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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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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



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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


Bedford Street

Through Street


Water Street

Through Street


Essex Street

Commercial street

35’ ROW[1x travel | 1x parking] x2

Summer Street

Vehicular Arterial


Federal Street

Vehicular Arterial


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.



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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.



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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

Pwer/IrastructurePlae

RegeerativeBrakigEergy Capture

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Subway Stati

TheVIA prvides access betweelayers theCircuitbard City. VIAs catake therm

simplestaircases raccess rmradlevelt subway statis, tuelsrvehicles, rdesebudles electric adirastructuralcectist prvidepweradirmati tall levels thecity. TheCircuitbardCity geerates pwerat multiplelevels -regeerativebrakig rmsubway cars, wid/slarbuildigs, traditialpwerplats -addistributes it tareas peak

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EV ChargigStati BikeShareStati

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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.

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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


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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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cenic Route Map

Boston Commons

(Staging Area)

Boston City Hall

John HancockTower

Cambridge Merriott

adium

Harbour Islands

Bunker Hill Monument

view from Memori

rethink modeshiftweb

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