CHAPTER SIX
RESULTS - 2004 RECONNAISSANCE SURVEY FOR THE LOCALLY
PREFERRED ALTERNATIVE (LPA)
For the purposes of the 2004 reconnaissance study the original Urban Ring project aligrunent or LPA
was divided into eight segments (see Table 1-1). For each segment historic cartographic research was
conducted using maps dating from 1775 to 1996. Maps dating from 1775 to 1897 were accessed from
the internet sites of the Boston Redevelopment Authority and the David Rumsey Map Collection.
Rizzo and Associates provided the Sanborn fire insurance maps dating from 1887 to 1996. The Boston
Redevelopment Authority internet site contains a modem street and rail map that can be overlaid on the
georeferenced historical map so that the routes could be identified on the historical maps. The David
Rumsey Map Collection Internet site allows the outline of a route to be drawn on a modem map and all
of the historical maps to be displayed relative to the modem map. These maps were compared to the
route locations based on the distance and angle from the route location to identifiable landmarks such
as street intersections.
Segment 1: East Boston/Airport
Segment 1 of the Urban Ring COlTidor encompasses East Boston and Logan Airport (Figure 6-1). Three
BRT stations and one BRT route are located in Segment 1. Station 1 entails stops at all terminals at
Logan Airport. Station 2 is the existing Airport Blue Line Station in East Boston. Station 3 is to be
situated near the intersection of Bennington Street and the MBTA rail line. The East Boston!Airport
BRT route extends along existing railroad right of ways from near the entrance to Logan AirpOlt to the
Chelsea River.
Station 1, Logan Terminals is a stand-alone, triple bay to be located at Telminal C, Logan Airport in
East Boston (see Figure 6-1). Between 1900 and 1927 the station vicinity was filled and the Boston
AirpOlt (1923) was constructed on the site (Figure 6-2). The name of the airport was changed from
Boston to Lt. General Edward Lawrence Logan International in 1956. The archaeological sensitivity of
Station 1, Logan Terminals is considered low to none because of previous earthmoving disturbances
for the airport construction.
Station 2, is the existing Airport Blue Line Station in East Boston (see Figure 6-1). Modification of
this station to accommodate BRT services will be undeltaken by others. The proposed improvements
do not entail any new ground disturbances. The area of the existing station is considered to have low
sensitivity because of previous earthmoving associated with the existing station.
Station 3, Bennington Station is to be situated near the intersection of Bennington Street and the
MBTA rail line in East Boston (Figure 6-3; see Figure 6-1). The area has been dly land since European
contact, but remained largely vacant until the mid-nineteenth centwy. By 1776 there was a road through
106
PAL Report No. 1396.01
Results - 2004 Reconnaissance Survey For the Locally Preferred Alternative (LPA)
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PAL Report No. 1396.01
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Figure 6-3. Plan and aerial location of BRT Station 3, Segment 1, Urban Ring Corridor.
the area (see Figure 5-22), followed by railroad tracks prior to 1841, and a near-modem street plan by
1860. By 1884 the area around and possibly within the station location was developed. Through the
twentieth century the area continued to be developed. In 1995 the station location was occupied by a
parking lot. Though located on original land surfaces, subsequent ongoing urban development has
most likely severely compromised or destroyed the integrity of any archaeological resources, and it is
assigned a low sensitivity.
The East Boston/Airport BRT route extends approximately 2,800 ft/854 m from Frankfort Street to
Chelsea Street near the Chelsea River in East Boston (see Figure 6-1). The route parallels McClellan
Highway (Rte 1A) along existing railroad rights-of-way (see Figure 6-2). Prior to 1841 the portion of
the route south of Bennington Street was water and marsh, while north of Bennington Street was dry
but undeveloped. Some rails were already in place along the route. By 1852 the route was mostly filled
and streets were laid out, but no development was indicated. Development along the route did not
begin until the 1870s, after which time there was incremental development until the founding of the
airport caused an increase in local construction.
Since the late nineteenth century the centerline ofthe route was primarily occupied by existing rail line,
although portions of the route were vacant or inundated at various times. No buildings were recorded
within the railroad easement prior to 1927. An unidentified 1927-era building stood until some time
prior to 1989, however between 1950 and 1964 the building was truncated by the MBTA right-of-way
(ROW), likely destroying any evidence of the building within the easement. Immediately south of the
BRT route, the Mead-Morrison Manufacturing Company machine shop and outbuildings were
PAL Report No. 1396.01
111
Chapter Six
constructed prior to 1927. The machine stop was converted to the Boston Storage Company before
1964 and was extant tlu'ough 1995. A blacksmith shop and tool house were constructed prior to 1927
within the rail ROW immediately west of Prescott Street. By 1964, the blacksmith shop and tool house
had been removed.
The majority of the BRT route is located on the pre-contact period landmass of Noddles Island (see
Figure 5-4), although small sections may have been inundated during the pre-contact and contact periods.
In assessing the archaeological sensitivity of the BRT route, PAL staff referred to the Phase I
archaeological study for the Central Artery/Third Harbor Tunnel project conducted by the Office of
Public Archaeology (1989), which included the alignment of the proposed BRT route. The study
concluded that although the proposed route is on original land surfaces the extent ofurban development
tlu'oughout the area has severely disturbed the integrity of any archaeological sites that may have existed.
This section of proposed route along existing railroad ROW is assigned a low sensitivity.
Segment 2: Chelsea/Everett
Segment 2 ofthe Urban Ring Corridor encompasses Chelsea and Everett (Figure 6-4). Five BRT stations
and one BRT route are located in Segment 2. Station 4 is to be located along Bellingham Street in
Chelsea. Station 5 is to be located at the intersection ofArlington and Sixth streets in Chelsea. Station
6 is to be situated on Spruce Street immediately northeast of the intersection of Spruce and Fourth
streets. Station 7 is to be located at the intersection of Revere Beach Parkway and Everett Avenue in
Chelsea. Station 8 is to be located at the intersection of Broadway and Second streets in Everett. The
Chelsea BRT route is to be located along the existing rail line ROW between Bellingham Street and the
intersection Second Street and Boston Avenue in Chelsea.
Station 4 is to be located on Bellingham Street in Chelsea (Figure 6-5; see Figure 6-4). The general area
of the station is original land overlooking marsh and the Chelsea River. By 1852 the local street pattern
had been laid out and the railroad tracks were in place, but the area was still largely vacant (Figure 6-6).
Five years later a number of buildings were situated in the immediate vicinity of the station location.
The sUlTOunding area continued to develop through the remainder of the nineteenth century, until by
1918 a near-modern street plan was in place and a large industrial building was in the immediate
vicinity ofthe station location. In 1995 the station location was occupied by a parking lot with a number
of large buildings in the immediate vicinity. The general location of Station 4 has the potential to
contain archaeological evidence of pre-contact/contact period Native American occupation of the area.
However, post-contact period urban developments have most likely severely compromised or destroyed
the integrity of any such archaeological resources. This station location is assigned a low sensitivity.
Station 5, Chelsea Commuter Rail is to be located at the intersection ofArlington and Sixth streets in
Chelsea (Figure 6-7; see Figure 6-4). The proposed station will be an intermodal facility consisting of
two bays, requiring approximately 1,300 cubic yards (cy) ofexcavation to improve the existing commuter
rail station and integrate the new BRT station. No structures were indicated on the site prior to 1889. In
1889 and 1894 the station location was vacant except for a railroad siding that extended through the
area. The construction of the extant commuter rail station has most likely severely compromised or
destroyed the integrity of any pre-contact/contact and post-contact period archaeological resources.
This station location is assigned a low sensitivity.
112
PAL Report No. 1396.01
Results - 2004 R eCOlmalssance
.
Survey For the Locally Preferred Alternative (LPA)
Legend
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PAL Report No. 1396.01
113-114
Results - 2004 Reconnaissance Survey for the Locally Preferred Alternative (LPA)
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PAL Report No. 1396.01
115
Chapter Six
Figure 6-7.
Station 6, Everett Avenue/Mystic Mall is to be situated on Spruce Street immediately northeast of the
intersection of Spruce and Fourth streets (Figure 6-8; see Figure 6-4). The proposed station will be an
intermodal facility with two bays, requiring 900 cy of excavation. In 1775 the station location was
situated in the uplands near the historic road to Marblehead. The area immediately sun'ounding the
station location remained vacant until approximately the tum of the twentieth century. Prior to that time
the location was situated at or near the fork in a stream (see Figure 6-6). By 1852 the railroad tracks
north of the station location were in place and there was some development south of the location. By
1874 a near-modem street plan (excluding the Father Adamski Memorial Highway) was in place and
nearest development to the station location was approximately 250 m south. Sometime between 1888
and 1918 development encroached on the station location and the buildings in the immediate vicinity.
Post-contact period urban developments have most likely severely compromised or destroyed the integrity
of any archaeological resources. This station location is assigned a low sensitivity.
Figure 6-8. Plan and aerial location of BRT Station 6, Segment 2, Urban Ring Corridor.
116
PAL Report No. 1396.01
Results - 2004 Reconnaissance Survey for the Locally Preferred Alternative (LPA)
Station 7, Revere Beach Parkway is to be located near the intersection of Revere Beach Parkway and
Everett Avenue in Chelsea (Figure 6-9; see Figure 6-4). The proposed station will be a stand-alone
facility with two bays, requiring 600 cy of excavation. In 1860 a building was indicated in the vicinity
of the station location, but from 1894 through 1950 the station location was vacant. In 1955 three filling
stations were present on the parcel occupied by the northern station location. The filling stations were
present through 1972 but were not situated on the exact location of the proposed station. On the 1970
map a drapery company and a restaurant are depicted within the footprint of the northern station. Both
structures existed through 1972. Beginning in 1955 and existing through 1972, the White Lumber
Company lumberyard was situated at the southern station location. Post-contact period urban
developments have most likely severely compromised or destroyed the integrity of any archaeological
resources. This station location is assigned a low sensitivity.
Figure 6-9. Plan and aerial location of BRT Station 7, Segment 2, Urban Ring Corridor.
Station 8, Broadway is to be located at the intersection of Broadway and Second Street in Everett
(Figure 6-10; see Figure 6-4). Beginning prior to 1852 the area around the station location began to
develop, and by 1857 there were structures in the vicinity of the station location. The station location
was vacant from 1892 to 1955. On the 1970 map a filling station that existed through 1972 was situated
at the station location. From 1892 through at least 1955 there were residences north, east, and west of
the station location. On the 1970 and 1972 maps there was a different residence situated southwest of
the station location. The presence of the filling station, with underground tanks in the proposed station
location, has most likely severely compromised or destroyed the integrity ofany archaeological resources.
This station location is assigned a low sensitivity.
The Chelsea BRT route extends approximately 2,812 ft/858 m along an abandoned rail line ROW
between Bellingham Street and the Broadway Street overpass where the route shares the alignment
with the existing commuter rail for a distance of 3,938 ft/l,200 m to the intersection of Second Street
and Boston Avenue in Chelsea (see Figure 6-4). In 1775 the route area was undeveloped, but the village
ofWinisimmit was located not far to the south. By 1852 the railroad tracks were in place and there was
some development southwest of the route, while the eastern portion of the route was dominated by a
PAL Report No. 1396.01
117
Chapter Six
Figure 6-10.
marsh. By the late 1850s buildings had been constructed along the south side ofthe route. Prior to 1874
a station with an associated railroad siding had been constructed immediately south of the tracks. The
station stood through at least 1888.
Throughout the period represented by the Sanborn maps, railroad tracks were present along the center
of the route, however, a number of other resources were located directly adjacent to or within close
proximity to the railroad easement. In 1889 the Chelsea Station, which was demolished prior to 1950
and relocated closer to Heard Street, was located immediately north of the tracks. At the same time
Andrews and Fairchild Ice Dealers were located adjacent to the north side of the tracks. Andrews and
Fairchild eventually became Drivers Union Ice, which existed until some time prior to 1955 when it
became a vacant lot. The T.H. Buck Lumberyard, which later became Eastern Storage and existed until
post-1955 was also located immediately north of the tracks in 1889. During this period the Union Pork
Company was located approximately 6 m north of the railroad easement. Immediately south of the
railroad easement in 1889 were the AA. White Paint Company, the W.C. Davis Elevator and Mill
Company, and New York Manufacturing (foundry). A store, which later became a dwelling and stood
until at least 1911 was also located approximately 3 m south of the railroad easement.
By 1894, the Union Park Livery, which continued to operate until after 1911, was located approximately
6 m north of the railroad easement and an unidentified building was situated approximately 3 m south.
Dwellings were also located approximately 10m north and south of the railroad easement. The Swett
Car Wheel and Foundly Company was located at the junction ofthe rail lines in the vicinity of Highland
Street. Eventually Swett Car Wheel and Foundry became the Griffin Wheel Company, which continued
to operate until after 1955. During this period the AA White Paint Company continued to operate
immediately south of the railroad easement while New York Manufacturing was replaced by the U.S.
FoundlY Company. As of1911,AA White Paint Company had changed its name toAA White Varnish
and the U.S. Foundry Company south of the railroad easement had been demolished in order to build
the Russell Box Factory that was still standing in 1985. A Valvoline Oil Company oil depot was also
located immediately south during this period.
118
PAL Report No. 1396.01
Results - 2004 RecOlU1aissance Survey for the Locally PrefelTed Alternative (LPA)
As of 1950, the M. Burstein and Company (non-ferrous metals), a scrap iron yard, and a garage were
located immediately south of the railroad easement. The garage continued to operate in this area until
after 1964, and the M. Burstein and Company location was a vacant lot in 1985. By this time the A.A.
White Varnish and Russell Box Factory buildings had been replaced and partially reused by the West
Company (rosin manufacturing), Specialty Automatic Machine Company, and Chelsea Carton Company.
By 1955 there was a wool stock house and a number of small miscellaneous industrial buildings in the
vicinity of the Eastern Storage Company south of the tracks. The Standard Box Company storage
building was by this time also erected approximately 6 m south of the tracks in the vicinity of Griffin
Wheel.
By 1964, the M. Burstein and Company scrap metal plant had moved to the former location of Griffin
Wheel and the West Company had grown to include the property forn1erly owned by the Specialty
Automatic Machine Company. Adjacent to West Company, General Storage had taken over the building
formerly owned by Chelsea Carton Company. The area fOlmerly occupied by Eastern Storage had been
converted to paper storage and an unidentified building. As of 1964 an oil storage depot had been
constructed immediately north of the railroad easement, and an air conditioner manufacturing plant
that was extant in 1985 was in place approximately 10m north of the easement.
In 1985, the oil storage, paper storage, air conditioner manufacturing plant, and unidentified building
were still extant. The garage had been replaced by the H. Freedman Sons machine shops, and a mattress
factory had replaced the West Company. A general storage building was located south adjacent to the
easement. A meat packing plant was located approximately 10m nOlih of the railroad easement, and a
warehouse was situated approximately 15 m north.
The general archaeological sensitivity of the Chelsea BRT is considered low to moderate. Prior to
European settlement of the Massachusetts Bay area, the area of present-day Chelsea and Everett were
likely used as a seasonal gathering point for Native Americans, likely ofthe Pawtucket group. Access to
the tidal flats of the Mystic River, and to the shellfish and other marine resources found in them, was
likely the prime reason for Native American concentration in the area. Undisturbed western portions of
the route may contain pre-contact and contact period Native American sites. The extreme eastern section
of the route was likely inundated during the pre-contact period. However, subsequent post-contact
development of the APE in Segment 2 has most likely adversely affected the integrity of any Native
American archaeological resources that may exist. Likewise, ongoing development of the general area
has most likely compromised the integrity of any historic archaeological resources within the rail rights­
of-way as more recent construction episodes have destroyed archaeological evidence of early structures.
The overall sensitivity ofthe proposed Chelsea BRT route is therefore considered low within the existing
rail ROW, but there could be adjacent areas of moderate sensitivity for both Native American and Euro­
American resources.
Segment 3: Medford/Somerville
Segment 3 of the Urban Ring encompasses Medford and the northwest section of Somerville (see
Figure 6-4, inset). One BRT station is located within Segment 3, Station 9, at the existing Wellington
Orange Line Station in Medford.
PAL Report No. 1396.01
119
r
Chapter Six
Station 9, Wellington is the existing Wellington Orange Line Station in Medford (see Figure 6-4).
Proposed plans call for the reconfiguration of the Wellington bus curbside area to accommodate two
bays for BRT. This will entail the excavation of 900 cy of material. The area of the Wellington Orange
Line Station has undergone extensive disturbance as a result of the construction of the station. The
archaeological sensitivity of the area is considered low to none.
Segment 4: Somerville/Charlestown
Segment 4 of the Urban Ring Corridor encompasses the northern section of Somerville and part of
Charlestown (Figure 6-11). Six BRT stations are located in Segment 4. Station 10 is located in the
vicinity of Broadway and Edmands streets in Somerville. Station 11 is located at Gilman Square at the
intersection of Medford and Marshall streets in Somerville. Station 12 is to be located at Union Square
on Bennett Street east of the intersection of Bennett and Prospect streets in Somerville. Station 13 is to
be located at Assembly Square adjacent to the Orange Line and Draw 7 Park in Somerville. Station 14
is the existing Washington Street-Sullivan Square T Station in Charlestown. Station 15 is to be located
at Bunker Hill Community College in Charlestown. Two BRT routes, the McGrath Highway/ Somerville
BRT in Somerville and the Rutherford BRT route in Charlestown are also located in Segment 4.
Station 10 is located in the vicinity of Broadway and Edmands streets (Figure 6-12; see Figure 6-11). In
1775 the station location was on Winter's Hill, and Temples Farm and a Revolutionary War earthwork
fortification were situated nearby. By 1852 the H.W. Smith House was in the immediate vicinity of the
station location, and by 1860 the surrounding area had developed into a rural community. Ongoing
urban development has most likely severely compromised or destroyed the integrity of any archaeological
resources. This station location is assigned a low sensitivity.
Station 11, Gilman Square is to be located at the intersection of Medford and Marshall streets in
Somerville (Figure 6-13; see Figure 6-11). The intermodal station will consist of a new commuter rail
station connected to a two-bay BRT station. The combined station will require approximately 3,900 cy
of excavation. In 1775 a redoubt associated with the larger Mount Pisgah and Prospect Hill fortifications
was situated in proximity to the station location. By 1852 there was some development in the area and
by 1860 the vicinity of the station location had developed into a rural community. By 1874 the Winter
Hill Station was in close proximity to the project area. From 1900 through 1950 the station location was
vacant. Prior to 1989 a general storage building was constructed at the north station location, while the
south station location remained vacant. On the 1900 and 1933 maps the Central Hill Station was situated
in close proximity to the south station location. On the 1933 and 1950 maps the Rob Murdock and
Company commercial building was situated in close proximity to the north station location. Post­
contact urban development has most likely severely compromised or destroyed the integrity of any
Native American archaeological resources in the area. However, the city-owned parcel where Station
11 is to be constructed has been vacant since the early 1900s, and therefore could contain intact
archaeological evidence of nineteenth century and earlier uses of the area. This station location is
assigned a moderate sensitivity.
Station 12 Union Square is to be situated on Bennett Street immediately east of the intersection of
Bennett and Prospect streets (Figure 6-14; see Figure 6-11). The proposed intermodal station will consist
of a new commuter rail station connected to a new BRT station on Prospect Street, requiring 3,900 cy
120
PAL Report No. 1396.01
Results - 2004 Reconnaissance Survey For the Locally PrefelTed Alternative (LPA)
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PAL Report No. 1396.01
121-122
Results - 2004 Reconnaissance Survey for the Locally Preferred Alternative (LPA)
Plan and aerial location of BRT Station 10, Segment 4, Urban Ring Corridor.
Figure 6-13.
PAL Report No. 1396.01
123
Chapter Six
Figure 6-14.
of excavation. In 1775 the area was wooded with a stream running immediately south of the station
location. By 1841 the area was still largely undeveloped, but the tracks north of the station location
were in place. By 1852 the tracks south of the station location were in place and a number of the roads
in the immediate vicinity had been constructed. Prior to 1857 buildings were constructed north of the
station location, and by 1860 there were buildings all around the location at a distance of approximately
250 m. By 1874 a near-modem street plan was in place. Sometime between 1874 and 1888 the stream
was filled. In 1995 the area was vacant with a large building situated immediately to the south. Ongoing
urban development has most likely severely compromised or destroyed the integrity ofany archaeological
resources. This station location is assigned a low sensitivity.
Station 13, Assembly Square is to be located at Assembly Square adjacent to the Orange Line and
Draw 7 Park in Somerville (Figure 6-15; see Figure 6-11). The proposed station is a stand-alone, one­
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Figure 6-15.
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PAL Report No. 1396.01
Results - 2004 Reconnaissance Survey for the Locally Preferred Altemative (LPA)
bay station requiring 600 cy of excavation. Prior to the twentieth century it is unclear whether or not the
station location was on dly land. The 1775 map shows the location on dry land south of the Mystic
River; while the 1852 and 1860 maps place the location on or very near White Island, and the 1874 and
1888 maps, which appear to be the most accurate, indicate that the location was submerged. By the
twentieth century the area was filled and the north station location is vacant except for a railroad siding
on all maps. Prior to the 1950 map the south station location was vacant. A warehouse that was originally
owned by Sears Roebuck stood on the location from 1950 through 1991. Station 13, despite being
relatively undisturbed during the modem period, has a low potential for Native American sites because
it was inundated prior to the pre-contact period. Likewise, historic development of the area did not
occur until the area was filled in the twentieth century. No potentially significant archaeological resources
are expected and the station location is assigned a low sensitivity.
Station 14, Sullivan Square is the existing Washington Street-Sullivan Square T Station in Charlestown
(see Figure 6-11). The proposed BRT station will be realized through new commuter rail platforms and
modifications to the existing Orange Line Station. This existing station location is assigned a low
sensitivity.
Station 15, Bunker Hill Community College is to be located at Bunker Hill Community College in
Charlestown (Figure 6-16; see Figure 6-11). Prior to 1897 when the general area was filled but
undeveloped, the station location was either coastal or submerged. From before 1836 until 1964 the
Massachusetts State Prison was situated on and around the station location. In 1973 Bunker Hill
Community College was built on the site of the prison (Figure 6-17). Beginning with the 1989 map the
station location is vacant through 1996. It is possible that intact archaeological features associated with
the prison are still present at the station location. Also, a contact period Native American village (19­
SU-44) was also recorded at the site of Bunker Hill Community College (see additional discussion
below for Rutherford BRT Route).
Figure 6-16. Plan and aerial location of BRT Station 15, Segment 4, Urban Ring Corridor.
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