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. 12 / Beacon Yards: DeNovo Urbanism
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
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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"
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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
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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
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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.
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Figure 1: (Opposite) Street hierarchy by width
Transportation & Streets / 71
Beacon Yards Boulevard 90'
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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.