Beacon Yards: DeNovo Urbanism

Fall 2014

Beacon Yards DeNovo Urbanism

Northeastern University School of Architecture ARCH 7130 Master's Research Studio

Fall 2014

Beacon Yards: DeNovo Urbanism

Northeastern University School of Architecture ARCH 7130 Master's Research Studio

Tim Love

Jimmy Chao

Zoe Cloonan

Karen Hilario

Kelsey Holmes

Meaghan Hutchins

Linda Ly

David Potter

Joseph Pucci

Matthew Rowan

Brian Vieira

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Table of Contents 1 Master Plan

6

2 Hydrology and Park Systems

History of the Site

30

Open Space / Connectivity

40

Hydrology and Salt Creek Park

52

3 Transportation and Streets

58

4 Bridges

96

5 Districts, Parcels, and Buildings

124

6 West Station

164

5

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

Master Plan / 7

Introduction The Beacon Yards: DeNovo

Since the Highway Division, the

University School of Architecture and

Urbanism Research Studio focused

group within MassDOT leading the

President-elect of the Boston Society

on the urban design issues raised

redesign effort, was only focusing on

of Architects (BSA) – organized

by the Massachusetts Department

the vehicular performance of potential

two complementary urban design

of Transportation’s (MassDOT’s)

realignment schemes, a chorus of

initiatives: a BSA urban design charrette

proposal for the redesign of the

commentators, community activists,

held in mid-September 2014 and a

Allston/Cambridge interchange of the

and advocacy organizations pleaded

Northeastern University graduate

Massachusetts Turnpike (MassPike)

with the agency to consider the broader

research studio. The content and

in Boston. The work of the studio was

urban design implications of the project.

timing of both initiatives were carefully

timed to coincide with the filing of an

Citing a limitation of funding sources

organized to ensure that the proposals

Environmental Notification Form (ENF)

and time, MassDOT was only able to

generated during the charrette, and the

to the Massachusetts Environmental

accommodate changes proposed by a

public discussion that followed, would

Protection Agency (MEPA) Executive

community Task Force assembled to

propel the work of the studio forward in

Office of Energy and Environmental

channel public input, but did not hire

a highly-informed and relevant way.

Affairs on October 31, 2014, which

an urban design firm to consider the

included preferred proposals for the

broader City-building implications of the

redesign of a section of the MassPike,

project.

the interchange, and associated surface streets.

To fill the void, Tim Love – Director of Graduate Programs at the Northeastern

8 / Beacon Yards: DeNovo Urbanism

Several lessons from the charrette

Of the schemes included in the ENF,

framed the collaborative master plan

Alternative 3J-3 was preferred by the

showcased in this publication:

BSA since it reduced the width of

1. Include green stormwater

Cambridge Street to a better scale by

infrastructure as an integrated

providing a second parallel street. The

component of the MassDOT contract

BSA also commented that Multimodal

(that anticipates a future central open

Connectivity should be better

space).

addressed particularly as it relates

2. Move the West Station access

to the current plans. The proposed

streets further west to reduce the height

flyover ramps to West Station, as

of the bridges and berms, making

proposed in MassDOT’s scheme,

them more pedestrian-friendly. This will

would not be pedestrian friendly, and

also create more Charles River-facing

would effectively create a massive

developable land.

barrier to the Charles River. Future

3. Align the southern terminus of

development in the project area would

the West Station access streets with

be adversely affected by the East Drive

Malvern and Alcorn Streets to allow

Connector Ramp alignment in all of

for future direct pedestrian and bicycle

MassDOT’s alternatives (3F through

access.

3J).

Master Plan / 9

Beacon Yards Master Plan Principles The comprehensive Northeastern

Transportation

Open Space and Stormwater

University Graduate Studio Master Plan

1. Create logical and ample connections

1. Create a continuous bike/ped path

for Beacon Yards incorporates and

to/from the MassPike and Soldiers Field

through Beacon Yards that connects

balances several important principles.

Road that provide multiple access points

the Lower Allston neighborhood with the

While mutually reinforcing, they have

and move vehicles through a distributed

Esplanade path system (the “People’s

been organized into four topics:

street network.

Pike). This path should be appropriately

2. New streets that provide access to

dimensioned and it should cross as few

1. Transportation

West Station should connect with North

streets as possible.

2. Open Space and Stormwater

Harvard Street and Stadium Way north

2. Create a bike/ped connection to

3. Density, Context, and Scale

of the parcel and align with Alcorn to the

Cambridgeport.

4. Relationship with Neighboring

south. This alignment will minimize the

3. Include a major east-west open

Institutions

impact of the berms and bridges before

space that is also the central feature of

development is built around them.

an integrated stormwater management

3. Consider the connectivity of West

system.

Station to all modes, including buses,

4. Create an open space facing the

vehicular drop-off, pedestrians, and

Charles River that takes advantage of

bicycles.

views and provides appropriate bike/ped connections.

5. Activate the watershed with passive recreational facilities for kayaking, crew, and other non-motorized water craft.

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Master Plan / 11

Density, Context, and Scale

Relationship with Neighboring

1. Include a zone of non-residential

Institutions

uses along the MassPike to buffer the

1. Maximize real estate value south

majority of the parcel from the noise and

of Beacon Yards because of West

fumes.

Station and new vehicular, bicycle, and

2. Include development along

pedestrian connections.

Cambridge Street that complements the

2. Create a new front door for BU

development patterns north of the street

from West Station and Commonwealth

(both existing and projected).

Avenue.

3. High-rises should be located away

3. Tie the master plan into Harvard’s

from Cambridge Street and set back

larger Institutional Master Plan in terms

from the river.

of uses, open space network, etc.

4. High-rises should be staggered to maximize Charles River views.

5. Maximize the diversity of building types and uses to avoid a homogeneous district.

6. Fully integrate West Station into the plan in terms of streetscape design, connectivity (vehicular, bike, peds), building massing, and urban amenities.

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Master Plan / 13

Beacon Yards from the Charles River

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Master Plan / 15

Beacon Yards Boulevard

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Master Plan / 17

West Station Across the BU Mall

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Master Plan / 19

Salt Creek Kayak Launch

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Master Plan / 21

Phasing As a result of the comprehensive Northeastern University Master Plan for Beacon Yards, MassDOT should revise their plan for the Allston/Cambridge interchange project to reflect the changes below. The recommended adjustments include: 1. The provision of a new “creek� that captures, slows, and cleans stormwater from the relocated MassPike and future development.

2. The relocation of the West Station access streets further west, to reduce their height, to allow for better connections with streets north and south of the parcel (see the Master Plan Principles), and to create more developable land with direct Charles River views.

Figure 1: (Opposite) MassDOT Plan 3J-3, Figure 11C from the October 2014 MassDOT Environmental 22 / Beacon Yards: DeNovo Urbanism

Notification Form

Master Plan / 23

Phase 1: MassDOT As part of the straightening of I-90,

Charles River and a direct connection

MassDOT will construct the entrances

between Salt Creek and the river (see

and exits for the highway and new

Figure 2). The construction of the

streets necessary to connect the

Soldiers’ Field Road bridge and Salt

interchange to Cambridge Street and

Creek Avenue will provide new Soldiers

West Station. They will also construct

Field inbound access from the Beacon

two roads parallel to Cambridge Street

Yards development area and a new

in order to reduce some of the traffic

exit for vehicles traveling westbound,

load on Cambridge Street and create a

thus easing the traffic at the Cambridge

more distributed vehicular network.

Street intersection.

In addition to the project scope outlined

MassDOT will also construct Salt Creek

above, MassDOT will reconstruct part

and two storm-water management

of Soldier's Field Road as part of their

drainage basins on the site for

environmental impact remediation.

environmental mitigation. A "People's

A section of Soldier's Field will be

Pike" will run alongside Salt Creek to

realigned and rebuilt as a bridge,

serve pedestrians and cyclists.

providing open space adjacent to the Figure 2: (Opposite) Proposed Phase 1 of the Beacon Yards Development 24 / Beacon Yards: DeNovo Urbanism

Master Plan / 25

Phase 2: Beacon Yards After MassDOT has unlocked the

highway entrances and exits and part of

land value of Beacon Yards, Harvard

the larger street network.

develops the site as an extension of their Enterprise Research Campus

Salt Creek becomes the central green

and/or as a potential Mixed-use

corridor and open space for the

Commercial/Residential Development

development.

site. Likely, this is done in conjunction with private developers.

Subsidy provided by early phase real estate development and/or tax-increment financing will provide Harvard with the capital to build the additional streets necessary to complete the street, block, and parcel pattern of the development area. The roads built under the MassDOT contract are integrated into the plan and serve a dual purpose - as Figure 3: (Opposite) Proposed Phase 2 of the Beacon Yards Development 26 / Beacon Yards: DeNovo Urbanism

Master Plan / 27

Phase 3: Redevelopment As a result of the development success of Beacon Yards, and real estate values rising around it, the institutional land adjacent to Beacon Yards is redeveloped. To the north, Harvard develops their planned Enterprise Research Campus. To the south Boston University takes advantage of West Station to redevelop their West Campus.

BU reinvigorates their West Campus with a new BU Quad, student center, dormitories, and research labs.

Alcorn Street is reconstructed with a sloping grade so it connects directly with Stadium Way, providing a direct vehicular connection from BU and Commonwealth Avenue to West Station, Beacon Yards, and Cambridge Street.

Figure 4: (Opposite) Proposed Phase 3 of the Beacon Yards Development

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Master Plan / 29

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

Figure 1: 1825 Historical Map of the Charles River and Salt Creek overlayed with the current configuration with the covered outlfows highlighted Hydrology & Park Systems / 31

1774 This map, one of the first comprehensive studies of the Charles river tidal estuaries shows Allston, at the time known as Little Cambridge, as predominantly pastoral land with a marshy edge along the Charles and numerous creeks.

During this stage of its history, Little Cambridge’s (now Allston) main role

Figure 2: (Top) Brighton Historical Society photographs

was pasture land to feed Washington’s

of the early Allston Stockyards circa 1800

Army, who was garrisoned across the Charles in

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

Cambridge, and the string of forts and

This section of this Revolutionary War Era

rebouts erected along the tidal marsh.

map shows Allston as both marsh and pasture

After the war, the cattle market

land

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

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

32 / Beacon Yards: DeNovo Urbanism

Hydrology & Park Systems / 33

1825 Half a century later, the early stages of rail road infrastructure begin to leave their mark on the area. Where once were pasture land, slaughterhouses and supporting industry begin to pop up.

The new industry in the area created a booming immigrant population.

Along with the rail line, the Beacon Trotting Park was created as a public

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

yard where Boston's citizens could come

Society photographs of the Beacon Yards Trotting Park

to ride horse and buggies and watch

circa.1830

races.

Eventually this park would host the first bicycle race in the United States on May 17, 1874.

Figure 7: (Opposite) Bathygraphic map of Boston 34 / Beacon Yards: DeNovo Urbanism

Harbor and the Charles River Basin, 1825

Hydrology & Park Systems / 35

1909 Between 1890 and 1908, the Beacon Trot Park is demolished and the land is sold to the Boston & Albany Railroad Company for the creation of a freight yard. At this time, the Charles River Reservation is completed.

In 1899, the Charles River Speedway opened. "Located where the MDC recreational area on Soldier's Field Road is now, the speedway was part of a larger recreation park designed by Frederick Law Olmstead" (Brighton Allston Historical Society).

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

Figure 9: (Opposite) Bathygraphic map of Boston

and the Charles River Basin with Smelt Brook (now Salt

Harbor and the Charles River Basin, 1909

Creek) demarking the Brighton/Brookline border, 1852

Hydrology & Park Systems / 37

1925 During the first quarter of the Twentieth Century, the rail line's presence begins to dominate the site. Concrete bridges begin to appear over the Salt Creek in what will eventually be its complete covering in the next twenty years, as city blocks are built along Commonwealth Avenue and even more rail lines are added within Beacon Yards.

Figure 10: (Top) Brighton Allston Historical Society photograph: Beacon Park Rail Yard from the Cambridge Street Bridge, 1930

Figure 11: (Right) BAHS Photograph: The construction of the Cambridge Street Bridge, 1900. Note Beacon Park is still largely undeveloped with a orchird occupying the corner of the site

Figure 12: (Opposite) Atlas Map of the Beacon Park Rail Yard, 1925

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Hydrology & Park Systems / 39

John W. Weeks Bridge

Memorial Drive Pedestrian Way

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North Point P

Open Space/ Connectivity

Park

Charles River Esplanade

Pedestrian Path Under Zakim Bridge

Over the last 150 years, the Charles River has been reimagined and reengineered to enhance its role as a regional recreational asset and connector. But despite a continuous path system and the central role the Charles plays in the mental map of the metropolitan area, the edges of the river are highly diverse. A wide range of infrastructural interventions, the character of abutting neighborhoods, diverse recreational amenities, and the variety of views that result from the River’s meandering course, all contribute to a richly varied landscape.

With this in mind, our goal was to create a unique, memorable, and highly performative new intervention along the Charles. At the same time, our proposed engagement with the Charles River system will strongly connect Beacon Yards Development to Allston, Brighton, Cambridge, and the larger metropolitan area.

Hydrology & Park Systems / 41

Kendall Square

Salt Creek Park Salt Creek Park aims to reconnect Beacon Yards and the neighborhoods of Allston/Brighton to the Charles River by daylighting Salt Creek, a longobscured natural feature. The new open space that follows the creek will include a new pedestrian/bicycle path - the People’s Pike - that will create a seamless connection between the new and existing neighborhoods to the larger regional path system along the Charles River. At the same time, Salt Creek Park will make legible the stormwater system required for the MassDOT project and associated real estate development.

Figure 13: (Top) Ilustrative plan of Salt Creek showing the extension of the Charles River and watershed integration Figure 14: (Opposite) Axonometric of Salt Creek with topography and landscape 42 / Beacon Yards: DeNovo Urbanism

Hydrology & Park Systems / 43

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

+ 0' - 0" -14' - 0"

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

+ 0' - 0" -14' - 0"

Hydrology & Park Systems / 45

Salt Creek and Stadium Way Cross Section Raised Loop Road Above Creek

+ 25' - 0"

-14' - 0"

46 / Beacon Yards: DeNovo Urbanism

Salt Creek and Salt Creek Park

Hydrology & Park Systems / 47

The Mouth of Salt Creek at Beacon Yards

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Constructed Wetlands

Hydrology & Park Systems / 49

Boston University Quadrangle Similar to Salt Creek Park, the BU Quadrangle synthesizes an open space amenity with a hydrology system that connects to the reconstructed Salt Creek outflow. Storm water from Commonwealth Avenue is channeled and slowed in the Quad’s storm water retention gardens. In addition to reducing the burden on the City’s storm water system and cleaning the water, the BU Quad makes visual a natural watershed system that has been obscured by centuries of development. In addition to its hydrologic function, the Quad celebrates its urban context by opening up to Commonwealth Avenue and creating a physical and visual connection

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

to West Station.

Mall, offering the potential for amenities to compliment Packard's Corner Figure 16: (Opposite) Axonometric of the Boston University Quadrangle

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Hydrology & Park Systems / 51

His

52 / Beacon Yards: DeNovo Urbanism

eek

lt Cr

Sa toric

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

Hydrology & Park Systems / 53

BU Quadrangle Hydrology

Historic

ek

Salt Cre

Figure 17: The BU Quadrangle integrates two bioswales into its landscape design to pair the pedestrian circulation with the path of the stormwater runoff and filtration; additionally, this system is integrated into the historic path of Salt Creek as it 54 / Beacon Yards: DeNovo Urbanism

enters Beacon Yards

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

The Boston University Quadrangle,

water from Commonwealth Avenue and

illustrates how Harvard plans to integrate permeable

comprised of two abutting open

the surrounding parcels. Permeable

pavement and storm water retention bioswales within

spaces, is both a new symbolic

pavement and sedimentation layers

its future development of Lower Allston

center for BU’s West Campus and

also filter storm water into this system.

Figure 19: (Middle) This diagram shows how Reed

an important component of our

Water captured in the Quad flows into

Hilderbrand's Repentance Park slopes down and

larger hydrological approach. The

Salt Water Creek and ultimately into

serves as a levee and collects runoff from surrounding

sloped ground plane both functions

the Charles River.

streets

as a natural amphitheater and

Figure 20: (Right) The constructed levee in

communicates the ecological role

Repentance Park also acts as a civic space for users,

of the open space . Each of the two

transforming into an amphitheater

green spaces slopes down and acts as a retention gardens, collecting storm Hydrology & Park Systems / 55

Road Hydrology Street Hydrology

Figure 21: The Beacon Yards Development filters Figurewater storm 1: Plan through overlay systems highlighting integrated the hierarchy into mainof hydrology systems boulevards, secondary integrated streets,within tertiary thestreets, road system. and 56 / Beacon Yards: DeNovo Urbanism

wetlands surrounding Salt Creek

Figure 22: (Left) Pedestrian circulation, bicycle paths

The hydrological system within Beacon

green boulevards (shown in red). The

and parking spaces are to utilize permeable pavements

Yards is intended to decouple the

boulevards, in turn, filter the runoff

to allow for greater water absorbtion into the filtration

storm water system from the Boston

through photo-remediation, while

system. Additionally, the tree wells on the site integrate

Sewer system. Instead, storm water

directing it to the designated outflow

rain gardens to direct water to the 'Green Boulevards'

is treated within the site and filtered

locations. These outflow locations are

Figure 23: (Middle) The Green Boulevards system

before it flows into the Charles River.

constructed wetlands, which further

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

To accomplish this, the water is filtered

filter the water, before it is discharged

system, the constructed wetlands

through a comprehensive storm

into the new Salt Creek. The integration

Figure 24: (Right) Constructed wetlands act as end

water management system that is

of this system into the design of the

of system outflows into the new Salt Creek by using

integrated into the street network. This

streetscape and open spaces is meant

photo-remediation to leach heavy metals, salts and

system includes permeable pavement

to communicate the importance of

other pollutants out of the water before it is discharged

and tree wells that funnel water into

ecological design in urban landscapes.

into the Charles River

Hydrology & Park Systems / 57

58 / Beacon Yards: DeNovo Urbanism

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

Transportation & Streets / 59

Highway Connections

MassPike Inbound to Soldier's Field Inbound

MassPike Inbound to Soldier's Field Outbound

Soldier's Field Inbound to MassPike Outbound

MassPike Outbound to Soldier's Field Outbound

MassPike Outbound to Soldier's Field Inbound

Soldier's Field Outbound to MassPike Inbound

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Soldier's Field Inbound to MassPike Inbound

Commonwealth Avenue to Cambridge Street

MassPike and Soldier's Field Entrance Routes

Soldier's Field Outbound to MassPike Outbound

Cambridge Street to Commonwealth Avenue

MassPike and Soldier's Field Exit Routes

Transportation & Streets / 61

MBTA Bus Routes Existing

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MBTA Bus Routes Proposed

Transportation & Streets / 63

Subway and Commuter Rail Existing

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Subway and Commuter Rail Proposed

Transportation & Streets / 65

Bike Routes Existing

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Bike Routes Proposed

Transportation & Streets / 67

Hubway Stations & Routes Existing

68 / Beacon Yards: DeNovo Urbanism

Hubway Stations & Routes Proposed

Transportation & Streets / 69

Street Hierarchy The streets and pathways of Beacon

and cars moving between I-90, West

The paths through Salt Creek Park

Yards have been designed in

Station, and Soldier's Field Road. It also

and Rail Yard park provide separated

accordance with Boston’s Complete

provides a vehicular connection across

pedestrian and cyclists routes.

Streets guidelines to accommodate all

the tracks to Boston University.

modes of transportation. Depending on street type, program, and adjacencies,

Secondary streets, such as North

mode preference varies throughout the

Harvard, Salt Creek Avenue, Alcorn

plan.

Street, Colby Street, Trotting Row, and Park Avenue, are 64' wide, appropriate

Beacon Yards Boulevard and Station

to their role as neighborhood streets.

Landing are the site's widest roads, at 90'. Beacon Yards Boulevard

The 40' wide tertiary streets - Beacon

preferences pedestrians to encourage a

Yards Way and Parker Street -

lively retail zone. Station Landing slows

supplement the network and serve as

traffic, but widens to accommodate bus

cut throughs. Private shared-street

drop offs, waiting areas, and surges of

service alleys will be constructed by

pedestrians leaving West Station.

developers as the site is built out. They provide off-street service and parking

Stadium Way is 76’ wide to provide for a

access as well as additional light and air

heavy traffic flow. It mainly serves buses

between buildings.

70 / Beacon Yards: DeNovo Urbanism

Figure 1: (Opposite) Street hierarchy by width

Transportation & Streets / 71

Beacon Yards Boulevard 90'

72 / Beacon Yards: DeNovo Urbanism

Figure 2: (Opposite) Beacon Yards Boulevard section

The "Main Street" of the new Beacon

On-street automobile parking and bicycle

looking to Rail Yard Park

Yards Development, Beacon Yards

parking encourage visitors to leave their

Boulevard, privileges pedestrians

vehicles and explore the boulevard and

Figure 3: (Top) Beacon Yards Boulevard between

through traffic-calming strategies that

surrounding neighborhood on foot. Two

Trotting Row and Park Avenue

slow cars and bicyclists. Anchored on

Hubway stations anchor the boulevard at

one end by the entrance to Salt Creek

either end.

Park and on the other by the Rail Yard Plaza and Community Center, the

The design guidelines encourage

boulevard terminates in the two main

retail along the edges of the street and

public spaces of the development.

entrances to the offices and residences above. The sidewalks have been rightsized to encourage outdoor cafes.

Transportation & Streets / 73

Park Avenue South & Colby Street 64'

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Figure 4: (Opposite) Park Avenue South section

Smaller, mixed-use roads, Park Avenue

looking to Rail Yard Plaza

South and Colby Street, privilege pedestrian and vehicular use. Parallel

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

bike routes are available but cyclists are

Yards Boulevard

permitted to share the road.

On-street parking allows for brief visits to the surrounding apartments and offices.

Transportation & Streets / 75

Park Avenue North 64'

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Figure 6: (Opposite) Park Avenue North street section

Park Avenue North replaces the green

looking toward the end of Beacon Yards Boulevard

median of Park Avenue South with bike lanes in both directions, providing

Figure 7: (Top) Park Avenue North between Beacon

a bicycle connection from Cambridge

Yards Boulevard and Cambridge Street

Street to Rail Yard Plaza, the community center, and the Rail Yard Bike Path.

Transportation & Streets / 77

Trotting Row 64'

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Figure 8: (Opposite) Trotting Row section looking to

A smaller, secondary road, Trotting

the Beacon Yards Boulevard intersection

Row's main function is to allow pedestrians and cyclists access to

Figure 9: (Top) Trotting Row connecting Beacon Yard

Trotting Square and Salt Creek Park. It

Boulevard and Trotting Plaza

also provides vehicular access to one of the site’s two garages on Parcel 8B. Narrow drive lanes, garage access, and sharp turns at the terminus encourage cars to slow down.

Transportation & Streets / 79

Salt Creek Avenue 64'

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Figure 10: (Opposite) Salt Creek Avenue section

Salt Creek Avenue provides the

structural elements. Both paths connect

looking under the Stadium Way bridge

development's main access to I-90

to the Dudley White Pathway and the

west-bound and Soldier’s Field Road

larger Esplanade via a Soldier’s Field

Figure 11: (Top) Salt Creek Avenue leading to

east-bound and the main entrance point

underpass.

the Soldier's Field Road inbound entrance and

to the site via west-bound Soldier’s Field

outbound exit

Road. It is designed for heavy vehicular

Bordered by Salt Creek Park to the

traffic, with ample turn lanes and

north, Salt Creek Avenue provides views

queueing distances to prevent backups.

of the pedestrian promenade across the park. Design guidelines for the south

Pedestrian and cyclist zones are

edge of the street calls for lab buildings

mainly grouped on the north edge

to buffer the highway, easing the

of the roadway and separated from

transition from I-90 to slower city streets.

vehicular traffic by a raised median and

Transportation & Streets / 81

North Harvard Street 64'

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Figure 12: (Opposite) North Harvard Street section

North Harvard Street is a raised city

has turn lanes with longer queueing

climbing toward West Station

street that leads from Cambridge

distances in order to allow for this

Street to West Station. It is designed

heavier traffic.

Figure 13: (Top) North Harvard Street crossing

with a 5% slope in order to balance

over I-90

the need for pedestrian and bike

Cycle tracks are located at the sidewalk

access with the need to climb over

level in order to separate cyclists from

I-90 and the rail yard. Wider lanes

heavy bus traffic without adding width.

allow for buses to reach West Station

A street furniture zone separates

and provide a connection between

pedestrians from cyclists.

Cambridge and the Longwood Medical Area. North Harvard Street also provides access to I-90 eastbound and Transportation & Streets / 83

Stadium Way 76'

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Figure 14: (Opposite) Stadium Way looking down

Stadium Way serves many of the same

through-traffic but can support frequent

Alcorn Street through Boston University

functions as North Harvard Street and

bus use.

is designed as such. However, in order Figure 15: (Top) Stadium Way bridge coming down to

to accommodate heavier traffic between

grade to intersect with Beacon Yards Boulevard

Soldier's Field Road and I-90, Stadium Way has an additional lane and the median has been removed, allowing for two lanes of traffic in each direction.

To the south, Stadium Way narrows to become a raised extension of Alcorn Street. Alcorn Street anticipates less Transportation & Streets / 85

Station Landing 90'

86 / Beacon Yards: DeNovo Urbanism

Figure 16: (Opposite) Section of Station Landing over

Station Landing is designed to

the commuter rail tracks

discourage vehicular and cycle through traffic and provide ample room for bus

Figure 17: (Top) Station Landing passing by

drop off and pedestrian waiting areas.

West Station

Bike lanes terminate in highly-visible bike parking facilities. A Hubway station is also located along Station Landing.

The location of the bike parking facility, Hubway station, bus drop offs, and West Station overhang are zoned and designed to ease transitions between modes.

Transportation & Streets / 87

Beacon Yards Way & Parker Street 40'

88 / Beacon Yards: DeNovo Urbanism

Figure 18: (Opposite) A section of Parker Street

Beacon Yards Way and Parker

looking to Park Avenue

Street are tertiary roads that serve as cut throughs between main and

Figure 19: (Top) Parker Street connecting Trotting Row

secondary roads. Bikes and vehicles are

and Trotting Plaza to Park Avenue

encouraged to share the drive lanes.

Transportation & Streets / 89

Shared-Street Service Alleys 40'

90 / Beacon Yards: DeNovo Urbanism

Figure 20: (Opposite) Shared-street service

The Shared-street Service Alleys are

alley section

located within or between parcels.

Zoning codes require developers

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

to construct these service allies as

pedestrian cut throughs in Block 9

parcels are developed. The allies provide service access to the buildings, but may also serve as public spaces or extensions of courtyards in more residential parcels. Based on the developers needs, parking may be located within the alleys.

Transportation & Streets / 91

Trotting Row Bridge 26' - 50'

92 / Beacon Yards: DeNovo Urbanism

Figure 22: (Opposite) Trotting Row Bridge section

Trotting Row Bridge allows for

looking through Trotting Plaza and down Trotting Row

pedestrian and cyclist access only, connecting the southern lab buildings

Figure 23: (Top) Trotting Row Bridge providing a

to Trotting Square. The pedestrian

pedestrian connection from Trotting Plaza and Trotting

side of the bridge swings out, allowing

Row to Salt Creek Avenue and Salt Creek Park

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

Transportation & Streets / 93

Park Avenue Bridge 44' - 60'

94 / Beacon Yards: DeNovo Urbanism

Figure 24: (Opposite) Park Avenue Bridge looking

Park Avenue Bridge serves as an

down Park Avenue, revealing the pedestrian path down

extension of Park Avenue, carrying traffic

to Salt Creek

to I-90 west bound and Soldier’s Field Road. To narrow the bridge, parking and

Figure 25: (Top) Park Avenue Bridge providing a

street furniture is removed. The bridge

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

opens on the northern edge to allow

Creek Avenue to Park Avenue and Cambridge Street

pedestrian access down to the Salt Creek Pathway.

Transportation & Streets / 95

96 / Beacon Yards: DeNovo Urbanism

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

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

Bridges / 97

Raised Loop Roads

Connecting Beacon Yards to West Station and Commonwealth Avenue

Figure 1: (Top) Exploded axon of loop roads - North Harvard Street, Station Landing, and Stadium Way Figure 2: (Opposite) Rendered view of North Harvard 98 / Beacon Yards: DeNovo Urbanism

loop road - access to West Station

Bridges / 99

Beam and Girder System

Beam Girder Column

As recommended by the MassDOT

span over Beacon Yards Way utilizes

Figure 3: (Top) Axonometric of beam and grider

proposal, berms are a cost-effective

a simple beam and girder system due

system supporting North Harvard Street as it crosses

method of constructing the loop

to its relatively short span. This allows

Beacon Yards Way

roads, but they pose significant issues

vehicular, and pedestrian access, and

for the future development of the

provides an opportunity for embedded

site. To enable through access, we

program - either in storage, storefront,

have deployed a series of spanning

or art installations below the raised

structures along these roads. The

road.

100 / Beacon Yards: DeNovo Urbanism

Hollow Box Girder

Box Girder System

Column

The loop road bridges are box girders

without the need to replace berms with

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

because they require fewer supporting

retaining walls in future phases. It also

loop roads

columns. During the first phases of

means that the real estate under the

development, box girder structures will

raised streets will be available long

result in a spatially efficient and more

term for parking and service functions.

visually appealing system. In addition, this approach allows future buildings to directly abut the raised streets, Bridges / 101

Arch Bridges

Column Beam Tension Cable Girder Arch Hammerhead Pier

Given the required clearances over

of tensile arched bridges both meet

Figure 5: (Top) Axonometric of prototypical

the MassPike and railyard, and the

this criteria and provide a structural

independent arch bridge over Salt Creek and MassPike

desired clearances over Salt Creek

expression that creates a larger identity

Park, we have limited the structural

for the district.

depth of these raised streets by putting the structure above the roadbed (and not below like the bridge types on the previous page). Different configurations 102 / Beacon Yards: DeNovo Urbanism

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

The many bridges and raised

Yards through aesthetic variety within

overpass and artwork installation

structures of Chicago, as exemplified

the tensile arch bridge typology.

by the underpass in the left image, Figure 7: (Middle) Precedent - box girder -

have inspired the design of the myriad

raised road at Orlando International Airport

of threshold conditions created at Beacon Yards, and has helped to

Figure 8: (Right) Precedent - independent arched

shape the vehicular and pedestrian

bridge - Toome Bypass Bridge Ireland

experiences at each underpass. In addition, the design of these elements attempts to limit the structural depth and enhance the branding of Beacon Bridges / 103

Trotting Row Pedestrian Bridge

Bike and Pedestrian Connection through Beacon Yards and over Salt Creek

Arch Tension Rods

Bicycle Path Pedestrian Walkway

Tapered Box Girder

Figure 9: (Top) Exploded axon of Trotting Row Bridge Figure 10: (Opposite) Rendered view of Trotting Row 104 / Beacon Yards: DeNovo Urbanism

Bridge

Bridges / 105

The shorter of the two at-grade

Type: Box Girder + Tensile

bridges, Trotting Row Pedestrian

Superstructure

Bridge connects Salt Creek Avenue

Height of Tensile Structure: approx. 20'

with Trotting Row. As a result,

Structural Depth of Box Girder: 3' max.

pedestrians can move freely between

Span: 150'

the band of Research and Laboratory

Program: bicycle traffic seperated from

buildings along the MassPike and Salt

walkway

Creek Park.

Conditions: no vehicular traffic

106 / Beacon Yards: DeNovo Urbanism

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

Figure 12: (Left) Axonometric of Trotting Row

This precedent is a competition

of bridges, the pedestrian walkway

Pedestrian Bridge

proposal for Pont Jean-Jacques Bosc

has been constructed as a separate

Bridge by Marc Mimram. Utilizing

entity and sweeps out to look over the

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

a tensile superstructure, this bridge

Boston skyline beyond. Bicyclists use

for Pont Jean-Jacques Bosc Bridge, Bordeaux, France

creates an iconic image with its

the most direct route across, and both

sweeping curved geometry. While

paths provide views through the gap to

this precedent allows for vehicular

Salt Creek below.

traffic to pass across, the design proposed for Beacon Yards leverages the iconic imagery at a smaller scale for pedestrians and bicyclists only.

In keeping with this proposed family Bridges / 107

Park Avenue Bridge

Vehicular Bridge Connecting Harvard, and Beacon Yards across Salt Creek

25 ft.

10 ft.

Precast Concrete Decking

Arches Tension Rods

Pavement Precast Concrete Decking Girders Joists

Figure 14: (Top) Exploded axon of Park Avenue Bridge Figure 15: (Opposite) Rendered view of Park Avenue

108 / Beacon Yards: DeNovo Urbanism

Bridge

Bridges / 109

Park Avenue Bridge connects Park

Type: Tensile Superstructure

Avenue to the MassPike and Soldier's

Height: approx. 30'

Field Road. Devoid of bicycle lanes, this

Structural Depth: approx. 2'

vehicular and pedestrian bridge relies

Span: 250'

on a structural system of girders and

Program: creation of two roadways to

precast concrete decking panels to span

allow pedestrian access to Salt Creek

Salt Creek.

Conditions: no parallel parking, no bicycle path

110 / Beacon Yards: DeNovo Urbanism

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

The precedent above, from a master

of the waterway. In contrast, the

plan proposal by MVVA, utilizes the

Beacon Yards Park Avenue Bridge

bridge structure to allow for pedestrian

underscores the natural and hard-edge

Figure 18: (Right) Precedent - Michael Van

access to the channel below. These

landscape dichotomy established in

Valkenburgh Associates Inc., Keating Channel Precint

tension arch bridges, the inspiration

the masterplan proposal and responds

Plan

for the Park Avenue bridge of Beacon

to the landscape and hydrological

Yards, allows daylight to reach the

agenda.

Figure 17: (Left) Park Avenue Bridge axonometric

water below and results in a better experience when moving under the bridge on a kayak. In the precedent above, the symmetrical layout provides equal water access on both sides Bridges / 111

Soldier's Field Road (Cable Stayed) Bridge

Rerouting of Soldier's Field Road to Enable Master Plan and Salt Creek

Pylon Cable Wire Road

Hollow Box Girder Berm Beam + Girder

3’

10’

Hollow Box Girder

Figure 19: (Top) Exploded axon of Soldier's Field Road 112 / Beacon Yards: DeNovo Urbanism

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

Bridges / 113

Straightening the MassPike is an

on the Charles River.

opportunity to adjust Soldier's Field Road

Field Road (Cable Stayed) Bridge

to allow Salt Creek to pass under, create

Type: Cable Stayed with Fan System

direct on/off ramps, and link Soldier's

Height: 120' Pylon

Field Road to the MassPike. Using a

Structural Depth: Varies 3'-10'

cable-stayed bridge allows the mouth of

Span: approx. 300'

Salt Creek to remain free of structure,

Program: 11'-6" Vehicular traffic only

while creating an icon for Beacon Yards

Conditions: no parking, full-span

114 / Beacon Yards: DeNovo Urbanism

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

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

The Peldar Bridge, completed in 2003,

depth of structure below the roadway,

Soldier's Field Road (Cable Stayed) Bridge

was designed for 10,000 vehicles an

resulting in a shallower box girder along

hour at peak times (figure 23). Sparked

the length of the span, and a lower rise

Figure 23: (Right) Precedent - Pedelta Structural

by the necessity to get traffic to flow

for vehicles traveling across the mouth of

Engineers, Peldar Bridge, located in Envigado,

clear over the roundabout below, it is a

Salt Creek. The Beacon Yards Soldier's

Colombia

prime exemplar of bridge construction

Field Road Bridge allows for a myriad

held by a single, asymmetrical pylon.

of functions and connections, including

This approach was ideal for the Soldier's

the extension of the bicycle network,

Field Road Bridge because it allows

the hydrological system, and direct

Salt Creek to flow unimpeded below the

MassPike/ Soldier's Field Road vehicular

spans. Additionally, the superstructure

connections.

of the tensile system results in a reduced Bridges / 115

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

Tension Cables (attached to storrow pylon)

Handrailing

Pavement Surface Formed Tube Steel + Brackets Berm (integrated with topography) Figure 24: (Top) Exploded Axon of Paul Dudley White Bicycle Path Extension Figure 25: (Opposite) Rendered view from Charles 116 / Beacon Yards: DeNovo Urbanism

River

Bridges / 117

As requested by the advocates for

Type: Tensile Superstructure + Girder

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

the People’s Pike, this bridge links

Height: Approximately 20'

Bicycle Path Extension

the existing Paul Dudley White Bicycle

Structural Depth: varies, max. 3'

Path with Beacon Yards and Lower

Span: approx. 330'

Allston. As part of the holistic Beacon

Program: Bicycle and Pedestrian

Yards bicycle network (pg. 66-69),

Conditions: maintain access for boats

this connection links Allston to the

under bridge with max. 5% slope

metropolitan bike path system.

118 / Beacon Yards: DeNovo Urbanism

Figure 27: (Left) Axonometric of Paul Dudley White

The tied-arch system employed by

hangs the tube steel structure of the

Bicycle Path Extension

the Paul Dudley White Bicycle Path

lightweight bicycle bridge off of the single

Extension is modeled after the Puente

pylon created for Soldier's Field Road on

Figure 28: (Right) Precedent - Santiago Calatrava,

del Campo Volantin, designed by

a single side.

Puente del Campo Volantin, tied arch footbridge,

Santiago Calatrava. Where the circular

Bilbao Spain

tube steel supporting the pedestrian path follows the center of the curve at the Puente del Campo Volantin and is supported on both sides by a tensile structure, the Beacon Yards Bicycle Bridge leverages the existing structure of the Soldier's Field Road Bridge, and Bridges / 119

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

Handrailing Decking and Pavement

Joists Arch

Figure 29: (Top) Exploded Axon of Salt Creek Pedestrian Bridge Figure 30: (Opposite) Rendered View of Salt Creek 120 / Beacon Yards: DeNovo Urbanism

Pedestrian Bridge looking toward Beacon Yards

Bridges / 121

Salt Creek Bicycle / Pedestrian

Type: Double Arch Footbridge.

Figure 31: (Top) Enlarged Plan of Salt Creek

bridge connects Beacon Yards to

Height: Approximately 20'

Pedestrian Bridge

Cambridgeport to ensure a safe and

Structural / Deck Depth: 30' / 3'

direct connection across the Charles

Span: 240' Max >15' Clear

River. It falls between the Cambridge

Program: Integrate into Bike Network

Street Bridge and Boston University

Conditions: Dedicated Bicycle Lanes

Bridge, and integrates with the existing

and Pedestrian Zone, 5% Maximum

bicycle network in Cambridge.

Slope

122 / Beacon Yards: DeNovo Urbanism

Figure 32: (Left) Axonometric of Salt Creek Pedestrian

The Salt Creek pedestrian bridge is

of the Charles River, which utilize

Bridge

a synthesis of the tied-arch bridge

truss structures both above and below

type (figure 33) with the more

the roadway, necessary to support

Figure 33: (Middle) Precedent - Freemont Bridge,

traditional arch type (figure 34).

vehicular traffic.

Oregon

The expressiveness of the structure and lightness of the deck, possible

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

because it only carries pedestrians and

Coutny Illinois, Demolished 1949

bicycles, influenced the character of the proposed design. This bridge was designed as part of the aesthetic family of Beacon Yards Bridges, as well as a complement to the existing bridges Bridges / 123

124 / Beacon Yards: DeNovo Urbanism

Districts, Parcels, and Buildings Beacon Yards, organized by the streets, paths, and open spaces, resulted in a block layout that will define the future growth of the built environment. This chapter outlines development guidelines in order to promote a well-coordinated and vital urban realm.

Taking inspiration from Jeff Speck, Elizabeth Plater-Zyberk and Andres Duany’s Traditional Neighborhood Development Ordinance model - also defined as a “form-based” approach this guide will focus on the physical form of the buildings: how they met the ground, the street, and the sky; how they handle the transition from public to private realm; and how they hide parking. This chapter will also subdivide the development plan into separate “character districts” that relate well to surrounding neighborhoods and create variety within the proposed new development.

Districts, Parcels & Buildings/ 125

Block Plan The block plan, organized by streets, paths, and open spaces, creates a development guide for the future growth of the site.

Figure 1: (Above) Plan identifying blocks and parcels

126 / Beacon Yards: DeNovo Urbanism

Land Use This diagram defines the land use plan for Beacon Yards. These uses are recommended in order to promote a healthy mix of commercial and residential development and complement the uses in adjacent neighborhoods (whether existing or planned). Retail is also recommended in specific locations to promote walkable neighborhood destinations.

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

Districts, Parcels & Buildings/ 127

Build-to-Lines The build-to-lines define the edges of buildings in relationship to the public realm and other buildings. Intended as a guide, these recommendations will allow for cohesive development by establishing consistent street walls while still encouraging diversity in form, material and style.

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

128 / Beacon Yards: DeNovo Urbanism

Building Heights This diagram defines categories of building heights. Height zones have been located in order to respect the scale and pattern of the abutting neighborhoods while supporting the overall goal of creating a high-density development. Setbacks are required in order to promote human-scaled development and help shape the public realm.

Figure 4: (Above) Plan highlighting maximum building heights as outlined in the individual parcel diagrams Districts, Parcels & Buildings/ 129

Ground Floor Conditions This diagram defines the required ground floor configuration for Beacon Yards. These requirements encourage walkability by distinguishing between “address” street frontages, some of which are lined with retail, and streets and alleys that accommodate service functions. Taking a cue from Melbourne and Stockholm’s code strategy, each parcel has a requirement for the amount of the street facade that needs to be ‘open and inviting’.

Figure 5: (Above) Plan highlighting spectrum of most to least active ground floor conditions 130 / Beacon Yards: DeNovo Urbanism

Focus Points & Gateways This diagram outlines the design opportunities at important nodes and thresholds in the plan based on the configuration of the street network, the location of public spaces, and the patterns of the existing urban fabric.

Figure 6: (Above) Plan identifying main focal points & gateways Districts, Parcels & Buildings/ 131

Urban Samplings These diagrams highlight different urban strategies implemented around the city of Boston and Cambridge.

They serve to provide a better understanding of the scale of the site and the density of urbanism possible at Beacon Yards. In addition, the study of these areas has enriched and informed the creation and design of the Beacon Yards Districts.

Figure 7: (Top) Northpoint in Beacon Yards site

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

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

132 / Beacon Yards: DeNovo Urbanism

Districts Beacon Yards is characterized by a cohesive overall structure which can be broken down into districts of similar character and use. Each district has been carefully tailored to respond to existing abutting neighborhoods, the specific physical characteristics of its location relative to views and amenities, and the overall desire to create a walkable new neighborhood with a rich mix of uses. Each parcel within these districts will be described in order to provide potential developers with the necessary facts and figures.

Figure 10: (Above) Plan of Beacon Yards Districts

Districts, Parcels & Buildings/ 133

Lower Allston Extension Adjacent to the Lower Allston residential

Figure 11: (Left) Precedent - Third Square in

neighborhood, this district should

Cambridge, MA breaks down the scale of its facade

complement the character of the abutting

with the use of different materials and provides an

community in terms of use, scale, and

interior green space for its residents

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

Figure 12: (Right) Existing character of Lower Allston

Cambridge Street, the new on and off

Neighorhood along Cambridge Street

access to the highway and the Beacon Yards blocks.

Figure 13: (Opposite) Lower Allston Extension "character district"

134 / Beacon Yards: DeNovo Urbanism

Districts, Parcels & Buildings/ 135

Parcel 1A

Parcel 1B

Parcel 2A

Height - 70 ft maximum, Stick built

Height - 70 ft maximum, Stick built

Height - 70 ft maximum, Stick built

recommended

recommended

recommended

Setbacks - None necessary

Setbacks - None necessary

Setbacks - 15ft from 2B parcel

Type - Residential

Type - Residential

Type - Residential

Special Conditions - 25% open space

Special Conditions - 25% open space

Special Conditions - Abuts parcel 2C

for occupant users

for occupant users

Entry on Cambridge St

136 / Beacon Yards: DeNovo Urbanism

Parcel 2B

Parcel 2C

Parcel 3

Height - 70 ft maximum, Stick built

Height - 70ft maximum, Height lower

Height - 70ft maximum, Stick built

recommended

than 2A & 2B

recommended

Setbacks - 15ft from 2A parcel

Setbacks - None necessary

Setbacks - None necessary

Type - Residential/Retail

Type - Parking Garage/Retail

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

Special Conditions - Abuts parcel 2C

Special Conditions - facade screening

50% open space for occupant users

Special Conditions - Provide sharedstreet service alley, Entry on Beacon Yards Blvd Districts, Parcels & Buildings/ 137

Parcel 4A

Parcel 4B

Height - 70ft maximum

Height - 70ft maximum

Setbacks - None necessary

Setbacks - None necessary

Type - Residential/Retail

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

Special Conditions - Provide sharedstreet service alley perpendicular to

Special Conditions - Provide shared-

Colby Street, Entry on Cambridge Street

street service alley, Entry on Beacon Yards Blvd

138 / Beacon Yards: DeNovo Urbanism

Districts, Parcels & Buildings/ 139

Enterprise Research Extension Taking its cues from Harvard’s proposed

Figure 14: (Left) Precedent - Amazon Campus in

Enterprise Research Campus north

South Lake Union, Seattle, Washington

of Cambridge Street, this district encourages similar large-footprint life

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

science buildings facing Cambridge

Enterprise Research District

Street and mixed-use residential buildings facing Beacon Yards

Figure 16: (Opposite) Enterprise Research Extension

Boulevard.

"Character District"

140 / Beacon Yards: DeNovo Urbanism

Districts, Parcels & Buildings/ 141

Parcel 5

Parcel 6A

Parcel 6B

Height - 120 ft maximum

Height - 120 ft maximum

Height - 120 ft maximum

Setbacks - None necessary

Setbacks - None necessary

Setbacks - None necessary

Type - Office/Retail, 100% retail on

Type - Research and development/Lab

Type - Research and development/Lab

Special Conditions - Provide shared-

Special Conditions - Provide shared-

Special Conditions - Entry on Beacon

street service alley perpendicular to

street service alley perpendicular to

Yards Blvd, Provide service entry on

Trotting Row, Entry on Cambridge Street

Trotting Row, Entry on Cambridge Street

Beacon Yards Blvd

Trotting Row 142 / Beacon Yards: DeNovo Urbanism

Parcel 6C

Parcel 11A

Parcel 11B

Height - 120 ft maximum

Height - 120 ft maximum

Height - 200 ft maximum

Setbacks - Tower may not engage entire Setbacks - Tower may not engage parcel

Setbacks - None Necessary

entire parcel Type - Community/Residential

Type - Residential/Retail, Provide retail

Type - Research and development/Lab,

for 75% of ground floor

Provide retail for 75% of ground floor

Special Conditions - Provide shard-

Special Conditions - Entry on

street service alley perpendicular to

Cambridge Street

Special Conditions - Entry off of plaza

Trotting Row, Entry on Beacon Yard Blvd Districts, Parcels & Buildings/ 143

Park Front District Taking a cue from Vancouver’s

staggered tower locations allow

Figure 17: (Left) Precedent - “Vancouverism”,

waterfront district, this high-density

sunlight to penetrate the porous

synonymous with tower-podium architecture, green

park-front district encourages

massing throughout the day. The

space, and breathtaking views, was created by

residential high-rises on mixed use

heights in this district are the tallest

regulations that have established 27 different view

podiums. The tower/podium type

in the entire plan because they are

corridors that pass through the city

promotes the creation of both figural

relatively far away from abutting

public space and sculptural objects

neighborhoods and afford a maximum

Figure 18: (Right) Precedent - Long Island City

on the skyline. The towers have been

number of high-value views of the river

parking garage prioritizes pedestrians with ground

carefully located to maximize views

and skyline. High density here can help

floor amenities and marks the intersection of two major

from residential units to the Charles

subsidize some aspects of the public

streets by differentiating its corner

River and the city. In addition, the

realm throughout Beacon Yards.

144 / Beacon Yards: DeNovo Urbanism

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

Figure 20: (Right) View Corridors

Districts, Parcels & Buildings/ 145

Parcel 7

Parcel 8A

Parcel 8B

Height - Hold 70 ft at Salt Creek Park,

Height - 120 ft maximum

Height - 70 ft maximum

120 ft maximum

Setbacks - None necessary

Setbacks - None necessary

Type - Office/Retail, Provide retail for

Type - Parking garage

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

75% of ground floor Type - Office/Residential/Retail, Provide retail for 75% of ground floor Special Conditions - Entry on Salt Creek Park, Provide internal service 146 / Beacon Yards: DeNovo Urbanism

Special Conditions - Abuts 8A&8C, Air Special Conditions - Abuts 8B

rights retained by 8C

Parcel 8C

Parcel 9A

Parcel 9B

Height - Hold 70 ft at Salt Creek Park,

Height - 250 ft maximum

Height - 250 ft maximum

Setbacks - Tower may not engage

Setbacks - Tower may not engage

entire parcel

entire parcel

Type - Office/Retail, Provide retail for

Type - Office/Residential/Retail, Provide

75% of ground floor

retail for 75% of ground floor

Special Conditions - Provide shared-

Special Conditions - Provide shared-

Special Conditions - Abuts 8B, Owns

street service alley perpendicular to

street service alley perpendicular to

air rights of 8B, Provide pedestrian route

Parker Road

Parker Road

200 ft maximum Setbacks - 30 ft at Salt Creek Park, Tower may not engage entire parcel Type - Office/Residential/Retail, Provide retail for 75% of ground floor

from Stadium Way to Salt Creek Park

Districts, Parcels & Buildings/ 147

Parcel 9C

Parcel 10

Parcel 11C

Height - 250 ft maximum

Height - Hold 70 ft at Salt Creek Park,

Height - Hold 70 ft at Rail Yard Park,

200 ft maximum

200 ft maximum

Setbacks - 30 ft at Salt Creek Park,

Setbacks - Tower may not engage

Tower may not engage entire parcel

entire parcel

Type - Office/Retail, Provide retail for

Type - Office/Retail, Provide retail for

50% of ground floor

50% of ground floor

street service alley perpendicular to

Special Conditions - Entry on Salt

Special Conditions - Provide shared-

Parker Road

Creek Park

street service alley perpendicular to Park

Setbacks - Tower may not engage entire parcel Type - Office/Residential/Retail, Provide retail for 25% of ground floor Special Conditions - Provide shared-

148 / Beacon Yards: DeNovo Urbanism

Ave, Provide direct access to park

Parcel 11D

Parcel 11E

Height - Hold 70 ft at Rail Yard Park,

Height - Hold 70 ft at Salt Creek Park,

200 ft maximum

200 ft maximum

Setbacks - Tower may not engage

Setbacks - 30 ft at Salt Creek Park,

entire parcel

Tower may not engage entire parcel

Type - Residential/Retail, Provide retail

Type - Hotel/Retail, Provide retail for

for 50% of ground floor

50% of ground floor

Special Conditions - Provide shared-

Special Conditions - Provide shared-

street service alley perpendicular to Park street service alley perpendicular to Park Ave, Provide direct access to park

Ave

Districts, Parcels & Buildings/ 149

Highway Buffer Zone A line of life science buildings are

thus raising their development value.

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

proposed between the MassPike and

The Salt Creek Avenue frontage, on

1960s proposal for a corporate HQ for Siemens AG

Salt Creek Avenue in order to buffer

the other hand, has been shaped to

the district from the highway and put

create inviting addresses and promote

Figure 22: (Right) Existing Massachusetts Pike

appropriate uses along the edge. In

pedestrians to explore the rest of the

condition

addition, the high visibility of these

development by crossing a series of

buildings from the MassPike will

bridges over Salt Creek Park (see

Figure 23: (Opposite) Highway Buffer Zone "character

make them attractive to corporations,

Bridges chapter).

district"

150 / Beacon Yards: DeNovo Urbanism

Districts, Parcels & Buildings/ 151

Parcel 12

Parcel 13

Parcel 14A

Height - 120 ft maximum

Height - 120 ft maximum

Height - 120 ft maximum

Setbacks - None necessary

Setbacks - None necessary

Setbacks - None necessary

Type - Research and development/Lab

Type - Research and development/Lab

Type - Research and development/Lab

Special Conditions - Parking access off Special Conditions - Parking access

Special Conditions - Parking access

service alley, Provide internal service

off service alley, Provide internal service,

off service alley, Provide internal service,

Provide pedestrian route from Stadium

Provide pedestrian route from Stadium

Way to Salt Creek Ave

Way to Salt Creek Ave

152 / Beacon Yards: DeNovo Urbanism

Parcel 14B Height - 120 ft maximum Setbacks - None necessary Type - Research and development/Lab Special Conditions - Parking access off service alley, Provide internal service

Districts, Parcels & Buildings/ 153

Air Rights District The Air-rights district has been

given the added financial and regulatory

Figure 24: (Left) Precedent - Proposed Fenway Air

conceived to create a continuity of

hurdles of constructing buildings over

rights project

urban experience, through the creation

transportation infrastructure.

of street walls and the deployment of

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

a mix of uses. At the same time, the

condition

minimum number of air-rights projects are proposed to achieve the urban

Figure 26: (Opposite) Air Rights District "character

goals and provide adequate parking,

district"

154 / Beacon Yards: DeNovo Urbanism

Districts, Parcels & Buildings/ 155

Parcel 15

Parcel 16A

Parcel 16B

Height - 120 ft maximum

Height - 120 ft maximum

Height - 120 ft maximum

Setbacks - None necessary

Setbacks - None necessary

Setbacks - None necessary

Type - Mixed-Use

Type - Mixed-Use

Type - Parking Garage

Special Conditions - Air rights condition Special Conditions - Air rights condition Special Conditions - Air rights condition, Provide access from Station Way and North Harvard Ave

156 / Beacon Yards: DeNovo Urbanism

Parcel 16C

Parcel 16D

Parcel 17

Height - 120 ft maximum

Height - 120 ft maximum

Height - 120 ft maximum

Setbacks - None necessary

Setbacks - None necessary

Setbacks - None necessary

Type - Mixed-Use

Type - Mixed-Use

Type - Mixed-Use

Special Conditions - Air rights

Special Conditions - Air rights

Special Conditions - Air rights

condition, Provide access to 16B, Entry

condition, Provide access to 16B, Entry

condition, Entry on Stadium Way

on Station Landing

on Station Landing

Districts, Parcels & Buildings/ 157

Boston University West Campus In conjunction with the construction

Figure 27: (Left) Precedent - Courtesy of Barton

of West Station, new development

Willmore International

is proposed on Boston University’s property that is centered on a new

Figure 28: (Right) Existing Commonwealth Avenue

quadrangle and southern entrance to the

condition

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

Figure 29: (Opposite) Boston University South

Agganis Way, a BU dormitory east of

Campus "character district"

the site. The other mixed-use buildings are carefully scaled to step down to the abutting existing neighborhoods.

158 / Beacon Yards: DeNovo Urbanism

Districts, Parcels & Buildings/ 159

Parcel 18A

Parcel 18B

Parcel 19A

Height - 70 ft maximum

Height - 250 ft maximum

Height - 200 ft maximum

Setbacks - 12 ft overhang on street

Setbacks - None necessary

Setbacks - None necessary

Type - University Residential/Retail

Type - University Residential/Retail

Special Conditions - Provide entry on

Special Conditions - Provide

Ashford Street and Acorn Street

pedestrian route from Stadium Way to

edge Type - MBTA West Station/Retail Special Conditions - Provide pedestrian access on Station Landing and Ashford, Partial air rights development 160 / Beacon Yards: DeNovo Urbanism

Gardner Street

Parcel 19B

Parcel 20A

Parcel 20B

Height - 70 ft maximum

Height - 70ft maximum, Stick built

Height - 70 ft maximum, Stick built

recommended

recommended

Setbacks - 20ft from BU Mall

Setbacks - 20ft from BU Mall

Type - University Residential

Type - University Classroom/Lab

Special Conditions - Entry on BU Mall

Special Conditions - Entry on BU Mall

Setbacks - None necessary Type - University Recreation Center Special Conditions - Relocated campus recreation/sports facilities, Possible roof top turf field

Districts, Parcels & Buildings/ 161

Parcel 21A

Parcel 21B

Height - 70ft maximum, Stick built

Height - 70 ft maximum, Stick built

recommended

recommended

Setbacks - 20ft from BU Mall

Setbacks - 20ft from BU Mall

Type - University Residential

Type - University Classroom/Lab

Special Conditions - Entry on BU Mall

Special Conditions - Entry on BU Mall

162 / Beacon Yards: DeNovo Urbanism

Districts, Parcels & Buildings/ 163

164 / Beacon Yards: DeNovo Urbanism

West Station West Station will be a key pedestrian, bicycle, and vehicular connection between the Harvard/Allston and Boston University sides of MassPike, as well as an important new connection between the Worcester branch of the MBTA commuter rail system and the proposed DMU service to Cambridge.

West Station has been designed to break the physical barrier of 1-90 that has historically divided Boston University (BU) from Allston to the north. The plan also acknowledges the regional advantages of more direct connections between Boston University and Harvard.

Our plan encourages BU to take advantage of West Station by creating a new center for West Campus, an area already dominated by BU student housing. BU Quadrangle has been proposed to both make West Station visible from a critical node along Commonwealth Avenue and to maximize the value of the surrounding real estate for student housing, lifescience, and commercial space. Most importantly, the quad is planned as an important open space resource for the West Campus population.

West Station /

165

West Station Situated in a dynamic location between

serve the dual purpose of acting as a

the BU campus and the Allston

green lawn, with dedicated bike and

residential neighborhood, West Station

pedestrian access, as well as covering

looks to be a community asset as well

a parking structure. Likewise, an

as a gateway that welcomes travelers

intermediate level will house commercial

into the area.

spaces as well as an expanded plaza,

to serve as an active public space and

The station itself consists of a

a common ground between BU and the

headhouse located above the active

abutting neighborhoods.

rail lines, as well as a concourse that connects pedestrians to Ashford Street.

This connection will facilitate the use of the station by residents of the Allston neighborhood as well as those visiting the BU campus. An integrated loop road will connect the station to the Beacon Yards development to the north.

A dedicated green space located

Figure 1: (Top) Axonometric view of West Station

adjacent to the station concourse will Figure 2: (Above) Boston University existing green 166 / Beacon Yards: DeNovo Urbanism

space

Figure 3: (Above) Axon of West Station and surrounding district

West Station / 167

Currently Boston University is mostly

existing Grand Junction Railroad to

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

accessed by the B Branch of the

Cambridge. If added, these two lines

Figure 5: (Right) MBTA 2020 vision plan

Green Line as well as BU Buses that

would have important stops at West

run the length of Commonwealth Ave.

Station for access to Harvard, BU, and

The closest commuter rail station is

surrounding neighborhoods.

the Yawkey station on the Worcester Line. West Station will be a new stop along the Worcester line. Potential future additions include the Diesel Multiple Unit (DMU) Indigo lines along the existing Worcester line and the 168 / Beacon Yards: DeNovo Urbanism

Pedestrian Access Routes

Figure 6: (Top) Access routes to West Station

Bicycle Access Routes

Vehicular Access Routes

Multiple pedestrian and bicycle access routes to West Station ensure equal access from neighborhoods to the north and south while vehicular access from both the north and south distributes traffic loads.

West Station / 169

The drawing above notes the

spaces that face onto the plaza, which

Figure 7: (Top) Section perspective through concourse

multiple layers of the station. The

cover up at-grade parking that is

Figure 8: (Opposite) Concourse level station plan

most dominant of which is the main

embedded within the development and

concourse that opens up onto Ashford

hidden from view.

Street. Below are the commercial 170 / Beacon Yards: DeNovo Urbanism

IMAGE

West Station / 171

One of the important functions for West Station, beyond providing access to trains, is to facilitate north-south connections across I-90. West Station does this in two ways. The enclosed station concourse connects to Ashford Street via stairs, escalators, and an elevator. Additionally, a system of ramps within the public open space seamlessly allows pedestrians and bikers to ascend 25' from Ashford Street to the station headhouse.

Figure 9: (Top) Section through station entry condition Figure 10: (Bottom) Section through concourse and plaza level

172 / Beacon Yards: DeNovo Urbanism

This ramp system splits at the intermediate plaza level, allowing bikers and pedestrians to choose the most direct route to their final destination.

The station concourse bridges over these paths at this intermediate plaza level, allowing both groups to move through the site unimpeded.

Figure 11: (Top) Section through bridge connection Figure 12: (Bottom) Section through station headhouse

West Station / 173

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

Phase 1

relocation and demolition of the BU-owned buildings to the south is complete, a vehicular connection is established by linking Alcorn Street to the Station Landing loop roads. At this stage, some of the vacant parcels are transformed into parks, ensuring public benefits early in the redevelopment process (Phase 3). BU then begins to fill in the remaining vacant parcels with buildings (Phase 4). Once all of the developable parcels on terra firma are occupied, the columns and decking are placed within the rail yard for future air rights (Phase 5). The process ends with the development of air rights parcels (Phase 6).

174 / Beacon Yards: DeNovo Urbanism

Phase 4

Phase 2

Phase 3

Phase 5

Phase 6

West Station / 175

176 / Beacon Yards: DeNovo Urbanism

West Station / 177

West Station Green

Looking Southeast from Station Headhouse

178 / Beacon Yards: DeNovo Urbanism

West Station Concourse Looking North from BU Mall

West Station / 179

Beacon Yards: DeNovo Urbanism

ARCH 7130 Master's Research Studio Fall 2014 The

Beacon

Yards:

DeNovo

Urbanism

Research Studio focused on the urban design

issues raised by MassDOT’s proposal for the

redesign of the Allston/Cambridge interchange

of the Massachusetts Turnpike in Boston. After

studying the complexities surrounding the site, ten graduate students worked with Tim Love to produce a comprehensive master plan for

land owned by MassDOT, Harvard University, and Boston University. Their collective vision

is centered on a new commuter rail/transit

station, an integrated open space/stormwater network, and a hierarchy of new streets that

have been designed to accommodate an integrated range of transportation modes.