Chapter Six
The Chelsea Water Street Site (19-SU-48) and the Town Dock Pottery Site (19-SU-59) in Charlestown
are located in similar environmental contexts as Station 15. The Water Street Site is a portion of a
multicomponent basecan1p situated on the nOlth side of the Charles River estuary at the mouth of the
river where it flows into Boston Harbor. Excavations at the site revealed 10 pre-contact features and
over 4,500 Native American artifacts including pottery, chipping debris and lithic tools preserved between
post-contact period foundations and under large deposits of post-contact fill. The site dates to the Late
Archaic through Middle Woodland periods when coastal stabilization and estuarine development were
occurring. The Water Street Site is an excellent example of the possibility of preserved pre-contact
Native American Sites in a heavily developed urban context (Shaw et al. 1984).
The Town Dock Pottery Site is another example of a pre-contact site preserved in an urban context
under post-contact period fill and salt marsh peat. The Town Dock Pottery Site represents a single
component site utilized once as a temporary estuarine resource collecting/processing station. The group
who utilized the site likely had a nearby basecamp in either the Charles or Mystic River estuaries.
More than 200 pieces of lithic artifacts including chipping debris, burnt rock, and one scraper were
recovered as well as three possible features. Although the site could not be securely dated on the basis
of the lithic assemblage, its stratigraphic location under estuarine silt and salt marsh peat deposits
indicates that its occupation likely occurred during or just before the stabilization of the sea level ca.
3,000-2,000 years ago, placing it somewhere in the Late Archaic through Early Woodland periods
(Ritchie et al. 1994).
Evidence recovered from these sites indicates the potential for pre-contact/contact period Native
American resources to be present in the general location of Station 15. Consequently, Station 15 is
considered to have a high archaeological potential.
The McGrath Highway BRT route is located in Somerville and extends approximately 3,940 fill ,200
m along Somerville Avenue from the intersection of Somerville Avenue and McGrath Highway to the
intersection of Somerville Avenue and Prospect Street. The route turns south along Prospect Street and
a proposed road until it reaches an existing rail line where it turns east and extends to the intersection of
the rail line and Somerville Avenue (see Figure 6-11). In 1775 the route was undeveloped land along
Millers River (Willis Creek). By 1841 the area was still undeveloped but the railroad tracks were in
place, and by 1852 roads had been laid out in the area. Prior to 1852 the Millers River had been partially
filled so that its head was in the vicinity of the route and some development had occurred.
Beginning in 1857 the area saw increased development, with multiple buildings in close proximity to
the route that lasted through the nineteenth century. By 1900, both Somerville Avenue and Prospect
Street were in place. Existing tracks dominated the remainder of the route. The proposed roadway east
of Bennett Street will cut through the former locations of dwellings and stables. The S. Armstrong
Company cooper shop was situated adjacent to the south side of Somerville Avenue, and dwellings,
shops, and tenements were located along other parts of Somerville Avenue with 1-3-m setbacks.
Dwellings were also located approximately 3-m back from Prospect Street. Also in the area were the
W.K. Lewis and Brothers Pickling and Preserving Works, the Revere Sugar Refinery, a Boston Elevated
Rail Road Car Power Station, the G.C. Emerson coal and wood yard, and other unnamed coal and
lumberyards. The Union Glass Works (ca. 1854-1935) was situated south ofthe railroad easement. The
Northern Packing and Provisions Company pork-packing house was situated on both sides ofthe tracks
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35
35
36
35
36
35
36
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35
35
36
3,
35
31
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35
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36
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37
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35
Figure 6-17. Segment 4, Somerville/Charlestown, Boston Inner Harbor with early shoreline and development (source: USCGS 1935).
PAL Report No. 1396.01
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Results - 2004 Reconnaissance Survey for the Locally Preferred Alternative (LPA)
south of Somerville Avenue, and the New England Dressed Meat and Wool Company was located
immediately north of the tracks.
By 1933/1934, the majority of the route existed as roads and tracks, including the Boston and Maine
Rail Road Yards (see Figure 6-17). During this period, dwellings, a shop, a cooperage, and a storage
building were located in the path of the roadway proposed east of Bennett Street. Dwellings were
situated approximately 3 m back from McGrath Highway and Prospect Street, while dwellings, tenements,
shops, and miscellaneous small industries were located along Somerville Avenue with 0-3-m setbacks.
The North Packing and Provisions Company pork-packing house, the S. Armstrong Company cooper
shop, and New England Dressed Meat and Wool Company were still situated adjacent to the rail right­
of-way during this period. These industries were joined by a junkyard, John McCort Asphalt Fixing,
and Bay State Smelting Corporation nOlih of the rail right-of-way, and John M. Woods and Company
lumber and W.P. Ross and Company Wood Working south of the rail ROW.
As of the 1950 Sanbom maps, dwellings and a storage building occupied the area east of Bennett Street
where the roadway is planned. Existing tracks, including the Boston and Maine Rail Road Yards, and
roads dominate the remainder ofthe McGrath Highway/Somerville BRT route. The North Packing and
Provisions Company pork-packing house, the S. Armstrong Company cooper shop, and New England
Dressed Meat and Wool Company, John McCort Asphalt Fixing, the junkyard, and John M. Woods and
Company lumber were situated in the vicinity of the rail line. However, the Bay State Smelting
Corporation building was being used for storage by this period. Dwellings with approximately 3-m
setbacks flanked McGrath Highway, while dwellings, tenements, and a slate cutting building were
located approximately 3-m back from Prospect Street. Dwellings, shops, and tenements were situated
along Somerville Avenue with approximately 1-3-m setbacks.
By the 1986-1996 period, the existing roads and tracks were situated along the entire route, except east
of Bennett Street where the proposed roadway may impact a storage building. By this time commercial
buildings and dwellings with 1-3-m setbacks flanked the existing roadways. North ofthe rail ROW, the
John McCort Asphalt Fixing building was occupied by a laundry appliance warehouse, an unidentified
commercial company had taken over the New England Dressed Meat and Wool building, and a building
material warehouse had replaced the earlierjunkyard. South of the rail ROW, a storage building and an
upholstery shop had replaced the 1. Woods Company. The fOlmer location of the Northem Packing and
Provisions building is now partially occupied by commercial buildings, but the bulk of the location is
covered by a parking lot.
The Union Glass Works (SMV-HA-l) within the Ward II Industrial Area historic district was situated
immediately south/southwest ofthe project area, south of the railroad tracks and east ofWebster Avenue.
The Union Glass works operated from circa 1854 through the 1930s producing glass lighting fixtures.
The works are no longer extant and the sunounding area is partially vacant. Based on the Sanbom
maps, the Union Glass Works was immediately south of and adjacent to the railroad easement and does
not appear to be within the project area, but it is possible that outbuildings associated with the works
are within the project area.
The general archaeological sensitivity ofthe McGrath Highway BRT route is considered low. However,
the proposed roadway east of Bennett Street could contain historic period structural remains and
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Chapter Six
associated features such as foundations, privies, and trash middens, and is assigned a moderate sensitivity.
The Rutherford BRT route in Charlestown extends approximately 5,625 ft/l, 715 m from the intersection
of Washington and Spice streets along a spur of the former Boston & Maine Railroad Line to the
northwest comer of the Bunker Hill Community College circuit road, along the circuit road to where it
intersects Austin Street. The route then turns south along Austin Street/Judge Gilmore Bridge before
turning east into an open area and ending just north of Monsignor O'Brien Highway (see Figure 6-11).
In 1775 the extreme northem and southem portions of the route were the only ones that were situated
on dry land. At that time a number of structures were located on the land now occupied by Bunker Hill
Community College. By 1835/1836 the coastline remained largely unchanged, but the Massachusetts
State Prison was present at the northem end ofthe route and the Prison Point Bridge was situated across
the Millers River near the modem Austin Street/Judge Gilmore Bridge (see Figure 6-17). By the 1840s
the Prison Point Bridge made landfall on its nOlih end within the route near the comer on Austin Street.
Also within the route were a number of docks extending off the nOlih end of the bridge. The southem
end of the route partially intersected the New England Glass Works and its associated docks. During
this period the route also appears to have intersected the state prison. As of 1856, filling along the banks
of the Millers River had resulted in more of the route being on dry land. The 1857 map indicated that
the route did not intersect the state prison, but did significantly overlap the New England Glass Works.
Conversely, the 1860 and 1874 maps depict the route impacting the state prison. The 1879, 1884, and
1885 maps, which appear to be the most accurate, indicated that the route did intersect the prison yard,
but not its buildings. By 1897 the Millers River had been extensively filled, although the southem
portion of the route was still inundated. The 1897 map indicated that the route did not intersect the state
pnson.
Throughout the period covered by the Sanbom maps the Rutherford BRT route contained existing rail
line ROW. The structures associated with the rail line ROW (e.g., roundhouses) have changed over the
years and so have the buildings in the immediately surrounding area. In 1888 a passenger depot, coalhouse,
and a Boston and Maine roundhouse complemented the rail line ROW within the project area. By 1900
a tool house, yardmaster's office and other ancillary structures were situated near the Boston and Maine
roundhouse. A locomotive house, machine shop, and car shop were also located within the project area
during this period. Immediately north of the rail line ROW was a freight house. A drawbridge and
tender's house that existed until sometime prior to 1900 were situated within the project area
approximately 80 m south of Interstate 93.
By 1927 the majority of the railroad track area had been cleared of structures except the roundhouse
and its auxiliary buildings. The area north of the rail line ROW continued to develop during this period.
A number of freight houses and warehouses were situated there, in addition to the H.P. Hood and Sons
dairy buildings. A wagon painting building, coal shed, icehouse, and other buildings were also positioned
north of the rail line ROW. A second roundhouse and its ancillary buildings were located in the vicinity
of the route.
By 1950 the freight houses, warehouses, and other buildings north of the rail line ROW had expanded.
A number ofthe freight houses were the property ofthe U.S. govemment. It is likely that these structures
were acquired during World War II for the defense industry. The H.P. Hood and Sons dairy business and
the roundhouse were still extant in the immediate vicinity ofthe route. Within the route, the roundhouse
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and its ancillary structures had been replaced by an oil tank that partially occupied their original site. As
of 1964 only the oil tank and existing rail line ROW were located within the route. The oil tank stood
until sometime prior to 1989 when it was removed. The second roundhouse and its ancillary buildings
were still located immediately nOlih of the rail line ROW. Among the freight houses and warehouses
north of the rail line ROW the H.P. Hood and Sons business had expanded and was joined by the
Whiting Milk Company.
By 1989 a freight house near the H.P. Hood and Sons building had been converted into the Charles
River Publishers building. Warehouses occupied the former location of the roundhouse and ancillaly
buildings north of the rail line ROW. Other warehouses and freight houses north of the rail line ROW
had been removed by this time. Between 1989 and 1996 there were no substantive changes in the
vicinity of the project area.
A number of historic archaeological sites have been recorded within and in close proximity to the
southern portion of the Rutherford BRT route in East Cambridge and Somerville. Archaeological
investigations conducted by PAL for the NorthPoint Development and Lechmere Station Relocation
Project included a large area traversed by the proposed Urban Ring BRT route, including the New
Lechmere Station (see separate discussion). There are several recorded post-contact period archaeological
sites within this area that were subjected to the recent PAL investigations. These sites included The
New England Glass Company Site (CAM-HA-4), which is situated within and immediately south of
the southwest end of the route. The structures associated with this site were extant from 1813 until
1921. During that period the New England Glass Company was the first industry in East Cambridge
and the first red lead furnace in the U.S. By 1845 the company was the largest employer in the city. The
factory included cutting shops, engraving shops, laboratories, blacksmith, machine shops, a red lead
oven, an extensive underground flue system, pot making facilities, warehouses, and glass showrooms.
Recent archaeological investigations at the site for the NorthPoint Development identified the
belowground remains ofthe massive flue system for the glass factory, although no further investigations
were recommended (Cherau and Banister 2007).
The archaeological investigations conducted for the NOlihPoint Development also included the locations
of several other recorded sites in the vicinity of the Rutherford BRT route. These include the Revere
Sugar Company Refinery Site (CAM-HA-5) occupied between 1819 and the 1940s; the North Street
Worker's Housing Site (CAM-HA-6) related to the New England Glassworks; and the Millers River
Seawall Site (CAM-HA-7) where a number of wharves beginning in the seventeenth century and a
500-ft seawall built in 1873 were present before the river channel was filled in the early to mid-late
twentieth century. No significant archaeological remains were identified for any of these previously
recorded sites, and no further investigations were recommended (Cherau and Banister 2007).
The middle section ofthe Rutherford BRT route that lies north ofand through the Bunker Hill Community
College was dly land during the 1600s. There is one recorded contact period Native American village
site (19-SU-44) in this area. While the site was reportedly destroyed when the college was built, it is
possible that there al'e some remains in relatively undisturbed open spaces of the campus (MHC site
files). In addition, prior to 1964 the Massachusetts State Prison was situated on the site of Bunker Hill
Community College in the vicinity of the north end of the route. The historic cartographic evidence is
inconclusive regarding the exact position of the route relative to the prison, but an overlay of modem
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Chapter Six
orthophotographs and a 1954 planning map suggests that the state prison was nearly completely within
the current footprint of Bunker Hill Community College and consequently not within the route. The
potential for belowground historic features associated with the state prison within the BRT route cannot
be entirely discounted. Therefore, while the majority of the Rutherford BRT route has low potential for
containing intact archaeological resources, undisturbed areas in the middle and southern portions ofthe
route in the vicinity ofBunker Hill Community College are assigned a high sensitivity for archaeological
resources.
Segment 5: Cambridge
Segment 5 of the Urban Ring is located entirely within the City of Cambridge (Figure 6-18). Seven
BRT stations and one BRT route are located in Segment 5. Station 16, the new Lechmere Station, is to
be located at Monsignor O'Brien Highway and Gore Street. Station 17 is located at the intersection of
First and Hurley streets and Station 18 is located on Binney Street. Station 19 is to be located at the
intersection of Binney Street and Galileo Street and Station 20 at Kendall Square. Station 21 is located
at Massachusetts Avenue and Vassar Street and Station 22 on the rail line north of Vassar Street near
Audrey Street and Fort Washington Park. The MIT BRT route is located along the railroad ROW between
Albany and Vassar streets south of Main Street.
Station 16, New Lechmere is to be located at Monsignor O'Brien Highway and Gore Street at the
Lechmere T Station (see Figure 6-18). The New Lechmere Green Line Station, to be built by the MBTA
as part of the NOlthPoint Development/Lechmere Station Relocation Projects, will be modified to
include BRT curbside connections. The railroad tracks were in place by 1841, and while stmctures
have been located on and around the station location since at least 1836, the existing T station has
disturbed any previous archaeological deposits in the vicinity of the station location. The entire station
site was previously assigned a no/low archaeological sensitivity as part ofthe NorthPoint Development
archaeological investigations (Cherau and Banister 2007).
Station 17, First Street/Galleria is to be located at the intersection of First and Hurley streets (Figure
6-19; see Figure 6-18). The stand-alone two-bay station will require 900 cy of excavated material. In
1775 the area was coastal or submerged and it remained that way through 1856. By 1860 some of the
surrounding marsh had been filled and between 1888 and 1897 the area was fully filled and began to
see development. On the 1888 map at the east station location a contractor's shed and a warehouse
were depicted. These stmctures were replaced on the map by a shed and a vacant lot by 1900. On the
1934 and 1950 maps, office, general storage, and machine storage buildings associated with Boston
Sand and Gravel were situated at the east station location. By 1986 these buildings had been replaced
by a parking lot, which was in tum replaced by a commercial building prior to 1990. The commercial
building was at the station location through 1995. On the 1888 map a machine shop associated with the
Hawkins Machine Company was situated at the west station location. The same building was being
used by 1900 by the Seelye Manufacturing Company as a machine and cutting shop. Prior to 1934 two
different machine shops that stood through 1950 were situated at the west station location. On the 1986
map two commercial buildings and a transformer were located at the site of the west station. The
buildings and transformer are located at the site through 1995 and were joined by a parking lot prior to
1992. Ongoing urban development has most likely severely compromised or destroyed the integrity of
any archaeological resources. This station location is assigned a low sensitivity.
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Legend ­
•
BRT Station
-
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Figure 6-18.
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Segment 5, Cambridge, Urban Ring Corridor.
PAL Report No. 1396.01
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Results - 2004 Reconnaissance Survey for the Locally Preferred Alternative (LPA)
_.. :-.!
-. !
Figure 6-19. Plan and aerial location of BRT Station 17, Segment 5, Urban Ring Corridor.
Station 18, Binney Street is situated on Binney Street between Third and Second streets in Cambridge
(Figure 6-20; see Figure 6-18). The stand-alone two-bay station will require 900 cy ofexcavated material.
At European contact the station location was situated along the coast in the vicinity of a marshy area
with a stream running through the center of the station location. The area was largely undeveloped
through the mid-nineteenth century. By 1841 Third Street had been laid out, and Binney Street joined it
not long after 1874. Filling was also planned for the area east of the station location in 1874. By 1878
the stream was canalized, and by 1897 the filling to the east of the station location had reached near­
modem extents. By 1995 the area was fully developed with buildings in or in the immediate vicinity of
the station location. Any pre-contact/contact period Native American sites that may have been present
in this highly favorable environmental setting have likely been severely compromised or destroyed by
ongoing urban development and the area is assigned a low archaeological sensitivity.
Figure 6-20. Plan and aerial location of BRT Station 18, Segment 5, Urban Ring Corridor.
PAL Report No. 1396.01
135
Chapter Six
Station 19 is to be situated at the intersection of Bilmey Street and Galileo Way in Cambridge (Figure
6-21; see Figure 6-18). In 1775 the station location was a marshy coastline at the head of an embayment.
A stream was located approximately 100 m west ofthe station location. By 1856 the stream was partially
canalized, and by 1874 the stream was canalized into canals south and west of the station location. By
1874 Binney and Potter streets were in place, and by 1884 the railroad adjacent to the station location
had been laid. Despite these improvements the area was largely undeveloped until the early twentieth
century. In 1995 the station location was a parking lot. Any pre-contact/contact period Native American
sites that may have been present in this highly favorable environmental setting have likely been severely
compromised or destroyed by ongoing urban development and the area is assigned a low archaeological
sensitivity.
Station 20, Kendall Square is to be located at the intersection of Main and Hayward streets (Figure 6­
22; see Figure 6-18). The stand-alone two-bay station will require 900 cy of excavated material. In
1775 the vicinity was an undeveloped marsh, but by 1841 the area had been partially filled, leaving a
nearby stream, and roads were in place. During the remainder of the nineteenth century the village of
Cambridgeport continued to develop around the station location as filling continued. A number of
buildings were situated in close proximity to the station location. In 1888 the north station location was
occupied by stores, which were replaced by dwellings prior to 1900. By 1934 the north station location
was occupied by a bus yard and subway exit. The bus yard and subway exit existed at the location
through 1950, but were replaced by underground parking prior to 1986. The underground parking lot
occupied the location through 1995. In 1888 the south station location was occupied by the Marcellus
Day and Company cement pipe manufactory and a moveable crane associated with the construction of
the new Harvard Bridge. By 1934 the lC. Hammet Company school supply and printing building was
situated at the south station location. The J.C. Hammet Building stood on the location through 1995
and was joined by the Lott Building prior to 1986. Ongoing urban development has most likely severely
compromised or destroyed the integrity of any archaeological resources that may have been present and
the area is assigned a low sensitivity.
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Results - 2004 Reconnaissance Survey for the Locally Preferred Alternative (LPA)
Plan and aerial location of BRT Station 20, Segment 5, Urban Ring Corridor.
Station 21, MITlMassAvenue is to be located at Massachusetts Avenue and Vassar Street in Cambridge
(Figure 6-23; see Figure 6-18). The stand-alone two-bay station will require 900 cy ofexcavated material.
Prior to 1888 the vicinity of the station location was primarily a marsh surrounding a stream, but a
raised dry area known as Pelhams Island was nearby and the station location may be situated on that
fOlmer landmass. In 1888 and 1889 the station location is vacant. By 1900 there were tenements situated
at the location of the east station. The tenements were still standing in 1934, by which time another
building had been built adjacent to them. The tenements do not appear on the 1950 map, but the building
continued to stand until at least 1992. A building, possibly the building built prior to 1934, and MIT
service buildings occupy the site on the 1995 map. The area occupied by the tenements was vacant
beginning sometime after 1934 and it is possible that intact archaeological features associated with the
tenement are still present at the east station location. Prior to 1900 the C. Brigham Company milk depot
PAL Report No. 1396. 01
137
Chapter Six
and butter factory were built on the site of the west station. By 1934 the milk depot and butter factOly
were turned into a warehouse. By 1950 the lot was vacant and remained unoccupied through at least
1986. As of 1990 a commercial building and parking lot that existed through 1995 were present on the
location. Beginning prior to 1934 a filling station and restaurant were situated approximately 15 m west
of the west station location. The filling station and restaurant were present through at least 1986 when
they were joined by the MIT nuclear reactor building. The nuclear reactor building stood through 1995
approximately 15-m south of the west station location. 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 22, Cambridgeport is located along the rail line north of Vassar Street near Audrey Street and
Fort Washington Park in Cambridge (see Figure 6-18, Figure 6-24). The stand-alone two-bay station
will require 900 cy of excavated material. In 1775 the surrounding area was primarily marsh, but by
1815 there had been some filling and development was beginning. During the remainder ofthe nineteenth
century, development in the area continued and was particularly heavy north ofthe station location. The
north station location was within the John Reardon and Sons soap factOly on the 1888, 1900, 1935, and
1950 maps. However, the station location was depicted in the factOly yard, consequently only the coal
pile, coal scrap drying yard, poultry feed shed, etc. were located at the actual station location. From
prior to 1986 through at least 1995 the north station location was then the site of a truck storage yard.
On the 1888 map the south terminal location was vacant. Then in 1900 the location was a motor freight
terminal, and then vacant again by 1935. Prior to 1950 an unidentified building was constructed on the
location. By 1986 the building was removed and the south station location was occupied by a parking
lot through 1995. This area may have been part of Pelhams Island prior to filling during the nineteenth
century; however, any pre-contact/contact period Native American sites were likely severely
compromised or destroyed by ongoing urban developments. This station location is assigned a low
sensitivity.
Figure 6-24. Plan and aerial location of BRT Station 22, Segment 5, Urban Ring Corridor.
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The MIT BRT route is approximately 5,062 ft/l,544 m in length located along the CSX railroad ROW
between Albany and Vassar streets south of Main Street in Cambridge (see Figure 6-18). In 1775 the
MIT route was primarily marsh with a stream running through it, although the south end was on dly
land and there was a redoubt in the vicinity. During the Revolutionmy War, Fort Washington (pmiially
rebuilt, but still extant) and Fort Brookline (demolished) were constructed in close proximity to the
route. By 1815, some filling had occuned, but the route was still primarily marsh. Development had
OCCUlTed at the south end of the route and at its north end in the village of CambridgepOli. As of 1852
the railroad tracks south of the Chm'les River were in place (Figure 6-25). The landscape remained
largely unchanged throughout the 1850s, with the nOlih end of the route dominated by the stream, the
mid-section primarily marsh, and the south end dry land on either side of the Chm'les River. By 1860
railroad tracks were in place along the entire length ofthe route. The Cottage Farm Station was constructed
directly adjacent to the tracks within the route south of the Charles River by 1874. By 1888 much ofthe
area had been filled, although there were at least two streams still running through the area, and by 1897
the m'ea had been filled to near-modem extents.
The length of the MIT route was occupied by existing railroad tracks on all of the provided Sanborn
maps. There m'e a number of potential resources situated directly contiguous with the rail line ROW
and possibly within the project area. NOlih of the Charles, Fort Washington (Revolutionary War
ealihworks) and the John Rem'don and Sons Soap and Oleomargarine Factory were nOlih adjacent to
the railroad ROW in 1888. By 1900 the C. Brigham Company milk depot and butter factory, the Lamb
and Ritchie Composite Pipe Company, and the George W. Gale Lumber Company were immediately
nOlih ofthe rail line ROW. Wm'ehouses and flats were situated immediately south of the rail line ROW.
FOli Washington and the John Rem'don and Sons Soap FactOlY were still present in 1934, and were
joined by Lally Column Company immediately nOlih ofthe railroad ROW. By 1934 an electric refrigerator
sales and service building had been constructed on a formerly vacant lot south of the rail line ROW.
Also south of the rail line ROW were various Massachusetts Institute of Technology- (MIT) related
auxiliary industrial buildings and a motor freight terminal. Lamb and Ritchie Sheet Metal Company,
National Fuel, a box factOlY, an auto yard, wm'ehouses, garages, and freight houses also flanked the rail
line ROW. The National Biscuit Company was situated north of the railroad easement. The area was
largely unchanged by 1950, except the MIT radiation laboratOly and a contractor's yard had joined the
Lamb and Ritchie Sheet Metal Company north of the rail line ROW. The box factOly had been changed
into a paper company. In the san1e vicinity, south ofthe rail line ROW, warehouses and Roddis Plywood
and Doors had replaced National Fuel.
In 1975 a group of students from Harvard University excavated pmis of the eighteenth-centmy FOli
Washington. Fort Washington, an earthen redoubt was constructed in 1775 by the continental army
under George Washington, and today consists of a grassy embankment with a tlu'ee-gun battely. The
fort was used during the siege of Boston and helped force the city's evacuation by the British. It is the
only surviving physical renmm1t ofthe Revolutionmy Wm' in Cambridge. Excavations revealed original
eighteenth century deposits relating to the construction of the redoubt as well as a possible feature and
mtifacts dating to that time period under nineteenth- and twentieth-century fill deposits. No human
burials were noted during these excavations. It was recommended that every effort be made to protect
the park from further deterioration but that attempts to restore the original earthworks could erode its
lower intact deposits.
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Chapter Six
By 1986, Fort Washington was joined by a paint warehouse on the nOlih side of the rail line ROW. A
truck storage yard has replaced John Reardon and Sons and the fOlmer location of Lally Column was
vacant. A transfer yard and warehouses had replaced the freight telminal south of the rail line ROW in
the vicinity ofFOli Washington. The electric refrigerator sales and service building and the MIT auxiliary
industrial buildings present south of the rail line ROW in 1950 were still extant in 1986. Other MIT
buildings were also present in the area by 1986. The MIT Nuclear Reactor Building and the MIT
National Magnet Laboratory replaced National Biscuit, the auto yard and some of the garages and
warehouses nOlih of the rail line ROW. Also nOlih ofthe rail line ROW, the Radiation LaboratOlY had
become the MIT Instrumentation LaboratOlY and the Cambridge Tire Company had replaced the Lamb
and Ritchie Sheet Metal Company. South ofthe rail line ROW, a parking lot and MIT suppOli buildings
replaced Roddis Plywood and Door. Very little changed in the area through 1995.
In 2001 and 2003 PAL conducted archaeological investigations in the vicinity of the project conidor for
the Kendall Station Electrical Interconnect and the Cottage Farm CSO Storage project. The results of
the Kendall Station Electrical Interconnect reconnaissance survey indicate that extensive urban
development has occmred in the area and that no paIi ofthe existing FOli Washington would be impacted.
The area of Magazine Beach was assigned moderate archaeological sensitivity for pre-contact Native
American cultural material associated with the documented Magazine Beach Site (l9-MD-172) and
possible Euro-American cultural material associated with Captain's Island from the 1630s. PAL
recommended monitoring in this area. The results of the monitoring indicated extensive filling for
Memorial Drive and no original land smfaces were encountered (Mail' 2001).
The results of the Cottage Farm CSO Storage project reconnaissance smvey indicated that the aI'ea of
Magazine Beach, originally Captain's Island, has undergone extensive disturbance, both horizontally
and veliically. The small hill that was Captain's Island was sunounded by salt marsh and likely a
favored site for Native American groups. However, post-contact development of the area, first as a
state powder magazine and then as a public beach has most likely compromised the integrity of any
archaeological deposits and no finiher archaeological investigations were recommended (Deaton and
Mail' 2003).
The proposed MIT BRT route within the existing filled CSX ROW is not likely to contain intact pre­
contact/contact period Native American and/or Emo-American cultural deposits. It is assigned a generally
low sensitivity. However, because the veliical extent of fill in this area is unknown and there could be
undisturbed pre-contact/contact and post-contact period cultural strata buried beneath the fill, including
the area of Pelham's Island, formerly located between Main Street and Massachusetts Avenue and the
area around FOli Washington, moderate sensitivity is assigned below and adjacent to the existing rail
ROW.
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PAL Report No. 1396.01
Results - 2004 Reconnaissance Survey For the Locally Preferred Alternative (LPA)
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PAL Report No. 1396.01
141-142
Results - 2004 Reconnaissance Survey for the Locally Prefened Altemative (LPA)
area around Fort Washington, moderate sensitivity is assigned below and adjacent to the existing rail
ROW.
Segment 6: Brookline/Fenway/LMA/Ruggles
Segment 6 of the Urban Ring traverses a small section of Brookline and the Fenway and Roxbury
sections of Boston (Figure 6-26). Eight BRT stations and one BRT route are located in Segment 6.
Station 23 is to be located at the intersection of Mountfort Street and Park Drive in Boston. Station 24
is to be located at Mountfort and Saint Mary streets in Brookline. Station 25 is located on Lansdowne
Street near Beacon Street. Station 26 is to be located along Park Drive near Medfield Street and the
Green Line rail line in Boston. Station 27 is to be located at the intersection of Brookline Avenue and
ShOlt Street in Boston. Station 28 is to be located at the intersection of Avenue Louis Pasteur and
Longwood Avenue in Boston. Station 29 is to be located at the intersection of Huntington Avenue and
Louis Prong Street in Boston. Station 30, Ruggles is located at the existing Ruggles station on the
MBTA Orange Line. The Ruggles BRT route follows existing streets Louis Pasteur and Columbus
Avenue.
Station 23 is to be located at the intersection of Mountfort Street and Park Drive in Boston (Figure 6­
27; see Figure 6-26). The vicinity ofthe station location appeared as a wooded area on the 1775 map
and as dry land immediately on the edge of a marsh in 1815. By 1852 the railroad tracks were in place
and by 1874 the area had begun to develop. From 1897 through 1995, the station location is vacant on
all maps. Beginning in 1964 a filling station and then a commercial building were located approximately
15 m south of the station location. 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 24, BUISt. Mary's is located at the intersection ofMountfort and Saint Mary streets in Brookline
(Figure 6-28; see Figure 6-26). The stand-alone, one-bay station will require 600 cy of excavation. In
1775 the area was a wooded lot on the lowland edge of a hill. By 1857 the adjacent railroad tracks were
in place and a dam was situated east of the station location. As of 1860 some buildings were located in
the vicinity, and by 1874 a near-modem street plan was in place. The station location appears to have
remained vacant with buildings to the south and southwest in 1918, and a parking lot on the site in
1995. Ongoing urban development has most likely severely compromised or destroyed the integrity of
any archaeological resources. TIns station location is assigned a low sensitivity.
Station 25, KenmorelYawkey is to be located at the Yawkey Commuter Rail Station on Lansdowne
Street near Beacon Street in Boston (Figure 6-29; see Figure 6-26). The BRT station will be realized
through expansion of the existing Yawkey Station platforms and curbside area. Approximately 300 cy
of excavation is required. During the American Revolution an emthwork fortification was on or in
close proximity to the station location. By 1852 the area was undeveloped but bordered on a marshy
intertidal zone. Some time prior to 1860 the railroad tracks through the location were laid, and by 1888
the surrounding shoreline had reached near-modern extent. The 1897, 1914, 1937, and 1951 maps
show a switch tower at the station location, although the pre-1914 switch tower may be a different
structure from the subsequent switch tower. The 1897 and 1914 maps also depict a tool shed at the
station location. From prior to 1964 through 1995 the station location was vacant. Prior to 1914 until
PAL Report No. 1396.01
143
Chapter Six
after 1951 a multipurpose building was situated approximately 30 m south of the station location. This
building served as the Posse Gym, the Leonard Toyland Dine and Dancehall, and as a movie theatre.
The construction ofthe extant commuter rail station has most likely severely compromised or destroyed
the integrity of any archaeological resources. This station location is assigned a low sensitivity.
Station 26, Fenway is to be located along Park Drive near Medfield Street and the Green Line rail line
in Boston (Figure 6-30; see Figure 6-26,). The stand-alone, one-bay station will require 600 cy of
excavation. In 1775 the station location vicinity was along the margin ofa cleared field in close proximity
to a stream (Figure 6-31). Few changes took place in the surrounding area until some time prior to 1872
when the railroad tracks were laid. The area continued to develop and by 1888 the surrounding shoreline
had attained a near-modem extent. From 1897 through 1964 a Boston and Albany Railroad line occupied
the station location. Beginning prior to 1988 the MBTA began to utilize the same rail line and continued
to do so through 1995. Prior to 1914 a number of buildings were constructed in the vicinity of the
station location. The majority of these buildings are still standing. 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 27, Beth Israel Hospital is to be located at the intersection of Brookline Avenue and Short
Street in Boston (Figure 6-32; see Figure 6-26,). The stand-alone, one-bay station will require 600 cyof
excavation. From 1775 through the mid-nineteenth century the station location vicinity was undeveloped
land along the marsh edge of the Muddy River (see Figure 6-31). Beginning prior to 1860 development
began to take place west ofthe station location and by 1874 a road was laid out adjacent to its location.
By 1888 the surrounding shoreline had been filled to a near-modem extent. Prior to 1919 the east
station location was vacant. Then before 1950 Beth Israel Hospital was constructed in the vicinity of
the east station. The hospital is still extant. The still-standing Simmons College dormitories were built
prior to 1919 in the vicinity of the west station location. 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 28, LongwoodlLouis Pasteur is to be located at the intersection ofAvenue Louis Pasteur and
Longwood Avenue in Boston (Figure 6-33; see Figure 6-26). The stand-alone, two-bay station will
require 900 cy of excavation. In 1775 the station location was on the margins of a marshy area and its
immediate vicinity was undeveloped, although there were structures situated south and east of the
location approximately 350 m distant. The areas south and east of the station location continued to
develop slowly through the middle of the nineteenth century. By 1860 there were buildings in the
immediate vicinity of the station location and by 1872 the adjacent road was in place. As of 1888 the
sUlTounding shoreline had been filled to near-modem extents. In 1897 the station location was vacant.
Sometime before 1950 the still extant Latin School was constructed in the vicinity of the east station
location. The New English High School, erected in 1915, is situated in the vicinity of the west station
location. 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 29, Huntington Ave is to be located at the intersection of Huntington Avenue and Louis Prang
Street in Boston (Figure 6-34; see Figure 6-26). The stand-alone, two-bay station will require 900 cy of
excavation. In 1775 the station location was in an open field bordering Stony Brook (see Figure 31). By
1852 what may be a man-made channel fOlmed a fork with Stony Brook in the immediate vicinity of
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PAL Report No. 1396.01