South Station: The Gateway to Boston

SOUTH STATION

THE GATEWAY TO BOSTON

Photo by Pat Coakley, 2009

BY: CONNOR BYRNE

Submitted in fulfillment of the requirements for the Master of Architecture degree

CONNOR BYRNE, Student

JULIAN BONDER, Thesis Professor

STEPHEN WHITE, Dean of The School of Architecture, Art and Historic Preservation

TABLE OF CONTENTS

01 02 03 04 05 06 07 08 09 10 11

INTRODUCTION CONTEXT PROGRAM SITE ANALYSIS CODE REVIEW PRECEDENT ANALYSIS DESIGN PROCESS FINAL DESIGN CONCLUSION BIBLIOGRAPHY APPENDIX

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ABSTRACT Transportation is the driving force behind our built landscape. It governs how cities grow. It brings people together, connecting them with faraway places. It can be said that the quality of a society’s transportation infrastructure is most telling of a society’s greatness. South Station is the first impression that numerous passengers see upon arriving to Boston. It is the second busiest transportation hub in all of New England. As the terminus of most of the MBTA commuter rail network, Amtrak’s Acela high speed rail service, and many bus lines in the region, South Station is the first vision of Boston for vacationers and commuters alike. The station is also a major stop on the MBTA red line subway and silver line BRT, and home to a major taxi hub in the city, making it an extremely busy place.

The role of a transportation hub goes beyond facilitating thousands of rushing passengers. It is also a great public space. South Station is a historic landmark in the city of Boston and acts as its front door, welcoming people into the city. Its architecture inspires many to be a part of what Boston has to offer. Anchoring businesses and development, the station can be an economic driving force for an entire area of a city.

In order to represent the progress Boston has made to become a great city, the current station is in need of an upgrade. Additional tracks and amenities are required as well as the creation of grand public spaces. A light-filled glass canopy that provides shelter for passengers but also gives awe to the importance of rail transportation, inspiring many to use it, will be the first impression that Boston deserves. The integration of public greenspace will further link the station to the surrounding urban fabric.

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INTRODUCTION

PROBLEM STATEMENT // PROJECT STATEMENT // PROJECT THEMES

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“A developed country is not a place where the poor have cars; it’s where the rich ride public transportation.”

Image from the Boston Globe of Zakim Bridge

Enrique Peñalosa, Mayor of Bogotá 13

PROBLEM STATEMENT After World War Two, the US government began to fund highways, not railways. The Eisenhower Interstate system, built first and foremost for defense, allowed people to live further and further from the city center. It made it easier for people to drive from the suburbs and into the city center for work and entertainment. The rise of the automobile and intercity air travel was rapid and left most passenger railroad companies bankrupt.

But as the population continues to grow, highways built in the fifties and sixties have not kept up, resulting in gridlock. One of the most obvious solutions cities have began to invest in is in public transportation. The benefits of rapid public transit include reduction of vehicles on highways and surface streets, reduction of pollution, and improved economic conditions. In major cities, the tried and true forms of rapid transit are buses and commuter/ metro rail systems which can enable people to get in and around easily without waiting in traffic. These systems are also very safe, and often times are significantly more energy efficient.

Boston, Massachusetts is a city that has undergone immense changes over the years to improve its transportation infrastructure in hopes of reducing congestion, pollution, and to reconnect neighborhoods formerly divided by highways. The “Big Dig� transportation project drastically improved traffic flow in downtown Boston. The state is also focussing on the expansion of South Station, which is currently second to only Logan Airport in passenger volume in New England, but is still inadequate to meet the demand.

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“The top 30 bottlenecks in the US deplete about 91 million hours of drivers’ time — worth $2.4 billion — annually” - The Boston Globe

Typical Saturday @ Noon

Typical Tuesday @ 8:30 am

Typical Friday @ 4:30 pm

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CURRENT ISSUES

OVERCROWDING

LACK OF CONNECTION

NOT ENOUGH PLATFORMS

MBTA ridership on both the subway and the commuter rail has outgrown infrastructure, resulting in delays, crowded stations and trains, and an all around less pleasant experience. With continued growth expected, much needs to be done from both renovation and expansion viewpoints.

Currently, South Station and North Station are not connected directly. This means that all commuter and intercity trains must terminate in either North or South Station, forcing passengers to traverse the city on their own. Connecting the two halves would ease congestion and allow people to travel continuously from one side of the city to the other by rail.

South Station currently has 13 platforms, down from its original 28. At this current number the station is at capacity. Due to the demand for more trains as well as the expansion of service in the not so distant future, more tracks and platforms are necessary.

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RELIABILITY

LIMITED SERVICE

POLLUTION

The MBTA’s goal for reliability is 95% on time arrivals for each of their lines. As of November 2014, only 3 of the 14 lines met that goal (Greenbush, Kingston, Middleboro). The worst offender is the Fitchburg line with 66% on time arrivals.

The situation is even worse in the winter when snow can cause delays and cancellations.

The MBTA serves residents in Eastern Massachusetts and Rhode Island, but does not reach the entire area of its commuter base. Furthermore, service is limited to weekday peak hours with few trains in the middle of the day or on weekends. Cape Cod is only serviced on summer weekends, while other communities in the South Coast and Southern New Hampshire desire rail.

The MBTA commuter rail is not electrified.

Unlike the subway, diesel locomotives are required to propel trains. Diesel trains are more expensive to operate due to fuel costs and are more harmful to the environment. Diesel exhaust has stained the facade of the bus terminal as seen in the photo above. Diesel fumes are also a known carcinogen.

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PROJECT STATEMENT Historically, when South Station opened in 1899, it was the largest railway station in the world. It had 28 tracks and served over one hundred thousand passengers daily. However, when automobiles became the preferred means of transportation, the station lost ridership exponentially. By the 1970s only 5,000 daily passengers used the commuter rail services to the station and over half of the tracks were sold off and demolished. The BRA sold over half of the real estate along the Fort Point Channel to the US Postal Service, and sold the air rights above the tracks. They even had plans of demolishing the station entirely, except the cost to do so prevented them.

However, in the last 10 years, MBTA Commuter Rail ridership has grown by 25%, while Amtrak has grown by over 40% and projects continued growth. MBTA commuter rail trains are often forced to wait for other trains to depart causing service delays. Also, the station does a poor job connecting passengers to the other major transportation hubs in the city such as Logan Airport and North Station, which are also seeing increases in passenger use.

This has led to overcrowding at the station. Amenities and signs are also lacking. In order to allow the station to accommodate all of the passengers and to signify the city and state’s investment in public transportation, it must be expanded and connected to North Station and Logan Airport. Because this facility is a gateway to the city and a landmark to public transportation, public components must be included. Also, exterior public space along the Fort Point channel will further link downtown to the Seaport district.

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Sources: Hub and Spoke, Northeastern University

“the percentage of people who use their car as their primary form of transportation has dropped from 46 percent in 1993 to 34 percent today�

Image of rush hour at South Station from the Boston Herald

Quote from the Boston Globe, 2013 19

PROJECT THEMES The themes of connection and urban space are central to this thesis. The job of transportation is to connect people to different places, rather than divide them. The goal is to quickly and easily get people from one destination to another. Because South Station is such an important transportation hub, the integration of different modes of transportation must be thoughtful and effective, and it needs to be connected to other important hubs in the city and beyond.

Transportation is the focus, but the project will also look to create a gateway to the city of Boston. It will do this by creating a large public space that leaves a positive first impression of one of the most important cities in American history. Public transportation is critical to the healthy growth of a city and the protection of the environment, thus encouraging people to use it is very important. This is why the architecture and the surrounding amenities need to be such that people will want to use them.

Another important theme is the integration of modern architecture with historic architecture. The original South Station headhouse is on the National Register of Historic Places and must be preserved. In order to give the station a state of the art feel, modern architectural elements must be carefully integrated, especially in a city like Boston, which has its fair share of historic buildings.

Source: Industrial Agile Solutions

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GATEWAY TO CITY

TRANSIT ORIENTED DEVELOPMENT

PUBLIC SPACE

URBAN PLANNING

CONNECTIONS

WALKABILITY

DESTINATION

MBTA/ TRANSPORTATION PERCEPTION

HISTORICAL CONTEXT

CONTEMPORARY INTERVENTION

Icons from the Noun Project and MBTA

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CONTEXT

BOSTON DEVELOPMENT // US RAIL HISTORY // GEOGRAPHY

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BOSTON, MASSACHUSETTS Location: 42.3601° N, 71.0589° W Founded: 1630 Population: 667,137 (2015) Density: 13,841 per sq mi Land Area: 48.42 sq mi

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BOSTON DEVELOPMENT Boston was founded by Puritan colonists from England in 1630. The small town grew quickly into the political, cultural, and economic center of New England. During the American Revolution, the city would play a critical role including the Boston Tea Party and the battle of Bunker Hill. After the war, along with New York City, Boston would become a financial center of the US. It was during this time that the city’s transportation infrastructure was expanded, cementing the city as the hub of the region. Its rail network extended in all directions bringing people and trade in.

Back Bay, 1880s

During the 19th century and into the early part of the 20th century the city expanded rapidly, both literally and figuratively. Originally a small peninsula, the city outgrew its boundaries. It solved this lack of space by filling in the surrounding bays and marshes.

Trimountain (Beacon, Pemberton, and Mt. Vernon hills) were razed and the dirt placed along the coast, quadrupling the land area of Boston. Commerce from shipping, manufacturing, and later the medical and technology industries brought wealth and immigration to the region.

Quincy Market, 1920

By the mid 20th century, automobile transportation became pervasive in use and planning, which resulted in a loss of population and wealth to the suburbs, causing degradation of the city. Industry moved to cheaper sources of labor and the city was slumping.

Today, the city has improved thanks to better planning and infrastructure, reduced crime, and its growth in the medical and technological industries. Today the city is a hub of intellectual and political ideas.

Central Artery, 1950

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Source: The Christian Science Center

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BOSTON DEVELOPMENT

1938 28

2013 29

NEIGHBORHOODS Boston is made up of 23 official neighborhoods which serve as political and cultural boundaries. Originally the neighborhoods of North, West and South End referred to their geographical positions on the Shawmut Peninsula.

But over the years, the land was filled and surrounding areas annexed. Back Bay was indeed a bay before the land was filled in. Dorchester, Roxbury, Charlestown, and Brighton are examples of neighborhoods that were formerly independent towns. The neighborhoods of South and East Boston have both been expanded greatly by filled land.

The seaport was added to South Boston and Logan Airport expanded the size of East Boston. In both cases, the land was extended in between the mainland and an island.

Culturally the neighborhoods are very distinct. The North End is known as “Little Italy� while South Boston and Charlestown have a proud Irish heritages.

East Boston is distinctly Hispanic, and the southern neighborhoods of the city such as Hyde Park, Mattapan, and Roxbury have the highest concentrations of African Americans.

Source: Wikipedia

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DEMOGRAPHICS

Source: Dustin Cable

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CLIMATE Boston has a continental climate with maritime influences (Köppen Cfa to Dfa). Summers are warm, rainy, and humid, while winters alternate between periods of cold rain and snow, with cold temperatures. Spring and fall are usually mild, with varying conditions dependent on wind direction and jet stream positioning. Prevailing wind patterns that blow offshore minimize the influence of the Atlantic Ocean, which moderates the overall climate.

The hottest month is July, with an average temperature of 73.4 °F (23.0 °C). The coldest month is January, with an average temperature of 29.0 °F (−1.7 °C). Due to its coastal location, the region is prone to Nor’easter storm systems that can bring significant amounts of rain and snow.

Boston has a relatively sunny climate, seeing 2,600 hours of sunshine per year.

Humidity is fairly constant throughout the Psychrometric Chart year at around 70%.

Prevailing Winds - Winter

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Prevailing Winds - Summer

Prevailing Winds - Year Average

Monthly Diurnal Averages

Average Monthly Precipitation

Sources: Windfinder.com & Climate Consultant

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SEA LEVEL RISE Due to Boston’s coastal position and low elevation, sea level rise is a concern. Mayor Martin Walsh created the Greenovate Climate Action Plan in 2014 as well as a team of experts called Climate Ready Boston to study how sea level rise will inevitably affect the city.

As can be seen on the map on the far right, by 2050, much of downtown Boston could be submerged during a storm surge. Most of Cambridge, Back Bay and the Seaport, much of which is filled land, are all in danger of serious flooding in the coming decades if nothing is done.

2016

2030

2050

Source: Kennan Lagreze

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Source: Greenovate Boston

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THE “BIG DIG” During the 1950’s in the height of highway expansion in the US, a large freeway was carved through the heart of Boston. Known as the central artery, the elevated highway made access to the city easier than ever before. However, the highway ended up causing more harm than good. Supposedly a unifier, the road would become a divider, separating the waterfront and North End neighborhood from the rest of the city. Furthermore it became the source of major traffic jams. The state funded what would become the largest highway project in US history since the creation of the Interstate System.

Colloquially known as the “Big Dig,” the project aimed to solve the traffic issues. The multi-billion dollar project transformed the downtown of Boston by moving the former central artery elevated highway underground, while also building additional tunnels to the airport. The mega project included the iconic Zakim Bridge and numerous improvements to the city’s highways. Mired in budget overruns and mismanagement, and one fatal accident involving a collapsed ceiling panel, the project was not completed until 2007, nearly ten years over schedule.

The project was successful, fortunately, in many areas. It significantly improved traffic flow in downtown Boston and reconnected formerly disjointed neighborhoods. The impact of the Big Dig on South Station include highway tunnels located directly adjacent to rail tunnels, as well as a ventilation building along the approach right of way. These objects must be planned for and not disturbed.

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Source: The Boston Globe

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RISE AND FALL (AND RISE) OF RAIL Rail travel in the US started to flourish right before the Civil War. The Transcontinental Railroad was finished in 1869, and virtually every major city was connected by a vast network of railways by this time. Before the advent of automobile and air transportation, railways and waterways were the only viable options for intercity travel and freight transit.

The Panic of 1873 bankrupted many smaller railroads and halted its physical expansion. However, the consolidation of railways improved the quality of service and enabled the railroad industry to become the second largest employer in the US behind the agriculture industry. Meanwhile, the growth of other forms of transportation such as car and air travel combined with inefficiencies threatened railways.

US railroad network in 1918

After WWII, the passenger rail industry floundered, with intercity passenger transportation nearly nonexistent. The US government refocussed funds to highways resulting in the demise of the great railroad companies. The government took over many rights of ways, converting them to rail trails or transferring them to Amtrak and freight rail companies.

By the end of the twentieth century and into the new millennium, rail transportation was on the rise.

Amtrak’s Acela high speed rail service has been successfully competing with airlines, while commuter rail systems around the country see rising passenger numbers.

The Last Spike (1881) by Thomas Hill

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Source: MBTA

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LOCAL RAIL HISTORY South Station was served by a number of railroad companies in its heyday. The largest of these companies was the New York, New Haven and Hartford Railroad. This railroad dominated the Southern New England region and connected Boston to New York along what is now known as the Northeast Corridor (NEC). The railroad was formed by a consolidation of a couple different railroads and purchased the regionally significant Old Colony Railroad. The Old Colony lines used to account for the majority of passengers entering South Station from locations that are presently served by the MBTA commuter rail. Although not nearly as expansive, the commuter rail uses many of the original rights of way that have been in place since the 1800s.

The projected growth at South Station will come from the rejuvenation of these two former heavyweights.

Intercity rail travel along the NEC, especially Amtrak’s high speed Acela express, and increased ridership on MBTA’s commuter rail system, especially the former Old Colony lines will burden the already at-capacity South Station.

New Haven RR Network, 1940

North Easton Depot, by HH Richardson

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Old Colony Railway Network, 1875

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THEN AND NOW

Source: railroads.unl.edu

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Source: mbta

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POLITICS OF RAIL TRANSPORTATION The United States Department of Transportation’s budget was $77.2b in FY 2014. The percentage of this money that was allocated to the Federal Highway Administration was 53% while the Federal Railroad Administration received only 8.5%. In 2008, President Obama created the $4.1b Transportation Investment Generating Economic Recovery (TIGER) grant program, but this was the same year that the auto industry received an $82b bailout.

It is clear that railroad funding takes a backseat to highways in the US, and for good reason. There are by far more miles of highways than railways, however the trend is beginning to shift.

Especially in the Northeast US and now in California, rail transportation (specifically HSR) is starting to see significant growth. Public transportation policies often favor more liberal states as seen by votes to allocate funding to public transportation projects in those states, and this has resulted in these states benefitting from the growth of rail. The Acela express has taken passengers away from short range flights and helped to reduce the number of cars on the freeways along its route. California’s High Speed railway is currently under construction, and improvements are ongoing on the NEC. Currently, as seen in the graph, the US relies heavily on highways, but with aging infrastructure, the debate (often following party lines) is whether or not money should be spent on repairing and expanding the highway network, or to invest in public rail transportation, reducing the nation’s reliance on highways.

The effects of policy can also be seen in the South Station Expansion (SSX) Project. Under the Patrick administration, the project was a grandiose expansion that has since been scaled back under the Baker administration due to rising costs.

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“I don’t think we should be planning for 1956. We need to be planning for 2045” - US Secretary of Transportation, Anthony Foxx

Source: The New York Times

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IMPROVEMENTS TO THE NEC In response to strong growth in the passenger rail industry, Amtrak has proposed and begun a series of improvements along the Northeast Corridor high speed rail network. The phased imporvements include track and station improvements (Philadelphia shown below) as well as the introduction of the next generation high speed trainsets. Seen on the right, the new “Avelia Liberty” trainsets will replace the Acela Express fleet, beginning its phase-in in 2019.

The Amtrak NEC Upgrade Program will lead the charge on improvements to the current network, while the parallel NextGen High-Speed Rail Program will address the long-term vision of a dedicated, two-track alignment along the length of the NEC. The new “Avelia Liberty” train, designed by Alstom will include an increase in capacity of seating by one-third, and travel at speeds upward of 300km/hr (186 mph), reducing travel times. The new trainsets will feature modern amenities such as high speed wifi, USB ports, adjustable reading lights, and tilting technology.

The trains will also improve safety and reduce the environmental impact of rail travel.

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THE “AVELIA LIBERTY”

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UNION STATION, DC - RENOVATION

Union Station in Washington DC has developed a masterplan that includes the expansion and renovation to Union Station as well as mixed-use development above the existing tracks to be known as Burnham Place. The undulating roof of the headhouse draws passengers in and makes a statement about architecture’s role in transportation infrastructure. The master plan was developed

by Shalom Baranes Associates Architects, while the train station renovation and expansion was designed by HOK. Source: HOK

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MOYNIHAN TRAIN HALL, NY - RENOVATION

Across 8th Avenue from Penn Station in New York City is the James A. Farley post office designed by McKim, Mead & White, which is currently being redeveloped into Moynihan Train Hall as a part of the Penn Station complex. The new station, designed by SOM, will include a grand light-filled train hall in the former post office mail sorting room, and will include increased concourse space for the Long Island RR, NJ Transit and Metro North. The station will help to anchor the new development of the Far West Side of Manhattan.

Source: SOM

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PROGRAM

CLIENT // PROGRAM OVERVIEW // DAY IN THE LIFE

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THE CLIENT Similar to in Washington, DC, and New York City, there is currently a plan to expand South Station that is in development. MassDOT, recently submitted a draft Environmental Impact Report (DEIR) to the Massachusetts Secretary of Energy and Environmental Affairs for the project, and is studying the possibility of the North South Rail Link.

The clients in the project are MassDOT, MBTA, Amtrak and the US Department of Transportation. Designing the station upgrades is the firm HNTB. Studies have been completed and a preliminary design submitted that includes additional tracks and platforms on the site of the USPS building. Additional commercial development by Hines and Cesar Pelli, including a tower and other mixed use on top of the station, and an expansion of the bus terminal has been approved for the site. The project aims to update and expand the existing station, modernizing amenities. Currently the project is stalled because the USPS is refusing to move their facility, and the land is critical for the expansion of the station.

The current proposal will expand the station and better connect to development along the channel and to the bus terminal, however, it does not have any improved connections to North Station or the airport.

It also is not a grand public space since commercial development will impact the designs over the tracks.

Although the proposed plan will be an overall improvement to the facility, it is not on par with the renovations currently being done at the previously mentioned stations along the NEC. 52

Source: HNTB, MassDOT

Source: Hines, Pelli Clarke Pelli

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USER GROUPS South Station has a very diverse group of users that all must be accommodated. In any given day there are commuters, tourists, employees, and locals using the various facilities. Many have arrived from within the city of Boston or its metro region, but a large number of visitors are tourists or businesspeople who have travelled from other cities in the Northeast and beyond. Connections to Logan Airport bring in long distance and international travellers to the station, all with different needs and expectations.

Boston is becoming a more global city. Many have held onto its provincial past, but it is evident that the city is becoming a worldclass place to live, visit, and do business. Thus South Station must reflect this new found global identity while still respecting its historic past.

A city commuter’s expectations would be easy access to further means of transportation and a level of walkability. They would expect coffee and food amenities to be in reach to their path of travel. Because their trains are rapidly arriving and departing, large waiting areas and larger amenities are not paramount.

A long distance traveler would have much different expectations.

Inter-city trains have an additional layer of security and involves large baggage, so passengers require more behind the scenes facilities. Also, many arrive in advance and would expect shopping and dining facilities to pass the time. Clear wayfinding is important for this group as it is the first visit to the station for many of these people.

A smaller, yet equally important group is the local who will use the facilities but not travel. The station is in a prominent public location and attracts many to its dining and shopping facilities as well as the proposed community components in this thesis.

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WORK

LEISURE

LOCAL

INTER-CITY

SOUTH STATION

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THE PROGRAM PROPOSED PROGRAM LIST STATION IMPROVEMENTS - Additional Tracks (7) - Additional Platforms (4) - Existing Platform Extensions - Rail Tunnel to North Station (North South Rail Link) - Dedicated HSR Platforms - Dedicated Connection to Logan Airport - Connection to Buses (Local, BRT, Inter-City) - Train Layover Area expansion PASSENGER IMPROVEMENTS - Grand Entry - Train Hall Canopy - Improved Ticketing (incl. self-ticketing) - Customer Service Area - Improved Acela Lounge - Additional Waiting/Seating Spaces - Expanded Food Court - Expanded Retail - Expanded Restrooms/ Hygiene Center - Baggage Storage/Services - Expanded Bicycle Storage COMMUNITY COMPONENT - MBTA & Big Dig Museum - Exhibition Space - Exterior Public Plazas - Fort Point Channel Development 56

PASSENGER SAFETY - Improved Signage/ Train Info Boards - Improved Walkways - Information & Security Kiosks - Defined Meeting Points SERVICES - MBTA Offices - Train Crew Sleeping/ Lounge Area - Security HQ - Communications and Data - Facilities Management - Storage - Retail Back of House - Food Loading/Preparation - Exhibition Prep and Admin - Rail & Bus Ventilation

EXISTING TERMINAL: ~200,000 GSF PROPOSED EXPANSION: ~800,000 GSF TOTAL AREA: ~1,000,000 GSF

Train stations often link other forms of transportation creating a transportation hub. This is the case at South Station where the railways meet the subway, bus rapid transit, intercity bus, taxis and automobile parking. The designation of the station as a terminus affects its orientation to the tracks and its context.

A successful metropolitan transit system has layers of modes of transportation to serve the various locations and passengers effectively. A terminal station must integrate these layers to each other and the surrounding public spaces the station serves.

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THE MASTER PLAN MASTERPLAN COMPONENTS HOUSING

RESTAURANTS

HOTEL

EXTENSION OF HARBOR WALK

OFFICES

PARKING

RETAIL

CONNECTION TO GE/ INNOVATION DISTRICT

MARKET

MBTA VISION FOR THE FUTURE

Icons from the Noun Project and MBTA

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DAY IN THE LIFE South Station is more than a transportation hub. It is a destination. Amenities including retail and food draw people to the station in addition to serving ticket holders. The occupancy of South Station balloons at two times of day, the morning and the evening rush.

At these times, the station is flooded with ruhing passengers. Lines for amenities become long, and there is not much space to move about. It is common that the amenities are not designed to accommodate all of these people because they lay vacant the rest of the day. As opposed to designing for smaller numbers of people, the program must be designed to invite people into the station at off peak hours.

Restaurants, a museum, more retail and parks are included in the program to make South Station a lively destination from sun rise to well into the night.

As such, the station will anchor the transit-oriented development, creating a new node of activity south of the Financial District in Boston.

Adjacent development will contain a conference center, a hotel and spa, and numerous other venues, attracting people to the area, especially in off peak hours. The South Station transportation hub will truly be a destination.

Icons from kudayinthelife.com

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SITE ANALYSIS

SITE HISTORY // SITE CONDITIONS // GROWTH PROJECTIONS

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THE SITE The proposed site is the existing South Station and US Postal Service Distribution Center located in downtown Boston. It is bound to the north by Dewey Square and Summer Street, to the west by Atlantic Ave and Interstate 93, to the south by a tunnel ventilation structure, and to the east by the Fort Point Channel.

The existing train terminal is prominently located in the financial district of Boston and acts as a gateway to the city for millions of passengers. In fact, the station is second only to Logan Airport in passengers served in all of New England. Because of its importance to the MBTA and the infrastructure of the region as a whole, it is critical that the station be an exemplary example to the passengers that use it. Boston is a world-class city and as such, its train station must reflect this. It is the first impression that many have of the city and should represent its values of transportation, public space, and ingenuity.

Connections are critical in public transportation. The station must connect rail passengers to surface and subway transportation, as well as accommodate increased high speed rail travel on the Northeast Corridor. Connections to the regional and intercity bus terminal as well as to North Station and Logan Airport need to be developed. The station must also connect to public space and act as a destination. The adjacent Fort Point Channel is currently neglected on the site but has the potential to be a great democratic attraction.

Furthermore, a museum space highlighting the great history of the MBTA and Big Dig will help make the station a destination in its own right. By developing these connections, the station can effectively bring people together and send them on their way with ease.

In order to facilitate the expansion of the station, including new head house and additional tracks, as well as to provide a connection to the channel, the US Postal Service building will be demolished. As a part of the masterplan, additional surrounding buildings will also be demolished.

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HISTORY The site has a rich history of transformation ever since the land was first purchased by The Boston Terminal Company in the late 19th Century. Formerly occupied by the old New England Railroad terminal, the 35-acre site was expanded to accommodate the new train station.

Designed by Shepley, Rutan, and Coolidge, the proteges of Henry Hobson Richardson, South Station opened in 1899 as the largest station in the world.

The monumental building contained 28 tracks covered by a massive iron and glass canopy that was connected to the Romanesque ticket hall. At its dedication, then mayor Josiah Quincy III proclaimed: “In place of the old city gate through which the stranger could pass only by permission, we open today in Boston this wide and spacious gateway of unrestricted freedom of the City of Boston.”

In the first thirty years of operation, South Station was the nexus of transportation in New England. In 1913, it handled 38 million passengers, the most in the world. By comparison, New York’s Grand Central Station handled 22 million passengers that same year. This was at the height of passenger rail transportation in the US. However, the automobile began to replace rail as the dominant form of transportation mid way through the twentieth century. By the mid-1960s, the car had completely replaced the train as the preferred method of transportation into Boston. The completion of the central artery only helped to facilitate this switch. The large iron canopy over the tracks had since rusted out and been demolished, and the New Haven Railroad company declared bankrupt. Purchased by the Boston Redevelopment Authority for less than the land cost in the late 1800s, they sold off half the land to the USPS. The entire building was slated for demolition but prohibitive costs and its inclusion on the National Register of Historic Places saved the historic head house.

The resurgence of the MBTA commuter rail and the introduction of the highspeed Acela Express have rejuvenated the station into a relevant transportation hub once again. The number of passengers today now exceeds the built capacity and functionality of the building, which must be expanded.

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THE ORIGINAL DESIGN

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Source: The Boston Athenaeum

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TIMELINE

1899

1913

SOUTH STATION OPENS TO THE PUBLIC AS THE LARGEST STATION IN THE WORLD WITH 28 TRACKS

A WORLD-RECORD 29 MILLION ANNUAL PASSENGERS USE SOUTH STATION

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1929 THE RUSTING IRON AND GLASS CANOPY IS TORN DOWN AFTER ONLY 30 YEARS

1945 145,000 DAILY PASSENGERS INCLUDING SOLDIERS PASS THROUGH THE STATION

1960s

1980s

1990s

2000s

RECORD LOW RIDERSHIP OF 4,500 DAILY PASSENGERS RESULTS IN NEARLY 2/3 OF THE STATION ABANDONED AND THEN DEMOLISHED, NOW 10 TRACKS

THANKS TO RENEWED RAIL INTEREST, THE STATION IS RENOVATED, NOW 13 TRACKS

THE BUS STATION IS BUILT OVER THE TRACKS

THE STATION IS NOW OVER CAPACITY AND IN NEED OF EXPANSION AND RENOVATION, 20 TRACKS DESIRED

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1980’s RENOVATION By the 1980’s there was renewed interest in South Station. At the time the building was a cavernous shell of what it once was. The condition of the building was deteriorating and advertising littered the concourse.

The head house at this time was much smaller than it is today after large tracts of the original building were sold off. In order to bring rapid transit into the financial district of Boston and to promote economic development in the area, a plan was devised to renovate the station.

The station was down to ten tracks and platforms, not all usable and not convenient to the concourse.

Furthermore the platforms were low, making it impossible for handicapped passengers to enter trains. At this time, the commuter rail was expanding and the need for accessibility was required. The plan to expand the station included renovating the east wing of the head house and adding a symmetrical wing on the west, which was not original to the building. The exterior facade was preserved and matched by the reopening of the original quarry in Connecticut to build the extension. Inside the new wing is a large food court and additional offices. The large concourse was also covered and foundations were built for development over the tracks that would then become the bus terminal and the Hines development currently proposed.

Three tracks were also added to make way for the former Old Colony lines that were upgraded and added to the commuter rail network. The renovation at this time was very significant and impactful, but is not adequate for today and tomorrow’s continued growth.

72

Unused Tracks in the 1960s

South Station in the 1970s

South Station Concourse in the 1970s

South Station track layout in the late 1970s

Original Massing (Excluding Canopy)

South Station after 1980s Renovation (No Old Colony Tracks or Bus Terminal)

1970s Massing

Current Massing

73

SITE LOCATION As with much of the city of Boston, the site is on filled land. When Boston was first settled, the land that is currently occupied by South Station would have been in Boston Harbor. The area was not filled until the mid 19th century when the city was rapidly growing. Just to the south of the train station is a large train depot.

This area occupies what was formerly the South Bay, which divide South Boston from Downtown. The water was slowly filled in over the years before it was finally drained to make room for a train yard.

The vestige of South Bay remains only in the Fort Point channel.

Because the land was formerly underwater, it is susceptible to flooding, and could potentially have issues with water underground where the train tunnels are located. Existing tunnels have been created without flooding, but the area requires special attention none the less.

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75

SITE OVERVIEW Boston South Station is the premier rail station in all of New England and a vital transportation hub for the city of Boston. It includes intercity and commuter rail, red line subway access, silver line bus rapid transit access to Logan airport and the Seaport district as well as a connection to the Bus Terminal. Even with all of these connections, there are still many improvements necessary. There is no direct connection with North Station and the connection to Logan Airport could be better. The Bus Terminalâ&#x20AC;&#x2122;s connection is presently obscure and in need of improvement. There is also the presence of the I-93 and I-90 tunnels from the Big Dig that travel just adjacent and below the tracks.

The ventilation building for these tunnels is also prominently located on the site.

The main lines of transportation entering the site are keyed on the map to the right, along with the USPS highlighted for demolition. The yellow line represents the route buses travel to drop off and pick up passengers at the bus terminal. It is critical that this connection remain close to the exit ramp off I-93.

The purple line represents the route that commuter and intercity trains access the main platforms, while the red line is the red line subway. The silver line loop shows the BRT silver line station underground, while the dashed green lines represent the spread of development along the channel. The design of the station will be a catalyst for development of retail, commerce and public space in the area.

South Station clock

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77

SITE ACCESS The modes of transportation that currently Access the station are Commuter and Amtrak rail which arrives on one of the 13 tracks at grade, the subway which approaches under the channel and then has platforms under the head house. Also underground is the BRT station for the Silver Line. These platforms can be entered from inside the station or from small canopies on Dewey Square. Intercity bus access is directly off the highway through a series of on and off ramps that access the Bus Terminal above the main tracks.

City bus and taxi access is along Atlantic Avenue or Summer Street, and bicycle storage is along Atlantic Avenue. Pedestrian access is from along Atlantic Avenue, Dewey Square or Summer Street between the Stone & Webster building and the station.

Additional Access points should be made along a reopened Dorchester Avenue and possibly across a new pedestrian bridge to the Seaport.

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Main Entrance

Entry from Dewey Square

Entry from Summer Street

Atlantic Avenue Entry

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SITE CONNECTIONS The goal of transportation is to connect people.

Whether to be to their destination or to the other side of the station, these connections ensure that people are able to move freely and safely.

The most important connections at South Station are to the Bus Terminal, to the Channel, and to Logan Airport. As seen in the diagrams on the left, these connections will play an important role in the design of the new expansion. In order to facilitate the expansion and the important connection to the Fort Point Channel, the Post Office facility will be demolished as seen in red.

Currently there are some barriers that prevent these connections. The Bus Terminal does a poor job connecting to the main terminal as it is only accessed from Atlantic Avenue and Platform 1. Also the channel adjacent to the station (and Dorchester Avenue) in this area is not open to the public. This creates a bottleneck on Atlantic Avenue and Summer Street, making access difficult. Also, there is no rail tunnel to North Station or Logan Airport making connections more difficult.

View of Head House from Bus Terminal

North South Rail Link Proposal in Purple - Citizens of the NSRL Group

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SOUTH STATION EXTERIOR

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SOUTH STATION INTERIOR

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SOUTH STATION CONTEXT

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CODE REVIEW

SITE ZONING // CODE REGULATIONS // OCCUPANCY

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ZONING Assessing Parcel ID: Address:

Owner : Property Type: Lot Size:

0305364000 640-720 Atlantic Avenue, Boston, MA, 02111 Mass Bay Transportation Authority Exempt 833,737 sq ft

Zoning Zoning District: Zoning Subdistrict:

Subdistrict Type: Overlays:

Parking Freeze Zone: Parks Design Review:

Boston Proper South Station Air-Rights Development Sub-Area/ New Economy Development Area/ B-10 General Business Greenway Overlay District, PDA, PDA- Permitted, Interim Planning Overlay District, Restricted Parking Boston Proper (No new parking in area) Ordinance 7.4-11

Zoning Requirements Setbacks: (Street, Above 155’, Above 295’)

Atlantic Avenue 10’ 20’ 20’

Bedford Street 25’ 50’ 100’

Essex Street 5’ 5’ 15’

Kingston Street 35’ 75’ 125’

Lincoln Street 5’ 5’ 15’ Summer Street

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Maximum Building Heights:

South Station General Area - 300’ Approved New Economy Development Area - 400’ Air Rights Development Sub Area - 678’

Source: Boston Redevelopment Authority

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SOUTH STATION HEADHOUSE HISTORIC LISTING U.S. National Register of Historic Places Coordinates: Area: Built: Architect: Builders:

42°21′07″N 71°03′19″W 0.5 acres (0.2 ha) 1899 Shepley, Rutan & Coolidge Norcross Bros.

NRHP Reference #: Applicable Criteria: Areas of Significance: Architectural style: Date Added to NRHP:

75000299 C-Architecture/Engineering Transportation Architecture Classical Revival February 13, 1975

Source: archboston.org

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Source: blog.acis.com

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OCCUPANCY Occupancy Types OCCUPANCY TYPE

A-2, A-3, B, M, S-2

Sprinklered

Unsprinklered

A

200’ 400’ for openair seating with combustible construction

250’

B

200’

300’

M

200’

250’

S

300’

400’

Occupant Loads Assembly, standing Assembly, unconcentrated seating Business Areas Mercantile, basement and grade levels

5 sf net 15 sf net 100 sf gross 30 sf gross

Terminal, baggage claim Terminal, baggage handling Terminal, concourses

20 sf gross 300 sf gross 100 sf gross

Accessory Storage Area Mechanical Equipment Rooms

300 sf gross 300 sf gross

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MAXIMUM TRAVEL DISTANCE

MAXIMUM PATH OF EGRESS TRAVEL

LARGEST AREA WITH SINGLE EXIT

MINIMUM DOOR WIDTH

MINIMUM CORRIDOR WIDTH

MINIMUM STAIR WIDTH

30’ for assembly fixed seating with 50 or more occupants 75’ for others

49 occupants

min 32” net clear max 48” nominal

44” serving more than 49 occupants 36” serving 49 or fewer

44” serving more than 49 occupants 36” serving 49 or fewer

75’ unsprinklered 100’ sprinklered or for unsprinklered areas with an occupant load of 30 or less

49 occupants

same as above

same as above

same as above

75’

49 occupants

same as above

same as above

same as above

75’ unsprinklered 100’ sprinklered or for unsprinklered areas with an occupant load of 30 or less

29 occupants

same as above

same as above

same as above

Source: The Architect’s Studio Companion

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PRECEDENT ANALYSIS

ROTTERDAM CENTRAAL // TRANSBAY TERMINAL // STUTTGART HAUPTBAHNHOF

06 97

ROTTERDAM CENTRAAL Location: Rotterdam, Netherlands Architect: Team CS Year: 2014 Rotterdam Centraal railway station, completed in 2013 by Team CS, a collaboration between Benthem Crouwel Architects, MVSA, and west 8 Architects, is a redevelopment of one of the most important transit hubs in all of the Netherlands. Located between a residential district and the center of Rotterdam, the station acts as a gateway to the city on one side, and matches the restrained character of the neighborhood on the other side. Its sweeping roof gives the station a sense of grandeur and an international appeal as the station receives many international trains. Its design also links with the surface tram network of the city, creating a hub of transportation and gathering in its large adjacent plaza. Wood softens the feel of the overall structure which contains hints of the past with the incorporation of the old stationâ&#x20AC;&#x2122;s clock and original sign.

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Source: ArchDaily

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The station acts as a link between both sides of the train tracks. It provides access to the trains as well as links the city center to the northern residential districts. The station is aligned on a north-south axis that leads passengers from the train hall through its monumental gateway and plaza to the main avenue that leads to the city center.

The organization of the station is simple.

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The main train hall, which also acts as a grand entry, houses the ticket area, shops and services, and also contains a metro station underneath. Crossing below the surface railroad tracks is the main concourse with more shops and access up to the platforms. This space is bathed in natural light through skylights that also contain solar panels. At the north end is a secondary entrance with another ticket hall and amenities. Trams are accessed at

the front plaza which also hides a parking garage underneath.

The station does an excellelent job of mediating between the quiet residential area on one side, while also expressing a grand entry to Rotterdam.

Rotterdam Centraal Overlayed on Boston Site

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TRANSBAY TERMINAL Location: San Francisco, CA, USA Architect: Pelli Clarke Pelli Year: 2017 The new Transbay Terminal is the center of a 1.5 million square foot development that includes a transportation hub, public park, and office and retail space.

Designed by Cesar Pelli, the station layers the different functions on 5 blocks of downtown San Francisco land. There are two underground levels, the lowest containing 6 train platforms with four for high speed trains and two for Caltrain.

The next level up is the train concourse which also contains retail and offices. On the ground level is the grand hall which stretches the length of the building and is pierced by lightwells. The bus platforms are elevated along the perimeter of the grand hall, which is all covered by a 4.5 acre green rooftop public park.

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Source: Pelli Clarke Pelli

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The terminal’s design will give San Francisco a grand entrance that benefits its status as a world city. The building is lifted off the ground to allow continuous circulation below, as the structure traverses multiple city blocks. Where it meets the ground, access is seamless from the street level.

The building is clad in an undulating screened glass wall with structural “light 104

columns” to let in as much natural light as possible. On the roof of the terminal is the key feature - a rooftop park designed by PWP Landscape Architecture. The park is dense with nature and activities and is accessed from within the station and across bridges attached to surrounding buildings. The park, which contains an amphitheater, cafes, and a playground is a key example of the integration of public space and transportation architecture. It is

also symbolic of the project’s desire to be sustainable and environmentally conscious.

Also a part of this mega project is a realignment of subterranean railways and the construction of a tall skyscraper, also

by Pelli Clarke Pelli. The surrrounding development mirrors that of the future development around South Station, but is much more integrated into the station itself.

Transbay Terminal Overlayed on Boston Site

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DESIGN PROCESS

DESIGN FRAMEWORK // CONCEPTUAL DESIGN // SCHEMATIC DESIGN

07 107

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â&#x20AC;&#x153;The secret to the city is integration. Every area of the city should combine work, leisure and culture. Separate these

functions and parts of the city die.â&#x20AC;?

Image from WBUR of Newbury Street, Boston

Jaime Lerner, Mayor of Curitiba 109

AMTRAK DESIGN FRAMEWORK Guidelines provided by Amtrak set the standards of design for station program, amenities, and all technical requirements. There are four categories of stations, each with their own requirements. These categories range from category 4, which are simple shelters to category 1, which is a large urban central station.

Category 1 stations have the largest programs, and must accommodate the most passengers.

South Station is classified as a Category 1 station, and as such must include multi-modal transit facilities, amenities including food and retail, baggage handling, ticketing, large waiting areas, and must be enclosed from the weather.

Located at the northern terminus of the Northeast Corridor (NEC) High Speed Rail Network, South Station must include all of the requirements for high speed rail (HSR) in addition to the base amtrak requirements. This includes high level platforms that are long enough to accommodate high speed trainsets, space for overhead catenary, and amenities such as the Club Acela Lounge and other Acela services.

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Source: Amtrak Station Program Planning Guidelines

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LEVEL OF SERVICE Level of Service (LOS) is a qualitative measure of the required space needed for comfortable pedestrian flow in a crowd. The different levels of service ranging from A to F determine the quality of the flow with A having the greatest level of service and F having the least. The density of a crowd measured in people per square foot is critical to the rate of flow in a crowd. Once a crowd reaches critical density, then the flow is proportionally reduced as the density increases beyond critical density. In a large crowd, there must be ample space to ensure that density does not reach levels far beyond the critical point where safety is put into jeopardy.

Written in his book Designing For Pedestrians, John J. Fruin outlines a series of rules and calculations to create standard levels of service ranging from A to F. These standards are based on an area per person which correletes to a flow rate.

LOS A - Free Flow LOS B - Reasonably Free Flow LOS C - Stable Flow LOS D - Approaching Unstable Flow LOS E - Unstable Flow LOS F - Forced Flow

35 sf/person 25-35 sf/person 15-25 sf/person 10-15 sf/person 5-10 sf/person â&#x2030;¤5 sf per person

The design of the platforms and concourses as well as the waiting, ticketing and retail areas of the station will follow LOS C to determine appropriate dimensions. LOS C is a mid range level of service that is adequate for large spaces without being too overgenerous when space is at a premium. The calculated occupancy from the code analysis is combined with the Fruin LOS to size the large programmatical spaces of the station.

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Source: PTV Group & gkstill.com

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TRANSIT-ORIENTED DEVELOPMENT Transit-Oriented Development (TOD) is a mixed-use development of retail, commercial, and residential organized around a transit facility. TOD takes advantage of public transportation to create walkable communities. Density is greatest immediately around the transit facility and decresses progressively as one travels away from the transit hub. Frequently TODâ&#x20AC;&#x2122;s are organized within a radial area of one quarter to one half mile to ensure walkability.

Transit-Oriented Guidelines will help to guide the design of the surrounding development around South Station as a part of the master plan involved in this thesis.

Sources: tod.org & reconnectingamerica.org

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Source: Institute for Transportation & Development Policy

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DESIGN PROCESS The design began with a number of iterations of the concourse and roof. The concourse needed to serve both the rail platforms and the bus terminal while allowing for people to cross the site. The concourse must also connect people to the historic headhouse and Dewey Square. Natural light is very important in creating public space and was a major focus of the roof design and the location of development.

Mixed-use development was located either adjacent to the station or integrated within the station depending on the scheme. The creation of a concourse that stretched from Atlantic Avenue to Dorchester Avenue was considered, but this limited streetfront for development. Thus adjacent development was chosen as it allowed for the best integration, while still permitting cross-site circulation.

The roof developed from designs that wrapped from the facade up and over the station, to a singular elemental design where the roof floats above the station and historic headhouse.

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DESIGN PROCESS By the Mid Crit, the design consisted of a large train hall bond by a concourse that slipped between the rail platforms and the bus terminal. A large roof extended above and beyond the historic headhouse, creating a visible expression of new versus old from Dewey Square. The large folded plate roof was penetrated by two large openings, one of glass above the train hall and another one left open air above the terrace.

The location of development was finalized to be adjacent to the station along Dorchester Avenue.

Breaks in the development create plazas and entryways to the station. Scale and circulation from the ground to the terrace remained an issue in this scheme. Natural light in the concours was also too scarce.

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DESIGN PROCESS After the mid crit, greater connectivity to the roof terrace and to the concourse level was designed for.

A large stair now connects the roof terrace to the southern plaza, while the roof has been pulled back from the adjacent development, creating a circulaiton zone. Eventually, the roof was pulled back from the front of the headhouse to give more respect and prominence to the historic clock and eagle that so prominantly faces Dewey Square.

The train hall was shrunk to create a better scale, while circulation to the concourse was simplified to a few number of stairs and escalators. Natural light now reaches deeper into the building thanks to an atrium throught the bus terminal that also acts as an exhibition space.

Even greater connectivity across the site has been created in the masterplan with a large plaza that bridges across the Fort Point Channel, creating an axis from the station to the Seaport.

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Gate Review Pin Up

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FINAL DESIGN PRESENTATION // TECHNICAL SOLUTIONS

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MASTERPLAN DESIGN

EXISTING CONDITIONS

DEMOLITION

The South Station Transportation Hub contains the historic South Station Headhouse, which supports rail operations and amenities, and also contains lease space. 13 tracks terminate directly south of the headhouse. Above the tracks is the current bus terminal, while adjacent to the east is the US Postal Servic Annex. Directly east of the headhouse is an office building.

In order to facilitate expansion, the post office will be demolished.

In order to better integrate bus and rail operations, the bus terminal and waiting hall of the headhouse will be demolished. The MassDOT building and Veolia steam generation plant will also be demolished as a part of the masterplan.

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MASTERPLAN CONCEPT

NEW BUILDIGNS

The concept of the masterplan is to create connections across the site while also integrating the harborwalk into the site. All of the development will be located within a 10 minute walking radius from South Station, creating a transit-oriented development.

The masterplan is composed of mixed-use residential and commercial buildings that engage the station and the raised plazas that connect one side of the site to the other. A tall residential tower anchors development to the south, while office programs are located closest to the station.

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SITE ACCESS

PERMEABILITY

Access to the site is provided with three entrances along Atlantic Avenue, another two on Summer Street, two on Dorchester Avenue and access from the plazas to the south.

Permeability across the site is critical in order to create successful connections from one side of the site to the other. Plazas, an elevated concourse, and pedestrian bridges combine to connect the station to the Leather District, Financial District and the Seaport. A large plaza bridges the Fort Point Channel, connecting Chinatown to the Convention Center.

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BUILDING DESIGN The design of the South Station Transportation Hub began with the study of the complex site constraints.

The major programmatical elements of the rail component and the bus component are fixed on the ground level and at the +30â&#x20AC;&#x2122; level respectively. The platforms must be kept at grade because of the short approach and the highway tunnels directly below. The bus approach from the South Bay interchange require it to be fixed in its location.

The concept is to unify the two major programmatical elements and the historic head house under one roof.

A shared concourse is slipped between the platform and bus level, hosting waiting areas, retail, and a market. This concourse level allows for connections across the building to the adjacent development as well as simplifies circulation. Its location pulled back from the historic head house creates a large train hall, while an atrium creates space for exhibitions.

Above the bus terminal and directly below the unifying roof is a large roof terrace. On this â&#x20AC;&#x153;sky terraceâ&#x20AC;? level is a restaurant, cafe, childrens play area and a skating ribbon. Durning the winter it is an ice surface, while in the summer it is a rollerblade surface. Large grass areas and gardens create an urban park experience.

Unifying the entire complex is a large gridshell roof.

Above the terrace, the roof is glass, while above the train hall, the roof is solid with skylights.

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First Floor Plan

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Second Floor Plan

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Third Floor Plan

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Fourth Floor Plan

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Atlantic Avenue (West) Elevation

Dorchester Avenue (East) Elevation

Summer Street (North) Elevation

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Longitudinal Section

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Cross Sections

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SCALE COMPARASON

Source: New York Times

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TECHNICAL SOLUTIONS The structure of the roof is a gridshell, which behaves similarly to a thin concrete shell, but is mad up of a mesh of steel. The roof structure draws heavily from the work of Italian architect, Massimilano Fuksas. Two of his projects shown to the right show the possibilities of this structural system. The first image is of the Milan Trade Fair, showing how the roof can be flat, supported by tree columns, while the image below shows the MyZeil shopping center in Frankfurt. In this instance, columns are not needed as the curves of the structure provide rigidity to span long distances.

In the design of the South Station roof, both of these structural ideas are put into use. Over the roof terrace, the roof is flat, being supported by a series of tree columns. Its materiality is glass, alowing for natural light to bath the park. Over the train hall where the spans are greater, tree columns are still used, but folds and curves in the roof provide extra rigidity.

Massimiliano Fuksas - Milan Trade Fair

The use of strips highlight the movement of people into the station and toward Dewey Square. The curves in the roof highlight this movement as people walk through the historic headhouse into the Financial District.

Source: ArchDaily

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Massimiliano Fuksas - MyZeil Shopping Center

Exploded Structural Axonometric

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Tree Column Locations TRAIN HALL ENCLOSURE 6” dia. Steel Gridshell Metal panels Glass Skylights Steel tree columns

ROOF TERRACE TRELLIS 6” dia. Steel Gridshell Glass panels Steel tree columns Roof Materiality

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GRIDSHELL ROOF STRUCTURE Tubular steel shell - 6” dia tubes Steel tree columns TERRACE ROOF CONSTRUCTION 6” Growing medium 1” Root Reinforcement Layer 2” Filter/Drainage layer 4” Rigid Insulation Water Barrier Concrete on Metal Decking W36 Steel frame BUS VENTILATION LOUVERS 4” HSS Steel frame Polycarbonate panel (south) Aluminum vent (north)

BUS LEVEL CONSTRUCTION 3” Concrete top slab Concrete on metal decking 4’ deep truss or W36 steel framing

RETAIL LEVEL CONSTRUCTION Terrazzo floor Screed Slab Concrete on metal decking W36 steel framing OFFICE LEVEL CONSTRUCTION Carpet floor tile Screed Slab Concrete on metal decking W24 steel framing GROUND LEVEL CONSTRUCTION

Wall Section

Polished Concrete top slab Concrete Slab on grade Vapor Barrier 4” Rigid Insulation

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CONCLUSION FINAL THOUGHTS

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FINAL THOUGHTS The design of the South Station expansion was one that required lots of rigor. The site is very complex and the program is large.

There are many constraints that had to be dealt with and many technical requirements existed. But through all of these constraints, the goal of creating public space was not lost. Boston is a great city, and South Station is a gateway for many people entering the city. Thus, grand public spaces were created with the intention of creating architecture that is worthy of the great city of Boston.

The creation of the masterplan enabled the project to engage and connect different parts of the city, bringing people together. The transit oriented masterplan allows people to live, work, and play within a ten minute walking distance of the station, reducing the need for cars. This type of environmental response is one that is growing throughout the United States, signaling a great effort to combat the effects of climate change. As designers, we have a great responsibility to be sustainable and this project is exemplary of this.

Public space and transportation infrastructure share the common goal of bringing people together. Through architecture, spaces can be created that affect peopleâ&#x20AC;&#x2122;s lives in a posive and impactful way. This project has been a great learning experience in just how powerful architecture can be to bridge divides, solve problems, and inspire people.

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BIBLIOGRAPHY IMAGE AND TEXT REFERENCES

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BIBLIOGRAPHY Allen, Edward, and Joseph Iano. The Architect’s Studio Companion: Rules of Thumb For Preliminary Design. New York: Wiley, 2002.

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ArchBOSTON.org. Accessed December 19, 2016. http://www.archboston.org/.

Bain, Lesley, Barbara Gray, and Dave Rodgers. Living Streets: Strategies for Crafting Public Space. Hoboken, NJ: John Wiley & Sons, 2012. bostonathenaeum.org. Accessed December 19, 2016. http://cdm.bostonathenaeum.org/cdm/search/searchterm/Boston%20Terminal%20Co./mode/exact.

“Crowd Risk Analysis and Crowd Safety.” Crowds - Levels of Service (Fruin). Accessed December 19, 2016. http://www.gkstill.com/Support/crowd-flow/fruin/LoS.html.

“Downtown Parking Freeze.” Boston.gov. Accessed December 19, 2016. https://www.boston.gov/departments/environment/downtown-parking-freeze.

Duany, Andres, Jeff Speck, and Mike Lydon. The Smart Growth Manual. New York: McGraw-Hill, 2010.

“Dukakis Center .” Hub and Spoke: Core Transit Congestion and the Future of Transit and Development in Greater Boston. Accessed December 19, 2016. http:// www.northeastern.edu/dukakiscenter/transportation/mbta/hub-and-spoke/.

Industrial Agile Solutions. Accessed December 19, 2016. http://www.industrialagilesolutions.com/.

“Landmarks Commission.” Boston.gov. Accessed December 19, 2016. https://www.boston.gov/departments/landmarks-commission.

Leccese, Michael, and Kathleen McCormick. Charter of the New Urbanism. New York: McGraw Hill, 2000.

Lukez, Paul. Suburban Transformations. New York: Princeton Architectural Press, 2007.

“Mapping Sea Level Rise in Boston.” Tactile Goods. June 21, 2012. Accessed December 19, 2016. http://tactilegoods.com/2012/06/sea-level-rise-in-boston-adaptinginfrastructure/.

MassDOT. “MassDOT.” Welcome to MassDOT. Accessed December 19, 2016. http://www.massdot.state.ma.us/.

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“Photos: Boston’s Newbury Street Shuts Down To Cars, ‘Opens’ For Pedestrians.” WBUR News. Accessed December 19, 2016. http://www.wbur.org/ news/2016/08/07/photos-bostons-newbury-street-shuts-down-to-cars-opens-for-pedestrians.

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“Preparing for End of the Century Sea-Level Rise.” Engage Greenovate Boston. Accessed December 19, 2016. http://engage.greenovateboston.org/topics/11582/ preparing-for-end-of-the-century-sea-level-rise.

PTV Viswalk. Accessed December 19, 2016. http://vision-traffic.ptvgroup.com/en-us/products/ptv-viswalk/.

“Railroads and the Making of Modern America.” Unl.edu. Accessed December 19, 2016. http://railroads.unl.edu/documents/view_document.php?id=rail.str.0248.

“Rotterdam Centraal / Team CS.” ArchDaily. November 13, 2013. Accessed December 19, 2016. http://www.archdaily.com/447649/rotterdam-centraal-team-cs.

“Station History.” South Station Boston. Accessed December 19, 2016. http://www.south-station.net/station-history/.

“The Three Worst Highway Bottlenecks in Massachusetts - The Boston Globe.” BostonGlobe.com. November 23, 2015. Accessed December 19, 2016. https://www. bostonglobe.com/metro/2015/11/23/the-three-worst-highway-bottlenecks-massachusetts/wTlxgi6oLVNxN0Te1xgaQO/story.html.

“TOD.” Transit Oriented Development. Accessed December 19, 2016. http://www.tod.org/.

“Transbay Transit Center.” Pelli Clarke Pelli Architects. Accessed December 19, 2016. http://pcparch.com/project/transbay-transit-center-and-tower.

United States National Park Service. “AssetDetail.” National Parks Service. Accessed December 19, 2016. http://focus.nps.gov/AssetDetail/NRIS/75000299.

“Waiting for the candidate to curb congestion - The Boston Globe.” BostonGlobe.com. 2013. Accessed December 19, 2016. https://www.bostonglobe.com/opinion/2013/09/13/waiting-for-candidate-curb-congestion/GMBqtPpW19S3ZlmJuPOg4K/story.html.

“Wind and Weather Statistic Boston Logan Airport.” Windfinder.com. Accessed December 19, 2016. https://www.windfinder.com/windstatistics/boston_logan_airport.

“Zoning Viewer | Boston Redevelopment Authority.” Boston Redevelopment Authority. Accessed December 19, 2016. http://maps.bostonredevelopmentauthority.org/ zoningviewer/.

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APPENDIX

ADDITIONAL REFERENCE MATERIAL

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MBTA RAPID TRANSIT ROUTES

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AMTRAK ROUTES

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MBTA COMMUTER RAIL ROUTES

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AMTRAK DESIGN GUIDELINES

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PROPOSED EXPANSION

South Station Air Rights

Boston, Massachusetts Figure 1-12 Project Plan at Sky Street â&#x20AC;&#x201C; Current Project

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THE GATEWAY TO BOSTON Connor Byrne Arch613: Graduate Thesis Design Studio Fall 2016