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MODE SHIFT
Rethinking Boston’s Biking Streets
MassachusInstitute ofTechnology
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Professor
Eran Ben-Joseph
Students
Holly Bellocchio
Holly Chase
Vig Krishnamurthy
Eugene Siong Aun Lee
Sarah J. Spicer
Praveen Subramani
James Ira Winder
Jaime Young
Report Design + Editing:
James Ira Winder
Holly Chase
The MIT students and instructor directly involved in theworkshop assume full responsibility for the content of this report
and any errors therein. The work does not represent intentionsor policies of the city of Boston or its ofcials but only of the
students and the instructor.
Website: To download this report in digital form and to view
interactive simulation see:http://web.mit.edu/11.304j/www/mode-shift/
We are extremely grateful to the following individuals for their
inputs and valuable contributions:
Nicole Freedman
Director of Bicycle Programs, Boston
Nick JacksonSenior Planner, Toole Design Group
Peter Furth
Professor, Department of Civil & Environmental Engineering,Northeastern University
Steve Miller
Board of Directors, LivableStreets Alliance
Dan SorgerThe Dutch Bicycle Company
Maria Salve
The Dutch Bicycle Company
Ryan SullivanUtile Inc. Architecture + Planning
Chris Zegras
Professor of Transportation Planning,DUSP MIT
PARTICIPANTSACKNOWLEDGEMENTS
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CONTENTS
Introduction 5
Back Bay 15
Downtown 31
Massachusetts Avenue 41
South End 61
Boston Transporation Idea Posters 79
Bike Planning Resources 96
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This report is the product of the Spring 2010Site and Urban Systems Planning Workshop
course at the MIT School of Architecture +
Planning. The course focused on reimaginingthe city of Boston with an emphasis on modeshift, particularly through the development of
bicycle and pedestrian access paths.
With growing enthusiasm for transportationalternatives from the Mayor’s Ofce through
the Boston Bikes initiative, there is a criticalopportunity to present compelling design
interventions to the city and the public.
The interventions in this report target four areas
of the city of Boston that have been identied aspromising sites for improvement of intermodal
access based on land use, topography, existingconnections, and transportation facilities. The
four target areas are:• Massachusetts Avenue from Harvard Bridge
to Symphony Hall• South End along Shawmut Ave and Herald
Street• Back Bay East edge, and
• Downtown’s Summer Street.
We hope that these proposed designs willserve as a resource to the city of Boston in
the development and improvement of the
bicycle network over the next several years.
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CompletenessRealign trafc to providespace for all modes
OpportunityProvide dedicatedfacilities where spacealready exists
ConvenienceIntegrate bike sharesystem with open spaceplans
ConnectivityRemove barriers betweenpeople and places
Intermodalilty A seamless transitionfrom transit to walkingand cycling
AmenityCreate a welcomingenvironment for all
Safety Create space suitable forusers at varying levels ofexperience
INTRODUCTION Design Strategies
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Vibrancy Mix public space andprivate amenities
EcologyIntegrate ecologicalfeatures such as shadingand stormwater inltration
FeasibilityIntegrate treatments that canbe deployed rapidly
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Context
For years, Boston has been considered one of the
most difcult cities to bike in due to the absenceof viable linkages and access paths for cyclists.
In a city that offers a variety of other transitamenities including an extensive subway and
commuter rail system, a sizeable bus network,and a highly compact and walkable urban core,
cyclists have long been ignored by infrastructuraldevelopments. The city has appeared thrice
on Bicycling magazine’s list of worst US citiesfor bicyclists, most recently in 2006. However,
signicant effort and political capital have sincebeen invested in the improvement of Boston’s
bicycle network. This collection of interventionsis intended not to replace city-led design
initiatives but rather to support and contributeto a comprehensive bicycle and intermodal
transportation plan for the city of Boston.
Goals
The overarching goal for this project and
resulting report is to provide specic designsolutions and planning ideas for the construction
and implementation of Boston’s bicycle plancomponents. The interventions focus on the
design and incorporation of bicycle lanes, bicyclefacilities, and street elements that enhance the
presence and visibility of bikers. Where possible,the strategies promote development of shared
street realms that accommodate a variety ofmodes of travel including pedestrians, motorists,
bicyclists, transit riders, and persons withdisabilities. Careful attention has been paid to
linking existing sections of bike routes within thecity such as the Charles River Esplanade and the
Southwest Corridor Park. The interventions havealso drawn from successful solutions in other
urban areas such as Portland and Manhattan that
have greatly improved bicycle and pedestrian
access strategies through effective design andplanning.
Planning and Design Frameworks
The suggested planning and design solutions
build on four major street planning concepts:complete streets, shared streets, green streets,
and context sensitive engineering.
Complete Streets is an initiative by which cities,states, and other jurisdictions make a policy
decision that all future roadway projects will bedesigned to safely accommodate all users -
pedestrians, bicyclists, motorists, transit ridersand vehicles, and people of all ages and abilities,
including children, older adults, and people withdisabilities. The cause has been taken up by
the National Complete Streets Coalition, formedin 2005 by a number of transportation user and
practitioner groups, including AARP, the AmericanPlanning Association, and America Bike.
Shared Streets establish a pedestrian orientationby giving pedestrians primary rights in the street
space and making the driver feel l ike an intruder.Continuous pavement of both sidewalks and
roadway is the most common design featureof the shared street. Elimination of curb and
grade changes provides one surface, which
enhances the sense of one continuous space.Such features have a powerful effect on drivers.Without the entrenched familiarity of two curb
lines and an asphalt runway, a driver’s psychologyis affected and deceleration occurs. Even when
a curb is needed for drainage purposes, it is
common practice to use the same paving materialfor the entire space. Further, driver inhibition is
achieved by directional changes of the route andthe placement of planting beds. Planting beds are
usually low, and are made of materials that allowlarge vehicles, such as re trucks, to drive over
INTRODUCTION Context and Goals
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them in case of an emergency.
While the term Shared Street is commonly used
in English, its origins are based in the conceptof a “woonerf,” which is a Dutch term loosely
meaning “residential yards.”
Green Streets use vegetated facilities to managestormwater runoff at its source. A Green Street
is a sustainable stormwater strategy that meets
regulatory compliance and resource protectiongoals by using a natural systems approach tomanage stormwater, reduce ows, improve water
quality, and enhance watershed health.
Context Sensitive Engineering is a collaborative,interdisciplinary approach to develop
transportation facilities that t their physicalsettings, preserve resources, and maintain safety
and mobility. It is an approach that considersthe total context within which a transportation
improvement project will exist. Context Sensitive
Engineering principles include the employmentof early, continuous and meaningful involvementof the public and all stakeholders throughout the
project development process.
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Existing Bike Routes
Boston has a relatively extensive
network of existing bike routes.Some of these are found along the
Southwest Corridor Park, CharlesRiver, and Emerald Necklace.
Many of these routes are well used
by people today, but the usage levelcan be further increased by joining up
these individual disconnected path
segments into a larger continuousnetwork of paths.
Since many of these routes either
end at the fringe or within downtownBoston, the city has the opportunity to
develop the missing links around thecity and create a continuous network. Legend
Existing/planned bike routes
Boston Connectivity Analysis
Man on a bicycle ranks rst in efciency among traveling
animals and machines in terms of energy consumed inmoving a certain distance as a function of body weight.
The rate of energy consumption for bicyclist (about .15calorie per gram per kilometer) is approximately a fth of
that of an unaided walking man (about .75 calories pergram per kilometer).
Scientic American, March 1973
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Public Transit
The ve lines of the subway systemconverge in downtown Boston.
Many of these lines meet bike routes
in downtown Boston, making it idealto develop intermodal connections at
these meeting points.
Combining an extensive subway
system with a network of bike routescaters to the needs of a variety ofcyclists covering varying distances.
People can cover shorter distanceswithin the city on bicycles while using
the subway system to reach places
further from the city.
Legend
MBTA Red Line
MBTA Blue Line
MBTA Green Line
MBTA Orange Line
MBTA Silver Line
The U.S. could save 262 millions of
gallons of gasoline a year by increasingbicycling from 1% to 1.5% of all trips.
Chicago Bicycle Federation
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Existing Bike Routes
The existing bike routes
are well utilized, but thereis room to extend them to
cater to a larger catchmentof people in Boston.
Missing Links
Identifying major missinglinks helps prioritize routes
that will form a continuousnetwork.
Legend
Existing routes
Missing links
MBTA Red Line
MBTA Blue Line
MBTA Green Line
MBTA Orange Line
MBTA Silver Line
INTRODUCTION Boston Connectivity Analysis
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Intervention Areas
Four intervention areas
were identied for detailedstudy: Massachusetts
Avenue, Back Bay, SouthEnd, and Downtown.
Specic design solutionsand planning ideas were
worked out to complementexisting routes, facilitate
Boston’s bicycle plan, anddevelop complete streets.
Looking Ahead
Combining the proposed
plans in the interventionareas with the existing
routes and the city’s
future routes wouldprovide an extensivecontinuous network,
bringing Boston one stepcloser to being a world
class cycling city.
Legend
Mass Ave
Back Bay
South End
Downtown
Existing routes
Future routes
MBTA Red Line
MBTA Blue Line
MBTA Green Line
MBTA Orange Line
MBTA Silver Line
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“Bicycling has done more to emancipate women than
anything else in the world. I stand and rejoice every timeI see a woman ride by on a wheel. It gives women a
feeling of freedom and self-reliance.”Susan B. Anthony (1896) US Suffragette
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Boston’s Back Bay is a lively
neighborhood that is frequented by
locals and tourists for its pedestrian-
friendly streets. The land use is well
mixed, with many popular shopping
destinations and restaurants built on
the ground oor of historic homes and
apartments.
Today in Boston’s Back Bay, cyclists
have few options for safely riding
between the existing bike-path
corridors of the Charles RiverEsplanade, the Commonwealth
Avenue Mall, and the Southwest
Corridor. By utilizing the existing
pedestrian bridges across Storrow Dr.,
two-way North-South bicycle paths
can be implemented on Dartmouth
St. and Arlington St. with no reduction
of street parking or number of driving
lanes.
On Dartmouth St., a street-level
bicycle lane will run from theSouthwest Corridor on the west
side of the street and transition to a
buffered bike path at sidewalk grade
north of Boylston Street. A redesigned
intersection of Arlington St. and
Beacon St. will provide a safe route
for bikers between the Esplanade and
a two-way bike lane on the east side
of Arlington.
Back Bay
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BACK BAY Site Analysis | Opportunities for Intervention
Sidewalk
40’
Parking Lane
10’
Parking Lane
10’
Driving Lane
11’
Driving Lane
11’
Sidewalk
15’
W E
Sidewalk
25’
Parking Lane
10’
Parking Lane
10’
Driving Lane
11’
Driving Lane
11’
Sidewalk
15’
W E
Bike
Lane
5’
Bike
Lane
5’
Barrier
5’
Dartmouth Street (North of Boylston)
This northbound street presents a spacious, 40’sidewalk on the west side, which is currently
divided into two areas with trees and benches.The leftmost pedestrian corridor is directly
alongside commercial developments and is bettersuited for pedestrian-only use due to foot trafc
entering and exiting nearby buildings.
Arlington Street Existing Condition
This southbound street lacks the ample sidewalkspace of Dartmouth St. but benets from a
surplus of space in the rightmost driving lane.Currently parking is prohibited on the east side
of the street, so nine feet can be reclaimed fordifferent modes of transport while maintaining
three ten-foot driving lanes. The proximity tothe Boston Public Garden accounts for heavy
pedestrian trafc along and across Arlington,which is sheltered on the east side of the street by
an arboreal buffer.
Proposed Intervention Sites and
Transportation Linkages
Opportunities for connectivity with existing
bike networks and public transportation nodesare facilitated by the grid layout of the Back
Bay. Due to the heavy vehicular trafc in bothproposed intervention areas, designated bike
lanes are critical for biker safety. Both Arlingtonand Dartmouth are currently categorized as
“advanced” routes, suitable only for experiencedand trafc-comfortable cyclists.
Existing Condition
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B o y l s t o
n S t
M a r l b o r o u g
h S t
N e w b u r
y S t
D a r t m
o u t h S t
C l a r e n d o n S t
A r l i n g t o
n S t B
e r k e l e y
S t
C o m m o n
w e a l t h A
v e
B e a c o n
S t
T h e E s p
l a n a d e
0 0.1 0.2 0.3 0.40.05
Miles
LegendOpportunities for connectivity
with existing bike system
Intervention Areas
MBTA Subway Stations
Sidewalk
15’
Parking Lane
9’
Driving Lane
19’
Driving Lane
10’
Driving Lane
10’
Sidewalk
15’
W E Boston Public Garden
Sidewalk
15’Parking Lane
9’
Driving Lane
10’
Driving Lane
10’
Driving Lane
10’
Sidewalk
15’
W E Boston Public Garden
Bike
Lane
4.5’
Bike
Lane
4.5’
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BACK BAY Site Analysis | Street Typologies
Type A: Commonwealth Ave This unique and expansive parkway linking the Fensto the Public Garden is divided by a 100’ greenway
that is frequented by bikers and pedestrians. Thiseast-west linkage is the backbone of the proposed
interventions.
The streets of the Back Bay are more regular in
form than most parts of Boston, but convolutedintersections, variations in right-of-way sizes, and
mixed-use real estate add character and varietyto the street system. This area receives heavy
pedestrian trafc due to its historic value andabundance of upscale shops, restaurants, and
cultural attractions. Furthermore, dense distributionof subway stations on the MBTA green line connect
this gridded street network to greater Bostonthrough subterranean connections. These four
street typologies seek to capture the character andphysical form of streetscapes in Boston’s Back Bay.
Type A:
Commonwealth
Type B:
Boylston, Dartmouth
Type C:
Arlington, Beacon
Type D:
Berkeley, Clarendon, Marlborough, Newbury
Type B: Dartmouth St The unusually large sidewalks of thisstreet type present an opportunity for
multi-modal movement shielded fromvehicular trafc.
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BACK BAY Dartmouth Street
Connection to Charles River
Esplanade via footbridge
across Storrow Drive
Connection
to new
Commonwealth
Ave. bike lanes
(proposed
intervention
areas shown)
On street two-
way bike laneon western
side of road
Where western
sidewalk widens
after Copley T
Station, bike
lane moves from
street to sidewalk
Connection to
Southwest Corridor
bike path
Raised two-way
bike lane on
western 40’ wide
sidewalk; bike
crossings with
bike lights timed to
pedestrian crossing
lights
Dartmouth Street runs along a North-South corridor in the central Back
Bay, connecting the Mass Turnpiketo the Charles River waterfront. The
street is frequented by pedestriansfor its spacious sidewalks and is
used as a thoroughfare betweenmajor destinations such as
Newbury Street, Copley Square,and the Commonwealth Avenue
Mall. Meanwhile, heavy vehiculartrafc enters Dartmouth from a
Mass Turnpike exit near the SouthEnd, creating hazards and difcult
conditions for bikers and pedestrians
from the Southwest Corridor Parkway.
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Before After
This northbound street presents a spacious, 40’ sidewalk on
the west side, which is currently divided into two areas with
trees and benches. The leftmost pedestrian corridor is directly
alongside commercial developments and is better suited for
pedestrian-only use due to foot trafc entering and exiting
nearby buildings.
Using only 10’ of the spacious sidewalk, a two-way bike lane
will be placed on the sidewalk level with a buffer from vehicles
provided by parked cars and trees. Pedestrians are still left
with two ample walking corridors on either side of the inner
plantings. South of Boylston St. where the sidewalk is not
as wide, a “left side” bike lane will be placed on street level
connecting the Southwest Corridor bike path to the central
Back Bay linkages such as the Commonwealth Ave mall.
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Back BayBACK BAY Dartmouth Street
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This improved streetscape will facilitate mobilityfor cyclists, while the roadbed is untouched and
pedestrians are still left with ample sidewalkspace, divided by new plantings and bench
seating. Urban swale plantings between the roadand the sidewalk will create an additional buffer
between parked cars and the bike lane whileproviding absorptive capability for snow and rain
during inclement weather. These swales will helpto keep the bike lane functional and clear after
plowing in the winter.
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BACK BAY Arlington Street
BeforeArlington Street runs along the west
side of the Boston Public Garden andprovides a valuable linkage between
the city core and the Charles RiverEsplanade. Vehicular trafc is heavy and
high-speed due to its connection to theStorrow Drive Parkway and its role as
a feeder artery for the Mass Turnpike.Arlington Street bounds the eastern edge
of the Back Bay grid and serves as anentryway to the heart of the city from
major transit corridors.
This southbound street lacks the ample sidewalk space of
Dartmouth St. but benets from a surplus of space in the left-
most driving lane. Currently parking is prohibited on the east
side of the street, so nine feet can be reclaimed for different
modes of transport while maintaining three ten-foot driving
lanes. The proximity to the Boston Public Garden accounts for
heavy pedestrian trafc along and across Arlington, which is
sheltered on the east side of the street by an arboreal buffer.
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After
The surplus nine feet will be designated for a two-way bicycle
lane with the lane adjacent to the street moving in the same
direction as vehicular trafc. With improved access through the
redesigned intersection and bridge to the Esplanade, bikers
can easily make their way into the bike lane from the North.
The bike lane will be designated with green surface paint to
clearly designate the bike-only corridor.
A centrally placed crossing at Comm. Ave will enable two-
way access to the Comm. Ave Mall and improve safety for
pedestrians and cyclists at the intersection. Meanwhile, new
plantings and bench seating on the west side of Arlington
will add character to the street and ease the sharp contrast
between the natural beauty of the Public Garden and the
dense urban grid to the west.
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BACK BAY Arlington Street
The improved Arlington streetscape
will provide a more uid connectionbetween the Charles River Esplanade,
the Public Garden/Boston Common, andthe Commonwealth Avenue Mall. Safety
for cyclists will be greatly enhanced andthe increase of intermodal trafc will
bring new life to the area. Furthermore,the installation of new facilities including
bicycle racks and public seating willallow people to safely secure their
equipment and maintain peace of mind
while enjoying a tranquil stroll through thepicturesque Public Gardens.
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Beacon Intersection
The Charles River Esplanade
Currently, the Charles River Esplanade providesa beautiful and unique recreational area for
pedestrians and cyclists along Boston’s riverfront.Yet there is little connection between the heart
of the city and the Esplanade because of thecongested Storrow Drive parkway, which acts as
a barrier for foot and bicycle trafc.
The existing pedestrian ramp across StorrowDrive is sharply angled and cumbersome for
cyclists. Similarly, the intersection at Arlington andBeacon, with an exit ramp from Storrow Drive, is
dangerous and confusing for non-vehicular trafc.
o y l s t o n
S t
a r l b o r o
u g h S t
N e w b u r
y S t
C l a r e
A r l i n g
t o n S t B
e
r k e l e y
S t a l
t h A v e
BACK BAY Arlington Street
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Before This dangerous and congested intersection is anightmare for pedestrians and bikers alike. While the trafc island
is intended to reduce the amount of time pedestrians spend in the
roadway, it convolutes the trafc ow and provides no clear access
path for bikers between the Esplanade and the Boston Common
area. Furthermore, the pedestrian footbridge ramp is sharply angled
to maintain a low grade, making disembarkation difcult for bikers.
After A bike-only extension of the pedestrian bridge ata steeper grade will permit bikers to exit the bridge from the
Esplanade with greater ease while pedestrians will use the existing
shallow-grade ramp. With the trafc island removed and the
pedestrian crossings greatly simplied into standard junctions,
bikers can make a signal-mediated left turn from either side of the
intersection with the exiting trafc from Storrow Drive. By placing the
bike lane on the left side of the vehicle trafc, cyclists moving to and
from the bridge are safely buffered from vehicles and the trafc ow
down Arlington Street is streamlined.
Bird’s Eye View of Proposed Intervention Linking the Charles River Esplanade to the Heart of Boston
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Background
All roads lead to downtown, but few
bike paths do. The heart of the city isre-imagined as the hub that stitches
together a regional newtork of openspaces and bike paths.
The Summer Street corridor issituated in the heart of downtown
Boston, between the Boston Commonand the Rose Kennedy Greenway.
Part of this corridor around theintersection with Washington Street is
currently a pedestrianized walkway.
The corridor is also well-served byBoston’s subway system. Summer
Street corridor’s excellent connectionswith a larger network of greenway and
transit systems, and its proximity tomajor destinations in the city presents
the city with an opportunity to createa vibrant hub for both Bostonians and
tourists.
Design Objectives
Introducing facilities promoting
intermodal connections to facilitateseamless transitions between transit
to walking/cycling and provide avariety of access options.
Introducing a safe environment for
pedestrians and bicyclists of varyinglevels of experience
Integrating ecological initiatives such
as shading through tree plantingand stormwater inltration through
biotopes that will provide users witha green connector between the
Common and the Greenway
Creating large public spaces alongthe corridor to facilitate interaction
between the public and private spheresupporting activities such as outdoor
dining and outdoor events.
1
2
3
4
About 12 bicycles can be parkedin the space required for one
automobile.
Downtown
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Greenspace ConnectionsSummer Street corridor is located withinproximity of two large tracts of open and
green space – the Boston Common andRose Kennedy Greenway. The Common
and the Greenway are currently both populardestinations for Bostonians and tourists
alike. Creating a green link along SummerStreet completes a missing link to provide a
continuous network of green and open spacerunning through prominent destinations in
downtown Boston.
Trafc CirculationThe major bicycle gateways into downtown
Boston are identied and represented bythe red lines. The blue lines are the possible
stretches where the bicycle lanes can beintroduced to promote leisure and commuter
cycling. The Summer Street corridor hasbeen identied for illustration in this proposal
because it links Summer Street with thelarger open and green space network through
the Boston Common and Rose KennedyGreenway.
Transit ConnectionsThe ve lines of the T system converge alongthe Summer Street corridor, giving it a direct
and rapid connection with an extensive transitsystem. This excellent linkage increases the
catchment of the corridor to include peoplewithin the larger Boston metropolitan area.
The convergence of many transit lines makesthis an excellent location for the creation of an
intermodal transport hub facilitating seamlesstransition between various modes such as
transit, walking and bicycling.
Possible Bike FlowsPossible circulation ows to facilitate bike com-
muting into downtown.
S U M M E R S T C O R R I D O R
STON
MMON
G R E E N W
A Y
T
T
T
T
T
T T
T
S U M M E R S T R E E T C O R R I D O R
DOWNTOWN Site Analysis
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Shared Street
20’ ROW1x travel | 1x parking
School Street
Shared Street
25’ ROW1x travel | 2x parking
Bedford Street
Through Street
30’ ROW1x travel | 2x parking
Water Street
Through Street
35’ ROW1x travel | 2x parking
Essex Street
Commercial street
35’ ROW[1x travel | 1x parking] x2
Summer Street
Vehicular Arterial
40’ ROW2x travel | 2x parking
Federal Street
Vehicular Arterial
45’ ROW2x travel | 2x parking
Milk Street
Commercial Street
50’ ROW[1x travel | 1x parking] x2
Broad Street
Vehicular Arterial
55’ ROW4x travel
Congress Street
Study of Existing Street Typologies
Vehicular Arterials
• high volumes of trafc and highspeeds
• environment may not be suitable forless condent cyclists
Shared Streets • generally already too constrained to
implement signicant changes
Commerical streets
• less and slower trafc• a mix of land uses that provides the
diversity necessary to create a livelystreet environment
• potential to consider one-way conver-sions to create space for bicycle andpedestrian facilities
- Downtown
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DOWNTOWN Dewey Square
Before
Dewey Square is located at the intersection of SouthStation and the Greenway. Although it is situated at
prime location, it has little public activities.
Phasing
BeforeEveryday, few people stop to use Dewey Square as
a gathering space. They merely pass through it to getto other destinations. The Square has a tremendous
potential; the location is a major crossroads with peoplecoming from South Station, the business district,
Downtown Crossing, and the greenway.
AfterA quick way to make the place more vibrant is to
introduce outdoor dining and seating facilities for peopleto gather and hang out. Given its prime location right
beside the train station as well as the proposed bike
path along Summer Street, many people are likely tochoose this as a convenient place to meet. Installing
bike parking stands would increase the attractiveness ofthis place as a gathering point for cyclists. The mobile
nature of the outdoor dining furniture also makes iteasier for cyclists to shift the tables to accommodate
their bicycles right beside where they sit. The area willalso be interspersed with planters which softens the
existing harsh concrete landscape. These planters alsoprovide a physical separation between the cyclists and
trafc along Summer Street.
After-AfterOnce the level of activitiy picks up, more permanent
structures can be introduced on the periphery of thesquare, while the center still contains tables and chairs
which can be moved to make way for big events. Thestructures could include a variety of services: tourism
information counters, dining and retail outlets, and bikestations that integrate with the surrounding subway
system and provide rental, parking and changingfacilities. This would be an ideal location for a bike
sharing station as well. The square can also be the startor end point of city races.
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After - After
Some pushcarts and outdoor dining facilities can bentroduced to generate activities for this large space.
Bike stands can be introduced to encourage people tocycle here.
Multi-purpose buildings housing restaurants, touristinformation counters and bike sharing stations can be
built at the site. These activities can be seamlesslylinked to the subway station underground, making this
an attractive node for lifestyle activities and a transporthub facilitating intermodal transfers.
After
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DOWNTOWN Summer Street
• Allocation of space unbalanced
• Pedestrians congested and spill out on to the
street
• Street no longer essential through trafc route fo
vehicles
12’ 22’ 22’ 9’
BeforePhasing
BeforeDue to the existing Downtown Crossing pedestrian
zone, Summer Street no longer serves a through trafcfunction for vehicles, especially in the westbound
direction. Current vehicular trafc consists largely ofdelivery and service vehicles that spend most of their
time parked at the curb rather than using the travellane. This usage prole no longer warrants so much
road space for vehicles, and provides an opportunityto enhance facilities for cyclists and pedestrians and
bicyclists who can use the street as an importantconnection through the core of the city.
AfterThe street can rapidly be transformed to connect the
Boston Common to the Rose Kennedy Greenway byproviding a two way cycle track on the north-side of the
street. Eastbound trafc ow can still be maintainedto provide access and delivery space. Vegetation is
provided through low maintenance planters and smallcaliper trees that will not interfere with underground
utilities.
After-AfterBy re-routing and re-scheduling deliveries and services,
the entire street can be transformed into a sharedspace for all active transportation modes. The provision
of outdoor cafe tables and chairs is used to deneSummer Street not just as a place to pass through, but
as a place to come to meet friends, grab lunch or justtake in the city. More structural ecological features are
included such as large trees and bioswales to capturestormwater.
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• Two-way cycle track on north-side
• Connect Boston Common to the Rose Kennedy
Greenway
• Eastbound trafc and parking
• Vegetation and low-maintenance planters
• Street transformed into a shared space for active
transportation
• Structural ecological features: large trees and
bioswales
• High quality of both public space and private
services
• Vehicle access is re-routed and re-scheduled
11’ 5’ 12’ 3’ 12’ 8’ 12’
P
65’
After - AfterAfter
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DOWNTOWN Summer Street
After After
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Massachusetts Avenue is a critical
transportation corridor with a constantow of cars, trucks, and buses. Green
and Orange Line T stations are locatedon Mass Ave, and the 1 and CT1 buses
run its length. Despite heavy trafc, MassAve is regularly traveled by drivers and
cyclists because of its function as a direct
north-south route. Massachusetts Avenue
presents opportunities for more than oneintervention to improve the streetscape
for all modes.
Americans use their bicycles for less than one
percent of all urban trips. Europeans bike in cities lot more often—in Italy 5 percent of all trips are on
bicycle, 30 percent in the Netherlands, and seven of eight Dutch people over age 15 have a bike.
The World Almanac Book of Records
Mass Ave at CommonwealthMass Ave at Huntington Ave
Mass Ave at SW Corridor ParkBoylston St at Charlesgate
Beacon St at Mass Ave
Commonwealth at Gloucester
Intersection
38,200
35,000
33,000
31,500
8,900
20,300
Avg Daily Trafc
Trafc Counts
Peak Hour Bike Counts
Massachusetts Ave Bridge 1,200Boylston St at Massachusetts Ave 200
SW Corridor at Massachusetts Ave 600
Source: 2009 Boston “State of the Hub”
Land Use
Mix of residential, commercial, and
institutional uses
Notable destinations include NewburyStreet, Berklee School of Music,
Symphony Hall, and Christian ScienceCenter
Circulation and Transit
Land Use
Massachusetts
Avenue
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Massachusetts Avenue Site Analysis | Street Typologies
Shifting Environment on Mass Ave
Mass Ave is characterized by a 90’
right of way, but conditions around this
right of way vary along the corridor.
We identied multiple typologies along
Mass Ave, illustrated to the far left,
ranging from extensive setbacks or
open space to those with little swing
space. Sidewalks are typically 15’ wide
but vary in appointment, as seen by the
streetscape elements listed here.
Facades range from 5 to 10+ stories,
adding to the densely packed and
heavily used corridor. Cross streets
range from small alleys to one-way
neighborhood streets to four-lane
thoroughfares. Some streets may be
similar in dimensions, such as Beacon
and Newbury, but characterized by very
different uses and features. The variety
of cross streets adds to the changing
atmosphere as one travels the length
of the corridor. These inconsistencies
point to a need for exible or multiple
interventions for improvement.
Mass Ave Typologies
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Cross Streets
Street Characteristics
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Before
This scheme illustrates the concept of takingadvantage of space and opportunity where
available along Mass Ave. At the ChristianScience Center, between Clearway Street
and Westland Avenue, wide sidewalkspresent an opportunity for intervention.
In areas where there is currently unused
sidewalk space, adding separate bike lanes,street planting, and street furniture will
dramatically improve the environment forcyclists, pedestrians, and even drivers.
The bike path, shielded by the street by anoversized curb, can be utilized as a park
feature, activating the currently underutilizedsidewalk. Trees and benches separate the
bike lane from the pedestrian area. Thearea can be greened with additional allees of
trees, permeable pavers, and small swaleswhich will receive storm water from the street.
Initial Improvements
Massachusetts Avenue Proposal
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Advanced Improvements
Massachusetts Avenue Proposal
Before
More advanced interventions along the corridor
involve realigning trafc patterns to accommodatebuses and cyclists as much as automobile trafc.Using a lane for a shared bus/bike lane, similar to
the Silver Line route along Washington street, willimprove safety for cyclists and efciency for bus
riders. The #1 bus is one of the most heavily usedMBTA bus lines and is notoriously difcult to schedule
because of trafc issues. It is hoped that improvingthis bus line in frequency and reliability may boost its
use further and reduce other vehicular trafc. Smaller,
more frequent buses, similar to styles currently foundin Japan, may allow more frequent service to run with
greater fuel efciency.
Although a shared lane is not completely ideal, it issafer and more efcient than the current situation.
Buses and bikes overall travel at similar speeds,and so outside of stopping zones the two are more
compatible than they appear. In the example in themiddle column, cyclists can pass the bus by merging
into trafc lanes.
In addition to the designated bike/bus lane, additionalstreet trees, street furniture, bike facilities, and
permeable pavers are suggested for this intervention.
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After After - After
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Massachusetts Avenue
Initial ImprovementsInitial bicycle and overall street improvements can
be implemented along Mass Ave without signicantly
changing trafc patterns. Currently, this area isan wide expanse of unattractive concrete next to
a windswept lawn. Adding street planting, smallbioswales, and permeable pavement will improve the
environment for all users; a bike lane integrated withlandscaping and sheltered from trafc will form an
unusual amenity similar to the intervention on VassarStreet in Cambridge. Pedestrians will enjoy a wide
sidewalk sheltered from both bike and road trafc and
featuring added street furniture, activating both thestreetscape and the bordering park.
The Christian Science Center is unusual in theamount of room available for improvements, but
similar concepts, particularly permeable pavers andstreet furniture, are equally appropriate for tighter
spaces and can be implemented throughout thecorridor. Such small interventions can make a large
difference when implemented over the course of thecorridor, and should be considered in the upcoming
plans for the Christian Science Center and the
southern part of Mass Ave.
Massachusetts Avenue Phasing
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Longer Term Strategy
Further in the future, opportunities to improve
and even dramatically alter trafc patterns
should be considered for streetscapeinterventions. This example removes the
parking along Mass Ave and reuses it as ashared bike/bus lane. The impacts of removing
parking will have to be studied further; however,it has been hypothesized that it would be
preferable to removing a lane of trafc. BackBay and the Mass Ave corridor are very well
served by public transportation; this implies less
need for parking in this area. The current issueof double-parking may be acknowledged bystrictly enforcing the bike-bus designated lane.
Experimenting with different bus capacities mayfurther improve transit efciency.
Massachusetts Avenue Phasing
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Longer Term Strategy
If use of the improved bus system reduces through
trafc to a lower level, it may be possible to introducea parking lane that will separate the regular trafc
lane from the designated bus/bike lane. This parkingarea could be greened and beautied with planters,
which could also be removed or shifted if necessary.Using parked cars as a shield for cyclists has worked
well in sections of Manhattan.
Massachusetts Avenue Phasing
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Massachusetts Avenue - Hemenway Street
Hemenway Street
Although many cyclists will continue to use MassAve, others will seek out quieter routes with more
moderate trafc ows. Hemenway Street has thepotential to be one such alternative.
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Currently, the 300 meter length of Hemenway to the north of Westland
Avenue is one-way northbound. Although this effectively prevents vehiclecut-throughs, it also impedes bicycle use. Contra-ow shared lane
markings along the one-way portion would connect users to the longertwo-way stretch of Hemenway to the south, forming a viable Mass Ave
alternative.
Low trafc volumes and speeds as well as primarily residential uses makeHemenway Street suitable for a contra-ow lane. Key elements would
include shared lane markings placed at the alleys entrances oppositeHaviland and Burbank Street.
Waynding signs along Mass Ave would increase bicyclist awarenessof this alternative route. Signs like “Do Not Enter Except Bicycles” at
Boylston Street and “No Right Turn on Red” at the southwest corner ofthe Westland Avenue intersection would also be necessary to alert drivers
to the possibility of southbound bicycle trafc.
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Massachusetts Avenue - Westland Avenue
Before After
Westland Avenue
Intersection at Westland and HemenwayBefore After
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Westland Avenue’s current dimensions make the street a prime candidate for an immediate bicycle
retrot. Decreasing the width of the two travel lanes from 17 to 11 feet would allow for 6 foot stripedbike lanes in both directions. These changes could take place immediately, increasing bicyclist priority
without affecting on-street parking or motorist trafc patterns.
Westland Avenue is an example of a street with ample width to stripe lanes while still providing enoughroom to ride at a safe distance from on-street parking. Taken in isolation, segments like Hemenway and
Westland seem unlikely candidates for bicycle infrastructure. However, these streets can help createlinks in the larger network and increase overall connectivity and choice along the Mass Ave corridor.
W e s t l an d
H e m e n w a y
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A four-mile commute round trip by bicycle (instead of
automobile) keeps about 15 pounds of pollutants out ofthe air we breathe. (World Watch Institute)
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Above Left The South End sports a rich character
unique to Boston, along with one of the city’s rstextensively planned streetscapes. The relatively
dense, narrow blocks of townhouses providemore miles of road per land area than most other
parts of Boston, and the orthogonal layout makesit easy to enhance a continuous stretch of road-
way. Except for the more heavily traveled roads,most streets operate without lane markings.
Center Left The Massachusetts Turnpike inter-rupts the connectivity of the South End to the
greater downtown area. Long term planningshould consider the mitigation of this ‘transit
canyon’ to potentially add public open space. Theenhancement of this area will make pedestrian
and biking trips through this connection zonemore appealing, therefore increasing ridership.
Major South End streets are retrotted
to encourage through-bike trafc intoBoston’s downtown. Prime areas of
concern are the creation of efcientconnector streets and more desirable
pedestrian walking areas.
South End
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SOUTH END Site Analysis
W a s h i n
g t o
n S
t
S h a w
m u t A
v e
T r e m
o n t S
t
C o l u m b u
s A v e n u
e
D a r t m o u t h
S t r e e t
M a l d e n S t r e e t
E B e r k e l e y S t r e e t
H e r a l d S t r e e t
M a r g i n a l R o a d
Shawmut Avenue provides the most pleasant ride
for a cyclist although it has a section that goes inthe opposite direction form downtown. This condi-
tion throws encourages illegal wrong-way bicycleriding.
Experience and Bike Route Connectivity Analysis
Opportunity for Bike Connection, Complete Street
Existing Fastest Route
Confusing
Poor Pedestrian Environment
Existing Bike Route
The streets that border the Turnpike are unfriend-
ly and provide a sterile pedestrian environment.With the lack of residential land use pedestrian
and cyclists feel too exposed.
The bus lane on Washington Street allows forbike sharing lane. However it is not the most
friendly and accommodating situation for cyclists.
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SOUTH END Site Analysis
b
a
d
e
f
g
h
i
n
m
l
k
j
p
o
c
a Mass Turn Pike 342 87000b Commonwealth Ave 200 19000c Mass Ave 83 33000
d Stuart Street 68 21200e Columbus Ave 106 8800f Columbus Ave 82 10200
g Tremont St 100 17300h Tremont St 125 16800i Tremont St 120 17500
j Washington St 80 7900k Washington St 78 10400l Washington St 103 12100m Washington St 107 14800n Washington St 121 13000
o Berkeley St 77 11900p Berkeley St 174 13800
Typical Side Streets* 67 2000
*Inferred from Townhouses on Greenwhich Park
Right of Way Width
[ ft ]
Street Name Avg Daily Trafc
[ Cars per day ]
TYP
p
e
b
j
n
l
fk
h
m
i
o
g
a
d
c
Right of Way Width / Avg Daily Trafc
POSSIBILITY OFCONSTRUCTINGLIVABLE STREETS
Utilization of Major Street Widths
The South End has proportionally more streetarea for its trafc than most other parts of Boston,
leaving plenty of room for expansion into othermode types. The major thoroughfares illustrated
to the right have high average daily trafc values,limiting the possibility of incorporating shared or
independent bicycle lanes. However, nearly allof the side streets parallel and in between Mass
Ave and the Massachusetts Turnpike have widths
large enough and average daily trafc low enoughto warrant substantial mode shift for cyclists.
Measurements To quantitatively demonstrate this,
the calculations using right-of-way width and aver-age daily trafc reveals that a typical side street
signicantly underutilizes its width compared tomajor thoroughfares.
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Mass Transit
42’
67’
4
22’
Typical Side Street
800’
180’
100’
90’
South End townhouses are organized intolong, narrow blocks, a pattern that contributes
to the area’s high density of street network.Thoroughfares constitute every other cross-
street, while service streets provide privateaccess.
Typical Side Street with a standard right of way
width of 67 feet.
The periphery of the South End is very accessibleto transit lines, yet it lacks a route connecting
its heart to the rest of the MBTA rail system,especially along Washington Street.
A dedicated North-South route for bikes
originating from either the South End or furthersouth could greatly help cyclists make the
connection to not only downtown, but the transit
lines of Boston.
Additionally, the T-stop at Back Bay Station alongthe Orange Line has the potential for connecting
commuters to future landscape enhancementsand development along the Massachusetts
Turnpike.
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10’ 10’9’ 11’ 11’ 9’
Ample sidewalks and parking on both sides of the street as
buffers to moving trafc make this street a pleasant one for
the pedestrian and cyclist. The cyclist must choose between
a busier parallel street like Washington which is not suitable
for novice riders or travel the wrong direction for a portion of
Shawmut, which is neither entirely safe nor legal.
Shawmut Avenue presents a unique opportunity
in the South End for a safe bike route intodowntown. There is generally good access to
and from downtown in this district but the trafcvolume on surrounding streets render the existing
bike route best suited to more experienced urbancyclists.
Shawmut Avenue is characterized by 3 - 5 story
buildings mainly residential in nature, but alsowith some civic and commercial sprinkled in. It is
not a main thoroughfare for vehicles as its sudden
change in direction makes it inconvenient fordrivers but serves to keep the quiet feel of the
neighborhood for the residents.
A long straight street perfectly situated in themiddle of the South End and a direct route to
downtown, Shawmut is the best opportunity tocreate a family-friendly bicycle route. Its trafc is
mainly local so its volume is not set to increase.As it exists, it is a pleasant and convenient bike
ride, but the change in direction is unsafe andillegal. A dedicated cycle track that goes two
directions adjacent to a still one-way street cankeep the street quiet while making a safe, direct
bike route for all riders, including children.
With low trafc volume and wide sidewalks,Shawmut Avenue is a fantastic site for a
stormwater inltration project. Bioswales canserve to capture runoff from both the street
and sidewalk impervious surfaces before beingdischarged. Bioswales can also enhance the
pedestrian realm by providing a soft landscapeto compliment the built, interesting plants and
features, as well as special identity to theneighborhood.
SOUTH END Shawmut Avenue
Phasing Before
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After After - After
10’ 10’9’ 11’ 8’ 2’ 10’10’ 10’15’ 10’ 15’
A two-way cycle track next to a raised median adjacent
to parked cars means room for car doors to open without
interfering in the path of cyclists. One lane of trafc is
removed but two lanes of parking remain for the convenience
of the residents. The width of the bioswale varies by block
depending on available sidewalk space.
Motor vehicles are removed entirely and the street is
reclaimed by the residents. As a parallel street to many
thoroughfares into downtown, the neighborhood may decides
vehicular trafc is no longer necessary here. Wide sidewalks
ank large stormwater ltration swales and a multi-use two-
way trail runs through the middle.
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SOUTH END Shawmut Avenue
After After
Motor vehicles are removed entirely and thestreet is reclaimed by the residents. As a parallel
street to many thoroughfares into downtown, theneighborhood may decides that vehicular trafc is
no longer necessary here. Wide sidewalks anklarge stormwater ltration swales and a multi-use
two-way trail runs through the middle.
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8’ 11’ 11’ 11’ 8’
Herald Street is characterized by narrow sidewalks next to 2 -
5 story buildings on one side and a chain link fence separating
the pedestrian from the canyon on the other. Adjacent
land uses do not include residential or retail, rendering the
environment even more barren. When not in a car, a person
feels extremely exposed and somewhat unsafe due to scale
and lack of street life. Some simple additions of greenery
could make the experience on Herald Street innitely more
pleasant.
Herald Street is the main crosstown eastbound
thoroughfare in this district. East-west routes aregenerally difcult and less than straightforward
in this area but these streets with someenhancements could provide important linkages
for the surrounding neighborhoods.
Together with its westbound counterpart MarginalRoad, the pair represent an important opportunity
to join the South End and Chinatown over thegreat divide of the turnpike. Making the cross
over the turnpike more seamless would better
serve pedestrians and create a stronger linkbetween two distinct neighborhoods.
Street trees could bring the atmosphere into scale
with the pedestrian and cyclist as well as provideshelter and shade. Narrow sidewalks and fast
trafc make for an unpleasant experience forthose outside of cars; trees can bridge the gap
in scale between the human and wide streets,tall buildings, and sunken turnpike. Two different
schemes presented here both address theaforementioned issues and safety needs of the
cyclist in going from downtown to South Bostonand beyond.
SOUTH END Herald Street
Phasing Before
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8’ 8’11’ 11’ 11’ 8’ 11’11’ 11’ 6’2’
Three lanes of travel is ample for the volume of trafc this
street holds. Transforming the right lane to a bus/bike lane
as is currently practiced on Washington Street would be a
boon to cyclists and improve bus on-time performance without
causing signicant delays for other vehicles Street trees with
grates provide scale and shelter without taking away much of
the walking space. This scheme is simple and quick to install
as it does not require changing the sidewalk or street widths.
Paint in the road and the addition of street trees complete the
street for both the pedestrian and cyclist.
A dedicated one-way cycle track is separated by a divider from
motor vehicles and the south sidewalk is widened. With the
expanded sidewalk width, a landscaped buffer makes for a
pleasant walk away from noisy trafc. This green space could
also be an inltration swale to further the ecological function of
the intervention. The north sidewalk remains the same width
and the south sidewalk shown here becomes the preferred
route. As the street does not have many pedestrian-oriented
land uses, two improved sidewalks are less necessary.
After After - After
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SOUTH END Herald Street
After After
A dedicated one-way cycle track is separated
by a divider from motor vehicles and the southsidewalk is widened. With the expanded sidewalk
width, a landscaped buffer makes for a pleasantwalk away from noisy trafc. This green space
could also be an inltration swale to further theecological function of the intervention. The north
sidewalk remains the same width and the southsidewalk shown here becomes the preferred
route. As the street does not have manypedestrian-oriented land uses, two improved
sidewalks are less necessary.
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Turnpike Greenway
A lack of visible and enticing bicycle infrastructureis often the only deterrent standing in the way
of someone utilizing an otherwise safe andeffective bike transit route. Such is the case for
the South End, structured with many redundant,neighborhood street ways with relatively
little trafc, but having no clear indication orencouragement that it is indeed bike-friendly.
What most hinders pedestrians and cyclists
in the South End is not simply a lack of directconnectively, but rather the severe austerity of the
edge dened by the Massachusetts Turnpike.
A bold vehicular cyclist might claim that the SouthEnd is one of the better places to ride in Boston,
but a truly complete street caters to all those whomay have a stake in its use. In our case, these
stakeholders include recreational cyclists, veryyoung students commuting to school, and of
course, pedestrians.
While enhancing the connector streets ofShawmut and Herald is key for encouraging safe
and sustainable bike ridership in the South End,there is still much to be desired in the transition
across the turnpike and into Chinatown.
Our proposal seeks to transform the turnpikefringe into an enticing greenway for both
pedestrians and cyclists, with the capacity to
handle future built projects.
Planner’s Note Investing in the beautification
of the turnpike area will not only provide
immediate benefits to the neighborhood
and desirability, but the increased flow of
pedestrian traffic and foundational structures
will make the area much more appealing to
future air-ride developments.
Engineer’s Note When installing the sup-
ports for any deck structure that may span
across the turnpike, it might be wise to
over design their load capacity, such that
one could conceivably construct multistory
buildings in response to an increase in the
area’s real estate demands.
Turnpike Turnover
Before: Urban Transit Canyon The MassachusettsTurnpike inhibits the connectivity of the South
End to the greater downtown area. Long termplanning should mitigate this obstacle and
try to utilize it for public space and housingdevelopment. The enhancement of this area
will make pedestrian and biking trips throughthis connection zone more appealing, therefore
increasing ridership.
SOUTH END Turnpike Turnover
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After: Turnpike Greenway Above, Bridge and road edges
directly adjacent to the turnpike will be retrofitted for
wider spaces catering to bike paths and parks, while the
intersection at Herald and Tremont will become a woonerf
intersection. Left, Visualizing a turnpike completely buried
under parkland.
Before
After
Shawmut, Primary Bike Connector Street
Woonerf Plaza at Herald and Tremont
Herald, Secondary Cycle Connector Street
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Turnpike Turnover
After - After
SOUTH END Turnpike Turnover
Real Estate Development -
Air rights projects take root as localdesirability increases.
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In 2009 SHIFTboston, a forum associated
with Boston Society of Architects, held anideas competition which called on architects,
artists, landscape architects, urbandesigners, engineers and anyone else to
submit their most provocative wild visions forthe City of Boston:
WHAT IF this could happen in Boston?
As the competition statement indicated
“We want to inspire and engage the citycommunity while encouraging positive
awareness and a hunger for change. Webelieve a collective desire to push
boundaries and challenge the familiar are
the necessary seeds with which to grow amore dynamic city!”
To view the wining entry and as well as other
short listed proposals see:
http://www.shiftboston.org/outcome.html
BACKGROUND
AdvAncing A dynAmic urbAn vision for the city of boston, the
circuitboArd c ity is A lAyered, intermodAl trAnsportAtion
network connecting the resources of the city. designed for
mAximum convenience And mobility, the circuitboArd city cAn
move power, informAtion, And resources Around boston At
high speeds through A system of discrete lAyers. eAch lAyer is
optimized for peAk efficiency of its intended use And informAtion
systems
cAn
mAke
educAted
recommendAtions
for
new
trAnsit
nodes And connections bAsed on A growing pool of dAtA And
stAtistics . while boston todAy is AlreAdy physicAlly lAyered,
the hAllmArk of the circuitboArd city is its Ability to AdApt its
trAnsportAtion resources to reAl-time conditions. in inclement
weAther, more electricity is AllocAted to personAl, shAred-
use electric vehicles And subwAy frequency increAses. Airport
delAys Are instAntly relAyed to commuters in trAnsit through
mobile ApplicAtions And A public informAtion system. mode
shift is fAcilitAted through viAs which provide prominent And
Accessible points of interconnect between the city’s lAyers.with every element of the city collecting And AnAlyzing dAtA,
the circuitboArd city cAn mAke intelligent recommendAtions
for optimized trip routing bAsed on user preferences.
The CirCuiTboard CiTy
Level -2:Subte rranean
Level -1:Power &
Infrastructure Plane
Praveen Subramani : : Febr uary 2010 :: 11.304 - Site & Urban Systems Planning
The VIA: VerTIcAl InTerconnecT Access
T
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TheVIA prvides access betweelayers theCircuitbard City. VIAs catake therm
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EAST BOSTON
Thaks ttheavailability real-timeirmati,the circui tbard ci ty ca prvide rute
ptimiatibased availability sharedvehicles, weathercditis, lcalcgesti,aduser preereces. Updates cabeviewedwirelessly mbilephes rat trasprtati
hubs ieachlayer thecity.
Boston:Trip Planner
Destination:MITBuilding 10Weather:Partly Cloudy,22 °C
LocalCongestion:Level-2
Recommended Mode:Bike(ETA 17min)
VIA to BikeshareStation:100 mAvailablebikeracks atdestination:4
Selectother mode:
Maiteacerequiredat Back Bay bikesharestati: Rack #24lck malfunctioning.
Surplus sharedvehicles at CetralSquarestati:Rerouting exibletravelers tostation.
Missigtrasprtatilikage: Highicidece
calls ttaxis rmwireless phes.
WaterTaxi Utiliatiat 30% maximum
capacity.Analyzing seasalusagepatters.
Take Delays at BstLga Airprt:Updating Blue & SilverLie irmati
systems tirmpassegers
AtueludertheCharles Riveralgthemajrtrasit crridrs MassachusettsAveueprvides asaeadclimate-previrmet rcyclistsadpedestrias.Similarly, access tuelsbetweemajrsubwaystatis willimprvesaety admbilitywithut addigtthecgesti street-leveltrafc.
Recrds usepatters admaiteacearecmbiedwithirmatisuchas requecy phecalls ttaxi
cmpaies adsharedvehicleavailability iasecureirmatidatabase. Advacedstwarethemakes
recmmedatis r ewtrasprtatilikages adschedules servicebasedthelatest demadad
usagedata. Thelatest irmatiis alsdisplayedia trasprtatiirmatisystemwhichca be
accessedmbilephes rat ay stati.
Thegrudlevel the ci tyitegratesacmprehesivebike-shareprgram,aseasalwatertaxit takeadvatage Bst’smajrwaterwayssuchas theCharles Riveradthe
Harbr, adumerus chargig statis relectricvehicles l ikedt thepwerplae.Chargedvehicles caprvidereservestrage
rthepwerplaeadstatiswi l lbecmeewhtspts rscialiteracti, real-estatedevelpmet, adcmmercialactivity.
Icreased electricity demad rm electric
vehicles adthe pwer-itesiveirmatiirastructurewillbe geeratedby reewablepwersurces suchas slarcells adwidturbies. newbuildigs willcect itthe
irmatiad pwersystem thrughutilityVIAs. Acmplemetary system elevatedbikepaths willbelikedthrughVIAstgrudleveladthe subterraeabikepaths.
Boston:LiveFeed
LegendMBTASta tio n s
MBTALi nesLIN E
BL UE
GREEN
ORANGE
RED
SIL VER
1 /4 Mile Sta tio n Buff e r
Ma ss Town s
Ü
0 1 2 3 40.5Mile s
CAMBRIDGESO MER VILLE
BROOKLINEBOSTON
EA ST B O STO N
Maiteac erequiredat Bac k Bay bik es hares tati: Rac k #24lc k malfunctioning.
Surplus s haredv ehic les at CetralSquares tati:Rerouting ex ibletravelers tos tation.
Mis s igtras prtatilik age: Highic idec e
c al ls ttax is rmwireles sphes .
WaterTax iUti l i atiat 30% max imum
c apac ity .Analyz ing s eas alus agepatters .
Tak e Delay s at Bs tLgaAirprt: Updating Blue& Si lv erLieirmatisystems tirmpas s egers
Park Street Stati ---------------- 5:42PM, friday Jue4
SUBWAY
NextInbound Red LineTrain:7 min
NextOutbound Red LineTrain:4 min
NextInbound Green LineTrain:12 minNextOutbound Green LineTrain:1 min
BIKE SHARE
4 Bicycles Available
36 Parking Spots AvailablePeak-hours usage:+$1/30 min
Walkto neareststation with14 bicycles available:12 min
ELECTRICCARSHARE
2 Fully Charged Vehicles Available3 50% Charged Vehicles Available
4 Parking Spots Available
Peak-hours usage:+$12/30 min
WEATHER
Partly Cloudy,22° C15% Chanceof Precipita-tion during nexthour.
Biking/Walking
Recommended
Boston, USA
Venice, Italy
SpecialyTransport asCivic Icon
:D
:(
:D
UndergroundAlternative
Approaching JohnHancock Tower
Scenic Route Map
BostonCommons(StagingArea)
BostonCityHall
JohnHancock Tower
CambridgeMerriott
HarvardYard
FenwayStadium
Harbour Islands
Bunker Hill Monument
viewfrom MemorialDrive, Cambridge
Balloon Preparation in Boston Common
B A L L O O N B O S T O N
B Y I R A W I N D E R - 2 6 F E B R U A R Y 2 0 1 0
D E P . O F A R C H I T E C T U R E
4 . 2 5 5 J S I T E A N D U R B A N S Y S T E M S P L A N
N I N G
P R O F E S S O R E R A N B E N - J O S E P H
BALLOON BOSTON
What if one couldappreciate Boston through aniconic network of specialty aerialtransports? Bostonresidentscan nally emerge from their dank under -groundcorridors andtake to the skies. Balloon Bos-ton isanew civic attraction, rivaling the gondoliersofVenice in itsability to provide passengerswith atrulyrevealing city experience.Not onlyare passengersdelightedby the cityscape, balloonsthemselves areawonderful addition to the skyline, asite to see bythe public for milesaround.
The cityis giftedwith Boston Commons, providing agreen space large enough for the dailyination of
large hot air balloons. From The Commons, balloonsbegin their circuit of the city, ending at anynumber of destinations. For the tourist, thisisthe perfect wayto traverse the city, even if they’re looking for an inter-esting wayto get to HarvardYard.
By selling advertising space on the balloons, Bostoncan expect to make atidyprot on such a venture,while keeping fare relativelylow. Balloon Boston isnothing but aboon to the city: businesseshave moreadvertising space, passengershave anew wayto ex-perience Boston, andthe public enjoysan intriguingaddition to aonce monotonousskyline.
Intermodal comparison system
Existing Technology Movesmartcombines existing systems to empower andinform.
Move Smart!
Highway ETA signage
Transittracking & guidance
PersonalGPS& LocalizedWeather
Sarah J. Spicer11.304J /4.255J Site & Urban Systems Planning
Project1 -26 February 2010
MODE-COMPARE
TIME TO: PARK STREET
CAR: 15 MIN
MBTA T: 5 MIN
BICYCLE: 5 MIN
WALK: 10 MIN
MOREINFO:BOSTONMODE.COM
Brought toyou by
MODE-COMPARE
TIME TO: HANOVER STREET
CAR: 20 MIN Route?
MBTA: 35 MIN Route?
BICYCLE: 10 MIN Route?
WALK: 60+ MIN Route?
MOREINFO:BOSTONMODE.COM
Brought toyou by
Select your Mode Map
For real-timetracking MBTA Bus 39
Chooseyour location:
CentralSqCambridge
Get theMobileApp! -Clickhere Download Maps - Walking,Cycling,MBTA...
Intermodalcomparison systemMove Smart!
The Move Smartsystem will enable people in transitto make better, more time-efcientchoices in mode androute.
Through the use of electronic streetside signs, a website, anda mobile application, information and guidance is easily dis-
persedto a wide range of users.
The streetsigns, willoffer information on all available modes of transit, includingdriving, MBTA bus/T, cycling, or walking.
The signs willbe offeredat various nodes of the city characterizedby heavy volume in one or more of these modes, andwill
give real-time estimates of traveltime to other common destinations. The signs willchange periodically to display revolving
destinations. The realtime information for drivingwill be remotely inputby trafc andcongestion monitors like those used
for Google Maps Directions andsimilar programs. For transit, the various MBTA lines will be trackedby GPS for their esti-
matedarrivaland destination times, upgradingthe information currently available on their website with real-time tracking.
For walkingandbiking, weather willbe taken into account, andany other applicable delays causedby construction or other
congestions, trackedby the same trafc sensors as auto trafc. In addition to displayingthis comparative mode informa-
tion, the signs display the URL for the website that
willcontain additionalinformation as wellas a free
mobile application. It is anticipatedthatthe cost
for these signs couldbe offsetby includingsmall,
revolvingadvertisements.
This system willhave an empoweringeffectfor
users. Insteadof guessingatthe quickestroute
from origin to destination, this system clearly
shows the bestoption. If there is heavy trafc, for
example, or delayedtrain service, itwill instantly
affectthe triptime displayedandpossibly show
another mode as a better option. It may eliminate
misconceptions, such as the overestimation of car
efcacy in the city. Itwillencourage a more ac-
tive lifestyle andenvironmentally-friendly behavior
by reducingthe car as the go-to quickest option.
Itmay reduce congestion by encouragingusers to
employ a spreadof differentmodes. Itwillalso
subtly holdthe City accountable for the improve -
mentof allmodes of transport.
Street Interface Access real-time travelinformation to compare mode options
Web Display Real-time mode comparison between specied location & destination Handheld Info Webinterface plus real-time GPS navigation
Users of the system willlearn aboutthe website from seeing itadvertisedon the signs throughoutthe city.
The website willdisplay the same information as the signs, butwith many additionallinks, maps, and interac-
tive features. The user will be able to inputtheir specic origin anddestination insteadof relyingonly on dis-
coveringthe signs in the street. The website willprovide a database of maps referringto a variety of modes,
which willcontain notonly the routes but also time estimates of tripduration. Finally, the website willalso
directusers to the mobile app, the thirdcomponent of the system.
StreetView Real-time trafc info
The mobile app, designedfor smartphones such as the iphone, willcombine personalGPS technology with that
of the Move Smartmode comparison. The application willtrack the location of the user;by enteringa destina -
tion, the program willdetermine the bestmode androute to travel there.
2c i rc l ing the c i ty ʼ s los t squares
Ros l inda le Square � Union Square � Oak Square � Eg le s ton Square � Grove Ha l l � Wate r town Square � M t Auburn
B O S T O N
MtAuburn
Watertown
OakSqUnion Sq
Roslindale Sq
Grove Hall
Union Sq
WATERTOWN SQUARE UNION SQUARE
STRETCAR NETWORK 1940 MBTA NETWORK 2010
ViGKRISHNAMURTHY
Today, many of the squares bear littlesemblance to their former glory, and offermore asphalt than amenity. But,tearing upthe tarmac crreates enormous canvas tobuild the types of fun, inviting and engag -ing public spaces only possible in cities.
The squares will once again serve thepeople, both as neighborhood hubs andregional desitnations.
FORESTHILLS
ROSLINDALE SQ
MATTAPAN
GROVE HALL
EGLESTONSQmortonstt
DUDLEY SQ
DAVISSQ
UNIONSQ
UNION SQ
OLMSTEAD
C O O L I D
G EOAK SQ
MTAUBURN
WATERTOWN
INMANSQ
CENTRAL
H A R V
A R D A V
HARVARD
m a s s a c h u s e t t s a v e
w a s h i n g
t o n s t
tremontst
mtau burns t
s o m e r v i l le a v e
c u m m in s h w y
c e n
t e r s t
PROPOSED CIRCLING THE SQUARES STREETCAR LINE
The network is aligned completely along streets thatused to have streetcar ser vice as recently as 1940!
EGLESTON SQUARE CASE
POTENTIAL TREATMENT
EXISTING CONDITION
Boston developed as a citysquares. However, the collapseof the cityʼs streetcar network has left many of the regionʼsgreat squares cut off.
What if we reintroduced the streetcar service that once connected thesesquares? This could provide the stimulus to reinvent the squares as desire -able places for sustainable urban living once again.The network would also provide the circumfrential link that is badly neededin the MBTA system.
●Couldbean optiononGoogleMaps or poweredbyBostonBikes
●Address or pins letcyclists chooseorigin anddestination●Routeis mappedandvisualizedbasedonpreferences thereby eliminating confusionand wrong-wayroads inthemidst of riding
●Cyclistcanchooseroutered,blue,or greenbasedon desired level of difficulty,automobile conflict, anddesired speed
●Tripplanner tool canlink bikeroutewithTstations
Bostonhas great“bones”to bea bikecity-it is compact,rela-tivelyflat,andhas anactivepopulation.Gaps inconnectivity,lastmiledeficiencies,anddifficultyinswitching betweenmodes
deters manywould-be cyclists. Confusionover one-waystreetsandfear of unknowncycling conditions canbealleviated with
theinteractive biketrip planner. Access to informationregardingbestroutes andtransitconnections canhelpcycl ists knowwhat
lies aheadand planaccordingly. Simpledetail improvements infacilities canbolster bikeridership bycompleting fragmentednetworks andchanging theperception of poor conditions.
Eliminate Physical Obstacles
Real-time Information and Connectivity
Transit Connectivity
Safe/Secure/Efficient
An Online Mapping Tool
to Allow MaximumChoice and Flexibility
Intermodal Information
JaimeYoung ●February 26,2010 ●11. 304Siteand UrbanSystems Workshop
8/9/2019 Rethink ModeShiftWeb
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Boston, USA
Venice, Italy
Specialy Transport as Civic Icon
:D
:(
:D
Underground Alternative
Approaching JohnHancock Tower
Harvard Ya
B
A L L O O N B O S T O
N
B Y I R A W I N D E R - 2 6 F
E B R U A R Y 2 0 1 0
D E P . O F A R C H I T E C
T U R E
4 . 2 5 5 J S I T E A N D U R B A
N S Y S T E M S P L A N N I N G
P R O F E S S O R E R A N B E N - J O
S E P H
BALLOON BOSTON
What if one could appreciate Boston throuiconic network of specialty aerial transports?
residents can nally emerge from their dank ground corridors and take to the skies. Balloo
ton is a new civic attraction, rivaling the gondo
Venice in its ability to provide passengers with revealing city experience. Not only are passe
delighted by the cityscape, balloons themselva wonderful addition to the skyline, a site to s
the public for miles around.
The city is gifted with Boston Commons, provigreen space large enough for the daily ina
large hot air balloons. From The Commons, ba
begin their circuit of the city, ending at any nof destinations. For the tourist, this is the perfe
to traverse the city, even if they’re looking for aesting way to get to Harvard Yard.
By selling advertising space on the balloons,
can expect to make a tidy prot on such a ve
while keeping fare relatively low. Balloon Bonothing but a boon to the city: businesses have
advertising space, passengers have a new wayperience Boston, and the public enjoys an intr
addition to a once monotonous skyline.
IDEA Balloon Boston | Ira Winder
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83/104
cenic Route Map
Boston Commons
(Staging Area)
Boston City Hall
John HancockTower
Cambridge Merriott
adium
Harbour Islands
Bunker Hill Monument
view from Memori
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