra-Space Program Seeks Ideas.” Text. Accessed November 26, 2017. https://blog.mass.gov/transportation/massdot-highway/massdot-infra-space-program-seeks-ideas/.

68 Nate Boroyan, “Mass DOT Infra-Space 1 Boston: South End I-93 Underpass Project Renderings.” AINNO (blog). September 30, 2014. https:// www.americaninno.com/boston/massdot-infra-space-1-boston-south-endi-93-underpass-project-renderings/.

54 DESIGN AS RESEARCH

Figure 48 : Section of I-93 re-development showing the new irrigation system through the via-ducts.

Infra-Space 1 by Landing Studio.

Figure 49 : Perspective of Infra-space showing recreational spaces proposed. Infra-Space 1 by Landing Studio.

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 55

PRECEDENT DISCOVERY GREEN The 12-acre land, which use to be a parking lot, was converted into a park with a variety of spaces that are inviting to all ages (Figure 51). Below the park is a multi-faceted parking garage. The space incorporates gardens, seating, family space, dog park, etc (Figure 52). Sustainable regionalism was used in all aspects of design. All materials used were local and the surrounding buildings are LEED certified67. This project was successful in turning an automobile-focused area into a pedestrian environment while still allowing the automobile to be present.

This project has won many awards and offers a solution to the problem of abundant parking lots.

67 “Discovery Green – Hargreaves Associates.” Accessed November 25, 2017. http://www.hargreaves.com/work/discovery-green/.

56 DESIGN AS RESEARCH

Figure 50 : Overview of Discovery Green Park surrounded by the City.

Figure 51 : Perspective of walkway in Discovery Green.

Figure 52 : Aerial view of Discovery Green showing vegetation.

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 57

DESIGN TEST 01 The Storrow Drive location has been chosen to analyze and test further due to its location and properties that already exist. Ideally, this location can serve as a central hub due to its intersection of multiple modes of transportation. This site is not directly connected to the Southwest Corridor, but the concept is to take the ideas from the Corridor and understand how it is related. There will be a series of architectural program, i.e. bike rentals, pavilions, commuter hubs, river walkways, etc, spread throughout Boston in automobile dominant zones connected through multi-modal transportation. This concept was first explored through a series of sketches that did not have a specific location but had certain elements. The point of these were to understand the relationship between the different parts and the integration of transportation methods.

In one sketch (Figure 54), the walkway was elevated creating a tunnel underneath, but then that tunnel was retrofitted for public transportation. The idea of this sketch is to design with the intentions of turning the roadways into public transit through a slow process. The existing roadways offer direct connections within the city that can easily be manipulated, limiting the construction for new train lines. Another section sketch (Figure 55), studies how the facade of a building can begin to interact with the street and define a new “edge” that creates pavilions and green space. Obviously, it is hard and inefficient to do this to the whole city because there are certain needs for streets and every building cannot be an object, therefore this would only be explored in certain areas. The axon sketch (Figure 53), describes and challenges the hierarchy between buildings, streets, and inhabitants. It flips the methods of urban planning, by questioning what if cities were designed for the pedestrian, as opposed to the automobile. Adriaan Geuze described this concept and questions “Is it a viable strategy to build the landscape in advance of the city, even if the layout and functions of the city have not been defined? the answer is yes.”73 If landscape can design the city, why cant the pedestrian also?

Next, a design charrette was conducted at the Storrow Drive location and focused on connecting the Muddy River to the Charles River. The overpass was converted to a pedestrian Figure 53: Diagram sketch by (Jake Springer, CC BY-NC-SA).

58 DESIGN AS RESEARCH

73 Geuze, Adriaan,“Second Nature.” Landscape Urbanism Vol 71, (2011): 40 – 42, 42.

green bridge with water that followed the original flow of the Muddy River. In the plan diagram (Figure 45), it is easy to see how the automobile has created a divide between the buildings. Therefore, another goal was to re-connect these buildings through a series of pavilions that would offer seating, shading, and architectural program to the users (Figure 60).

This design is similar to the Highline in New York by elevating the user on an existing infrastructure creating a separation of transportation.

This area has several main attractions nearby and has the potential for diverse users because of its location. I-90 also offers an opportunity to install a MBTA train station that connects to the existing line. Offering easy access into the area since part of Storrow drive will have to be compromised. Again, to create a successful “pedestrianized� area or street, public transportation must be integrated within the site, alleviating the use of

Figure 54 : Section sketch dividing transportation methods by (Jake Springer, CC BY-NC-SA).

cars. Also, within this elongated path over Commonwealth Ave there would be a bike path, allowing commuters an alternative method of transportation that extends through Storrow Drive. Due to the proximity to different neighborhoods, including Back Bay, it would create a push for walking and biking, as opposed to driving. The biggest problem is that Storrow Drive creates a disconnect between the neighborhood and more importantly green-space. It covers the Muddy River which extends almost to the Charles River. The Muddy River flows under I-90, which is not visible, allowing the automobile to define the space. The issue is making the connection, considering the elevation change that can be seen in the sketch section (Figure 60). One design option was to continue the Muddy River

Figure 55 : Section sketch showing an adapting facade and ground plane by (Jake Springer, CC BY-NC-SA).

at ground plane across and to the Charles River. The pavilions would sit above, allowing users to look down and experience the vegetation and water. This would be the first step in creating a pedestrianized area in a semi-dense neighborhood. This concept would also allow the green-way to stretch further and have it end at the Charles River with a platform extending into the river as a final destination.

Figure 56 : Section sketch showing a pavilion with public transit by (Jake Springer, CC BY-NC-SA).

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 59

CRITERIA FOR DESIGN TEST 01 ++

Convert unused, derelict and abandoned spaces to pedestrian friendly

++

Create communal spaces, i.e. commuter hubs with shower facilities, etc.

++

Use sustainability based design - ecological urbanism

++

Create mixed used spaces

++

Interact with the water (physical/visual connection)

++

Retail space

++

Adaptable space, able to change throughout the day.

++

Network of spaces connected through multi-modal transportation.

++

Figure 58 : Section sketch of Commonwealth Ave converted to Pedestrian Street (Jake Springer, CC BYNC-SA).

Figure 57 : Section sketch showing pavilion and water connection by (Jake Springer, CC BY-NC-SA).

60 DESIGN AS RESEARCH

Figure 59 : Plan diagram of Storrow Drive connection, iteration 2 by (Jake Springer, CC BY-NC-SA).

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 61

Figure 60 : Conceptual site section exploring elevation change by (Jake Springer, CC BYNC-SA).

DESIGN METHOD FOR DESIGN TEST 01 The method for design includes finding au-

also functioning as part of a larger network.

tomobile dominant zones in Boston and converting them to architectural interven-

This method has been tested through plans,

tions that are pedestrian friendly and con-

sections, and axons to understand the Stor-

nected through a network of multi-modal

row Drive location and its site characteristics.

transportation. It’s important this design

As stated before, its important to understand

re-defines the hierarchy between the car

the surrounding context of the area and how

and pedestrian, allowing the pedestrian to

it can be improved. For this site, it was clear

circulate through these spaces with little to

in plan that the infrastructure was cutting

no interruption. Each of the sites will be an-

through a residential neighborhood and

alyzed more thoroughly to understand what

over powering the Back-Bay Fens. However,

they need to work successfully. Ideally, one of

what the plans did not show is the elevation

the sites will serve as the central hub, i.e. the

differences between the Back-Bay Fens, The

Storrow Drive location, with multiple modes

street, Storrow Drive, and Interstate 90. Each

of transportation easily accessible. The sites

of these pieces are considered a different lay-

will also be analyzed through their actual

er, or fabric that is not visible in plan. Howev-

uses, captured in photographs and inter-

er, the sections explore the layers by showing

views of users. This contrast will be helpful in

the elevation differences along with the con-

the design process because it’s important to

nection points. The sections became useful

understand how the pedestrian uses a space

in understanding how an architectural inven-

versus how the city views the space. This will

tion could blend the layers together to create

determine the main attraction for each site,

an inviting pedestrian environment. Howev-

allowing them to work independently, while

er, the sections are flat and show no depth,

62 DESIGN AS RESEARCH

transit will access the site.

which is where the axonometric drawing becomes helpful. It allows the site to be seen

++

Should the pedestrian bridge over

in a 3D geometrical form, tying all the ele-

Storrow Drive eliminate the use of the

ments together. Unfortunately, connecting

car or limits it? If it were to remain, it

the different sites has not yet been explored

is still contributing to the larger prob-

through drawings, but the first step will be

lem of pollution and car traffic inside

mapping out current public transit and find-

the city centers.

ing the gaps and inefficiencies between the

++

What are the differences in the Charles River and Muddy River and if

chosen areas.

mixed, will it destroy parts of the ecosystem.

Through the design method explored in the design charrette, several observations have

++

If the ground is extended below the bridge, Commonwealth Ave will have

been made:

to be relocated underground to allow ++

More structure will have to be added below the bridge if it becomes wider,

++

the surface to become landscape. ++

Does it benefit the Back Bay Fens

which will destroy more land.

to be near a high-populated area, or

A barrier across I-90 would be creat-

does it work successfully because it is

ed by the continuation of the Muddy

removed and hidden within the city?

River. ++

A current map of train lines has to be overlay-ed to figure out how public

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 63

DESIGN TEST 02 This design test focuses on Interstate 90 and how to connect the Rose-Kennedy Greenway to the Southwest Corridor. Th e Corridor ends at Back Bay Station, providing a connection point for the extension. The proposal integrates the existing conditions of the highway, which is used for cars and trains.

The center of the site has created a void in the city, which can be flipped and used to create a new and lively atmosphere for the pedestrian. It challenges the relationship between the car and pedestrian, as the highway would become covered with interior and exterior program, such as a train station. In the sketch below, the center of the site was used as a new pedestrian walkway with a water canal connecting the different program. Also, there are separate paths that are created for the different users. To make this proposal successful, there has to be a separation of users, which can happen in many different ways.

64 DESIGN AS RESEARCH

Figure 61 : Conceptual site section of Interstate 90 by (Jake Springer, CC BY-NCSA).

Figure 62 : Interstate 90 Site Map by (Jake Springer, CC BY-NCSA).

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 65

Figure 63 : Bridge section showing separation of users by (Jake Springer, CC BY-NCSA).

Figure 64 : Site section showing continuous movement through site by (Jake Springer, CC BY-NC-SA).

Figure 65 : Site section showing train station and walkway by (Jake Springer, CC BY-NCSA).

66 DESIGN AS RESEARCH

Figure 66 : Site section methods by (Jake Springer, CC BY-NCSA).

Figure 67 : Section perspective showing new mixed-use train station by (Jake Springer, CC BY-NC-SA).

Figure 68 : Axon showing site connections by (Jake Springer, CC BY-NC-SA).

Figure 69 : Site Collage by (Jake Springer, CC BY-NC-SA).

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 67

68 DESIGN AS RESEARCH

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 69

Figure 70 : Site Plan by (Jake Springer, CC BYNC-SA).

WATER CANAL

RESIDENTIAL PROGRAM

HARRISON AVE

MIX USE TRAIN STATION

WASHINGTON STREET

RECREATIONAL SPACE

SHAWMUT AVE

RAISED PLATFORM

MARKET BELOW

N

70 DESIGN AS RESEARCH

This design test was very provocative because it introduced new layers to the site while also creating a continuous flow. The section perspectives ere incredibly useful as the provide both vertical and horizontal layers that the project is expressing. The program design was not as interesting and exciting as the rest of the proposal. This has to do with the scale of the project and trying to work both in urban and pedestrian scale. The key to urban scaled design is not o try and design every space, but design the connections and general layouts. Thats what the goal of this test was, creating spaces without fully designing them, but thinking about how every thing is connected, including the transportation. A main criteria was to connect to the existing streets, such as Shawmut Ave, which connects directly to the Boston Commons. This serves as a way to activate the site. The main problem with this site is that it is missing the pedestrian. Without the pedestrian, this proposal fails. So, a new burning question has been created, how does architecture attract people?

Is it through its function, or aesthetics? What makes people want to come to the site? Does it offer anything new and exciting that the city does not already have?

Another part of the design was to connect to the newly developed Ink Block neighborhood in the South End. Therefore, the residential program was placed further south, trying to create that attraction to the people currently living in the new apartment buildings. The center of the design is where the residential and more public program meet, which is a mixed- use train station, allowing accessibility to the site. Currently, there is not public transit that stops in this area, however there are several train lines that run through it, such as the Orange line, Commuter rail, and the Amtrak train. The public program includes a market space, recreational spaces, such as basketball and playground. Below the structure, is a continuous oath with a river in the center of it, creating a walkway for people and cyclists that connects the Southwest Corridor to the Greenway.

RE-CONNECTING URBAN CONDITIONS: EXTENDING THE SOUTHWEST CORRIDOR 71

Figure 71 : Dartmouth Street Connection by (Jake Springer, CC BYNC-SA).

DESIGN TEST 03 The proposed design focuses on how to connect and extend the Southwest Corridor to Interstate 90, which is currently an

Figure 72 : Clarendon Street Connection by (Jake Springer, CC BYNC-SA).

automobile dominant zone. How can the relationship between

Figure 73 : Cazenove Street Connection by (Jake Springer, CC BYNC-SA).

as opposed to the 12-lane highway. Therefore, the Corridor it-

the pedestrian, automobile, and public transit be changed or challenged? The Southwest Corridor certainly challenged the automobile to create a pedestrian and public transit network, self serves as a precedent on how a space can be re-purposed and re-defined for the pedestrian. The design operates at an urban scale, and analyzes a few intersections throughout the park, that then inform a design proposal for the extension of the Corridor over Back Bay Station and continuing over Interstate 90. This involves an additive process at Back Bay station to provide a series of paths for the different users, as well as moments of intersection between the layers that the station already has. The station is divided into three purposes, the center being the Orange line, the right side being the commuter rail, and the left side being the Amtrak. All three platforms are below ground, allowing the ground floor to be a large atrium space with beautiful glue-laminated wooden arches. Adjacent to the atrium is build-able space for new program and a platform to extend the corridor. The program that is being proposed is commuter hub facilities, such as a gym, showers, more bathrooms, bike storage, flexible work spaces, and open outdoor market space. The proposal introduces new layers to Back Bay Station, continuing the concept of continuous flow that the site has to offer.

The project focuses on five specific moments to solidify and unify the connection of the Southwest Corridor, with the last two being the key focuses. The Southwest Corridor has several layers, both vertical and horizontal. At the vertical scale, there is a divide between the subway and all other forms of transit.

The purpose of this is so that the orange line can run efficiently, without having to stop for traffic or pedestrians. Cars, pedestrians, and cyclist are all on the same level, yet separation

Figure 74 : Back Bay Station Axon by (Jake Springer, CC BY-NCSA).

is created through change of materials and vegetation. The materials throughout the Corridor include, brick, stone, concrete, and pavement. Each signify a different use, such as the pavement is used for bicycle lanes while the brick is used for leisure walking. If an elevated bridge were to be proposed, as

Figure 75 : Interstate 90 Axon by (Jake Springer, CC BY-NCSA).

in a previous iteration, it creates that problem that I was first trying to solve, unused space below infrastructure. Therefore, the criteria for this project has become:

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DESIGN METHOD The method used to test and evaluate the design was hand drawn section perspectives that illustrate existing and proposed elements. They became useful because they capture the layers of the site, as well as give character to the Back Bay Station and the Southwest Corridor. This method was first explored when the site was just interstate 90 and focused on creating a pedestrian environment. The drawings were presented in a series, showing the experience of walking down the Southwest Corridor and through Back Bay Station to Interstate 90. It captures the key moments and how the architecture has either successfully, or unsuccessfully met the criteria.

MOMENTS OF INTERSECTION The goal was to solve the intersection of Dartmouth Street as it is a main road that divides the Corridor and the station. It is a heavily traveled road, with two lanes going each way, as well as a lane for parking on each side. This is the second moment that the design attempts to solve, which can be seen in drawing 2. To clarify the design, an axon-metric drawing which can be seen in drawing 3, shows the relationship between the sites and how a new crossing was made. The concept was to reduce the car lanes and create a bus access route and divide them with a series of planters in the middle of the road. The gray Figure 76 : Section Perspective approaching Back Bay Station by (Jake Springer, CC BY-NC-SA).

pattern represents the continuation of the Southwest Corridor and how there is a stair to that elevates the user above Back Bay to create the connection that is missing. The stair design has four different uses, the user who is looking to continue in a linear path, bisecting Back Bay Station. The user who

Figure 77 : Section Perspective in front of Back Bay Station by (Jake Springer, CC BYNC-SA).

is looking to access the new program that is being proposed through a platform that intersects the station. And the user who wants to relax and take in the environment by providing sitting steps that protrude up from the ground, extending over the proposed platform. The last, but not least user is the cyclist,

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which a pathway was created by subtracting space between the station and the adjacent building, allowing a continuous, uninterrupted bike path.

The third moment of interest is the connection of Back Bay Station to the proposed platform that extends the Southwest Corridor. There is a platform that spans the width of station, creating an axis for the users. Elevated above the platform is a roof that extends out and over the extension of the corridor, as well as a staircase and ramp design, creating easy access for all users.

The fourth moment is the intersection of Back Bay Station with Clarendon Street and Interstate 90. This is where the connection to the Southwest Corridor stops because across the street from the station is a sidewalk adjacent to the highway. There is no more linear path, the user must choose to go right or left, disconnecting the Corridor to the existing parks and neighborhoods. For this design, the Corridor descends to the ground level, connecting to an existing canopy for the commuter platform as well as the Frieda Garcia Park. Located in the park is a playground, and the design proposes a continuous ramp that creates a basketball court and seating for visitors. There is also a building that houses the facilities necessary to maintain the park, as well as a small cafe. This design stems from the existing Southwest Corridor and analyzing how it creates recreational spaces that are connected to the path.

The fifth moment is the extension of the Corridor over the public transit system, emulating the existing park. This location is the canopy for the commuter rail and the issue with the existing design is that it is perpendicular to a neighborhood, but it is elevated 20 feet above the sidewalk, creating a dead end street for the neighborhood. The design proposes to lower Figure 78 : Section Perspective through Back Bay Station by (Jake Springer, CC BYNC-SA).

the canopy to create the connection to the existing neighborhood, as the Corridor is meant to do, and offer spaces such as gardens and a dog park for the inhabitants of the neighborhood. There is also a bike path that leads to tufts medical center, which is the next stop along the orange line as well as the

Figure 79 : Section Perspective through new addition by (Jake Springer, CC BY-NCSA).

newly developed Ink Block, which is full of commercial, retail, and residential buildings. This new extension is meant to connect and travel along the public transit, offering the people of Boston and the neighborhoods recreation and open space, restoring what was once there before the automobile took over.

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Figure 80 : Rendered Site plan by (Jake Springer, CC BY-NCSA).

Figure 81 : Perspective approaching Back Bay Station by (Jake Springer, CC BY-NCSA).

EFFECT The effect of the design is that it successfully extends the Southwest Corridor, creating a new mixed-use train station, as

Figure 82 : Perspective of new entrance on top of Back Bay Station by (Jake Springer, CC BY-NC-SA).

well as continuing the linear path that connects the neighborhoods of Boston. It becomes a catalyst for changing the way we think about the urban fabric of the city and how spaces can be designed for the pedestrian, as opposed to the automobile. However, it still illustrates that the city needs the car

Figure 83 : Perspective of new park by (Jake Springer, CC BY-NCSA).

and it cannot function efficiently without it. There are many necessary functions that the automobile provides as discussed before, but the question being asked is how can it be reduced.

The design proposal challenges the notion of a train station in Boston and forces it to become a mixed-use building, giving

Figure 84 : Perspective of new platform over the commuter rail platform by (Jake Springer, CC BY-NC-SA).

public program to the city. Each station could serve different purposes depending on the location and users. It also entices and engages people to reduce car usage as this public spine is created through the city, similar to Interstate 90 and the Central Artery.

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CRITICAL REFLECTION Figure 85 : Site plan of Southwest Corridor by (Jake Springer, CC BYNC-SA).

Each of these exercises have been crucial in the process of developing this project, successful or not. Often, failures turn out to be the most useful because they identify the flaws, creating a stronger project in the end. Each of the design test became more focused, and closely related to the topic of the South-

Figure 86 : Urban design for extension of Southwest Corridor by (Jake Springer, CC BY-NC-SA).

west Corridor. It is important to directly connect to the Corridor, which was not the case in the first design test.

The first design test was beneficial as it was the first step in testing the theories and finding their flaws. Although the ideas

Figure 87 : Collaged existing site plan of Interstate 90 by (Jake Springer, CC BY-NCSA).

were thought provoking, the actual design turned out to have many flaws, which is expected. The scale of the site chosen is a lot larger than anticipated, meaning the design requires a large amount of square footage. A major issue with connecting the Muddy River and Charles River while allowing pedestrian access is the disruption to Storrow Drive. This is a major route that is crucial to the circulation of automobiles in Boston. If it is to be converted to public transportation and bicycle lanes there must be a sufficient reason and a solution to how to re-route the car. Even though the car is harming the city, it is still essential to the organism by providing everyday needs.

How would police, firetrucks, and ambulances quickly reach their destinations and the people that need them? How would fires be put out if the firetrucks could not reach into the center of the city? How would crime be stopped if the police were not allowed to access certain areas? These are all real and logistical question that need to be solved if the car is to be removed from the city. So, as you can see, there was hesitation when it came to the connection of this pedestrian bridge to Storrow Drive.

The second design test proved to be more successful at creating a connection to the Southwest Corridor, as the site was more closely related. Again, the site is very large, and it makes it difficult to try and understand every space and how they correlate with each other. There is an extensive amount of detail that go into the bridges spanning the highway, which needs to be considered. The section perspectives were helpful at beginning to understand the space, but they may be unclear in-terms of design strategies. It was a way of thinking through design, which is why they became so confusing. They also incorporate many ideas and concept for the site, which may need to be toned down. To make this project cohesive,

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there should be a focus on three of four main ideas that get explained and shown in the drawings. During the review, a critique was made to move further down Interstate 90 and focus on the Back Bay Station connection and design a way that the Corridor can efficiently extend through the station, while also creating the mixed-use train station that I am proposing.

The third design test, which focuses on Back Bay Station, creates a continuous path for the Southwest Corridor. The axons were useful in describing the design as it was able to show the different layers. The section perspectives were hard to read due to their sketchiness, and it difficult to understand what was happening. The section perspectives use two colors, black and blue, where black represents existing and blue represents new. This has become a theme throughout the drawings and can be seen in the site plan also. The sections are missing people, making scale a hard thing to understand. Because this project is about the pedestrian, there needs to be pedestrians in every drawing produced. This test was successful in creating the continuous path with multiple layers for the different users, as well as connecting to the existing station. The program proposed could have used more work and detailing as it is vague.

The section perspectives, which have become the design method, have been successful in being creative and rigorous as they propose large ideas. The most interesting thing about them is their ability to express layers as well as spatial qualities.

It creates an understanding of how the modes of transportation interact with each other to create an efficient organism.

Furthermore, in the next final design stages, a combination of section perspectives and axon will be explored to clearly express the design. The ideas and concepts from these design tests will be used to create a final proposal for the extension of the Southwest Corridor.

Figure 88 : Discursive image of pedestrian environments taking over the city (Jake Springer, CC BY-NC-SA).

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04 OUTCOMES INTRODUCTION | THE DESIGN | CONCLUSION

INTRODUCTION The city has become dependent on the automobile, often ruining homes to make way into the city centers. In the case of the Southwest Corridor project, the community fought against the installation of Interstate 95, and created a parkway for the pedestrian and public transit. The space serves the pedestrian, as opposed to the automobile. However, the Southwest Corridor ends abruptly at Back Bay Station, which serves as a commuter destination, rather than a public amenity. For the station, I am proposing public program, such as a cafe and retail stores, creating a mixed-use station. This proposes that future train stations will serve multiple purposes, such as North Station in Boston. On the other side of Back Bay Station is I-90, which consumes a large amount of space, as well as the Commuter rail and Orange line, creating a transportation zone. This project aims to bridge the gap between these diverse urban conditions by extending the Southwest Corridor through Back Bay Station and continuing the connection between neighborhoods, while providing a space for the pedestrian. This project uses the layers of the site, while adding new layers to create an integration between users, emulating the experience of the Southwest Corridor.

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Figure 90: Anayltique drawing (Jake Springer, CC BY-NC-SA)

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THE DESIGN Figure 91: Map of Southwest Corridor Park (Jake Springer, CC BY-NC-SA)

The location of this project is throughout the Southwest Corridor, including three main intersections leading up to Back Bay Station. The focus of the design the extension of the Southwest Corridor through Back Bay Station. The three sites studied are Roxbury Crossing, Mass Ave Station, and West Newton Street.

Figure 92: Southwest Corridor Park seperation of paths (Jake Springer, CC BY-NC-SA)

Each of these areas provide a different, yet similar design challenge. They are moments where the Southwest Corridor become disconnected due to the automobile. These sections of the Corridor are used as a way to analyze the existing park and use similar tactics to continue the Corridor over Interstate 90. The Corridor has many recreation facilities, such as tennis,

Figure 93: Sign indicating path of user (Jake Springer, CC BY-NC-SA)

basketball, playgrounds, baseball, amphitheaters, and gardening. These activities stem off of the main path, creating areas of privacy through the use of paths and vegetation. The corridor also consists of different paths for different users, which was utilized in the extension of the park.

The image above shows the existing Southwest Corridor as is spans through the city, connecting the Orange Line train stations. There are a seres of parks at each station, offering relief moments. The Corridor is a linear path for the most part, except where it becomes disconnected at the main road intersections. At these points, the automobile becomes dominant over the pedestrian. The design tactics and methods used try to combat this by giving the pedestrians the right of way. Throughout the park, there are signs that signify the pedestrian and bicyclist path, which can be seen on the right.

The other photo shows the separation of materials by using a third material with vegetation along it. This is a very simple detail, yet it is important because it minimizes collisions between users.

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Figure 94: Approaching Roxbury Crossing (Jake Springer, CC BY-NC-SA)

ROXBURY CROSSING 01 INTENSIFYING This site is at a four way intersection of Columbus Ave and Tremont Street. It is a main street, with multiple lanes going each direction.

The axon in the diagram below explain the existing conditions, as

Figure 95: Across the street from Roxbury Crossing (Jake Springer, CC BY-NC-SA)

well as the Southwest Corridor Park being highlighted by the arrows.

Once the park reaches the road, there is a break in material, allowing the automobile to be the main priority. The other issue is that the corner of the station is vacant, making the area feel flat. The design proposal is a pavilion that extends the site, as well as intensify

Figure 96: Submerged Subway and Commuter Rail tracks (Jake Springer, CC BY-NC-SA)

it by creating seating and shade. The pathway also extends across the street, leading to a set of stairs meant for sitting. This design offers users multiple paths as well as places to relax. The existing bus stop is replaced by a wooden overhang, sheltering the people.

Adjacent to the path, a new basketball court has been designed that is above the tracks. Aligning the court is a community mural which allows people to express their artistic abilities however they see fit.

This creates the sense of place and identity within the community, creating a connection that will last.

EXISTING CONDITIONS Figure 97: Existing conditions axon drawing of Roxbury Crossing(Jake Springer, CC BY-NC-SA)

Figure 98: Proposed design axon drawing of Roxbury Crossing (Jake Springer, CC BY-NC-SA)

Figure 99: Rendering of pavilion at vacant corner (Jake Springer, CC BY-NC-SA)

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Figure 100:Approaching Mass Ave Station (Jake Springer, CC BY-NC-SA)

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02 UNIFYING

This site is located adjacent to Mass Ave Station, where the Southwest Corridor Park carves through the William Carter School and leading to a curved path that brings the user to the street level. This is

Figure 101: Approaching Massachusetts Ave (Jake Springer, CC BYNC-SA)

a transition moment as the park is no longer adjacent to the Orange Line, but actually covers it. Therefore, there is an awkward crossing of the street because it is now diagonal, not linear. This breaks the users vision of the path, disrupting the flow. Through the Corridor, there is a maintained linear vision, the user can always see where they’re going and where the path continues. Therefore, the goal for

Figure 102: Crosswalk at Massachusetts Ave (Jake Springer, CC BYNC-SA)

this site was to enhance the vision, as well as extend the walkway into a plaza in the center of the street using brick. This insinuates that the path continues and forces cars to slow down as they are no longer on pavement and must maneuver around the new street way. In the center of the street, the median has been replaced by a curving path with planters along the edges of it, forcing cars to slow down. This creates a safer crossing experience for the pedestrian as the drivers become more aware of their surroundings while unifying the connection to the Corridor.

EXISTING CONDITIONS Figure 103: Existing conditions axon of Massachusetts Ave(Jake Springer, CC BY-NC-SA)

Figure 104: Proposed design axon of Massachusetts Ave (Jake Springer, CC BY-NC-SA)

Figure 105: Rendering of new street crossing (Jake Springer, CC BYNC-SA)

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Figure 106:Approaching WEST NEWTON STREET 03 MATERIALITY West Newton Street(Jake Springer, CC BYThis site is located just before Back Bay Station and is a two-lane NC-SA) road with parking on either side. Even though West Newton Street is a side street, it still breaks the momentum of the Corridor. At this moment, the subway is submerged below ground, allowing the Park to expand. The park also opens up to the street, creating a space Figure 107: Perspective down West Newton Street (Jake Springer, CC BY-NC-SA)

for people to congregate. Ballards align either side of the street, making it so vehicles cannot travel down the park. The tactic used to improve this area was to extend the brick walk way, as well as add more seating. The roadway has also been changed from pavement to cobblestone, which ideally slows cars down. It’s important for these locations that the architecture or design moves decrease

Figure 108: Opening at West Newton Street (Jake Springer, CC BYNC-SA)

the cars movement to allow for the pedestrian or bicyclist to cross.

This is challenging the current notion in the city because usually the cars have the right of way, meaning the pedestrian is left waiting to cross. The design proposal creates an urban plaza, using the street and neighborhood, similar to what the current Southwest Corridor is doing.

EXISTING CONDITIONS Figure 109: Existing conditions axon of West Newton Street (Jake Springer, CC BYNC-SA)

Figure 110: Proposed design axon of West Newton Street (Jake Springer, CC BY-NC-SA)

Figure 111: Rendering of new street crossing at West Newton Street (Jake Springer, CC BYNC-SA)

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BACK BAY STATION AND INTERSTATE 90 These two locations are the focus of the design, as it is the moment where the Southwest Corridor ends. The proposal utilizes the edges of Back Bay Station to bring the user off the ground plane using a set of stair cases. At the top, there is a path to continue linear, past Back Bay Station, and a path that leads into the Station, creating a new horizontal axis. This new bridge connects to the commuter facilities, which offer locker rooms, open work spaces, and additional bathrooms. Continuing upwards is a gym that overlooks the roof of Back Bay Station, creating a rooftop platform. This can be used for casual walking or running, as well as relaxing. Extending off of Back Bay Station is an addition for a basketball court that is open to the public.

Past the station, is a renovation and extension of the Frieda Garcia Park, which now spans over the highway. This creates more space for recreation and playground activities. There is also a cafe located adjacent to the basketball court. Continuing along, the path spans over the commuter rail platform, creating a connection to the existing neighborhoods that are currently dead ends. This expands on the notion of the Southwest Corridor because it is now linking more neighborhoods together. On this platform are community gardens, separated by a bike path to keep that sense of privacy. The design incorporates a path for the pedestrian, bicyclist, and the neighborhood, keeping these three distinct user separate, but allowing for moments of intersection. As the path continues, the visionary idea is that it will connect to the South End Ink Block, as well as Tufts Medical Center, which is the next stop along the Orange Line. This design enables the pedestrian and bicyclist to travel throughout the city, while capturing un-used city-owned parcels for moments of recreation and relaxation.

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100 OUTCOMES

The goal of this project was to extended the Southwest Corridor in a way that did not disrupt the urban fabric. This thesis started by thinking about space underneath infrastructure and how that dead space could be re-purposed. Therefore, a criteria became not to create more infrastructure above the street level. This is important because the Southwest Corridor remains on the small plane for the most part. Once new levels are introduced, it limits the users because they have to go out of their ways to be on the pathway. The successful part about the Southwest Corridor is that it allows itself to be discoverable by accident. It’s almost as though it’s a hidden gem within the city because not a lot of people know exactly what it is. However, this can also be seen as a problem because if people do not know about it, then they are not using it as frequent as they might. Therefore, the extension capitalizes on the Commuter Rail canopy as a way to create the extension, as well as moments of bridging to un-used parcels that now hold recreation.

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Figure 112: Site Plan at Back Bay Station (Jake Springer, CC BY-NC-SA)

Figure 113: Axon of Back Bay Station and extension of Southwest Corridor (Jake Springer, CC BY-NC-SA)

Figure 114: Rendering of proposed design at Back Bay Station(Jake Springer, CC BY-NC-SA)

Figure 115: Rendering of Southwest Corridor extending over Interstate 90(Jake Springer, CC BY-NC-SA)

Figure 116: Section perspective of Back Bay Station proposed design(Jake Springer, CC BY-NC-SA)

Figure 117: Section perspective of Interstate 90 proposed design (Jake Springer, CC BYNC-SA)

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Conclusion The small moments along the Corridor are less radical, and use simple methods for re-establishing the relationship between the car and pedestrian. It is easy enough to add a bridge, but it is defeating the purpose of the thesis because it still allows the car to be in demand. Therefore, these were seen as moments of pedestrianization, as in how can this be turned into a pedestrian street that allows the car to travel through. As Boston progresses and the need for the standard car diminishes, hopefully these can be transitioned into pedestrian roads only, allowing the Southwest Corridor to flourish and extend further into the city, both vertically,and horizontally. This project is the combination of both Robert Moses and Jane Jacobs as it pulls methods from both of their ideas. Even though Moses was famous for the highway installation in New York, he also implemented many parks and parkway systems, similar to the South West Corridor. And, many of the neighborhoods that the Southwest Corridor travels through are the types of neighborhoods Jane Jacobs was preaching about. They are small, intimate neighborhoods with small streets and clear vision.

The incorporation of layers and continuous movement has been evident in all of the iterations, but most significant in the final. The series of paths are clear as the materials represent the connections and continuations of users. The city is made up of layers, and this site in particular is intertwined with several and they all come together at Back Bay Station. The station is rather small for its current capacity, which is why new program and space were proposed. It was meant to offer relief from the congestion, and possibly challenge the current way of design for train stations. They can be much more than a transportation service. The final outcome of this project has taken a large urban scale problem and offered a set of solutions as how to create a pedestrian network through the city of Boston.

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05 REFLECTION

CRITICAL REFLECTION The final design of Back Bay Station and Interstate 90 proved to be interesting and thought-provoking. It is interesting to think about in the future how the city may began to use public parcels for the community, rather than a new development complex. Often, highways are covered with a flat plane which then is extruded by their block to create more space in the city.

This project was challenging that notion by offering a solution that did not cover the whole highway, but used the majority of it to re-claim space. Another piece of this thesis was to always remain conscious of the existing conditions as a way to ensure there was minimal destruction. The Southwest Corridor became a linear park due to the destruction of homes and the urban fabric. The Governor was able to see that a highway was not what the city needed. Therefore, this project does not want to create more destruction of homes, as it defeats the purpose. Rather, it was an extension and an addition to the city using existing vacant land. Even the space occupied at Back Bay Station was not being used, therefore it was re-purposed to extend the Corridor. A critique of the three moments along the Southwest Corridor is that adding brick is not enough.

There needs to be more of an architectural invention, such as adding medians that disrupt the linear path of the car. This was tested at Roxbury Crossing with the pavilion, but even there it did not feel as if it was enough. Even though it was a small site study, there could have been more that was done, such as re-routing traffic possibly. Of course, due to time this was out of the projects scope but it would be an interesting tactic to look into. The section perspectives in the beginning became a very useful tool as they created rigorous and imaginative designs. This part of the design seemed to be lost as the project progressed due to feasibility and logistics. The project could have been more rigorous all together and brought back to the sketch phase. This also came due to the transition from designing with a pen to using the computer. There are certain restrictions when relying on the computer and the loss of character to the drawings. Something interesting about the section perspectives is that it showed a design through the thinking of space and multiple lines intersecting. With a pen, the drawing does not have to be perfect and the mistakes create new ideas.

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As always, there could have been more drawings, more diagrams, and definitely more sections to explain and analyze the design. The renderings depicted the future for the Southwest Corridor and Boston, yet it was hard to tell new from existing. A series of diagrams explaining the different paths and different design decisions and how they were influenced by the Southwest Corridor would have been useful.

A weak point of the design was the intersection of Back Bay Station and the Southwest Corridor. Even though it was not the focus of the proposal, there could have been more thought that went into it. The integration between addition and existing could have been more thorough, as well as the ground floor plan. The platforms could have been exposed, creating more layers and really expanding on the concept of continuous flow and layering. There are moments where the subway entrances are across the street, creating a tunnel below. This could have been a element to capitalize on and possibly think about how the Corridor can reach underground, rather than just above. Again, this is something the section perspectives were depicting, but it was not followed through on the final stages of design. Another limiting factor was the length of time it took to understand what exactly the problem was and how the solution should be handled. For example, I spent a lot of time just focusing on Interstate 90, and then a lot of time solely focused on Back Bay. It finally clicked that these elements need to connect and the whole Southwest Corridor park needs to be considered, not just one section of it. All together, the design proposal was cohesive and can be seen as a catalyst for Boston to start prioritizing the pedestrian over the automobile.

This thesis proposal has proven that cities are more than a large transportation system, they are consisted of inhabitants, infrastructure and landscape, all of which need to work together to create a successful city.

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06 BIBLIOGRAPHY

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“City of Stockholm.” International.stockholm.se. Accessed October 17,2017. http://international.stockholm.se/.

Cowherd, Robert. “Notes on Post-Criticality: Towards an Architecture of Reflexive Modernisation,” Footprint 4 (2009): 65–76.

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Geuze, Adriaan. “Second Nature.” Landscape Urbanism Vol 71, (2011): 40 – 42.

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1990-2000-and-2010.

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Figure List Figure 01 : Discursive image of NYC showing urban transformation (Jake Springer, CC BYNC-SA) Adapted from Flickr, accessed 10 December 2017. https://www.flickr.com/ photos/92787319@N00/4174125517; Adapted from loving-newyork.com, accessed 10 December 2017. https://loving-newyork.com/the-high-line-park-in-new-yorkcity/; Adpated from New York Times, accessed 10 December 2017. https://static01. nyt.com/images/2012/08/02/garden/02HIGHLINE_SPAN/Highline1-jumbo.jpg.

Figure 02 : Discursive image blending city and forest (Jake Springer, CC BY-NC-SA) Adapted from Crabbykatles, accessed September 2017. https://crabbykatles.deviantart. com/art/City-in-a- Bubble-601994224; adapted from TheMuralStore.com, accessed September 2017. https://themuralstore.com/sunlight-forest-muralpr1855.html.

Figure 03 : Robert Moses. Spieglitz, C.M. “New York City Park Commissioner Robert Moses with model of proposed Battery Bridge,” Library of congress, accessed 13 April 2018, http://www.loc.gov/pictures/item/2006675178/ Figure 04 : Jane Jacobs. “Citizen Jane, Battle for the City” Curbed, accessed 13 April 2018, https://www.curbed.com/2017/4/20/15344546/jane-jacobs-movie-fantasy-cast Figure 05 : Lower Manhattan Expressway Proposal. Gizmodo, accessed 13 April 2018, https:// www.gizmodo.com.au/2015/11/how-manhattan-narrowly-avoided-being-slicedin-half/.

Figure 06 : Jane Jacobs leading activist group. McDarrah, Fred W. Massengale, accessed 13 April 2018, http://blog.massengale.com/2018/03/23/nyc-needs-you/.

Figure 07 : South Boston Interstate 90 construction. Boston Redevelopment Authority “South Cove: View from Prudential Center”, Flickr, accessed 13 April 2018, https:// www.flickr.com/photos/cityofbostonarchives/34464394201/.

Figure 08 : Robert Moses vs Jane Jacobs Diagram (Jake Springer, CC BY-NC-SA) Figure 09 : Exposed Highway vs Covered Highway in Boston (Jake Springer, CC BY-NC-SA) Adapted from Google Earth Pro, accessed March 2018. https://www.google.com/ maps/@42.34335,-71.05943,13z/data=!3m1!1e3

Figure 10 : Central Artery 2004. Vanderwarker, Peter. “Central Artery, 2004,” Boston Magazine, accessed 13 April 2018, https://www.bostonmagazine.com/news/2013/09/24/ mayor-tom-menino-big-dig-photos/ Figure 11 : Boston Map, 1938. The University of Oaklahoma, accessed February 2018, http://iqc. ou.edu/2015/01/21/60yrsnortheast/ Figure 12 : Rose F. Kennedy Greenway after construction 2012 . Vanderwarker, Peter. “The Rose F. Kennedy Greenway, 2012,” Boston Magazine, accessed 13 April 2018, https://www.bostonmagazine.com/news/2013/09/24/mayor-tom-menino-bigdig-photos/ Figure 13 : Boston Map, 2011. The University of Oaklahoma, accessed February 2018, http://iqc. ou.edu/2015/01/21/60yrsnortheast/ Figure 14 : Southwest Corridor Map ((Jake Springer, CC BY-NC-SA) Adapted from Google Earth Pro, accessed March 2018. https://www.google.com/maps/@42.34141,71.08363,15z/data=!3m1!1e3 Figure 15 : Site Diagram showing uses ((Jake Springer, CC BY-NC-SA) Figure 16 : Cambridge bulldoze protest mural. Cambridge Community Television, accessed March 2018, https://www.cctvcambridge.org/%22Beat%20the%20Belt%22%20 mural%20restored Figure 17 : Community protesting highways in Boston. JPNDC, accessed March 2018, https:// jpndc.org/slide/jackson-square-1973-2/scan666-stop-i-95-master-1500-650px/ Figure 18 : Back Bay Station from Southwest Corridor (Jake Springer, CC BY-NC-SA) Figure 19 : Interior atrium of Back Bay Station(Jake Springer, CC BY-NC-SA) Figure 20 : Interior arcade of Back Bay Station (Jake Springer, CC BY-NC-SA) Figure 21 : Site Diagram showing history (Jake Springer, CC BY-NC-SA) Figure 22 : Existing Section of Back Bay Station (Jake Springer, CC BY-NC-SA) Figure 23 : Forest sunset in Sebago, Maine (Jake Springer, CC BY-NC-SA).

Figure 24 : Sunset over Long Lake in Naples, Maine (Jake Springer, CC BY-NC-SA).

Figure 25 : Aerial view of Beverly, Massachusetts. Map of Beverly, Massaachusetts. Google Maps, accessed 10 December 2017, https://www.google.com/maps?ll=42.54791,70.88092&z=13&t=h.

Figure 26 : Discursive image of transforming NYC street to a pedestrian street (Jake Springer, CC BY-NC-SA) Adapted from ISpyNYC.com, accessed September 2017. https://ispynyc.wordpress.com/2008/10/30/new-york-perspective-103008; adapted from Multinomah Falls, accessed September 2017. http://www. multnomahfallslodge.com/page/home.

Figure 27 : Boston Population from 1980-2016 (Jake Springer, CC BY-NC-SA) Data from “Massachusetts Population by Town 1980, 1990, 2000 and 2010 | Boston Region MPO.” Boston Region Metropolitan Planning Organization, Accessed 3 December 2017. http://www.ctps.org/datacatalog_share/content/massachusettspopulation-town-1980-1990-2000-and-2010.

Figure 28 : City as an Organism (Jake Springer, CC BY-NC-SA) Adapted from Anantomyclass123.com, accessed November 3, 2017; https://anatomyclass123. com/wp-content/uploads/2017/03/human-heart-real-pictures-seo-keywordsimages-for-real-human-heart.jpg; Indo American Center, accessed 3 November 2017; http://indoamericancenter.com/government-infrastructure-spendingboost-u-s-economy/; Skalgubbar.se, accessed November 2017; http://skalgubbar. se/2012/06/21/166-j-o-et-la-tour-eiffel-haha/.

Figure 29 : Urban Fabric graphs showing modes of transportation (Jake Springer, CC BY-NC-SA) Data From Newman, Peter, and Jeffrey R. Kenworthy. The End of Automobile Dependence: How Cities Are Moving beyond Car-Based Planning.

(Washington, DC : Island Press, 2015), 131.

Figure 30 : Interstate Highway Layout in Boston 1800’s - 1950’s. “State Highway Layout in Boston 1800’s - 1950’s,” MassDOTgis, accessed 10 December 2017, http://gis. massdot.state.ma.us/maptemplate/statehighwaylayouts.

Figure 31 : Interstate Highway Layout in Boston 1950’s - 1990’s. “State Highway Layout in Boston 1950’s - 1990’s,” MassDOTgis, accessed 10 December 2017, http://gis. massdot.state.ma.us/maptemplate/statehighwaylayouts.

Figure 32 : Interstate Highway Layout in Boston 1990’s - Present. “State Highway Layout in Boston 1990’s - Present,” MassDOTgis, accessed 10 December 2017, http://gis. massdot.state.ma.us/maptemplate/statehighwaylayouts.

Figure 33 : Interstate Highway Layout in Boston 1800’s - Present. “State Highway Layout in Boston 1800’s - Present,” MassDOTgis, accessed 10 December 2017, http://gis. massdot.state.ma.us/maptemplate/statehighwaylayouts.

Figure 34 : Boston map from 1630 - 1675 showing early settlement. Map of Boston Streets.

“Boston, Massachusetts 1630-1675,” University of Texas Libraries, accessed 1 December 2017, http://www.lib.utexas.edu/maps/historical/boston_1630_1675.jpg.

Figure 35 : Chicago Map showing the street layout. “Plan of the complete system of street circulation; railway stations; parks, boulevards circuits and radial arteries; public recreation piers, yacht harbor, and pleasure-boat priers; treatment of Grant Park; the main axis and the Civic Center” Building Chicago, accessed 1 December 2017, https://buildingchicago.wordpress.com/2014/07/11/the-plan-of-chicago/.

Figure 36 : Aerial view of Central Park in New York City. Coldwell, Well. “Aerial View of Central Park,” Arch20, accessed 2 December 2017, https://www.arch2o.com/love-affaircontrasts-central-park-vs-city-new-york/.

Figure 37 : Graph showing Swedens energy use compared to USA and Europe (Jake Springer, CC BY-NC-SA) Data from “Energy Use in Sweden.” Sweden.Se, accessed 23 December 2015. https://sweden.se/society/energy-use-in-sweden/.

Figure 38 : Pruitt-Igoe Housing Project. Axon View of the Pruitt-Igoe Housing Project.

Leinweber, Yamasaki & Hellmuth (© 2017 Common Reader. All rights reserved.).

“Remembering Pruitt-Igoe,” The Common Reader, accessed 29 November 2017, https://commonreader.wustl.edu/c/remembering-pruitt-igoe/.

Figure 39 : Map of MBTA network of transportation (Jake Springer, CC BY-NC-SA) Adapted from MBTA, accessed 9 December 2017; https://d3044s2alrsxog.cloudfront. net/sites/default/files/maps/Commuter_Rail_Map.pdf; adapted from Google Maps, accessed 9 December 2017; https://www.google.com/maps/@42.36666,70.84579,9z/data=!3m1!1e3 Figure 40 : Map of Boston, MA showing land-use and land ownership of different areas (Jake Springer, CC BY-NC-SA) Adapted from Google Maps, accessed October 2017; https://www.google.com/maps/@42.3378539,-71.0648759,8446m/ data=!3m1!1e3; Adapted from Massachusetts Interative Property Map, accessed October 2017; “Massachusetts Interactive Property Map.” MassGIS, accessed 7 November 2017; http://massgis.maps.arcgis.com/apps/OnePane/basicviewer/ index.html?appid=47689963e7bb4007961676ad9fc56ae9.

Figure 41 : Land Ownership and Value of Automobile Ruined Spaces in Boston, MA (Jake Springer, CC BY-NC-SA).

Figure 42 : Land Use of Automobile Ruined Spaces in Boston, MA (Jake Springer, CC BY-NCSA).

Figure 43 : Land Value per Automobile Ruined Spaces in Boston, MA (Jake Springer, CC BYNC-SA).

Figure 44 : Map of Seaport District showing land-use and land ownership (Jake Springer, CC BY-NC-SA). Adapted from MassGIS, accessed 7 November 17. http://massgis.maps.arcgis.com/apps/OnePane/basicviewer/index. html?appid=47689963e7bb4007961676ad9fc56ae9.

Figure 45 : Perspective of re-vitalized wharf walkway. Washington Channel with view of proposed. Wharf Project by Ehrenkrantz, Eckstut & Kuhn Architects. (Cameron Group © 2016). “The Wharf, Washington D.C. | Building Envelope | Portfolio.”

Cameron BES, accessed 7 November 2017. https://cameronbes.com/portfolio/ wharf-washington-dc/.

Figure 46 : Aerial view of re-vitalized wharf with apartment and retail buildings. Wharf Project by Ehrenkrantz, Eckstut & Kuhn Architects. (Cameron Group © 2016), accessed November 2017. https://cameronbes.com/portfolio/wharf-washingtondc/.

Figure 47 : Perspective from water of re-vitalized wharf walkway. Wharf Project by Ehrenkrantz, Eckstut & Kuhn Architects. (Cameron Group © 2016), accessed November 2017. https://cameronbes.com/portfolio/wharf-washington-dc/.

Figure 48 : Section of I-93 re-development showing the new irrigation system through the via-ducts. Infra-Space 1 by Landing Studio. “Render1.Jpg” InkBlock, accessed 27 October 2017. https://www.inkblockboston.com/wp-content/uploads/render1.jpg.

Figure 49 : Perspective of Infraspace showing recreational spaces proposed. Infra-Space 1 by Landing Studio. “InkUnderground_boardwalk.Jpg.” Boston Magazine, accessed 27 October 2017. http://cdn1.bostonmagazine.com/wp-content/ uploads/sites/2/2017/04/InkUnderground_boardwalk.jpg.

Figure 50 : Overview of Discovery Green Park surrounded by the City.Discovery Green in

Houston, Texas by Hargreaves Associates. “HDP_Built_JG_044.jpg”. Hargreaves Associates, accessed 7 November 2017. http://www.hargreaves.com/work/ discovery-green/.

Figure 51 : Perspective of walkway in Discovery Green. Discovery Green in Houston, Texas

by Hargreaves Associates. “Discovery_Green_03_sm.Jpg.” accessed 7 November 2017. http://larryspeck.com/wp-content/uploads/2008/01/Discovery_Green_03_ sm.jpg.

Figure 52 : Aerial view of Discovery Green showing vegetation. Discovery Green in Houston, Texas by Hargreaves Associates. “Lg_arch_of_discgreen_16.Jpg.” PageThink, accessed 7 November 2017. https://pagethink.com/media/uploads/projectgallery-images/lg_arch_of_discgreen_16.jpg.

Figure 53 : Diagram sketch (Jake Springer, CC BY-NC-SA).

Figure 54 : Section sketch dividing transportation methods (Jake Springer, CC BY-NC-SA).

Figure 55 : Section sketch showing an adapting facade and ground plane (Jake Springer, CC BY-NC-SA).

Figure 56 : Section sketch showing a pavilion with public transit (Jake Springer, CC BY-NCSA).

Figure 57 : Section sketch showing pavilion and water connection (Jake Springer, CC BYNC-SA).

Figure 58 : Section sketch of Commonwealth Ave converted to Pedestrian Street (Jake Springer, CC BY-NC-SA).

Figure 59 : Plan diagram of Storrow Drive connection, iteration 2 (Jake Springer, CC BY-NCSA).

Figure 60 : Conceptual site section exploring elevation change (Jake Springer, CC BY-NCSA).

Figure 61 : Conceptual site section of Interstate 90 (Jake Springer, CC BY-NC-SA) Figure 62 : Interstate 90 Site Map (Jake Springer, CC BY-NC-SA). Adapted from Google Maps, accessed February 2018. https://www.google.com/maps/@42.34721,-71.06842,15z/ data=!3m1!1e3

Figure 63 : Bridge section showing seperation of users (Jake Springer, CC BY-NC-SA) Figure 64 : Site section showing continuous movement through site (Jake Springer, CC BYNC-SA) Figure 65 : Site section showing train stationand walkway (Jake Springer, CC BY-NC-SA) Figure 66 : Site section methods (Jake Springer, CC BY-NC-SA) Figure 67 : Section perspective showing new mixed-use train station (Jake Springer, CC BYNC-SA) Figure 68 : Axon showing site connections (Jake Springer, CC BY-NC-SA) Figure 69 : Site Collage (Jake Springer, CC BY-NC-SA) Figure 70 : Site plan (Jake Springer, CC BY-NC-SA) Figure 71 : Dartmouth Street Connection (Jake Springer, CC BY-NC-SA) Figure 72 : Clarendon Street Connection (Jake Springer, CC BY-NC-SA) Figure 73 : Cazenove Street Connection (Jake Springer, CC BY-NC-SA) Figure 74 : Back Bay Station Axon (Jake Springer, CC BY-NC-SA) Figure 75 : Interstate 90 Axon (Jake Springer, CC BY-NC-SA) Figure 76: Section Perspective approaching Back Bay Station (Jake Springer, CC BY-NC-SA) Figure 77 : Section Perspective infront of Back Bay Station (Jake Springer, CC BY-NC-SA) Figure 78 : Section Perspective through Back Bay Station (Jake Springer, CC BY-NC-SA) Figure 79 : Section Perspective through new addition (Jake Springer, CC BY-NC-SA) Figure 80 : Rendered Site plan (Jake Springer, CC BY-NC-SA) Figure 81 : Perspective approaching Back Bay Station (Jake Springer, CC BY-NC-SA) Figure 82 : Perspective of new entrance on top of Back Bay Station (Jake Springer, CC BYNC-SA) Figure 83 : Perspective of new park (Jake Springer, CC BY-NC-SA) Figure 84 : Perspective of new platform over the commuter rail platform(Jake Springer, CC BY-NC-SA)

Figure 85 : Site plan of Southwest Corridor (Jake Springer, CC BY-NC-SA) Figure 86 : Urban design for extension of Southwest Corridor (Jake Springer, CC BY-NC-SA) Figure 87 : Collaged existing site plan of Interstate 90 (Jake Springer, CC BY-NC-SA) Adapted from Google Maps, accessed February 2018. https://www.google.com/ maps/@42.34721,-71.06842,15z/data=!3m1!1e3 Figure 88 : Discursive image of pedestrian environments taking over the city (Jake Springer, CC BY-NC-SA) Adapted from stuffpoint.com, accessed September 2017. http://stuffpoint.com/nature/image/303817/sunshine-through-cloudswallpaper/; adapted from University of North Florida, accessed September 2017. http://www.unf.edu/floridahistoryonline/Plantations/plantations/Spalding_ Lower_Trading_Store.

Figure 90 : Analytique drawing (Jake Springer, CC BY-NC-SA) Figure 91 : Map of Southwest Corridor Park (Jake Springer, CC BY-NC-SA) Figure 92 : Southwest Corridor Park seperation of paths (Jake Springer, CC BY-NC-SA) Figure 93 : Sign indicating path of user(Jake Springer, CC BY-NC-SA) Figure 94 : Approaching Roxbury Crossing (Jake Springer, CC BY-NC-SA) Figure 95 : Across the street from Roxbury Crossing (Jake Springer, CC BY-NC-SA) Figure 96 : Submerged Subway and Commuter Rail tracks (Jake Springer, CC BY-NC-SA) Figure 97 : Existing conditions axon drawing of Roxbury Crossing (Jake Springer, CC BY-NCSA) Figure 98 : Proposed design axon drawing of Roxbury Crossing (Jake Springer, CC BY-NCSA) Figure 99 : Rendering of pavilion at vacant corner (Jake Springer, CC BY-NC-SA) Figure 100 : Approaching Mass Ave Station (Jake Springer, CC BY-NC-SA) Figure 101 : Approaching Massachusetts Ave (Jake Springer, CC BY-NC-SA) Figure 102 : Crosswalk at Massachusetts Ave (Jake Springer, CC BY-NC-SA) Figure 103 : Existing conditions axon of Massachusetts Ave (Jake Springer, CC BY-NC-SA) Figure 104 : Proposed design axon of Massachusetts Ave(Jake Springer, CC BY-NC-SA)

Figure 105 : Rendering of new street crossing (Jake Springer, CC BY-NC-SA) Figure 106 : Approaching West Newton Street (Jake Springer, CC BY-NC-SA) Figure 107 : Perspective looking down West Newton Street (Jake Springer, CC BY-NC-SA) Figure 108 : Opening at West Newton Street (Jake Springer, CC BY-NC-SA) Figure 109 : Existing conditions axon of West Newton Street (Jake Springer, CC BY-NC-SA) Figure 110 : Proposed design axon of West Newton Street (Jake Springer, CC BY-NC-SA) Figure 111 : Rendering of new crossing at West Newton Street (Jake Springer, CC BY-NC-SA) Figure 112 : Site plan at Back Bay Station (Jake Springer, CC BY-NC-SA) Figure 113 : Axon of Back Bay Station and extension of Southwest Corridor (Jake Springer, CC BY-NC-SA) Figure 114 : Rendering of proposed design at Back Bay Station (Jake Springer, CC BY-NC-SA) Figure 115 : Rendering of Southwest Corridor extending over Interstate 90 (Jake Springer, CC BY-NC-SA) Figure 116 : Section perspective of Back Bay Station proposed design (Jake Springer, CC BYNC-SA) Figure 117 : Section perspective of Interstate 90 proposed design (Jake Springer, CC BY-NCSA)

Currently, there is a disconnect between people and architecture caused by the past decisions of urban planners to reconstruct the city for the automobile. Cities are an integration of urban fabrics that work together as one, and if one fabric, such as the automobile, becomes dominant it disrupts the city’s function. The automobile fabric requires the most amount of space while transporting the fewest number of people, in comparison to other forms of transit.

This creates ruined spaces within the city fabric, like overpasses and highway infrastructure, because they are unused by the neighboring community due to lack of program and low quality of space. The dead space is considered valuable land by the city, so why can’t something be designed that creates a new community, or restores the once existing community of people through mix-used architectural program?

This project investigates the Southwest Corridor Park as a pedestrian network and analyzes how to extend it further into the Boston. The Southwest Corridor is a 4.7 mile linear park, spanning along the Orange Line tracks, connecting the neighborhoods of Jamaica Plain, Roxbury, Back Bay, South End, and Cambridge. The park starts at Jamaica Plain and stops at every Orange Line Station, ending at Back Bay Station, a major transportation hub for the city of Boston. Just beyond the station is Interstate 90, an automobile dominant zone with little to no space for the pedestrian. This project aims to re-connect the Southwest Corridor by stitching these two urban conditions together to create new social interactions along a series of multi-layered pathways, both existing and new.