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Home , Adams Square (Boston), Arlington station (MBTA), Boylston Street subway, Brewer Fountain, Eliot station, Green Street station

Illlllillllllllilllllllllllllllillililillllillillllllll AllSU3AINn H331SVX3X PARK STREET STATION , PARK STRKRT STAXTQN A Mass Transit Station For The People ofBoston by Daniel P. Chamberlain A THESIS IN ARCHITECTURE Submitted to the Architecture Faculty of the Coilege of Architecture of Texas Tech University in Partial Fulf llment for the degree of BAOWFÎ OR OF^RrváTFrTÎTRP

Programming Instructor (ARCH4395): Dr. Rinaldo Petrini, AIA Design Critic (ARCH 4631): Dr. Rinaldo Petrini, AIA . x7

/ ' /5ean, College of Architecture / December, 1988 TABLE OF CONTENTS A Design Thesis: Park Street Station 7/^ Dedication Polt /5^73/0 Preface SECTION A Thesis Statement '^'^ SECTION A

Contextual Information: ^"^ SECTION B Introduction Park Strcet Church City of Boston Urban Development The Boston Commons Site Plan Qty Map The Physical Environment

M.B.T.A SECTION C Massachusetts Bay Transportation Authority

Issues Analysis: SECTION D Activity / Spacial Groupings Environmental Rcactions

Spacial Qualities: SECTION D The City of Boston: The Boston Visitors Center ThcCity of Boston: Concets on the Commons MBTA: Park Street Station Grccn Line RedLinc Bus Dcpot / Ground Transportation T A B L E O K C: O IN 1 K IN 1 S ! A Desjgn Thesis: Park Street Station

User Study: SECTION E Thc Qty of Boston: Thc Boston Visitors Ccntcr ThcCityofBoston: Conccts on thc Commons MBTA: Park Strect Station GrcenLinc RcdLinc Bus Dcpot / Ground Transportation

Space / Activity Information: SECTION E Introduction / Symbols Legend Thc City of Boston: Thc Boston Visitors Center Thc City of Boston: Conccrts on the Commons MBTA: Park Street Station GrecnLinc RedLinc Bus Dcpot / Ground Transportation

Activity / Space Matrix SECTION F

Legal Appendix SECTION G

Case Studies: SECTION H Park Strcct Station: Boston, Massachusctts Amtrak Station: Albuqucrquc, Ncw Mcxico

Photo Index SECTION I Credits SECTION I P R E F A C E : A Design Thesis: Park Street Station

Dedicated to the patience and understanding of my mother and father, whom I love dearly. THESIS SECnON A PRE F A C E : A Design Thesis: Park Street Station

Approximatcly 100 ycars ago, in 1897, thc Boston Transit Commission chartcrcd thc Co., and thus laid thc foundation for todays M.B.T.A.(Massachusctts Bay Tranqx>rtation Authority). It is fiom this point that a conflict bcgan in and about the Boston Commons, thc arca of major congcstion of the city in the 1890's. It was felt by the citizens, that the cnviîDnmental impact of an clcvated train would adverscly affect the Comnoons area. Also of concem, was the fact that thc citics pcople approvcd a measure to curb any strect widening in the area as well. Thc prospects of easing any congestion in thc area were considered good, when approached with the idca of a subway system. T H E S I S S T A T E M E N T : Architecture

Thesis Statement

IVJl ovemcnt maybc thc catalyst of a dynamic charaaer. harmony is produccd by mutual withdrawl into homogeneous Thc mcdium by which movement can accur varies from sequence to communities, exclusion and isolation from groups with diffcrcnt lifc scquencc, and changcs constantly with the dynamics of stylcs and values. A mosaic of homogeneous communitics Architccturc. Architccturc is integrated with movement in spacc, maintains diffcrent lifc stylcs that are intemally cohesive and and is subscquendy influenccd by the characteristic medium in exclusive, but extemally non-agrcssive unless threatened. Mobility which it takcs placc. It is my bclief, that the characteristics of within the mosaic leads to a high degree of expressed satisfaction by movemcnt, in particular, are integral to the creation of "placc". rcsidents with their communitics, and the option for those who arc Thcrcforc.it is with two fundamentals: 1). Movement, and 2). The dissatisf ed to move to an altemative that is more in kecping with charactcristics of thc environment; that a sense of "place" their life-style requircments. can be realized.

Ih£Sîà MobilitY M. his Design Thesis will provide the opportunity to pursue IVl obility is of coursc in dircct rclation to the simplistic the relationship between societal structure on one hand, and thc notions of movement. Howcvcr, it is the movement of individuals, characteristics of movement, movement systems, the notion of an idcntifiable place. It will idcntify specific Architectural constraints who, by socialization "seck self-idcntif cation within the mass within thc physical environmcnL It is with grcat anticipation that society, create complcx institutional deviccs" to which Architccturc thc articulations of movement generate thc Architccturc. It is a vcry rcsponds and crcatcs. Sociologically speaJdng, Mobility of such clcmentary concept of the interaction of thc physical environment, individulas can maintain intcgration of divcrse groups of people. the dynamics of spacc, and the pcrceptions of thc individuaL What appears to havc cmcrgcd and to bc cmerging in Amcrica is a mosiac culture - a socicty with a numbcr of parallcl and disrinctively diffcrcnt lifc stylcs. Whilc onc rcsult is divisivc tcndencics for thc socicty as a wholc, at anothcr lcvcl, mutual CONTEXT SECTION B Park Street Stanonfrom C O N T E X T IJ A L A N A L Y S I S : Introduction

Ln light of the fact that a series of interactions (thc notion of "placc", thc idca of movcment, moment, and thc necd for social intcrplay with Architecture) arc needcd to complete this thesis; The BOSTON sitc and project is to be the subway interchangc in Boston, Massachusctts, known as Park Strcct Station.

This particular site and projcct offcrs the needed interactions of thc built cnvironment, the natural environment, the human individual, and the simplistic notion of movement. It is on the border of many important aspects of a city, and in this case, thc city of Boston; not to mention the fact that it is in itsclf, a series of characteristic nodes. It is adjacent to the Boston Visitors center, a starting point of the cities "Freedom Trail". The site creates an edge along the Southeastem edge of thc Boston Commons and the Boston CBD. The site is also adjacent to the historic Park Strect Church. With respect to the function of thc site, or subway interchangc; all four lines of thc M.B.T.A. transit systcm pass thru this point and make interchanges. These are thc Orange, Red, Blue, and Grccn lincs.

Thc spirii that each of these elcments brings to the character of thc Architecturc are to bc herc considcrcd effective to thc overall livcly hood of the givcn Architecturc. Map ofthe original city boundaries

. CONTEXTUAL ANALVSTS Park Street Church

Park Strcet Church was founded in 1809, the population of continue to observe the intersection, neither dominating the other. the city of Boston had reached 33,000, and was sited at the comer The proximity of the church and the Architectural signicance of tiie of Tremont Street and Park Street; thus the name. A group of men church will undoubtedly have an impact on this thesis. It is an gathered in the mansion of William Thurston on Beacon Hill on opportunity, I think, to embody some of the spirit that the Fcbruary 27,1809 to discuss the organization of a church in the area Architecture of the church holds. Not neccessarily a holy spirit, but of Beacon Hill. By mid March the committee had located the current one of vitality and life. sitc. Immediately adjacent to the Park Streel Church, along The Architect of the Church was Peter Banner, an Tremont street, is the Granary Buring Ground. Now a landmark of Englishman. Of the day, many different skilled workers were Bostons' patriotic roll in the revolution. Five of the victims of the employcd to create the intricate masonry, millwork, and fenestration bloody Boston Massacre were laid to rest in this ground. Others that is today considered to expensive or Architecturally outdated. Of include John Hancock, Samuel Adams, Paul Revere, the parents of the Architecture, Park Street Church is very significant. It is based Ben Franklin, and Mrs ver Goose, reputed author of the Mother on the dcsign work of Sir Christopher Wren. The layout is not Goose Rhymes. unlikc Wrcn. The steeple, rising 217 feet, is at the center of the entry way on the comer of Tremont and Park Streets, facing Tremont StrccL Work began on the site in mid-April with the clearing of the area and the comersione of the church was laid May Ist, 1809.

At the time inwhich ihe church was built, the site it occupied was thc most noticable throughout the city. With its' height, the steeple was noticable at sea. Today, however, many new highrises and multistoried buildings block many of the views and old vistas that the Church incorporated with the city. The city has, however, since hmited any growth in the area to be not taller than the steeple. The church still does, however, occupy the intersection of the two streets, as does Park Street Staiion. It is hoped that the two will

V ií'vv ofPark Streetfrom thc souih C O N T E X T U A L A N A L Y S S : Urban Design Character

Introduction

Boston is a 350-year-oId city settied in the beginning of the 15th Ccntury. The city had origally been upon a hiU, "Beacon Hill", but these hills were subsequentiy excavated for building purposes. Only Beacon Hill remains. Early on, the rugged landscape determined circulation pattems around the then town of Boston. Although the landscape is now less rigorous, the irregular pattems remian. In the Mid to late 19th century, Urban renewal programs cleared many of the older sections of the city to make way for new biûldings. This attitude of bum and rebuild has the unique historic character of the city. Additional growth in these the booming 80's has been controlled to a certain extent, and has been much more respondant to the historic character.

Urban Design Qualities

Current planning discussions in Boston have resulted in proirities to create an urban environment that is pedestrian in scale, public in character and is based on the existing urban pattems in Boston. Public concems including urban density, scale, environmental quality, social interaction and historic rccognition arc issues of exstreme sensitivity in respect to Park Strcet Siarion and the city as a whole.

The following is an outline of a few of tiie ciries characteristics and how they interact with ihe idea of "place". It is Ojfice buikiing on Tremont Strect acrossfrom PSS CONTEXTUAL ANALYS S Urban Design Character

my concem to paint an ovcrall picturc of the city in order to develop a direction for any charaaer development with respect to Park Street Station.

Existing Organization and Urban Patterns

Historic Development

When Boston was still a colonial settiement, most of the activity in the city, civic, govemmental, and business; originally Map ofBoston 200 years ago focused on , Long Warf, and Town Cove. The heart of the city, the Common, and major throughways and neighborhoods, districts, were at their early stage of development The comer of Park Street and Tremont street was, of course, still under devclopment as a place of business. With the Granary building soon to be built on the site of the currcnt Park Su-eet Church.

The city was essentailly on a peninsula, with the Boston harbor to the East and the Charles River to the Nonh. As the city grew, the peninsula expanded through filling operations. A few industrial type districts evolved. Districts for drygoods, produce, leathcr, fumiture, finance, insurance, and others; creating much of ihe urban pattem tiiat exists Today. Just to tiie Soutii of Park Street Station is the old leather district and theatre district.

Map ofBoston lOOycars ai^o CONTEXTUAL ANALYSIS: City Map CONTEXTUAL ANALYS S Urban Design Character

In the 20th ccntury, Boston lost its significance as an 1. In 1634 Boston possessed one major open space, thc importer and producer of goods but established itself as a major original Common. In 1824, the Public Garden was added to the scrvicc center based on its excellance in the fields of research and South, across Arlington Street. investments. Medical and educational instituions and office development are the dominant features of the Boston economy 2. From 1852 to 1880 the Distric known as Back Bay, was today and, subsequently, of the Urban Character. Park Street filled in and Boston's first major central linear parkway, Station has been an integral part of the development, carrying Commonwealth Avenue, was laid out, linking the Fens (park) to the hundreds of people a day into this the heart of the city. Of the . modem dcvelopment, the Shopping district and the "CBD" arc in the immediate vacinity of Park StreeL At the center of the Shopping district is a medallion inbedded in the street called the "Hub of the Universe". The reason I mention this particular Landmark is that it is on a direct East West axis down Winter Strcet, terminating at Park Strcet Station. Of other districts, Park Street has dircct connections to the Medical District, Cambridge under Beacon Hill, and the now important Airport. As a gateway into the city, Park Strcet Station is jusdy signif canL

4 Historic Open-Space Development

Much of Boston's character stems from its development of an organized network of open spaces. The system began with the Commons and was then developed formally by commission to Frcdrick Olmstead. The system has iis foundation in three planned open spaces : the Boston Common, Commonwealth Avenue and Olmsted's .

V7eH' ofBack Bayfrom Park Strcet Slation C O N T E X T IJ A L A N A L Y S I S » Urban Design Character

3. Fredrick Olmstead Linked all of these elements into what was called the Emerald necklace. It is a series of open spaces sometimes linked in a fragile manner and other times, very directíy. It starts at Park Street Station, tíie Boston Commons, and goes on to tfic Public Garden, to tíic Fens Park, onto Jamaica Plains and Stony Brook to tfie Soutíi, tíien to tfie Shore along the city of Quincy, and eventually to the Charles River Esplanade. Under development now is an Eastem Urban development, above the now existing Expressway into tíie city. The Expressway is to be lower and the city is to develop the surface witii tfie private sector.

Imageable Districts

What makes Boston different from many cities is it's urban form and the number of imageable districts it has. The districts are noriceable throughout the city because of the character of that neighborhood. A complex set of elements make up the character through; street pattems, concentrarion of uses or acrivity/density , characterisric spatial quality, ethnic surroundings/build, parricular human senses, such as smell, as well as long and short-range vistas to landmark features. Park Street Starion is host to many of these These boundaries supplement the definition of the district beyond percieved qualiries, and that which is volirile. An understanding of characterisrics. For Park Street, it is at once a boundary berween the the inherent character of each district is vital to development a city and the Commons, and then, a transirion between the rwo character that will "fit" the Boston image. I can see even now that Districts. Such borders are common to the city, such as the Back Park Street Starion can behold much of this "imagery". Districts are Bay at tíie Charles River and at the Public Garden. Here again, also formed by various kinds of boundaries, as in my previous open space is met with buih areas. Oiher district edges arc defincd statement on social mobiUty, some are hard, defmite and precise. by use pattems or population concencrations. CONTEXTUAL ANALYSTS Urban Design Character

Development Forces

The planning of poses a difficult along the outer edge of the CBD. This would envelop Tremont situation. The rccent boom of building activity and the Street entirely and parts of the perpendicular streets there abouL An performancc of the Boston economy has put tremendous pressure exciting prospect, but I feel beyond the scope of the thesis. on the historic fabric, and in parricular, congesrion of downtown Boston. While the downtown needs to accommodate the demand for growth to retain its economic vitality, it also must retain its parricular urban charm to continue to attract a varied mix of people to the city. Here is where the Park Street Starion feels much of the

impact of growth. It is the starion that most people moving into the U\STO«IC

new buildings downtown must pass thru. Most all of the Stations in SPBClAU CHACACTte. V>«.eAC the city are now under modemization to expand platforms. The expansion will ease the congestion of getting in and out of the city. Being a pedestrian city does have limits though. The congestion on the suface cannot be illiminated as easily. Open space may be the answcr, in part, and Park Street possesses a great deal of unused open space at street level. This space should be used as a tool of integration within the city. This integration is characteristic of Park Streets' "transitional" image. wf-sm-'4mf 0 'i^^i- The financial District and the commercial spine of Back Bay may become overbuilt and threaten the urban character and infrastructurc of the cities charm. New development in Boston is bcing targeted to specific areas witfi special care to see that it fits the particular districis' character and, where appropriate, within "new" districts as pan of Boston's unique urban pattems. As a leader, ^-.^Av''^>. vV ' :y:^ Park Strect Station can lead in tfie development of a "new' district -C'< C O N T E X T U A L A N A L Y S T S Urban Design Character

Street Typology Building Typology

"The network of habitual or potentíal lines of movement In many ways, Boston uses its' buildings as references to tfirough tfie public realm are potent urban resources. They are the city as a whole. "In this compactfy built historic city, clusters of vantage points from which we "view" the city." building types stand out as a predominant component of district imageability." Jn many ways the "imagery" is based on the point in The intricate urban pattem of patfis in Boston has been time at which the district was most active in the building industry. recognized and developed to enhance Boston's existing pedestrian Indeed, those buildings that are older, were built first, and thus the scale network of streets and alleys. At tfie same time, certain lengths district Please use the map for reference to these typologies: of streets such as Cambridge Street, and function as entryways into the city and main strccts within their respective districts. hnmediately, Park Street Station is part of 19th Century Residential a street pattem known as the MBTA. Through the subway, all parts * Back Bay brick row houses of tfie city are linked. The direct link to the built streets at grade are * North End brick biúldings the points at which tfie stations touch the surface. This "touch" is a * South End brick row houses very sensitive point in the transition from the MBTA typology to tfic * South Boston wood buildings street typology all over the city. The fact that there needs to be a transition is questionable, indeed, should these be even considered as separate. At any rate, the intersection of any typologies must be B 19tfi Centiuy Commercial Buildings congruent in some aspect, and different in others; to maintain the * Downtown brick/stone buildings character of the specific "place" and the interconnection of the two. * Boston Wharf brick warehouses * Bulfinch Triangle brick warehouses

20tfi Century Highrise & Block Buildings * Downtown highrise buildings * West End and Mass Hospital * Pmdential Center & Christian Science

í m. 11 fíAH l-^\,.-»ltHI V^ llCll CIV tV 1

Access and Circulation

Central Boston's transportation needs are intense and complex, posing the fundemental compe tion among the spatial Tí "•tm' ni needs of transportanon facilities, roads, rails, parking and terminals, -A_CK TTV.H6rcm>.T N -EF-:V4AL and the very activities they serve." Park Street Starion is but one part of the transportation system of the Metropolitan Area. It serves ground transportation as well as the subway system it is most known for. Park Street Station exits into the very center of the city, •STrm, and is subsequentiy, the most congested and hurried. A more comprehensive analysis of the MBTA and its' interface with inner city circulation is provided later in this document.

Problems of downtown access are a major concem to the city, as they threaten the healthy economic climate that benefits all Boston residents. Right now, it is difficult to get down town by car because of the congestion. This is ihe same problem that inspired the building of tfie subways in ihe late 1800's. It is logical for me to see that the businesses ihat are determined to build downtown should respectfully contribute to their own economic well being by inspiring the MBTA to grow as well. Perhaps tiiere could be more cooperation, financial cooperation, between those that build and those that serve. V-. l^ i^ i IL \ 1 LJ /\ I, /\ i> /\ I. Y > 1 ,> 1 he iJommons

Character of the Commons

The Boston Common is a park in tiie center of the city. Its' function varies, but is best to be called a common space for all of the ^

people of the city to use as they wish. "It was set aside in 1634 as •/'J. common land for the citizens, as pasturage for catde owned by Bostonians, and as a training field for local militia. Its use as a place for leisurely promendes and children's play is characteristic as much today as it was 300 years ago." .\t the Nonheastem edge of ,.

8 Soldiers andSailors Monument C O N T E X T U A L A N A L Y S T S The Commons

The Common has always been a boundary and a link. In the Topography 1700's, it stood as open space between the city and the shore. Today it joins with a formal park (the Public Garden) to the south, The Common has two points higher tfian tfie rest of tfie park: tfie Central Business District to the East; to which Park Street Station the coraer of Park and Beacon Streets, and centrally located is an edge,and the shopping/retail district; to which Park Street Flagstaff HiII, site of the Soldiers and Sailors MonumenL The Station is also an edge. Serveral commercial National Register comer at Park and opposite the State House is tfie top Districts and the neighborhood of the Historic Beacon HiII District of a slope of Beacon Hill. The park slopes gentiy along Beacon are located at ii's perimeter to the West. The park is used as a means Street toward tiie Public Garden ( a drop of 59 feet of a distance of to circulate throughout the city, and as a resting and recreation point. 1/2 mile) and more quickly down Park Street to Tremont (40 feet in Throughout the year, it is the site of public celebrations. Park 600 ), terminating at Park Street Station. This typography is a very Street Station is the main, along with , path to real issue for the development of Park Street Station in terms of which people firom outside the immediate area gain access and exit approach and vistas from the West; and more ultilitarian problems the Commons. such as drainage and mn off.

The Common is surrounded by, and therefore Park Street The landscape consists of three major components: malls, Station, buildings from many periods which when tíiken together hills, and open lawns. Long views are possible in all seasons. The offer varied styles of Architectiu-e popular berween 1795 and the pattem of trees on the Common has varied over tfie years since the present: Federal , Greek Revival, Victorian, Gothic, Romanesque change in general purpose, from grazing to recreation. The principal Revival/Richardsonian, Classical, Beaux-Arts, Neo-Georgian, species of trees on the Common are elm and linden; other specics Modeme, Modem and Post-Modera. These are historic homes, include oak, yellowwood, maple, and chestnut. These arc different churches, clubs, office and apartment buildings, and a theater and a types of vegitation that wiU enable Park Street Station to become concert hall. This is of the utmost importance when I determine the more involved in the typography of the site and the general nature of the context, not a naughty word, inwhich Park Street landscape design. Of tfie malls, one in particular, Lafayeti Mall, is a Station exists. In order to make a decision, a series of decisions, a walkway that runs along the SouthEastem Edge of the site and realistic attitude must be developed as to this particular nature. The terminatesatParkStreetStation. The mall coincides witfi all major, space is a frenzy of Architectural styles, attitudes, and natural and minor, aspects of the thesis dcsign, including: The bus depot, boundaries/interfaces. Park Street almost seems to need to be the Concens on the commons, the Park Strect Plaza, and thc generic, but within the character of the city. Visitors Center, and above all the spacial sequence of the whole. Oliver Wendell Holmes Mall CONTEXTUAL ANA L Y S I S The Cgmirmjis

The Mall also mns tangent to the Bruer Fountain and subsequent memorial.

As for the impact of this particular typography on the thesis statement, it is my general feeling that these elements wiU create focal type corridors. These corridors, vistas, will enhance and direct movement to and from the designed environment / space. These are elements to be considered for their spacial quality in relation to their integration with the spacial idea presented.

Surroundings

Ladies Comfort Station, Boston Commons The Common is surrounded by four historic districts listed 10 in the National Register: Beacon Hill, Park Street, Piano Row (which encompasses parts of Tremont Street and Boylston Street) and West Street. Beacon Hill is also a local historic district. The fact that tiiis particular tfiesis takes place in tiie midst of such historic designations, is part of the reason I find excitement at the possibility of dealing with the situations.

Tremonî Street

Tremont Street includes a mix of nineteenth and pre-World War II commercial buildings, some disfigured by so called modernization renovations. Interspersed between them are a handful of rccent high rise office and apartment buildings. Their is a

II Red Line Portals, Tremont Street <^Ui>ItJ.AlUAL AINALY^»1 S he v.omniDii s

Greek Revival Cathedral Church of Saint Paul (Alexander Parris, 1819) located just 50 yards to the south of Park Street Station. It is likely that this area will be developed, in the future, as a cultural district. A number of buildings presently considered to be of Architectural and Historical significance wiU probably be retained. Tremont street is the largest and longest edge to be dealt with in this future district; and with respect to Park Street Station. This edge is the most important edge because it introduces the thesis to the city and vice versa. All of the functional spaces included in this program, I consider, will be tangent to the street.

Bovlston Street

Boylston Street was once the center of the music trade, and includes several well-preserved tum of the century shop fronts and tall buildings. It opens on to tfie theater district and newly developed . The street also runs along the sister Station to tfie 100 year old Park Street Station. Boylston Station, as the opposite end of Park Street, should be considered for its' impact as a design/spacial terminus. There are no subterranean pedestrian walks to connect the two stations, however, there is a surface level pedestrian link via Lafayett mall and Tremont street.

Charles Street

The Charlcs Street boundary of thc Common faces ihe Public Garden, "landscaped by George V. Mcchman in 1859." The \hi\\Lh husctis StatehoiLSC

mMttitnttt%IIUllUiítiilÁÂUkit, V^ 1 -^ _*-< /v ^ tX LJ /v i> A L r .> 1 > 1 he commons

Beacon Street Paths, Walkways, Malls and Plazas

Beacon Screet consists primarily, but not entirely, of Federal Pedestrian malls are typically large straight paths at tfie edge and Greek Revival row houses. Beacon Street is tfie Eastem edge of the Common, some dating back to the 18th Centur\'. Those of Beacon hiU, west of tfie thesis site. These are now home to a adjacent to the site of Park Street Station are: the Mayors Walk, the variety of rehgious and civic institutions, clubs, publishing houses, most heavily traveled route through the Common and busiest link etc. Beacon Street is a boundary of, and included in, tfie Beacon from the Back Bay; tfie Lafayette Mall along Tremont Street which Hill Historic District. The northmost comer is dominated by the recieves the greatest pedestrian use. People exiting from the subway State House, designed by Charles Bulfinch, 1795 1797. The at Park Street use the Lafayette Mall. Shoppers from Downiown Statehouse lies on a East West axis witii Park Street Station along Crossing and business people from adjacent offices meet in the Liberty Mall Common in zones along Park Street and Tremont Street. Lafayette Mall soutfi of Parkman Plaza is used for sitting. Trees and flowers Park Street in brick planters are the principal feature of tfiis mall; tiie Railroad mall, more a patfiway than a formal mall, cuts across tfie Common 2 "Park Street, also a boundary of the Beacon HiII Historic from tfie Parkman Plaza Fountain to the comer of Charles and District, includes the Park Street Church (Peter Banner, 1809), its Boylston Streets. It is the most direct route to the Parkman new office building, the modem Paulist Catholic Center, and such Bandstand, Southwest of the thesis site, and is heavily traveled, older buildings as the Amory-Tichnor House (1804) and the Union mostiy at noon time. Hotel visitors on tfiier way downtown follow Club (c. 1830 - 1840)." Park Street is the Nonh edge of tfie thesis the Railroad Mall. The Railroad Mall is temporarily witfiin the site. This is the second of the built edges of the rectangular thesis current "Concert on the Common's" moveable fence line. site, the first being Tremont Street. Park street is bordered by an iron rail fence which terminates, currently, with a tourist directory at The Park Street Site faces Parkman Plaza to the south, the Plaza above the existing Park Street Station. This is an Shurcliffe & Merrill, 1960, which once had a fountain at its center, important edge because; first it is a built edge and needs to be presently a planted knot garden. The knot garden is a temporary considered for a transition, and secondly because it is the only space feature, yet its' return to fountain status may be considered for the that lics between the thesis site and the Park Street Church. design thesis. It is not the intent of the tfiesis to become an exercise in Historical Preservarion, but tfie nature of the sitc will mean that its

A major pedestrian route seen from the site of the Park Street Starion is: tiie beginning of Liberty Mall, from the to a point across from the State House. Liberty Mall is parallel to Park Street and is the East West axis/visla which binds the two.

Momuments, Buildings and Facilities

Those in the immediate area of the Park Street site are: the Parkman Plaza statues representing Industry, Learning, and Religion, by Titio Cascieri and Adio DiBiccari, 1961; the Victorian Ranger Station, Architect and date unknown, a green stick style 14 Ladies Comfort Station structure that was once a Ladies Comfort Station. Their is also a msticated granite subway vent house. The comfort station and near by are typical of the pedestrian type scale of the immediate site.

Those seen from the site are: the State House, mentioned earlier; the Brewer Fountain, 1868; the Parkman Bandstand, 1912; the Soldiers and Sailors Monument, 1877; Guild Steps, 1917; and, of course, the Park Street Subway headhouses, 1897, National Historic Landmarks. These classical granite headhouses are the entrances to the station, 100 years old, and thus National Landmarks. Childrens facilities seen from the site are by a nearby tot-lot and the Frog Pond which should be immediately accessible from the Vistors Center. fírcwcr Foiuxtain ^— C O ÍN r K X T U A L A N A L Y S S The Commons

Index to Map 0 SO 200 360 I 1 1_ 1 1 Infomation ma]; 2 Park Street Stat: 3 Garden 4 Brewer Fountair 5 John Bonry Mor 6 Subway exit 7 Knotgarden 8 Declaration of Indqmdence Monument Boston Massacre^^= Monument 10 Central Burial Giound 11 Parianan Bandstand 12 Flagpole 13 Paridng garage entry 14 US Navy Memorial 15 US Navy Memoríal 16 MacAnhur Mail 17 Caity Parade Giound Tablet 18 Charles Stieet Gate 19 Beacon Street Mall 20 Pilgrims Founded Monument 21 Football Tablet 22 Frog Pond 23 Soldiers and Sailors Monument 24 Womens Comfort Station 25 Oliver Wendell Holmes Mall 26 Guild Memoríal 27 Shaw Memoríal 28 Libeity Mall

15 l-l CH.ARtLS STRrtr rr 1 I ^ CQNTEXTUAL ANALYS S Phvsical/Societal Environment

The inability to mass at one point all resources, persons, and 2. People then order the parts in a way relaled activiiies essential for minimal social life necessates which is personally meaningful to them. movemenL The term "transportation" is used variously to designate the process, the means, or the systems whereby socially meaningfíil For Example: objects are conveyed through space. This space is the exact point at " In Boston a large park known as the Boston which the Architecture interacts with the physical movement. Common and Public Gardens separates various Transportation involves the relocating of objects, by mechanical aspects ofthe down-town from one another To the means, through an enviromental medium. The environmental west of the Park is the residential area known as medium is both generated and produces the circumstances inwhich Back Bay, with characteristic three andfour story Architecture accurs. Park Street Station should use the Urban apartment houses. To the North is weallthier Beacon environment inwhich it exists - the physical environment - in such a HillandtheStateHouse. To the East and South of way as to create an urban node unto itself; thus weaving its' own thepark is most ofBostons' central business district. strands into the medium in which it exists. The foUowing is a To aperson living in a small apartment housejust to section about the physical environment as quoted by Kevin Lynch: the west of the Gardens and the common, the park may be the dominant element in the city. He goes /n our societies, it has beenfound thatpeople there every afternoon for walks and knows every react to these urban circumstances in a variety of tree,fountain, and footpath; he may know little else ways, but with common characteristics. Kevin aboui down-town or any other district in the city. Lynch found that people react to the city in both a physical and a social environment. People have a On the other hand, to another Bostonian, the characteristic image ofthe city that he defînes as the park may have little significance in an image of the generalized mental picture of the city's external city. Working in the CBD, this person may have physical world. Mostpeople developed their images little desire to use the Garden. For this person, the ofthe city in a similar fashion. First, their images distinct image is of the highrise buildings. This emerge as part ofa two way process: person has detailed knowlege ofeach building and knows all the short-cuts or paths to find the best 1. The physical environment is constructed to restaraunts or shops." suggest distincîions amoung various parts. T/ie fiacfc fîay, Boston, MA 76 C O N T E X T U A L A N A L Y S T S : Phvsical/Societal Environment

Second, Lynchfound that people tend to iise five common catagories when describing the city. These are the five basic elements of the urhan physical environment. Paths were channels along which the observer ciistomarily moves. They may be streets, walkways, transit lines, or railroads. Edges were boundaries between two areas. They might be shores, walls, wide streets, or breaks between buildings and open space. (It is these edges which Park Street Station, and the Boston Mass transit systems breaks to effect a much tighter social environment.) Districts were larger sections of the city. In Boston there are Backbay, Beacon Hill, The Commons, and The shopping district, as well as larger districts beyond the immdiate areas in question by Lynch. Nodes were intense points of activity, such as railroad terminals, a square, or a street corner hangout. They were often the place were paths led. Landmarks were physical objects singled out for reference siich as a fountain, sign, store, or gas station. Lynchfound that people iise siich landmarks constantly and employ them as well as paths as primary referencing tools in telling people how to get around the city.

The third finding was a tendcncy for people to have common concepts of at least some paths, edges, and soforth. For example, "most recognize Sliiiw.' Memoruií C O N T E X T U A L A N A L Y S T S Phvsical/Societal Environment

the Charles River as a major edges. Similarly, most 1. Possession people found Mass Ave. and the Southeast 2. OutdoorSpace Expressway to be edges. Main Paths were Beacon 3. Puntuatíon street, Comm. Ave., and Boylston and Tremont 4. Pedestrian streets. Common nodes were Copley sqiiare, North 5. Occupied Territory (fabric) Station, and Park Street Station. Park Street Station 6. Focal Point was particularly interesting because, located on the Southeast corner of the Commons it is quite Possesion is that situation in which the physical environment unprepossessing. Park Street Station is, however, a is "controlled" by a singular element. In a world of black and white, classic example of an urban node: the junction of the roads are for movement and the buildings for social and business Boston's three main subway lines, it is constantly purposes. Yet, since most people do just what suits them when it abuzz with activity." suits them, we find that the outdoors is colonized for social and business purposes. Most dynamic in the language is that of the AII of these elements of social concem can be realized as concept of Outdoors. If the outdoors is to be colonized, Architectural or Urban design characteristics. Park Street Station is Architecture is not enough. The outdoors is not just a display of generated by the city and generates the perception of the city each of individual works of Architecture, like a picture in a gallery, it is an us has. It is the intent of the thesis to integrate naturally, the environment for the complete human being. He demands more than sensation associated with these phenomina, into the theory of a picture gallery, he demands the drama that can be released all movement generated Architectural spaces and places. around him from floor, sky, buildings, trees, and levels by the an of arrangement. In the continuing narrative of the street, function adn 7 The following is an excerpt of pans from Townscape. It is in pattem change form place to place: this should be acknowleged by this section that many of the perceived realiries of movement through some physical signal. Punctuation is then such a signal. A founiain space are labeled. These are not new fantasies, but circumstances or a building intempts the alignment of the street, the flow, and relavent to the creatíon of a "movement based" Architecture. closes one phrase and conceals the next, so that a pause is crcated. The pedestrian, a network which links the city together in a viable In association with the urban node status here declared by pattern: it links place to place by steps, bridges, and distinctive foot Kevin Lynch, is a sense and the language of place. This place and pattern. The traffic routes sweep along impersonnally, bul the its language can be summerized into six reguards: tenacious and light heaned pedestrian created the human town. C O N T E X T U A T. A N A L Y S T S : Phvsirnl/Sncietal Fnvironment

Founh in the reguard of place is that of occupied terriiory. Instead of a completely streamlined and fulid ouidoors a more static and occupied environment can be created. They are typically woven into the urban fabric by means of floorscape or pattem. The fumiture of teh possession includes floorscape, posts, canopies, enclaves, focal points, and enclosures. Although the amount of possession in the fumitiu-e may be small, it gives the city humanity, intracacy, and intimacy. Further, the focal point is a final stance to be heard. Coupled as an artifact of possession, is the focal point, thee symbol of congregation. In the fertile streets and marketplaces it is the focal point which crystalizes the situation, and confuros that "this is the spot". This clearity of an expression has been stripped away currently by whirling traffic and become an indifferent piece of urban fabric. 19 \ 'iew h > Lafayette Mall

At Park Street Station, it is a personal expectation that as the city develops socially, their physical environments will reflect the nature of place and the reguards of Kevin Lynch's survey. Our transportation outiets, which expand people's networks and break down social barriers, should not become "walls" within themselves, but become integral to the urban situation through interconnection of language, urban texture, and urban landscape. Also, in the context of the urban physical environment, the realization of movement as a catalyst to Architecture should accur. This is not only in respect to sequencial movement, but radical movement of space within the individuals percL-ived spacial situation, as well as that of the Architecture as a whole.

View to Park Sircct Suition. Bosion Commons CONTEXTUAL ANALYSIS: Site Plan

The Boston Commons CONTEXTUAL AN A LY SIS : Citv Map

'\^~^^^^rS^ff

II(vaiiUBiinBUU ULl liliUé^u 1 C O N T F. X T II A T A N A , V S I S • Citv Map MBTA SECTION C M B T A : Massachusetts Bav Transportation Authoritv

NTRODUCT ON

The creation of the Massachusetts Bay Transporta on 1895 - Ground breaking for Boston's, and Americas first, Authority, and particularly, the development of the Boston subway subway system. system, is really the result of a chain of events starting in Europe. The rcality of the system is the result of developments in industry The area of the most Congestíon in the late 1800's in the city and technology. was centered at tiie Boston Common, and the intersectíons of Park and Tremont Streets. The city had made a decision not to widen 1829 - implementation of the steam locamotive in England streets in the area any more, mostíy because of the effect on the 1832 - the Baltimore and Ohio steam railway built in the commons and the fact that they just could not. Many of the U.S. buildings in the city were built at a tíme when congestíon and rapid 1863 - London, Paris open worlds fu-st subway systems, growth were not a problem. The advent of tíie transit system in these are steam driven, single, cars. Boston led to a less centrahzed city, in terms of congestion. The 1897 - the Berlin industrial exposition shows the fu^t fully Common is, however, still the urban center of the city. electric carriage to move people. 1888 - Prank Sprague implements a multi-unit, or car, In tíie Autumn of 1897, tíie furst leg of the Boston subway control to enable street car controllers to link cars had been opened, linking Boylston station witíi Park Street Station. rom a lead car. It is from here that technology and growth of the city moved Boston to create it's modem, rapid transportation system of today. In 1904, 1888 - Boston begins to feel the hardships of congestíon and an underwater trolley was opened riding on the technology of a seeks informatíon on the use of electric powered "roof shield" to shelter the tunnel from hte water above. This lunnel street cars. connected to mainland boston via ihe Boston Harbor. 1892 Boston begins to look into solutíons for its In 1907, the Cambridge tunnel was initiated and created a futher lind congestion problem including street widening, a to Cambridge for the city via a tunnel under Beacon Hill to Park subway, and increased useage of street cars. Street Station. Through tíie years, the Boston transit system grcw to 1894 - The General Court of Massachusetts charters the soon reach boundaries far into its' suburban communities. An area Boston Elevated Railway Co. in expectation of a approximately 12 miles in radius had been established as rapid subsequent transit system. d-ansit accessable, within an additional are encompassing todays' iviassachusetts Bav iransportation Autnoniv

Metroplex through bussing to the subways as well. In 1918, the 1893 - The board of Subway Commisioner created by tíie public was granted control of the then, privately held, Boston Massachusetts legislature authorized the cons uction Elevated Railway Co. and, subsequently, in 1947, public of a Boston Subway (later called tíie Tremont So-eet i ownership. This led to funher refmements in the administration of Subway) from Pleasant street to ScoIIay Square. the transit system up until 1963. In 1963, the M.B.T.A. was incorporated to govern the entire transit system of the Boston 1894 - The Boston Transit Commission was created, witíi metropolitan area. Four Unes were then designated: the authority to construct subways, mnnels and bridges. Red Line: service to Canbridge and Dorchester. The Boston Elevated Railway Co. was incorporated Orange Line: service to Noarth and South Boston via the in this year. Main line EI. A line for street cars from Govenor square to Cottage Blue Line: service to East Boston Farm Bridge ( or Boston University) was designated Green Line: inner city service via trolley or street car on Commonwealth Ave.

The intention of the four line designation was to simplify the system 1895 - The way for street cars on Commonwealth Ave was from botíi a managerial stand point as well as for its' users. extended to Brighton Ave.

In order to present the development of the system in more 1896 Commonwealtíî Avenue was designated as a way for detail , the following outiine wiU build the system historically and so-eetcars extending from Chestnut I lill Ave to the then, graphically via maps at the conclusion of this section. Newton line. was then also designated as a (îreen Line way for street cars extending from to Tremont street I8.S7 - Beacon Street is used for street cars in Brighton and Brookline. 1.S97 - The Boston Subway opened from the Public Garden at Church sQ-eet and Pleasant Su-eet to Park Street M B T A : Massachusetts Bav Transport^tmn Au noriiv

including Pleasant Street Station, Boylston Street 1912 The East Cambridge viaduct was completed and Station and Park Street Station. opened from Nortíi Station to Lechmere Square via The Boston Elevated Railway Co. took possession West. of tíie West End Street Railway for future development. 1915 - Park Street Station was renovated to handle more cars at once. 1898 - An extention of the opened from Park Street Station to tíie North Station Loop 1919 - A surface station at Massachusetts Avenue was via: Scollay / Brattle Station, Station, opened to the Boylston Sn-eet Subway. Haymarket Station, and North Station. 1921 - Arlington Station was opened on tíie Boylston Street 1900 - A section of Commonwealth Ave opened and was Subway. designated for streetcars to link the Brighton Avenue designations to the Chestnut Hill Ave. designations. 1922 - was opened on the . 1901 - The Boston Elevated Railway Co. began to use rwo The West End Street Railway Co. was consolidated tracks of tíie Tremont Sú-eet Subway from North with the Boston Elevated Railway Co. Station to Pleasant Street. Surface car lines from the south looped at Park Street Station and theose from 1932 - The Boylston Street Subway was extended to tíie north looped at Brattle or Adams Square Station. Beacon Street and to Commonwealth Avenue.

1936 - Park Sueet Station was renovated to accept mor cars 1907 A Riverbank subway along the Charles river was and a sub-passageway was buih. autíiorized, but it was subsequentíy never buih. The Huntington Avenue Subway opened from the

1908 - The Tremont Su-eet Subway reverted to surface car Boylston S -eet Subway to extend past Massachuseus Station. use exclusively witíi thc opening of the Washington Street Tunnel. M B T A : Massachusetts Bav Transportation Authoritv

1943 - was opened up to interchange with The portion of tíie Tremont Street Subway under the Boylston Street Subway. ComhiII and North Washington Su-eet was abandoned including Adams Square Statíon. 1947 - The Metropolitan Transity Authority was created and absorbed the Boston Elevated Railway Co. 1967 Arhngton Statíon was "modemized"

1955 - The Science Park Station was opened to the East 1970 - Kenmore Station was "modemized" Cambridge viaduct by the Me -o Transit Authority, Not tíie MBTA. 1981 - The Commonwealtfî Avenue Line was re-opened.

1959 - A new branch of the Une extended extended from the Orange Line Beacon Street tunnel to Riverside via Newton. This particular branch exented to the suburbs of Boston to 1901 - The Roxbury division of the Elevated Une was the West. This includes: Park, Longwood, opened from Dudley square to tíie Tremont Street Brookline ViUage, BrookUne HiUs, Beaconsfield Subway via Washington Street Station, Statíon, Reservoir Statíon, the Chestnut Hill Station, Northhampton Street Statíon, Dover Street Statíon, Newton Center, Newton Highlands, , and Castíe Street. Waban Statíon,and . The Charlestown division of tíie Elevated Une was opened from SuUivan Square to Tremont Sueet 1964 - The Massachusetts Bay Transportation Autíiority, Subway via Nonh Statíon, and City Square Station. common known as the Mett-opolitan Boston Transit The Tremont Su-eet subway cars from tíie soutíi Authority or MBTA with respect to tíie Boston looped at Park Sueet Station, those from the north Subways, was created and aborbed tíie Meu-o Transit looped at Bratile or Adams Station. Authority. The Atíantíc Avenue Elevated line opened from the The Tremont Street Subway between Tremont Street Roxbury division to Nonh Station via Beach Street and Washington Sueet opened with a new loop at Station, , Atlantic Ave, Rowes Wharf Govemment Center Station. Station, State St. Statíon, Battery Su-eet Station. and Commercial Strcet. MBTA : Massachusetts Bav Transportation Authoritv

1902 - The Thompson Square Station was opened. currentíy tíie main offices and archives of tíie MBTA, now caUed . 1908 - The Washington Sn-eet Tunnel was opened witíi Stations at Boylston/Essex, Winter/, 1924 - The completíon of Shops at tíie Everett Statíon and MiUc/State Street, and Friend Union. tíie closing of tíie same type faciUty at tíie Bartlett An elevated connection was made between Motte St, St./Guild St. locale. and the Washington Street Timnel. The Pleasant Street Statíon was abandoned and the 1938 The Atíantic Avenue Elevated rail was closed to Tremont Street Subway reverted to surface car use service and disassembled. exclusively. A temporary shuttíe was constmcted at North 1942- Completion of tíie removal of tíie sectíon of Atíanric Statíon. Ave EI: Washington St. to Motte St.

1909 - Forest HUIs was completed in this the furthest extent 1955 - Completion of the removal of tíie secation of Atíantic south of tíie Orange Line. Forest HiUs is the end of Ave El: Charter St. to Commercial St. he line. 1973 - The Mystic river rapid o-ansit and raihx)ad bridge 1912 - opened on the Forest HiIIs completed. extentíon. This is the parricular point where an end of the Green Line meets the end of the Orange Line at 1975 The Haymarket North opened from Forest HiUs, this is a spacial connecrion. Haymarket Station to Malden Center including a New North Starion, uinnel under the Charles River, 1919 The Evereu extention of the Line was completed tíie New Community College Starion, SuIIivan from the SuUivan Square Station. This was under Square Station, New bridge over the Mystic River, he Boston Elevated Railway Co. WelUngton Station, and the .

1923 - An elevated carhouse and Storage yard was 1977 The Ncw Station at Oak Grove opened, the other end completed at tíie Forest HiIIs Station. This is of the line of tíie Orange Line. M B T A : Massachusetts Bav Transportation Authoritv

1978 - A modemization of tíie Washington Station 1915 - This year marked the completion of the Dorchester Concourse between tíie Orange and Red Lines. tunnel into Park Street Station to Washington Station. May, 1986 - The opening of the redesigned Orange Line entending from tíie new Forest HiUs Arboratum to t 1916 - The completion of the extention of the Dorchester he Washington Sd-eet Station. The cost of the project tunnel connecting Washington Street Station to South was 740 miIUon and took 16years to plan and Station. implement. The new line created 52 acres of new parkland and open space along 4.7 rmles of 1917 - The Dorchester tunnel opened South Station, the submerged track. current connection to AMffak service, to Broadway, South Station via the Fort Point Station. Red Line 1918 - The Dorchester tunnel opened from Broadway to 1912 - The Cambridge Subway opened this the fu-st leg of under Dorchester Ave. the Red line from EUot Yard & Stadium Station in Cambridge, Massachusetts to Boston via the Harvard 1919 - The new Broadway Surface Station Opened. Square Station, Massachusetts Ave, Central Station, Main SL, and Kendal Station to End at Park Street 1920 - The Cambridge Subway and subsequent elevated Station. section on Boston side sold to the Commonwealth of Track installed on the Cambridge (now the Massachusetts. longfeUow) bridge. An elevated section of rail connencted the bridge way to Grove St. 1927 - The Dorchester Rapid Transit opened Andrews The completion of the Beacon HiU tunnel Unked the Station to Fields Comer via Boston St., Columbia Cambridge subway fmally to Park Street Station and Station, Savin Hill Station, and also opened the New the Green Line or Tremont Street Subway. Hampshire Railroad to Harrison Square. This was built by the Boston Transit Department. M B T A : Massachusetts Bav Transportation Authoritv

1928 - The Dorchester Rapid Transit opened from Fields 1979 - A temporary Station was opened at Harvard/Brattíe Comer to ihe new , tíie end of tíie Statíon opened to serve whUe the Harvard starion Red Line. was renovated.

1929 - The high speed troUey Une opened from the Ashmont 1980 The Braintree extention of tíie Red Line was Statíon to . A purchase of right of completed from Quincy to Caddigan Yard including way was required from the city. and Braintree Station.

1931 - The new Butler Station opened. 1981 The Harvard S tation renovation was completed and opened. 1932 The Station was Opened. This was buUt by tíie Massachusetts department of PubUc Blue Line UtíUtíes. 1904 - The East Boston tunnel was opened for use by street 1971 The South Shore Rapid Transit opened from an cars connecting Court Su^et Starion to Maverick interchange with the Dorchester Rapid Transit north Square. This particular section was built under of Columbia Station to via: the Court St., State St., Long Wharf, the Boston Pennsylvania Central Railroad righth of way, Harbor, and Lewis St., including tíie Old State Neponset River bridge, , House Station. A pedestrian passageway was built Wolla^ton Station, and the . to that connected Court St. Station to ScoUay Square Station of tíie Tremont Street Subway. A bridge was 1974 The Cabot Transportation center was completed in built to connect the Atíantíc Ave. Station enuy/exit to South Boston. State House Station of tíie Atíanric Ave El.

1976 - Ashmont Station was modemized and enlarged to 1914 The Court Sn-eet Station was closed. handle more cars. 1916 The first East Boston tunnel extention for sueet cars opened under the Tremont Sueet Subway, witíi M B T A : Massachusetts Bav Transportation Authoritv

pedestrian access to Park Sd^et Starion, and tíie Summary Bowdoin Statíon. The Boston mass transit system has undergone many 1924 - The Station and her loop was managerial as well as physical changes. The system was once made opened. up of many smaller systems:

1948 - A new entrance and exit was opened at Atíantic Ave Tremont Su-eet Subway Station ( now Aquarium Sta). Cambridge Subway Dorchester Rapid Transit 1952 - The second leg of the East Boston Tunnel Extension Soutíî Shore Rapid Transit opened from to Orient Heitghts Atíantíc Ave Elevated including Airport Station, Station (now Boylston Street Subway Wood Island Sta.), and Station. East Boston Tunnel The Station was opened. Washington Street Tunnel Beacon HUI Tunnel 1954 - An Extension was completed from Revere at East Cambridge Viaduct Wonderland, the end of the line, to with Beachmont Station. The Changes in Authority were as varied:

1964 - The Devonshire Station was renamed the State St. The Boston Elevated Railway Co. Station. West End Railw ay Metropolitan Transit Autíiority 1967 The Airport Station was renovated and modemized to Massachusetts Bay Transportarion Autíiority handle more cars.

1968 - Aquarium Starion was renovated and modemized. M B T A : Massachusetts Bav Transportation Authoritv

The MBTA was responsible, fînally, for a comprehensive system at its' inception in 1964. The MBTA consoUdated the varied lines into four; the Red, Orange, Blue, and Green lines. The roll of the MBTA today is very broad. The organization includes MBTA police, mechanics, firefighters, "Pilots", Lawyers and managerial staff, as well as sanitary and utility workers. The system also includes ground transportation such as busses, elderly transport, and highway management. P OF THE BOSTON SUBWAY SYSTEM CIR. 1897 ( not t s ca I o)

PARK ST STATlON

BOYLSTON ST. STA.

nPLEASANT ST. STA. P OF THE BOSTON SUBWAY SYSTEM ClR. 1898 (not to s c a I e )

NORTH STA,

Q HAYMARKET SQ. STATION

SDADAMS SQ. STA.

PARK ST STATION

DPLEASANT ST. STA. ' ^ncj^rl^so''^^'''' SUBWAY SYSTEM CIR. ,90 1 ( not t o 9 c a I e )

BATTERY ST •J STAT lON

STATE ST AT I ON

• ^ \ROWES WHARF O, 5JAT I ON

•\SOUTH STATlON

D DOVER ST. STATlON °UoJ".^ s^°^''°''' ^"^'"^'' =^="^^" ='"• '30* ( „ot .

^/ N.nROWES WHARF

•ySOUTH STATION

D DOVER ST STATlON p OF THE BOSTON SUBWAY SYSTEM CIR. 1908 ( not to scale) nCITY SQ I ON

^/N. DROWES WHARF •u N. STAT lON

SOUTH STATlON

Roxbury DIv D DOVER ST STATION DF THE BOSTON SUBWAY SYSTEM CIR. 1912 ( not to scale) • CITY SQ. ^ "TATION BATTERY ST. D STATlON e« t own OIV. _NORTH STA. 'STATE ST 3RTH STA. :sT • HAYMARKET* SQ. STATI0N\ FRIEND UNION ÎTA. o ^y.^^ ATLANTIC Cambridge Vladuct AVE. STA <^/ Nv^ROWES WHARFJ kDAMS •u\sTAT I ON SQ. STA, O,

SCOLLAY SQ. STA. D D V DEVONSHIRE STA, COUR\ ST. STA.

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.PARK ST STAT ON

WINTER SUMMER STA

SOUTH ISTAT I ON

'-\ BOYLSTON BOYLSTON ^XESSEX STA ST. STA. <»' 0 •5 •BEACH ST STATlON

Roxbury DIv D DOVER ST STATlON 3 OF THE BOSTON SUBWAY SYSTEM CIR. 19 14- ( not to scale) • CITY SQ

VM I LK—STATE STATION

Beacon HlII Tunnol

WINTER SUMMER STA •»SOUTH \STATION

0 •3 _ -^X BOYLSTON ^XESSEX STA

•BEACH ST. STATlON

D DOVER ST STATlON 3 OF THE BOSTON SUBWAY SYSTEM CIR. 1916 ( not to scale) • CITY SQ ÎTAT lON BATTERY ST D STATlON

I e•t own DIv STATE ST 1, ^TAT I ON NORTH STA. WEST D HAYMARKET SQ. STATION\ FRIEND UNION -1., !TA ATLANTIC t Cambrldge Vladuot AVE . STAv- ^^ \nROWES WHARFI SDADAMS •u N.STAT I ON SQ. STA.

BOWDO I N STA . D SCOLLAY SQ. STA. D • r^ DEVONSHIRE STA. COUR\ ST. STA. '^E . B . T . E X t

\\A I LK—STATE STATlON

Beacon HlII Tunne

W| NTER SUMMER STA

iPARKlST SOUTH 'STAT lON STATlON

BOYLSTON ST. STA.

•BEACH ST STATlON

.^.

COPLEY STATION

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NORTH STA. NORTH STA 'STATE ST "<- \STAT I ON WEST • HAYMARKE" 'e' SQ. STATIOtX FRIEND UNION ^TA. it Cambrldge Vladuct P^ ATLANTIC AVE . STA .^ JADAMS ^//\pROWES WHARF u \STATION BOWDO I N SQ. STA. STA. • SCOLLAY ''v SQ. STA. • D \ DEVONSHIRE STA E.B.T. Ext COURV ST. STA.

y^A I LK--STATÎ E STATION

Boacon HI|l Tunn e I

WINTER SUMMER STA, IPARK ST 'STAT ON Dorcheater Tunne SOUTH STATION

^ -\ 9 3 0 ^X^OYLSTON BOYLSTON •3 tf»\ESSEX STA ST STA. • I* U)

•BEACH ST STATlON c t 0

.O^

BORADWAY ^O/ STATION

D \ e Roxbury DIv D DOVER ST STATlON > OF THE BOSTON SUBWAY SYSTEM CIR. 1924 ( not to scale) • CITY SQ. STATlON

ARLINGTON STATlON D

.o'

0^''COPLE Y STATION •/ D

Roxbu ry D i v. P OF THE BOSTON SUBWAY SYSTEM CIR. 1938 ( not to scale)

Atrantle Ave. Elevated SERVICE DISCONTINUED a r I e•t own DIv. NORTH STA NORTH STA WEST • 'e' HAYMARKE' SQ. STATJ Ohí\ FR I END UN I ON ÎTA ATLANTIC it Cambrldge Vladuct AVE. STA.. ]ADAMS SQ. STA BOWDOIN STA. • SCOLLAY SQ. STA.D DEVONSHIRE STA. COUR\ ST. STA. t.B.T. Ext

yn^ I LK—STATE STATION

Beacon HlII TunneI

CHARLES WlNTER ST. STA SUMMER STA.

PARK ST Dorchester Tunnel D SOUTH STATlON STATION \

0 tt \ 3 0 y^OYLSTON BOYLSTON \ '3 ÍXESSEX STA ST. STA. Dl **

ARLINGTON STATION D

BORADWAY STATlON o/cOP\-EY STATION D • / D \ e'- Roxb u ry D i v D DOVER ST STATION sca I e ) ^TATlON

arI••town DIV. ,NORTH STA NORTH STA WEST • HAYMARKE' ^e'- SQ. STATIOfX FRIEND UNION ;TA. t Cambrldge Vioduct /^^ ATLANTIC AVE. STA JADAMS BOWDOIN SQ. STA. STA. • SCOLLAY SQ. STA. • D ^^ DEVONSHIRE STA E.B.T. Ext COURY ST. STA.

y-yM LK-STATE STATION

Beacon HII| TunneI D CHARLES WlNTER ST. STA. SUMMER STA.

PARK ST STATlON Dorchester Tur I • SOUTH STATION

0 • 3 0 .j. 30YLST0N BOYLSTON •3 ÍÍXESSEX STA, ST. STA. I*

•3' 1»

c í ARLINGTON 0 STATION D

.J'

BORADWAY O/ COPLEY STATION STAT1ON s*/ D D \ Ø^

Roxbu ry DIV D Hun t I na.t_aTi Ave <;iit->wn. DOVER ST STATlON L°ac'-^r^^°^ ^'^^^^^ ^-^^^" '^'^- '^a4( „o. , o sc o I e ) ;TAT ION

3 r 1 o 9 t own D1

NORTH STA, NORTH STA, WEST • HAYMARKE- SQ. STATI0N\ FRIEND UNION ;TA. t Camb r Idge Vi odu c t ATLANTIC AVE . STA .^ JADAMS BLUE LINE BOWDO I N SQ. STA, STA. • SCOLLAY SO. STA. D D \ DEVONSHIRE STA COURY ST. STA. E.B.T. Ext

V^ ILK-STATE STATION

Beacon HII| Tun no I D CHARLES RED LINE WINTER ST. STA. SUMMER STA.

PARK ST STATlON Dorcheater Tunne • SOUTH STATION

\

0 « "^y^OYLSTON Í>\ESSEX STA <*\

•3'

«»1 RED LINE

ARLINGTON STATlON D ORANGE LINE

BORADWAY STATION D V

Roxbu ry DI D Hunt i ng ton Av^ Subwav DOVER ST STATION o OF THE BOSTON SUBWAY SYSTEM CIR. 1975( not to scale)

NORTH STA 'D

NORTH STA, D WEST • HAYMARKET 'e' SQ . STAT I ON^

AQUARIUM at Cambrldge Vloduct STATION BLUE LINE

BOWDOIN , STA. • GOV T STATION STATE STATION

'E . B . T . E X t

Beacon HIII Tunnel D WASHINGTON STATION CHARLES RED LINE ST. STA. PARK ST • SOUTH STATlON STATION

BOYLSTON ST. STA. •

RED LINE

ARLINGTON STATION D

GREEN LINE

,^

BORADWAY STATION ^O / COPLEY STATION D' •/ D

«> Roxb u ry DI v D DOVER ST Hunti nntrtn A\/a ^iihtiinii STATlON ISSUES SECT ON D I S S U E S: Activitv ACTIVITY / SPACIAL GROUPINGS

List of major Spaces: List of major Activities: 1. Visitors Center 1. Waiting for train 11. Retail Purchase 2. BusDepot 2. Ticketing 12. Eating 3. Concert on the Commons 3. Viewing concerts 13. Controller 4. Park Street Station 4. Getting info 14.Transfering to anotherLine A. GrcenLine 5. Watching movie 15. Tourism B. RedLine 6. Waiting for Bus 16. Lunch 5. Commons, Street scape 7. Reading 17. Pedestrian Traffic 8. Hearing at concert 18. Grounds Maintainance 9. PoIicePatroI 19. Vending 10. Performance 20. Recreation

Functional:

The Activities to which this particular Architecture must ter is also to be accessable by Park Street Station and the bus Depot, respond are passive in nature, but with a high degree of interaction as well as the general Commons Areas. There is little relation to the among the respected activities, spaces, and users. Concert Area when it is being used, however; when it is not, it is part of the overall site planning of the Commons Area and therefore The Visitors Center is basically used to get information and should be accessible. as a starting point for Tourist Tours of the city. It also is used as a place inwhich to have visual presentations to the pubic and the The Bus Depot is basically used to wait for grond private sector. The enclosed gallery space can be leased to the transportation, this being the Busses, Taxis, and Tourism Trolieys. private sector on a temporary basis. The Visitors Center is to The Depot should be accessible by the Commons Area immediately respond to thc central space of Park Street Station in a fashion to be and Park Street Station as well. The connections to the Concen noticed by everyday commuters and pedestrians. The Visitors Cen- Area and the Visitors Center are of secondary importance. I S S U E S! Activitv

The Concerts on the Commons are used in both a public and The Commons Area is the most sensitive in terms of private capacity. The Theater should act as a temporary structure environmental impact and interconnections of all spaces. Its basic and also, when not occupied, be integrated into the general use is an open, pedestrian intersection and transition of the Commons area. The uses are for concerts, of course, and public Commons park zone into the CBD of the City of Boston and vice events as well as a casual resting node and public speaking forum. versa. In general, there will be no security or The Concert Area, when in a "built" stage, should have little Architectural/Administrative controll features in this area. interaction, except for non-interference with the other spaces, with tiie other spaces. When the Concert Area is not in use, it should Organizational, Hierarchy: respond in an integrating and discrete nature to the Commons Area and the Bus Depot. The Hierarchy of the Spaces in general, as well as the activities points first to the Commons area above and to pedestrian Park Street Station is the central feature of this complex traffic. AU other Spaces are Secondary, but linked directiy to this Architecture. It should be integrated directly to the Visitors Center, area. the Bus Depot, and the Commons Area. The Station should have indirect contact with the Concerts Area due in part to congestion and The Visitors Center will have three spaces in general. The on the other hand due to security considerations. Park Street Station most important, of course, will be the information areas. Secondly, will be used for Commuting and Commuter interchanges to other the public gathering area and then the utihtarian spaces w iU complete sub-way lines. The Station will also host retail outlets and food the organizational tree. vendors, as well as tourist oriented amenities.Their should be a central space in the station, much to same as the City Planning The Bus Depot will have three spaces in general. The most "Commons" area in Boston today. The Central space wiU be the important of these will be the waiting area themselves, in an ordering or orientation point for all the other activities and should be Architectural concem. Next would be the distinction of the completely accessible. The ticketing or token booths will provide circulation corridor and its relation to the Commons area and the the security to the inner station and also as information nodes. The existing LaFayette Mall along the edge of Tremont Sreet. Lastly, the retail nodes are to be accessible from thc central space as well as drive up area for the ground transportation will be integrated into the readily from tiie platforms. The platforms are to be completely, existing traffic lane on Tremont Street. Tremont Street cannot be effectiveiy, and efficiently accessible to hurried pedestrians. The widened, nor can the existing pedestrian corridor be narrowed for a central spacc should offer orientation to the city above. drvie up area. I S S U E S: Activitv

The Concerts on the Commons will be primarly made up of The Bus Depot should be considered for the utilitarian three areas. The general seating area will be top on the hierarchial function it affords. There is no glamor of superlative expression to ladder. The main reason being its requirement to integrate into the be made by the Bus Depot. It will, however, serve as street scape Commons Area, and secondly, it size in comparison to the whole. along Tremont street and as an experimental transition from the Next would be an equal priority placed on the ticketing and image of the Commons and the City adjacent. The depot will also stage/back stage areas. lend itself to the scale and intimacy of Tremont street activities.

Park Street Station will possess two basic areas or zones. The Concert on the Commons area is to be considered as a The two zones, the platforms and the central space are almost of node unto the Commons Area and should be so experienced. The equal leadership in tiie experience or govemship of the station as a Aera will be open to the public, but located and designed so that it whole. The central space will be held in higher reguard tiian the may afford a degree of enclosure or intimacy. Although it is platform spaces, due to the nature of the central space in reguard to exspansive spatially, it should not harbor an "open space" attitude. its orientation and integrating characteristics. The expression should be one of distinguishment on the level of a theater, and it should also be public in its gestures. The Commons Area will not be a multi-spacial area, however, it will contain and create nodes of activity. The space is Park Street Station will submit to its users the characteristic non-directional on a hierarchial basis. bustie of the City of Boston and the subsequent attitudes of her people. The statíon will not exist in an atmosphere of confusion, Psychological: Images, Feelings, Expressions however. The Spaces will be public in nature as well as completely user friendly and secure in their overall orientation. The station is The Visitors Center will be a dominant image in the subterranean and should be identified as such. The station will not, presentation of the culture and life style, as well as the Architectural however, become an ill-lit, ill-vented, ill-scented, cavern to be and historical significance, of the City of Boston. It will provide a moved through rapidly and ignored. The Historic value of the feeling of security for the tourists as well as the city dwellers. It station should be reflected in it's spaces both beneath and at grade. should also be considered for its relation to the beginning point of the Freedom trail. The Commons Area is, again, the most sensitive to thc urban character of Boston and the environmental naturc of the Boston Commons. This space will, without question, respond to these I S S U E S: ActivitN contexts in a distinguished, integrating and non-violent attitude. Further, this space wiU serve as a transitory experience from the serenity of the Commons to the density of the CBD. The space will not, however, be undistinguishable as a place unto itself. It is hoped the contrasting attitude of the city and the Commons will reinforce the character of the transition.

View to Park Street Station, Boston Commons

Boston Visitors Station, StatehoiLSc 22 View to Park Street Station up Tremont Street 24 I S S U E S Environmental

ENVIRONMENTAL REACTIONS

The Environment in which tíiis particular Architecture must Depot will have a "layering" effect on the existing and herein respond is two fold. First, there is the Boston Commons and its designed edges of tiie Boston Commons. There shall be a visual "namral" setting. It is in tiie context of a natural environment in link to the inner commons and vise versa. which this Architecture must be responsive. Second, it is in tiie context of the Boston CDB that this Architecture must be The Concert on the Commons will effect only the Boston responsive. In accordance witii various laws and ordinances, tfiis Commons and the "site" or transition between the Commons and the design thesis must embrace and discuss the built environment. City. The effect to the natural environment will be minimal at best. The natural effects of the commons will, however, be used for the The Visitors Center is to be located on the edge of tiie area positive and economical, as well as spacial, values it can offer the designated as the "site" of the Thesis, and the Boston Commons. function and the built concert area. The "site" area will benefit The facility will make use of and recognize any and all urban design through design, orientation, and spacial definition while it accurs characteristics it effects tiierein. The facility will also take notice and with the concert area. make no demands on the current and/or projected use(s) and circumstances of/in the Boston Commons. This includes: trees, Park street station, will, in no direct way, effect the natural benches, paths, lamps, vistas, malls, etc. The respect of any or built environments. The station will have a very deliberate effect existing feature is paramount, however, it is the final decision of the on the "site" area. The station will in fact, be the main feature or designer as to the relevance of said feature(s). void in this activity space.

The Bus Depot will effect both the urban character and the The commons Area is the most sensitive to the natural natural environment. The Depot will create an edge and harmonize environmenL It will represent a transition from the Commons to the with the existing street scale at Tremont street. The depot will City. This area will be an extension of existing principals of infiuence traffic raies. The Depot will make proper gesture to the landscaping and planning begun 300 years ago on the Bosont existing Architectural language. The Depot may create its own commons. The space will also make use of existing street scale and geslure, however, it must be in keeping with broad themes of the urban design characteristics developed as well as any future City. The Depot, in respect to the natural environment of the Boston development planned. Commons, will also serve as a edge, however, secondary. The SPAC AL OTIALIT FS Park Street Station

Introduction

The function of the following section is to give a overview It's kind of cold in the space, I'm not sure why. One is able of the quality of the spaces. It is based on my opinion or feeling to see the nature of the commons very easily, as if in an of how the space will be percieved by the individual and the emotion aquarium, and your tiie animal being watched Like being it wiU activate. trapped inside looking ouL The space is somewhat higher than the ground and the people feel lifted Boston Visitors Center 3). The enclosed gallery is really gross. To make an analogy: This area should be like a pit stop on the way of many It's got 8' high ceilings so that a piece of gypsum fits up individuals. Like its' on the side of a great path, with a ft-enzy of witfiout cutting it and it has a 2x4 lay in ceiling. The floor movement on it. The space should be protected firom the traffic, but slopes a bit down to the front. This is a hot space, as if alot still feel the emotion of the movement. It should not be completely of people were in it for an extended period of rime. Every sheltered. There are four main spaces: thing is either gray or beige. The sound in the room is so quite it is deafening. It feels like they are going to show a I). The information area should be kind of noisy . It should feel movie in a minute. It's kind of clostraphobic. the wind of the traffic it is tangent to. The space is neither cold nor hot. It is a transitory space, like when one goes 4). The toilets are very elongated and huge. The space is high, into a vestibule in the winter, one finds himself between two like at a roadside rest area, and it's very cold. One can hear reahties in a sense. The volume of the space is very personal into the next room. The fixtures are treated as if fumiture in at the counter, or at any point where you talk to someone, he room and create a strolling atmosphere. You can see the otherwise it is like standing on the edge. sky, very clearly. The room cannot be unreal; It should sound like talking into the toilet bowl. The height is almost 2). The open gallery should be very well lit and vaulted as if ike you are a littie kid, always jumping to look. touching the sky. It should as clean, as a fresh snow.It is real quite, one can still feel an edge, or central spine. The On the whole, everything you see and feel is just for a space is seperate from the rest, but you can see people. moment or two, then its gone. Its not the sort of space SPAC AL O JAL T FS Park Street Station you stay in for along time, but it feels like you are in your own shallow Greek amphitheatre. The space is lit rythmically, bedroom, akin to being in your house. I guess you should feel and the sound in the space is kept to a low murmur. The welcome, but in awe, surrounded by the activity of the city outside. ceiling is high, and sloping. Sometimes the ceiling is not there and you can see the sky during a performance. The The Concerts on the Commons lights of tfie city shine in partially, and you can feel tiie night around you. It seems like you are very important for being In the midst of the day, this is the place in which I would in the space. During the time when it is not enclosed, the come to be alone, or with the person I love. It is a romantic place. space belongs to nobody, and at tfie same tíme, it belongs to When there is a concert, every one is dressed in their finest. you. The height of the space is limited by the trees overhead, Everything is real proper and the space is rythmic. You can't see and at night by the height of a screet light. During the day, everyone and the lights are set in a pacing manner. There are three you can feel and hear everytiiing in the city. Often times the main spaces in this section: space looks too crowded with tourists and people eating lunch, you to want to go down into it, to find a tree. The 1). The ticketing area is big, there is a big wooden wall with all people begin to form littie nodes around the stepping seats. sorts of advetisements and flyers taped onto it, these have Nobody sits on tiie stage, except for along tiie edge and on been there a long time, it makes the ticketing area feel small the steps up to it. There is a plaza with vendors where the and high. The wall is dark and there is a tree in the space. ticketing area used to be and part of the smjcture that housed One can feel the wind going through the space and there is the concert is in tiie distance. At night it is a place wherc section that has been cut off temporarily. The booths are lovers meet and talk to each otiier. The Space is concealed little outhouses with a small window. There are two women and quieL like tiie boardwalk along tiie Harbor at Rowes inside the box, and they can touch the ceiling. At night there Wharf. The hght is dim, and you feel tiiat you can speak is only one light overhead, a street lighL You can hear the fi-eely. traffic on the street beyond, but it is muffled. The space is completely outdoors. 3). The stage area is also different when enclosed tiian when it is not. When it is enclosed, the stage is a sacred place, raised 2). The seating area is completely different when it is enclosed. from tiie rest of the space witii a bit of open space in from ot The space feels very hollow, Uke in a huge balloon. AII the it. There are aU sons of technical equipment high above you, seats are part of the ground and very distinguished, like a but they don't seem to be able to see tiiem from the seating SPAC AL OIIAL T FS: Park Street Station

area. AII eyes are focused on tiie stage and it is a bit warm. Green Line One does not know where one is on tíie stage, except that it faces tiie seating. The space is not so high as tfie seating area The Green line is closer to the siuface and you can see the and much better Ut. There is no chance of hearing anything commons above at particular moments. At this level, the space is but yourself and you are oblivious of tiie city around you. dominated by a central core that runs from the RedUne train below When tiie Concert area is not enclosed, tfie stage is an open up through this space and up to the commons area. It seem tfiat alot space, The stage seems a waste of a huge open space in the of objects are moving in and about the core. There is a big clock. city. You waUc out onto it, you feel as tiiough aU of Boston The space is tunneled at the other end, and one feels as though one can see you and you feel very small. The only good spaces can touch the ceiUng. The space at the train platforms seems almost are along the edge, you can hear everytfiing. You cannot see to be caving in on you, but then it opens up. The space seems to be tiie streets in tiieir entirety, because tiie street is at eye level. a spiral fi-om a greater point. There is a feeUng of Uft all about you, At once you feel very smaU and very big. like the floor is cantlevered beneath the ceiling above. The ceiling itself has texture as do the walls and floor onwhich you stand. You The space seems as though it has been there a very long don't ever feel a part of the activty of the space. It is extemely noisy time, and tiiat it is apart of tiie city. The space is, however, removed and the temperatiu-e changes fi^om zone to zone. You don't want to from the rest of the city at the same time it is the type of space to stay here, but you use the space. There are many changes in scale have a wedding, graduation, or to just sit and think. all about you. Some of the spaces get quiet immediately, but you can still feel the space outside. This space feels centered, but with Park Street Station tunnels streaming through it.

The Park Street Station is in a frenzy. Everything and Red Line everyone is moving around tiie space in seemingly no direction, but often you are caught in a flow into a car. The space has deep The Red line is the deepest of the Lines. When you arc corridors that are not very wide, but tiien you can see the sky, and a down inside it is like being in a manhole or sever hole. The space is train speeding below you. At times you can loose a sense of low, but with deep and narrow penetrations to the surface. There is orientation, but then, fix yoiu-self on the central space. The space is daylight about you, but not from any one direction. You can feel the moving all around you, in a dance. There are two major areas, Green Line and Red Une. S P A C I A L O U A L I T I F S Park Street Station

dominance of the train tracks and the scale of tiie trains, it is damp. below, but it is like looking into a fish tank at the funny littie fish When you look up tiie central core, you can recognize tiie fact that moving all about. It is like an eye from above. The tunneUing of the space you are in is perpendicular to the movement above. This the space terminates at the penetrating eye. feeling makes the space feel completely independent, but spinning on an axis that runs verticaUy beside you. The axis is like a giant nuclear reactor core rising from the earth and penetrating all the space. The core makes you feel very tiny, but immediately behind you is a very low mnnel. When you stand at the edge of the two, you feel apart.

Bus Depot

The Bus depot is a place that everyone feels uncomfortable in. It seems that the only function is to wait. The bus depot at Park Street Station should have depth and length.

The space is very long, and it is only as tall as the Bus. When the bus is there, the space is very low. When the space is vacant of the bus, the space is as tall as the human in the shelter, or beyond, it is changing in scale. The space is at once as taU as the 6 story buildings across the way, and then as tall as a shelter. The space is completely ingulfed in the city around it, but it is on an edge. The comfort level of the space changes with the climate around it. One can find shelter from the winter winds along a wall. At night the streetiights focus on the bays of the depot and there is a rythmic axis running throughout the complex into Park Street Station. There is a place where you can see deep into the Station USER/SPACE SECTION E USER STUDY Park Street Station

BOSTON VISITORS CFNTFR Summary

The Boston Visitors Centers' primary use is to accommodate Information Area visitors and distribute information for tourism. The spaces to be 4 information stations 5' X 8' X 4 160 designed, therefore, are typically only used for a short period of display area on counter time. The spaces must be able to accommodate groups of children Private office I0'xl2' 120 that come to the Center on visit. The space will be used botii in tiie Storage 5' x lO' 50 day and night time.Therefore , Adequate lighting at night, and use of GaUery 6' x 30 people 180 dayUghring could be employed. Lecture Space 8' X 30 people 240 Batfirooms The spaces required for the Center are only those in relation male 2Iavs 100 to it's function. Since it is a center for the distribution of 2WC information, a counter or distribution area should be included in 3 urinals order for questions to be answered and so forth. This area will female 2Iavs 100 require staff, and thus the need for some kind of office and storage 4WC should be considered. Another space to be considered is the use of General Storage lO' X lO' 100 a gallcry type space. This gallery space can amuse the users and Mechanical _5Q display larger information displays. The gaUery should be able to be controlled, but circulation should be able to flow easily. The SubTotal IIOO chances of the Center showing films, and having speakers in Circulation (3%) 400 generally thought to be common. Therefore, a room should be Total 1500 provided to support such a function, a lecture room. The room should be able to hold a smaU group of children or Tourist group not toialing more than 30 people. Basic toilet rooms for the public and a cleaning storage area should also be provided. USER STUDY Park Street Station

CONCERTS ON THE COMMONS Summary

Thc Primary use of the Concerts on the Commons area is to Concert Area accoraodate large gatherings of up to 3000 people. The funciton of Stage Area 200' X 60 12,000 the space is to be for concerts and pubUc/private lectures. There is a stage storage 50' X 20'appx 1.000 sccondaiy function also rclated to the space. This is the use of the back stage 50' X 20'appx 1,000 spacc during times when it is not used for concerts and is open to Seating Area 3000 people @ 6 18,000 the gencral pubUc. The space will most likely be used as a resting circulation 20% 4.800 point to cat or talk, and for vendors. The Space is completc out Ticketing 1500/2permin. x60= 12bootiis doors and should not have a perminant enclosurc. 4' X 10' X 12 480 Entry Lobby 200' X 20' for 30 people 4,000 The spaces required for the Concert on the Commons are portable toilets included only those in relation to its specific puipose, though the spaces wUI be uscd for individual purposes at times. The first is of course the Total 41,280 Stage. The Stage should be able to hold a goup of 30 or more peoplc and their equipment, such as the Boston Pops. The stage rcquircs adequate lighting and utilities during all formal functions, bc ihcm at day or night. The stage should be secure of any thieve and such. There should be a seating area to be able to hold up to 3000 pcople max. This area shouold be considered for it saftey aspccts in reguard to the spectators. Emergency exits should be providcd at regular intervals. The should be ticketing booths to be considered lemporary devices to service participants and ensure concert security. These should be in number adequate to service 1500 pcople over a period of 45 minutes to an hour. One half of all tiie participants should be considered to have tickets previously. Each licket booth should hold two agents and be highly visible or accessible. U S E R S T U D Y Park Street Station

GREEN LINE: PARK STREET STAT ON

The primary use of the Green line is for people heading inbound or outbound of the city from the soutfieast, inner city. This is the area that the particular line serves. Currentiy, the line can process 32 cars per every 15min period, or 3200 people. This should be considered for expansion because of the rapid growth of the city above. The space also serves as a meeting point and interchange area for various street cars. The green Une has a loop at this siation to reverse north bound cars. Each car measures approximately 36' x 10 '.

The spaces required for the station are directly related to the users and the function of the station as a platform of entry to street cars. The Platform areas must be able to handle south bound traffic on the Riverside - Lechmere line as well as the .\orth Bound. The platform areas must also carry the outgoing south bound to Arborway as well as ingoing north bound riders. This means there are a total of three platforms, each handling 8 cars minimum or 800 people per 15 minute period. Other spaces include a main lobby to be shared by the Red Line below, retail space, tiolets, control booths for workers, and ticketing booths. Casual fT'Trr''-..-*..,,^^ spaccs for resting and such will be inherent lo most all the spaces.

The main lobby should be central and used as an ordering element in the station. The lobby will be the point where all the people pass. It should contain a clock and infomiadon tools.

Park Strcci s.',;.'ii'/i. Grccn Linf Entr\\va\s USER STiinv Park Street Station

The retail space is generally used for people to get food and Summary some souveneirs. These should be considered for there monetary value to tfie station and tfie MBTA. The basic unit should be able to Green Line hold a register, special products, and newspapers. There should be at least two newspaper stands, four food shops (casual), four food Platforms (3) 3200p X 4s' X 3 38,400 shops (formal), and four durable goods shops. There may be a Tracks (4) 500' X lOs' X 4 20,000 restaraunL Retail news lOOs' X 2 200 The ticketing booths, tumstiles should be in such a location food 200s' X 4 800 as to ensure security and a an information tool. The bootiis will goods 500s' X 4 2,000 hold one clerk; the clerk will have a place to store personal food 50s' X 4 200 belongings as well as transit information. There will be a place to Lobby varies 1,000 store monies and MBTA tokens. The bootii should also provide Ticketing 30s' X 6 180 task lighting and be highly visible, as weU as weU ventalated. Control booth 30s' X 3 180

There should be one control booth for each group or run of Total 62,960 tracks. The control bootfis are to maintain the saftey features of the system and advise switching. The booths will house one clerk and have good lighting. These particular booths will contain technical equipment to be used in directing traffíc. The booths should have a clear view into the tunnels.

There u ill be more than one exit on each level of ihe station to ensure speedy exit. The handicapped should be talcen into consideration when designing any of these areas. All existing intefaccs with exits and passageways shaU be considered upon commencement of the formal design process. ,\ set of plans is supplement to this program to uovern further decisions.

'* 26 Park Sirccî Staiion. Grccn Linc Entr\wa\ "^ USER STUDY Park Street Station

RED LINE : PARK STREET STATION

The Primary use of the Red Line is for people heading inbound or outbound of the city from tfie city from both the East and the WesL This is the area that the particular line serves, opposite and Quincy Station. Currentiy, the Une can process 10 cars per every 15 minute period, or 1,700 people max. This should be considered for expansion because of the rapid growth of the city above. The space also serves as a meeting point and interchange area to the Green line and pedestrian passage to the Blue and Orange lines. Each of the Subway cars measures 64' x lO'.

The spaces required for the Red Line station are directly related to the users and the function of the statíon as a platform of entry to subway cars. The platform areas must be able to handle west bound traffic from Quincy to Harvard. The platforms must also carry traffic heading East from Harvard Station to Quincy. This will require three platform areas, one for intechange, each handling 5 car minimum or 850 people per 15 minute period at peak. These platforms are located below the Green Line Station. Other spaces inciude rctail spaces, a main Lobby to be shared with the green line at Park Street Station, control booths, and seating areas.

The main lobby should bbe central and used as an ordering element in the station. The lobby wiU be the point where all the A-::íi ^ people pass, whether on route to green ur red lines. It should contain a clock and infomiation tools. -••:••'• 27 Park Strcct Station, Rcd Linc Entrxwav U S E R S T U D Y Park Street Station

The retail space is generally used for people to get food and Summary tfie newspaper. These should be considered for their monetary value to tfie MBTA and the station. The basic unit should be able to Red Line hold a rcgister and a couple of food stands, vending machines may be employed in the vacinity of these platforms as an option. There Platforms (3) 850p X 6s' X 3 20,400 should be at least two newspaper stands and two food shops Tracks (2) 400' X 10' X 4 16,000 (casual). Retail news lOOs' X 2 200 Ticketing booths will not be necessary at this part of Park food 100s'x2 200 Street Station. The main level of tiie station wiU handle titis as well Lobby varies 1000 as the security to the lower level. Ticketing 0 Control Booth 30s' X 2 60 There should be one control booth for each group of tracks. The control booths are to maintain the saftey features of the system Total 37,860 and advise any switching. The booths, of which there wiU be one, will house one clerk and have good lighting. These panicular booths contain technical equipment to be used in directing traffic. The booths should have clear view into the tunnels.

There will be more than on exit on each level of the statíon to ensure speedy exit. The handicapped should be taken into consideration when designing any of these areas. AU existing interfaces with exits and passageways shall be considered upon commencement of the fomal design process. A set of plans is supplement to this program to govem funher decisions.

Park Strect Shiiinn. I\'< <1 Linc Entrwva\,v U S E R S T U D Y Park Street Station

BUS DEPOT Summary

The Bus Stop's primary use is to accomodate passage from Bus Depot tfie bus to the street. The secondary functíon is to access Park Street Station and vice versa. The spaces to be designed, therefore, are Bus Lane 10' x 30' x 5 busses 1,500 typically only used for a short period of time. The spaces must Shelters 15 people x 4s'x 5 shelters 300 accomodate 4 MBTA busses southbound on tremont Street, 1 Adjacent circulation 100' long x 15' wide x 2 3.000 shelter per stop, or four, to accomodate 15 persons minimum, and circulation space along Lafayett Mall. Total 4,800

The Shelters should be oriented so that they do not recieve winter wind from the north or winter wind off the shore to the east down . The shelters should have a place for seanng and advertisement. The shelters wiU be well li at all nmes and accessable. Heating may be employed at the shelters, if afforded.

The spaces that the busses themselves occupy at boarding is to be included in one lane of Tremont Street. The area of the commons must not be compromised for vehicular traffic purposes. The lane will be so designated and well lit and signed. Each bus measures approximately 10' x 30'Iengtfi by 15' in height.

Park Strcct Sujtion, H:i\ Dcpot SPACE & ACTIV TY ANALYSIS: Legend

The foimat of tiiis section is done so tiiat a quick reference can be made as to tiie characteristics of tiie space / activity. Is is formated into quick reference relationships, characteristic Icons, and overall squrefootages required . The object is to get a feel of die space and not a definite requirement so tiiat tiiisma y be incorporated into tiie design stage of úie Thesis requirement ICON LEGEND

SUNUGHT EXIT EMERGENCY EXrr

HAZARDOUS ELECTRICAL EASY ACCESS

RAEM / PRECIPITATIQN PEOPLE/VEHICULAR <::: > Jla SEPARATION

NATURAL VENTALATION / V/IND THEINDIVIDUAL

ARTIFICIAL LIGHTING THE PUBUC AT LARGE

ARTinCIAL VENTALATION / HVAC THE HOMELESS

ACCOUSTICAL PROPERTIES AVENDOR

MECHANICAL SYSTEMS f^ THE VISTA

f 0 SECURITY VISUAL CONNECnON SPACE & ACTIVITY ANALYSIS: Visitors Center

A PRIMARY ACTIVrrY: EJEiiiaDnDnnD PUBUC GALLERY iiijiiaDnDanD oEiDaaaDDDD 400 SQUARE FEET

B PRIMARY ACnVTTY DESCRIPTION: ( INFO ) THIS AREAIS USED MAINLY FOR INTERACTION WITH THE PUBUC. MULTI - USE PRESENTATION SPACE. (TOILETS) ( GALLERY AUDIO - VISUAL CAPABIUTY. 1 \ ACCESS FROMINFORMATION AREA ONLY. ^""•"""-«^^^UBUC j

PARTICIPANTS:

1. FOUR (4) INFORMATION ASSISTANTS 2. ONE (1) SENIOR PUBUC RELATIONS MANAGER 3. PUBUC AT LARGE MAXIMUM OF 30 PEOPLE ^m^ D SPACIAL REQmREMENTS: 1. COMPLETE SECURITY ENCLOSURE 2. ABIUTYTOSCREENOUTALLUGHT 3. ABIUTYTOMAINTAINSOUNDLEVEL 4. EMERGENCY EXrr it )) E SECONDARY ACTrVTTIES: 1. SECURITY 2. DISPLAYOF4'X4'PANELS

F EQUIPMENT / STORAGE NEEDS SPACE & ACTIVITY ANAI YSIS» Visitors Center

A PRIMARY ACTrVTFY: ÊiiîiiaaaDDna PIÆLICTOILETS: MENANDWOMEN E3iiaaanDana EîÊ3aaaaDaaa 350 SQUARE FEET

B PRIMARY ACnvrrY DESCRIPTION:

THIS AREAIS USED MAINLY FOR DMTERACTION WTTH THE PUBLIC. BASIC TOILET AND "FRESHENING" AREA ACCESS TO GALLERY AREA AS WELL AS INTERNAL SPACES.

PARTICIPANTS:

1. FOUR (4) INFORMATION ASSISTANTS 2. ONE (l)SENIORPUBUCRELATIONSMANAGER 3. PUBUCATLARGE ^m^ n D SPACIAL REQUIREMENTS: 1. COMPLETE SECURITY ENCLOSURE 2. ABHJTY TO VENT ALL EXHAUST 3. ABILITYTOMAINTAINCUSTODL\LDUTIES 1 -^ ^ 4. PROXIMITYTOEXIT

E SECONDARY ACTrvmES: 1. JANITORL\L

F EQUIPMENT / STORAGE NEEDS SPACE & ACTIVITY ANALYSIS; Visitors Center

A PRIMARY ACTIVrrY: EHDDaaaaana MISCELLANEOUS SPACES EiEiDDanaana íiaDDaaaDaa 250 SQUARE FEET

B PRIMARY ACnVTTY DESCRIPTION:

THIS AREAIS USED MAINLY FOR STORAGE AND LrnUTIES ACCESS FROM EXTERIOR -í—INFO. j

PARTICIPANTS:

1. FOUR (4) INFORMATION ASSISTANTS 2. ONE (1) SENIOR PUBUC RELATIONS MANAGER 9 S99 9 3. JANITORL\L AND UTILITY PERSONS • •• T T

D SPACIAL REQUIREMENTS: 1. GENERALSTORAGE |^^^^g 2. MECHANICAL/ELECTRICAUTEL.ROOM ZZZZZZZZZZZ Í^aa aa 250 SQUARE FEET 3. EXTEROIR ACCESS. TICKET SATELUTE STORAGÉ" 50 SQUAREFEET

E SECONDARY ACTrvrFffiS: 1. SECURITY ^ ^^^^ 2. ACCESS FROM INTERNAL AREAS ^ "•"""• < ^

F EQUIPMENT / STORAGE NEEDS

^ SPACE & ACTIVITY ANAI YSIS- Visitors Center

A PRIMARY ACTIVrrY: i]iiíiEi3aaaana PUBUCINFORMATION AREA iii3E]aanaana iiiiEjaaaaaaa 500 SQUARE FEET

B PRIMARY ACnVITY DESCRIPTION:

TmS AREAIS USED MAINLY FORINTERACTION WTTH THE PUBUC OBTAINING INFORMATION.

C PARTICIPANTS:

1. FOUR (4) INFORMATION ASSISTANTS 2. ONE (1) SENIOR PUBUC RELATIONS MANAGER ^m^ D SPACIAL REQUIREMENTS: L 4 INFORMATIONS STATIONS ^^^EliJa 250 SQUARE FEET 2. DISPLAY/BROCHURESALES ^DDaaa 32 SQUAREFEET 3. PRIVATEOFHCE 1^3939 120 SQUARE FEET 4. STORAGE Mnnnnn 64 SQUAREFEET SECONDARY ACTTVTnÊS: 1. SECURITY 2. RECEPTION FOR LECTURE AREA / GALLERY 0 «.^_ fl ^ ^

F EQUIPMENT / STORAGE NEEDS SPACE & ACTIVITY ANALYSIS Concert on the Commons

A PRIMARY ACTIVITY: EiE3aDDaaanD STAGE AREA nnaaaaaana saaaaaaaaa ijaaDDaaaaa 5000 SQUARE FEET

B PRIMARY ACTIVTTY DESCRIPTION:

THIS AREAIS USED MAINLY FOR STAGE PRODUCTIONS AND PUBLIC SPEAKING / GATHERING

PARTICIPANTS:

1. PRODUCnON STAFF 2. STAGECREW 3. PRODUCnONTECHNICIANS

D SPACIAL REQUIREMENT 1. UGHTING 2. MECHANICAL/ELECTRICAL ACCESS 3. ACCOUSTIC REGULATION / /^ ^^ f—0 4. SECURITY

E SECONDARY ACTTVmES: 1. SECURTTY EXIT 2. ACCESS FROM SEATDMG AREAS 3. EMERGENCY EXITING

F EQUIPMENT / STORAGE NEEDS SPACE & ACTIVITY ANAI YSIS» Concert on the Commons

A PRIMARY ACTIVITY: DaaaaDDana TICKETING BOOTH / ENTRY AREAS Dnaaanaana Daaaaaaaaa ^aaaaaaaaa 1000 SQUARE FEET

B PRIMARY ACTIVITY DESCRIPTION:

THIS AREAIS USED MAINLY FOR COLLECTING AND SELLING TICKETS AND AS A SECURITY CHECK POINT. OTHER USES ARE ADVERTISEMENT.

PARTICIPANTS:

1. TICKETING PERSONNEL 2. PUBLIC AT LARGE n ? < 3. SECURITY PERSONNEL

D SPACUL REQUIREMENTS: 1. UGHTTNG 4. TEMPORARY STRUCTURE 2. VISIBUTY OF ENTRY AREAS ^ 3. EASY PUBUC ACCESS

E SECONDARY ACTIVmES: 1. INFORMATION 2. PLACE TO MAKE CHANGE FOR THE BUSSES / SUBWAY

F EQUIPMENT / STORAGE NEEDS SPACE & ACTIVITY ANALYSIS! Concert on the Commons

A PRIMARY ACTrVTTY: nDE]i!Eiai]Ê3^a GENERAL SEATING AREA ii ii n ii • n Ei i] a a [3aEi3Ê3iiaEiE3aa 34000 SQUARE FEET

B PRIMARY ACTIVITY DESCRIPTION:

THIS AREAIS USED MAINLY FOR PUBUC SEATING / PARTICIPATION AND AS AN OPEN AREA FOR CASUAL PUBUC DISPLAY

PARTICIPANTS:

1. TICKETING PERSONNEL 2. PUBUCATLARGE n Í ? 3. SECURITY PERSONNEL

D SPACLVL REQUIREMENTS 1. UGHTING 4. TEMPORARY ACCOUSTICAL 2. VISIBUTYOFENTRYAREAS/STAGE SHIELD FROM STREET NOISE f

E SECONDARY ACTTVTnES: L SEATING FOR LUNCH 2. SLEEPING FOR THE HOMELESS

F EQUIPMENT / STORAGE NEEDS SPACE & ACTIVITY ANAI YSIS- Bus Depot

A PRIMARY ACTIVITY: aaiiEaa GENERAL QRCULATION •E3E3aa • ••a 5200 SQUARE FEET

B PRIMARY ACTIVITY DESCRIPTION:

THIS AREAIS USED MAINLY FOR WAITING FOR GROUND TRANSPORTATION. AND URBAN PEDESTRLAN CIRCULATION.

PARTICIPANTS:

1. GENERALPUBUC 2. VENDORS 3. HOMELESS/BEGGERS •ã «« D SPACLO. REQUIREMENTS: 1. PARTL\LSHELTERFROMSTREETTRAFnC 2. CHARACTERISTIC VISTAS IN CITY 3. AVAILABIUTY OF BREZZES <^ 4. SHADED AREAS. COOLING. AND V>TND BREAK IN W NTER E SECONDARY ACTIVITIES: L SHELTERFORTHEHOMELESS 2. CASUAL RESTING AND LUNCHING AREAS 3. EXTENSION OF URBAN MALL SITUATION

F EQUIPMENT / STORAGE NEEDS SPACE & ACTIVITY ANALYSIS: Bus Depot

A PRIMARY ACTIVITY: E3Daaa WAITING AREA iinaaa •Daa 1800 SQUARE FEET

B PRIMARY ACTIVITY DESCRIPTION: ^* QRC. *^ THIS AREAIS USED MAINLY FOR WAITING FOR GROUND TRANSPORTATION. / AND OBTAINING INFORMATION. ( WAITING ) /

PBUS J

C PARTICIPAOTS:

1. GENERAL PUBLIC n D SPACIAL REQUIREMENTS: 1. PARTIAL SHELTER FROM WIND 2. PARTLVL SHELTER FROM PRECIPITATION »I' 11 3. UGHTING FOR EVENING DEPARTURES ^ ^ 4. EASYACCESS E SECONDARY ACTIVITIES: 1. SHELTER FOR THE HOMELESS 2. CASUAL RESTING AND LUNCHING AREAS

F EQUIPMENT / STORAGE NEEDS SPACE & ACTIVITY ANAIYSIST RedLine

A PRIMARY ACTIVITY: DDDaaaaan TICKETING anaaanaa •DDaaaaa 50 SQUARE FEET

B PRIMARY ACTIVITY DESCRIPTION:

THIS AREAIS USED MAINLY FOR BUYING T" TOKENS. OBTAINING INFORMATION AND AS A SECURITY CHECK POINT COMMON rTICKETING

PARTICIPANTS:

1. ONE (1) TICKET BOOTH OPERATOR 2. GENERAL COMMUTING PUBUC ?* *

D SPACUL REQUIREMENTS: 1. TASKUGHTING 4. VISIBIUTYTOALLAREAS 2. VENTALATION f tfe- 3. HEATING AND COOLING

E SECONDARY ACTIVITIES: L SECURITY 2. DISTRIBUTION OF BROCHURES i 3. INFORMATION DESK

F EQUIPMENT / STORAGE NEEDS

^ SPACE & ACTIVITY ANALYSIS- Red Line

A PRIMARY ACTIVITY: aDDDaaDDn CONTROLBOOTH anaaanaa •aaaaaaa 50 SQUARE FEET

B PRIMARY ACTIVITY DESCRIPTION:

THIS AREAIS USED MAINLY FOR REGULATING DEPARTURES AND ARRIVALS OBTAININGINFORMATION AND AS A SECURITY CHECK POINT

C PARTICIPAIVTS: 1. ONE(l)CONTROLBOOTHOPERATOR ?

D SPACIAL REQUIREMENTS: L TASKUGHTING 4. VISIBIUTYTOALLAREAS, 2. VENTALATION ESPEQALLY PLATFORMS AND TRACKS 3. HEATDMG AND COOUNG

SECONDARY ACTIVITIES: L SECURITY 2. INFORMATION DESK <

F EQUIPMENT / STORAGE NEEDS SPACE & ACTIVITY ANAI YSIS Red Line

A PRIMARY ACTIVITY: ••••••••• PLATFORMS (2) • ••••i]il^ •••••••• 2 @ 12000 = 24000 SQUARE FEET

B PRIMARY ACTIVITY DESCRIPTION:

THIS AREA IS USED MAINLY FOR WATriNG ON DEPARTURES AND ARRIVALS.

PARTICIPANTS: 1. GENRAL COMMUTING PUBLIC 2. TOURISTS ANDTHEHOMELESS ^ 3. SECURITY AND CUSTODLVL PERSONNEL f*

D SPACLVL REQUIREMENTS: 1. NATURAL UGHTING 4. VISIBILITYINTOTUNNELS 2. VENTALATION, NATURAL VENTALATION i> * )) 3. ACCOUSTICAL ABSORBTION

E SECONDARY ACTIVITIES: L SHELTER FOR THE HOMELESS

F EQUIPMENT / STORAGE NEEDS SPACE & ACTIVITY ANALYSIS: Green Line

A PRIMARY ACTIVITY: ••aaaaDDnaaa TICKETING anaaaaaanaaa ••aaaaaaaaa 2 @ 50 EA. = 100 SQUARE FEET

B PRIMARY ACTIVITY DESCRIPTION:

THIS AREAIS USED MAINLY FOR BUYING T" TOKENS. OBTAINING INFORMATION AND AS A SECURITY CHECK POOINT

PARTICIPANTS:

1. TWO (2) TICKET BOOTH OPERATORS 2. GENERALCOMMUTINGPUBLIC n f«

D SPACLVL REQUIREMENTS: 1. TASK UGHTING 4. VISIBILITY TO ALL AREAS 2. VENTALATION ^ 3. HEATING AND COOLING

E SECONDARY ACTIVITIES: L sEcuRnr 2. DISTRIBUTION OF BROCHURES i 3. INFORMATION DESK

F EQUIPMENT / STORAGE NEEDS SPACE & ACTIVITY ANAI YSIS Green Line

A PRIMARY ACTIVITY: aaaaaaaanaaa CONTROL BOOTH aaaaaaaanaaa aaaaaaaaaaa 50 SQUARE FEET

B PRIMARY ACTIVITY DESCRIPTION:

THIS AREAIS USED MAINLY FOR REGULATING DEPARTURES AND ARRIVALS. OBTAINING INFORMAT ON AND AS A SECURITY CHECK POINT

C PARTICIPANTS: 1. ONE(l)CONTROLBOOTHOPERATOR f

D SPACIAL REQUIREMENTS:

1. TASK LIGHTING 4. VISIBIUTY TO ALL AREAS, r k 'I r 2. VENTALATION ESPECIALLY PLATFORMS AND TRACKS ^ 3. HEATING AND COOUNG

E SECONDARY ACTIVITIES: 1. SECURTTY 2. INFORMATION DESK i

F EQUIPMENT / STORAGE NEEDS SPACE & ACTIVITY ANAI YSIS- Green Line

A PRIMARY ACTIVITY:

PLATFORMS (3) i3 E3 • il ii il • • ilEEil • a • Ea • • ili] • • HiJ • • • •••••••••• 3@ 21000 = 63000 SQUARE FEET

B PRIMARY ACTIVITY DESCRIPTION:

THIS AREAIS USED MAINLY FOR WAITING ON DEPARTURES AND ARRIVALS.

C PARTICIPANTS:

1. GENRALCOMMUTINGPUBLIC 2. TOURISTS AND THE HOMELESS 3. SECURTTY AND CUSTODIAL PERSONNEL f« <

D SPACIAL REQUIREMENTS: 1. NATURAL UGHTING 4. VISmiUTY INTO TUNNELS f JL'if 2. VENTALATION, NATURAL VENTALATION ^S ^ 3. ACCOUSTICALABSORBTION

E SECONDARY ACTIVITIES: 1. VENDORS 2. SHELTER FOR THE HOMELESS ^

F EQUIPMENT / STORAGE NEEDS

^ SPACE & ACTIVITY ANALYSIS Green Line

A PRIMARY ACTIVITY: •••aaaaanaaa LOBBY, CENTRAL SPACE ••••anaanaaa ••aaaaaaaaa VARIES, ABOLT20%

B PRIMARY ACTIVITY DESCRIPTION: TICKET

THIS AREAIS USED MAINLY FOR ORIENTATION WITHIN THE STATION AND FOR GENERAL QRCULATION. RETAIL LOBBY PLATFORM

PARTICIPANTS: 1. GENRAL COMMUTING PUBLIC 2. TOURISTS AND THE HOMELESS < 3. SECURfTY AND CUSTODL\L PERSONNEL n

D SPACIAL REQUIREMENTS: 1. NATURAL UGHTING 4. YISDBIUTY OF ALL 2. VENTALATION, NATURAL VENTALATION AREAS IN STATION •^ ^ 3 3. ACCOUSTICALABSORBTION

E SECONDARY ACTIVITIES: 1. VENDORS 2. PUBUCTOILETS

F EQUIPMENT / STORAGE NEEDS ^ SPACE & ACTIVITY ANAI YSIS Green Line

A PRIMARY ACTrVTTY: aaaaaaaanaaa RETAIL SPACE anaaanaanaaa ••aaaaaaaaa 10 @ 200 EA. = 2000 SQUARE FEET

B PRIMARY ACnVITY DESCRIPTION:

THIS AREAIS USED MAINLY FOR RETAIL VENDING: THIS INCLUDES FOOD AND GIFTS.

PARTICIPANTS: 1. GENRALCOMMUTINGPUBUC 2. TOURISTS 3. SECURITY AND RETAIL PERSONNEL f* f < 4. OTHER

D SPACIAL REQUIREMENTS:

1. AMBIENT UGHTING 4. VISIBILITYOFLOBBY » * •" - 2. VENTALATION. NATURAL VENTALATION AREA AND PLATFORMS ^- 3. ACCOUSTICALABSORBTION * 1

E SECONDARY ACTIVITIES: 1. PUBLIC REST AREA 2. EMERGENCY HELP AREA

F EQUIPMENT / STORAGE NEEDS MATRIX SECnON F AD.ÍACENCY MATRTX Relationships

-}• 'M < z Z :/5 u < o < r H aí < B H CL ît Xi cc Z >- C/5 î z cc Q < i U o MISCELLANEOU S STORAG E | WAITIN G AREA S | CIRCULATIO N SPAC E 1 RETAILAREA S | LOBBY/CENTRALSPAC E CONTROLBOCJT H | STORAG E 1 TICKETINGBOOT H | ADMINISTRATIO N | VISITOR S CENTK R | SEATIN G 1 GROUN D TRANSPORTATIO!> í •o CONER T O N TH E COMMON S | PLATFORM S | GREENLIN E STATIO N | CONrrROLBCXJT H J Q£ TICKETIN G BCXTT H | o u VISITORS CENTER VISITORS CENTER PUBUCINFORMATION AREA l^^l • PUBUC DMFORMATION AREA GALLERY ^^^^1 GALLERY BATHROOMS ^^^1 BATHROOMS MISCELLANEOUS STORAGE • MISCELLANEOUS STORAGE GROUND TRANSPORTATION GROUND TRANSPORTATION WAmNGAREAS WAITINGAREAS ClRCULAl'lON SPACE 1 • 1CKCULATIO N SPACE CONERT ON THE COMMONS CONERT ON THE COMMONS STAGE II STTAGE SEATING lll SEATING TICKETING BOOTHS • nCKETINGBOarHS GREENLINE STATION GREENLINE STATION PLATPORMS PLATFORMS HÍÍKETNÔBÔÔTH • • • TICKCT N(iB(»TH «)WmôLB(»TH (:x!)NtftôLé(WH RETAILAREAS RETAIL AREAS LOBB Y / CENTRAL SPACE 1 • • LOBBY/CENTRAL SPACE STORAGE 1 !• STORAGE ADMINISTRATION II ADMINISTRATION REDLINE STATION REDLINK STATION PLAIHJRMS • •• PLATFORMS TICKETING BOOTH • TICKETINGRÍXyrH a)NTROL BOOTH • CONTROL RÍXTTH (OMVIONS SPACE • COMMONS SPACE LEGAL APPENDIX l SECnON G

' . •' ' I ' ...uiHiiMiaifWiiu: ,.•...»,< i i., , iiKîlt BOSTON LANDMARKS COMMISSION

General standards and Criteria for Physical, Landscape or Topographical Features :

1. The design approach to the property should begin with the 6. Priorty shall be given to those portions of the property that premise that the value of a landscape is in its variety. serve as more important public ways. Altematives will be allowed it they conform to an overall masterplan and maintain the features described as significant in Walks, Steps, and Paved Areas the study report. 1. Deteriortated paving should be replaced with the same 2. Changes to the property which have taken place in the material or a material which matches as closely as possible. course of time are evidence of ihe hidtory of the property and consideration will be given to altemate paving material if it can the neighborhood. These changes to the property may have be shown that its properties will assist in site maintenance developed significance in their own right, and this significance and/or will be a design improvemenL should be recognized, respected and evaluated. 2. Present layout of the walks, steps and paved areas should 3. New Architectural materials should, whenever appropriate, be maintained. Considerarion will be given to alterarions if it match the material being replaced in physical properties, can be shown that these will improve site circularion and are design, color, texture, and other visula qualities. part of an overall masterplan.

4. New additions or alterations to the landscape should not Plant Material disrupt the essential form and integrity of the property and should be compatible with the size, scale, color, material, and 1. All plants should be cared for according to good horticultral character of the property. pracrices. Hazardous plants or porrions of plants should be removed prompriy. Plants with diseases that it is not practical 5. New additions or aherations should be done in such a way to control or cure should be removed prompriy to prevent their that serve as the more important public ways. LEGAL APPENDIX Landmarks Commision

infecrion of others. Mutilated or distorted plants should also landscape design, to provide a wider recreational use or to be removed. improve a wildlife habitat.

2. Plant replacements should be added on a schedule that will 3. AII wedands shall be preserved. assure a contimuity in the landscape design. 4. AII shorlines of water courses or bodies shall be protected 3. Plant material replacements and/or new locatíons must be fi"om erosion in a manner in kepping with the basic concept of properly evaluated as to form, color, texture, arrangement, the landscape. allowance for adequate space for light and good growth, and conformance to a master plan. 5. AIl natural rack outcrops shall be preserved.

4. In maintaining, removing, and adding of plant materials Architectural Elements consideration must be given to maintain existing vistas, creating new ones where appropriate, and maintaining defined 1. Whenever possible, architectural elements described as areas of shade and sun. significant in the study report such as benches, fences, fountains, statues, bridges, lighting, shelters and signs shall 5. Practical problems of erosion and drainage should be be maintained. solved with all possible regard for the integrity of the landscape and the health of the nearby trees. 2. Maintenance should not alter color, material or design. Consideration, however, wiU be given to alterations that will Landforms either improve the design or adapt the function of the element to current needs. 1. Aheration of new landforms will only be considered if they wiU not alter the dasic design concepL 3. Architectural elements that are replaced should be of the same or similar material and design fo the existing. 2. Existing water courses or bcxiies should not be altered. Consideration , however, will be given to changes that will Consideration will, however, be given to a proposal if it is to improve the function of the architectural element without improve site drainage, to improve water quaUty, to enhance the altering the integrity of the design. LEGAL APPENDIX Landmarks Commision

4. Architectural elements may be removed if they are no longer appropriate to their purposes and their removal wiU not í alter to a significant degree the site design. 5. Architectural elements may be added if they are in keeping wiUi the integrity of the design, are necessary for the site saftey, are useful for site maintenance, and/or will improve site usage.

30 Oliver Wendell Holmes Mall 32 Park Street Facade : CASE STUDIES Í SECnON H CASE STUDY: Park streti Station

JLn light of tíie fact that a series of interactions (the notion of "place", the idea of movement, moment, and the need for social interplay wirii Architecture) are needed to complete this thesis; The first case study to be here complete is the Park Street Station of the Boston Subway system.

This parricular project offers the needed interactions of the built environment, the natural environment, the human individual, and the simplistic notion of movement It is on the border of many important aspects of a city. It is adjacent to the Boston Visitors center, a siarting point of the cities "Freedom Trail". The site creates an edge along the Southeastem edge of the Boston Commons and the Boston CBD. The site is also adjacent to the historic Park Street Church. With respect to the function of the site, or subway interchange; all four lines of the M.B.T.A. transit system pass thni this point and make interchanges. These are the Orange, Red, Blue, and Green lines.

f-.' ^i

33 Park Street Station, Park Street Church CASE STUDY: Park Street Station I PHYSICAL ANALYSIS of Winter, Summer, and Washington Streets. It marks the center of the Shopping Distrtict (See map on next page) Context The scale of the site varies from edge to edge. The site is Park Street Statíon is located at the center of the city of primarily of pedestrian scale. Tremont Street is a vehicular way Boston. Immediately adjacent to the Statíon are various nodes running only Southbound. The opposite side of Tremont street is within tíie city. These are Beacon Hill to the North, the Boston the highest in terms of a built edge, with hieghts ranging from 4 Commons immediately adjacent, Govemment Center to the stories to 13 stories.(see illustration) The opposite of the Tremont Northeast, the Shopping & Financial District to the East, Park Street edge is the Boston Commons, considerably lower. The tree Square, the Theatre district, the Back Bay, and China Town to the height averages about 20 feet. The Park Street edge has a 6' iron South. The statíon is Bordered on two sides with a built edge, fence along it opposite the 6 story street scape of Park Street itself. Tremont Street to the East and Park Street to the North. The other Loacted on the comer of Park Street and Tremont Street is the Park edge of the Statíon is the Boston Commons, a natural edge. Located Street Church, listed on the National Historic Register, with its in the immediate vicinity are landmarks of varing scales. To the steeple rising 214 feet. This is the Benchmark for height restrictions south is the Bmer Fountain and the Lafayette Mall monument. The in the area of the site. exits from the Subway are also listed in the Narional Historic Landmarks Register. Located to the west is the Shaw Memorial. Paths leading to the site are both built and landscaped in natiu^. The Lafayette mall leads directly into tíie station to the South. To the west is the Liberty Mall, terminatíng at Beacon Street across from the Massachusetts Statehouse. There is a diagonal path leading South west and terminatíng at the Guild Steps. Tremont Street is both a path tangent to the site and an edge. Park Street has tíie characteristics to the north of the statíon. Winter Street is a path and a link. It is a street tíiat terminates from tíie east at Park Street Station. It is a link in respect to tíie fact tíiat it leads directíy into tíie Shopping District and terminates at tíie "Hub of the Universe". The Hub of the Universe is a medallion in tíie street at tíie intersecrions CASE STUDY Site man C A S E S T IJ D Y Site Plan

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General

The layout of tíie Station can be considered in both the xy travel. If you are headed south to Riverside and Boston College, and in the z axis. The station houses the Green line, mnning North you must wait at the most wester platform. If you are heading and South into the innercity via Lechmere, Riverside, and South via Arborway, you need just walk straight forward onto the Arborway. The Station also houses the Red line, below the Green most west platform. If you are heading North towards Lechmere, line, mnning east and west to Cambridge and the City of Quincy, then you must bypass the central rails of the Arborway line via a MA via Harvard and Quincy. The layout of tíie building on the xy tunnel under them. This underpass is central to the Station and axis is oriented toward the railroad tracks in a linear organization. passes beneath the tracks to connect all tíiree platforms. The next The platforms mn adjacent to the tracks, and then the rest of the circumstance is if you are inbound to Park Street Station. If you are fuctions are related as such. coming in from the North via Lechmere, you exit to the right onto the west most platform, from here you may exit to the common or Green Line enter a stairway to connect with the redline below. If you are inbound from the South via Arborway, you must exit to the left and The Green line is capable of handling 3200 people per 15 then exist out to the commons, or down to the redline. It is possible minute periods. There are three platforms, one ticketing area, two to exit any passageway via the underground passageway. If you are elevators, one main entry and exit way, four sets of tracks, and one inbound from the South via Riverside, you can either exit from tíie loop for the Arborway line to retum north to south. There are left or right. You will be on the platform most to the east and have pedestrian passageways leading to the Washington Street Station of access to the Winter Street tunnel connecting to the Orange Line. the Orange line under Winter Street, connections to tíie Red line Elevators are located at tíie mouth of \he Winter Street Tunnel to below, exits to Tremont Street, the Boston Common, and Winter connect to the surface or to Red Line below. Exits to Tremont Street Street. and entries to the Redline from Tremont Street are lc ated at the mouth of the Winter Street tunnel. (see map) The way the plan works is that if you enter from the street, you must enter at tíie Boston Commons entry portals. Then you are ticketed, move on to choose tíie line and direction you wish to CASE STIJDY Park Street Station

SEr' LINE Í^STB^A 'f ( &tLOvv-| m.

CRKEN LINi: P[>AN no scalc C A S E Sl TlJT^v Park Street Station

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SITE SECT ON: Detaíl no scale CASE STUDY Park Street Station I

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SITE SECTION: no scale CASE STUDY Park Street Station I

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•rrA'i ••• no scale TVNNFL SKr^^^^' ; qRKFN IJNE C A S E S T U D Y Park Street Station (

Red Line

The Red line is capable of handling 3200 people per 15 booth. Exits from the Redline lead directiy to Tremont Street or to minute periods. There are three platforms, one ticketing booth, one the Green line above and then to the Commons. (see map) ticketing booth from the green line level, two elevators, eight entry and exit ways, one passageway under the platforms, and two sets of tracks. The line runs inbound and out bound to Quincy and Cambridge via Harvard Station, east and west. There are pedestrian passageways to connect to greenline above, via the Winter Street tunnel, and to blueline via pedestrian passageway.

The way the station work is that you must enter and abe ticketed either via the Green line entry portals at the Commons, or via the Tremont Street entryways directiy into the Red line. If you are headed outbound west to Cambridge via Harvard, you must enter at the Tremont Street entry and be ticketed or, enter at the Green Une connection and pass under the platorms to the center most north platform. If you are headed outbound east to Quincy, you must enter the train via the south most platform, or the center platform. If you are inbound to Redline from the west, or from Harvard Station, you must exit to the right to make connections to green line or Tremont Street; you must exit to the left to connect to the outbound west train. If you are inbound to Redline from the east, or from Quincy, you must exit to the right and make connections; if you are connecting to the outbound east train you must exit to the center platform on the left. It is possible to enter and exit in most dircctions, but care must be taken not to mn into a ticket CASE STUDY Park Strcvt Station í

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no scale TIINNEL SF<"TI()\ • RFD IJNE CASE STUDY: Park Street st.ition i Sructure OE TAi j ag'Aa'-tTe-' ce^ A-M 1 A12. The entirety of the Park Street Station, including the Red i'-dp" Line and the Green Line, is underground extending plat forms — •-+- beneath Winter Street, Lafayette mall, and Tremont Street. Tunnel > extend with the Beacon Hill tunnel or Cambridge main extending e'-Gp' beneath Beacon HiU and the Tremont Street Subway tunnel beneath ->^—>- ^Íx-e)'' ^AWVslEt^W/VEUDED &Np ;^ "^ Tremont Street to Boylston Street. The tunnels use a geometric shape to strengthen themselves; of this is reinforced concrete, steel tie rods, curvalinear geometries, and brick enclosures. Steel Beams are utilized on the North end of the Tremont Street Subway. The platforms are constructed with concrete fiUed steel posts and reinforced concrete beams spaning 12', and 24' every 4' with steel plated vaults.(consult structural Drawings).

Interior

The interior of the station is mostly plastered concrete bearing walls and columns with a concrete floor and suspended lighting. Lamps are used to highlight particular spaces and to create a rythmn within the platforms. Signage is made up of porcelain glazed steel panels, color coded to the station inwhich they exist. The floor to ceiling height at the platforms varies from 9'-6" to 15'- 0".

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i C Am. S E S T U D Y Park Street Station

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Summary

Building: Park Street Station Architect: Unknown, Varies Location: Boston Commons, Boston, MA Purpose: Rapid Transportation Owner: Massachusetts Bay Tranportation Authority Square Footage: 143,000

Conclusion:

Park Street Station is a 143,000 square foot complex interfacing the Boston subway system in the heart of the city. It can handle over 100,000 people a day. Located on the Boston Common, the station keeps a "low profile" by penetrating the surface only as needed. Where the station does penetrate, it hosts two, very distinguished kiosk entry portals of modest scale. The Station is involved in a sort of stage production on the surface with numerous activities accuring in and arround it. Below the surface, the station affords very little space to interface all the neccessary connections it has. The station is, for the most part, cramped, with floor to ceiling heights averaging lO' - 0". The station is noisy and not well ventated. Overall, the station functions, but the users are often found walking up and down great expanses of staircases and passageways. The Station is a frienzy of activity, the Architecture lends to this fact through its rythmic lighting, hard fmishes, loud atmosphere, ellongated spacial conditions, and complex circulation pattems.

i 1 ILLUS. / CREDITS SECnON I I L U U S T R A T T O IV s: . Park Street Station

On the Cover View ofPark Streetfrom the south

Illustration #

1 Map ofthe original city boundaries 25 Park Street Station, Green Line Entryways 2 Park Street Stationfrom Tremont Street 26 Park Street Station, Green Line Entryway 3 View ofPark Streetfrom the south 27 Park Street Station, Red Line Entryway 4 Office building on Tremont Street acrossfrom PSS 28 Park Street Station, Red Une Entryways 5 Map ofBoston 200 years ago 29 Park Street Station, Bus Depot 6 Map ofBoston 100 years ago 30 Oliver Wendell Holmes Mall 7 View ofBack Bayfrom Park Street Station 31 Detail, Shaw Memorial 8 Soldiers and Sailors Monument 32 Park Street Facade 9 Oliver Wendell Holmes Mall 33 Park Street Station, Park Street Church 10 Ladies Comfort Station, Boston Commons 11 Red Line Portals, Tremont Street 12 Park Streetfacade 13 The Massachusetts Statehouse 14 Ladies Comfort Station 15 Brewer Fountain 16 The Back Bay. Boston, MA 17 Park Street along Liberty Mall 18 Shaw Memorial 19 View ío Lafayette Malí 20 View to Park Street Station, Boston Commons 21 The Boston Commons 22 View to Park Street Station up Tremont Street 23 View to Park Street Station, Boston Commons 24 Boston Visitors Station, Statehouse C R E D T S Park Street Station

Footnote I Credit

3 City of Boston, Parks and Recreation Department, "The Dan Chamberiain, " Interview with Jim Little of the MBTA" Boston Commons" ( Boston: Parks and Recreation Department, ( Boston: Dan Chamberlain, 1987). 1987). 1 Massachusetts Legislature - i«Q9 R^p^rt of the Raoid 9 City of Boston, The Environment Department "Boston Transit Commission (Commonwealth of Massachusetts, 1892). Landmarks Commissíon - Standards and Criteria" (Boston: Department of the Emvironment, 1987). 6 James L. Spates, John J. Macionis, The Sociologv of Cities (Belmont. CaUfomia: Wadworth Publishing Co., 1987). Cudahy, Changes at Park Street Under (Brattleboro. Vermont: The Stephen Greene Press, 1972). 7 Gordon Cullen, Townscape (London: The Architectural press, 1985). 5 City of Boston, Public Facilities Department,'The City of Boston" (Boston: Public Facilities Department, 1987). J. Edward Anderson, Transit Svstems Theorv (D.C. Heath and Company, 1978). 1 0 Massachusetts Bay Tranportation Authority, "Contract Documents - Park Street Station" (Arrowstreet Inc, 1976). 4 City of Boston, Public Facilities Department, "Typographical, Utility, Public Information Maps - The 8 Massachusetts Bay Transponation Authority, "History of Boston Commons" (Boston: Public Facilities Department, 1987). the Bo.ston Transit System" (Boston: MBTA at Arborway, 1978) A.B. Gallion, S. Eisner, The IJrhan Pattern (New York: Van Nostrand Reinhold Co., Inc, 1986). 2 Park Street Church ."History of the Park Street Church" ( The Park Street Church, 1987).

Brian J.L. Berry, The Human Conseauences ûf Urbaniyation (New York: St. Martin's Press Inc.,1973). T H E S T S S U M M A R Y : Post Design Evaluation

. The Station . The Place . The Transition Park Strcet Station is, at first, the intcrsection of threc main subway and strcct car lines in Boston Massachusctts, locatcd undcr the Boston Commons. Sccondly, Park Strcet Station is thc place, Could any of us have forseen the extent to which our where thc Conccrts on the Commons and thc Boston Visitors Ccnter utopias would be bound by the highway. In the simple days, there are located. In a third respect, Park Street Station is a transitional was a more intimate scale and identifiable character to each streeL zone between the Boston Commons and the City as a wholc. Indeed, each street had it's own identity, the streets bound within RespectfuIIy, I've focused on these threc points: the great citics of Boston, New York and London; gave those cities the reputation and image they now have. The names of the streets: A. The Station Broadway, Main, Commercial Street, and of course Downing B. Thc Placc Street, became icons of the city character. Now we name our streets C. The Transition in the most insensitive and crude manner. Such as 1-40, or the Exprcssway. Not much intimate character or personal identity there. Thc streets were places in the city, not carrying the commanding idcntity of today's "Sears Tower", but they held a greater sense of meaning for the masses. Today our systems of movement are either A. The Station appearcntly hidden from us in the city, such as the New York Park Strcct Station is an existing subway and strcet car subway, or they have virtually taken over the city, as do the station. Three points are central to the redevelopment. Create an highways of Dallas and Houston. entrancc to the city, develop the concept of a strect, and cmploy the use of multilcvcls and a "great" space (thc clbow) for organization The most appearent expression that our cities do make at and orientation purposes. once is that we ARE travelers, and secondly we build objects to be sclf expressive, as are we; When in fact the city is not a series of B. The Place buildings, but a series of places linked by spaces, with their own The instigation of placc is met both through integration into complcx pattcms and character. Architecture can cmbrace our the existíng charactcr of the Comons, I.E. paths, nodes, edges, functions of movement, express them in a positive way, landmarks, districts; as wcll as fountains, and vistas. The intent is and create a place in the city. T H E S T S S TJ M M A T? V • Post Design Evaluation also to becomc intcgral with the cognitive map of the city and to A3 make point of Paik Street Station below. In the original format, all of the strect cars werc locatcd on thc same Icvcl, and the subway one level bclow all of this. In oider C. The Transitlon to change lines or direction, one would have to cnter a tunnel under As a transitional spacc, in the context of both the City of the othcr linc, or go into a stairwell into an undcrground tunncl. Boston and thc Boston Commons, the project makes two two This is very confusing and chaotic. I havc employed a layout whcrc points. At first the project is to make a confident point of being as all the lines are on separate levels. The subway and one of the apart from the City and to be part of the Commons. Secondly, the street car lines maintained there original level and one of the street projcct is to makc a sensitive rcaction to the environment of thc car lines was taken to the surface. A great space was developed Commons. fijom an idea in part of a all encompassing sphere, secondly on the prcmise that thc station is on axis with the "hub of the universe" Al intersection in Boston, and thirdly to cmphasizc an implied public In order to generate an cntrance to the city, it was taken into square at the surface. consideration thc tunnel that onc would experiencc proir to arrival at the station. Daik and gloomy, the idea is that thcre would be either a Bl "burst of space" or a curious transition into a "street fair" situation. In developing an integrating character and profound place, I At sublevel, the street cars enter into a, and I hesitate to use the term, have taken the undirected flow of people previous to the projects "mall" situation. At grade, the street cars are introduced both to the implcmentation and focused it There are more formal entrances to sticet activity and experience a burst into the city via the glass tubc. the commons at one end of the complex and at the pivot. At the pivot, the complex parallels an cxisting path, driving the complex A2 deeper into the commons ground. Existing vistas and vantage points Integral to thc thesis is the idcntification of the strcet. There are maintained, and in some instances, enhanced; such at the are rwo street car lincs at Park Strect Station. It docsn't make sense bandstand at the pivot. The existing ability of users on Tremont to me that a "street car" should be in a subway situation, so the idca strect to look into the Commons was maintained, however, by was to incorporatc a "strectlikc" atmosphere into the design of the submerging Lafayette Mall and by kceping any mass as transparent new station. AIso, at grade, this novel idea of a strcet car traveling as possible. on thc street was employed to boost acúvity along Tremont Street and Lafayette Mall. T H E S T S S TJ M M A R V . Post Design Evaluation B2 I As a cognitive imagc of the city, the project relies on ones the memory of a space, much as a computer would use a ram cachc to shorten it's access of information. The space is mean't to become a part of thc whole of the mcmory of thc districL It is not thc intcnt of the projcct to be an icon of the "T". Strong adjacent images, such as thc Park Street Church, are employcd to emphasis imagc; rather than being overpowered by a new, bold statement,

Cl As a confident point of being apart from the city and being part of thc commons, the project implcments an all cncompasing and directional arc. Thc aich is curved in ordcr to direct tension towared the city sidc, as any waU would, and to cradcl the commons in a fasion that would comprcss it's space. Had thc arc curvcd in a mirror image, thc commons would bc shut out and the space of the city would become ovcrbearing.

C2 In reaction to the natural charactcr of the Commons, it was felt that the complcx would take on a 'Tow Profile" presence when cxpericnced firomtha t position. All, if any, walls and objects are shcilded by landscape fcaturc, or foUow thc natural flow of the cxisting spacc. Wherc massing is prcferred, I.E. the viewing platform of the Visitors Centcr, the mass is trcated as transparent and scaled down with landscapc fcatures. The platform is also makcs point of its alien nature by being lified from the natural grade. The intcnt is to bc sensitive to the natural setting.

i PARK STRKF.T STATinf^ A Mass Transit Station \ For The People ofBoston

by

Daniel P. Chamberlain

A

THESIS

IN

ARCHITECTURE

Submitted to the Aichitecture Faculty of the College of Architectuie of Texas Tech University in Partial FuIfiUment for the degree of B AGIHEIJOR oif AArHrrEm IRE

Programming Instnictor (AR6H 4395): Dr. Rinaldo Petrini, AIA Design Critic (ARCH 4631): Dr. Rinaldo Pctrini, AIA

^' ~ y5eanl College ofArchitectáre Dccembcr, 1988 T H E S T S S TJ M M A 1? V » Post Design Evaiuation

. The Station . The Place . The Transition Park Strect Statíon is, at first, thc intcrscctíon of three main subway and street car lines in Boston Massachusetts, located imder the Boston Conmions. Sccondly, Park Strect Statíon is the place, Could any of us havc forseen the cxtcnt to which our where the Conccrts on the Commons and thc Boston Visitors CentCT utopias would be boimd by the highway. In the simple days, there arc located. In a third rcspcct, Park Strcet Statíon is a transitíonal was a more intimate scale and identifiable character to each streeL zone between the Boston Commons and the City as a whole. Indccd, cach street had it's own identity, the streets bound within RcspectfuUy, I'vc focused on these threc points: the great cities of Boston, New York and London; gave those cities the rcputatíon and image they now have. The names of the strcets: A. The Station Broadway, Main, Conomercial Street, and of course Downing B. The Place Strect, became icons of the city character. Now we name our streets C. The Transition in the most insensitive and crudc manner. Such as 1-40, or the Expressway. Not much intimate character or personal identíty there. The strccts were places in thc city, not carrying the commanding identíty of today's "Sears Tower", but they hcld a grcatcr sense of meaning for the masses. Today our systems of movement are either A. The Station appcarcntíy hidden from us in the city, such as the New York Park Street Station is an existing subway and street car subway, or they have virtually taken over the city, as do the station. Three points are central to the redevelopment. Create an highways of Dallas and Houston. entrance to the city, develop the concept of a stieeL and employ the use of muItUevels and a "great" space (the elbow) for organization The most appearcnt expression that our citíes do make at and orientatíon puiposes. once is that we ARE travelers, and secondly we build objects to be self expressivc, as arc we; When in fact the city is not a serics of B. The Place buildings, but a series of places linked by spaces, with their own Thc instigatíon of place is met both through integratíon into complex pattems and character. Architecture can embrace our the existing character of the Comons, I.E. paths, nodes, edges, functions of movement, express them in a positive way, landmarks, districts; as well as fountains, and vistas. The intent is and create a place in the city. T H E S T S S TJ M M A 1? V . Post Design Evaluation also to bccomc integral with thc cognitivc map of thc city and to A3 makc point of Paik Street Station below. In the original formaL aU of thc strcct cars were locatcd on the same level, and the subway one lcvcl bclow aU of this. In order C. The Transition to changc lines or directíon, one would havc to cntcr a tunnel imdcr As a transitional spacc, in the context of both the City of the other line, or go into a stairweU into an undcrground tunnel. Boston and thc Boston Conmions, thc projcct makes two two This is very confusing and chaotíc. I have employcd a layout whcrc points. At f rst the projcct is to make a confident point of being as aU the Unes are on separate levels. The subway and one of thc apart from the City and to bc part of the Commons. Secondly, the street car Unes maintained there original level and one of the street projcct is to make a sensitive reaction to thc cnvironment of the car lines was taken to the surface. A great space was developed Commons. from an idea in part of a aU encompassing sphere, secondly on the premisc that the station is on axis with the "hub of the imivcrsc" Al intersection in Boston, and thirdly to emphasize an impUed pubUc In order to gcnerate an entrance to the city, it was taken into square at the surface. consideration the mimcl that one would expcriencc proir to arrival at thc statíon. Daik and gloomy, the idea is that thcre would be cither a Bl "burst of spacc" or a curious transitíon into a "street fair" situatíon. In developing an integrating character and profound place, I At sublcvcl, the strect cars enter into a, and I hesitate to use the term, have taken the undirectcd flow of people prcvious to the projects "maU" situatíon. At grade, the street cars are introduced both to the implementation and focused iL There are more formal entrances to strect actívity and experience a burst into the city via the glass tube. the cotiraions at one end of the complex and at the pivoL At the pivoL the complex paraUels an cxisting path, driving the complex A2 deeper into the commons ground. Existing vistas and vantage points Intcgral to thc thesis is the identification of the streeL Thcrc are maintained, and in some instances, enhanced; such at the are two strcet car lines at Park Street Station. It doesn't make sense bandstand at the pivot. The existíng ability of users on Tremont to me that a "strect car" should bc in a subway situation, so the idea street to look into the Commons was maintained, however, by was to incorporatc a "streetíike" atmosphere into the design of the submerging Lafayette MaU and by keeping any mass as transparent ncw station. Also, at gradc, this novcl idca of a street car travcling as possible. on thc strcct was cmployed to boost activity along Tremont Strect and Lafaycttc MaU. THES S SUMMARY: Post Design Evaluation i B2 As a cognitíve image of the city, thc project reUes on ones the memoiy of a spacc, much as a computer would use a ram cache to shorten it's access of informatíon. The space is mean't to bccome a part of the whole of the mcmory of thc districL It is not the intent of the project to be an icon of the 'T". Strong adjacent images, such as thc Park Street Church, are cmployed to emphasis image; rather than being overpowered by a new, bold statemenL

Cl As a confident point of being apart from thc city and being part of the commons, the project implements an aU encompasing and diiectíonal arc. Thc arch is curved in oider to direct tension towared the city sidc, as any wall would, and to cradel the commons in a fasion that would compress it's space. Had the arc curvcd in a mirror imagc, the connmons would be shut out and the spacc of the city would become overbearing.

C2 In reactíon to tíie natural character of tíie Commons, it was felt that thc complex would take on a "Low Profile" presence when experienccd from tíiat position. AU, if any, waUs and objects arc shcilded by landscape feature, or follow the natural flow of the exisnng spacc. Where massing is prcferrcd, I.E. the viewing platform of the Visitors Center, the mass is treatcd as transparent and scaled down with landscape features. The platform is also makes point of its alien nature by being Ufted ftom the natural grade. The intcnt is to be sensitive to thc natural setting.

i PARIC .«gTPir|gT STATir^j^ ! A Mass Transit Station ' For The People ofBoston

by

Daniel P. Chamberlain

A

THESIS

IN

ARCHTTECTURE

Submitted to the Architecture Faculty of the CoUege of Architectuie of Texas Tech Univcrsity in Partial Fulfillment for the degree of

- f Chairm/Ai nf/'âie Cf^nmittee

Programming Instructor (iWfCH 4395): Dr. Rinaldo Pctrini, AIA Design Critic (ARCH 4631): Dr. Rinaldo Petrini, ALA

'^ Q^an, College ofArchitecture December, 1988 T H E S T S S TJ M M A R Y : Post Design Evaluation

. The Station . The Place . The Transition Park Street Station is, at fîrst, the intcrscction of three main subway and street car lines in Boston Massachusctts, located under thc Boston Commons. Sccondly, Park Strcet Station is the placc, Could any of us have forscen the extent to which our where the Conccrts on thc Commons and thc Boston Visitors Ccnter utopias would be bound by the highway. In the simple days, there are located. In a third rcspecL Park Street Station is a transitional was a more intimate scalc and idcntifiable character to cach strecL zone betwcen the Boston Conomons and the City as a wholc. Indeed, each street had it's own identity, thc streets bound within RespectfuUy, I've focused on these three points: thc grcat cities of Boston, New York and London; gave those cities thc rcputation and image they now havc. The names of the strcets: A. The Station Broadway, Main, Commercial Strcct, and of course Downing B. The Place StrecL became icons of the city character. Now we name our streets C. The Transition in the most inscnsitive and crude manner. Such as 1-40, or the Exprcssway. Not much intimate character or personal identity there. The streets were places in the city, not carrying the commanding idcntity of today's "Sears Tower", but thcy held a greatcr sensc of meaning for the masses. Today our systems of movement are either A. The Station appcarentiy hidden from us in the city, such as the New York Park Street Station is an existing subway and street car subway, or thcy havc virtually taken over the city, as do the station. Three points are central to the redevelopment. Create an highways of Dallas and Houston. entrance to the city, develop the concept of a street, and employ the use of multUcvels and a "great" space (the elbow) for organization The most appearent expression that our cities do makc at and orientation purposes. oncc is that we ARE travelcrs, and secondly we bmld objects to be self exprcssive, as are we; When in fact the city is not a series of B. The Place buildings, but a serics of places linkcd by spaces, with their own The instigation of place is met both through integration into complcx pattcms and character. Architecture can embrace our the existing character of the Comons, l.E. paths, nodes, edges, functions of movement, express them in a positive way, landmarks, districts; as wcU as fountains, and vistas. The intent is and create a place in the city. T H E S T S S TJ M M A R Y ; Post Design Evaluation also to becomc intcgral with the cognitive map of the city and to A3 makc point of Park Street Station below. In the original formaL aU of the strcet cars werc located on thc same levcl, and the subway one level below aU of this. In oider C. The Transition to change lines or direction, one would havc to enter a tunnel under As a transitional spacc, in thc context of both the City of the other line, or go into a stairweU into an undcrground tunnel. Boston and the Boston Commons, the projcct makcs two two This is veiy confusing and chaotic. I have cmploycd a layout where points. At first thc projcct is to niake a confident point of being as aU the Unes are on separate levcls. The subway and one of the apart from the City and to be part of the Conomons. Secondly, the street car lines maintained there original levcl and one of the street project is to make a sensitive reaction to the environment of the car lincs was taken to the surfacc. A grcat space was developed Commons. from an idea in part of a aU encompassing sphcre, secondly on thc premise that the station is on axis with the "hub of the universe" Al intersection in Boston, and thirdly to emphasize an impUed pubUc In order to generate an entrance to the city, it was taken into square at the surface. consideration the tuimel that one would experience proir to arrival at thc station. Daik and gloomy, the idea is that there would be either a Bl "burst of space" or a curious transition into a "street fair" situation. In developing an integrating character and profound place, I At sublevel, the street cars enter into a, and I hesitate to use the term, have taken the imdirected flow of people previous to the projects "mall" situation. At grade, the street cars are introduced both to the implementation and focused iL There are more formal entranccs to street activity and experience a burst into the city via the glass mbe. the commons at one end of the complex and at the pivot. At the pivoL the complex paraUels an existing path, driving the complex A2 deeper into the commons ground. Existing vistas and vantage points Integral to the thesis is the identification of the street. There are maintained, and in some instances, enhanced; such at the arc two street car lines at Park Street Station. It doesn't make sense bandstand at the pivot. The existing ability of users on Tremont to mc that a "strcet car" should bc in a subway situation, so the idea street to look into the Commons was maintained, however, by was to incorporate a "strceUike" atmosphere into the dcsign of the submerging Lafayette MaU and by keeping any mass as transparent new station. Also, at grade, this novel idea of a strcet car travcUng as possible. on thc street was employcd to boost activity along Tremont Strcet and Lafayettc MaU. THESTS STJMMARV- B2 Post Design Evaluation | As a cognitive imagc of thc city, the projcct reUes on ones the memory of a space, much as a computer would usc a ram cache to shortcn it's access of information. The space is mean't to becomc a pait of thc wholc of the memory of the districL It is not the intent of thc projcct to bc an icon of thc "T". Strong adjacent images, such as the Park Strect Church, are cmployed to emphasis image; rather than being overpowered by a new, bold statemenL

Cl As a confident point of being apait from the city and being part of tfie commons, the project implements an aU encompasing and dircctional arc. Thc arch is ciuved in ordcr to diiect tension towared the city sidc, as any waU would, and to cradel ihe commons in a fasion that would comprcss it's space. Had the arc curved in a mirror image, the commons would be shut out and the space of the city would bccomc ovcibearing.

C2 In reaction to the natural character of the Commons, it was felt ihat the complex would take on a 'Tx)w Profile" presence when expcrienced from that position. AU, if any, waUs and objects are shcilded by landscapc feamre, or foUow the natural flow of the cxisting space. Where massing is preferred, I.E. the viewing platform of the Visitors Ccntcr, the mass is treated as transparent and scalcd down with landscapc featurcs. Thc platform is also makes point of its alien nature by being Ufted from the natural grade. The mtcnt is to be scnsitive to the natural setting. 1

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