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•
. BRT Station
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250 500
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•MeIers
200
300
400
500
Figure 6-26. Segment 6, Brookline/FenwaylLMAlRuggles, Urban Ring Corridor.
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Figure 6-27. Plan and aerial location of BRT Station 23, Segment 6, Urban Ring Corridor.
Figure 6-28. Plan and aerial location of BRT Station 24, Segment 6, Urban Ring Corridor.
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Figure 6-29. Plan and aerial location of BRT Station 25, Segment 6, Urban Ring Corridor.
Figure 6-30.
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Figure 6-31.
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Figure 6-32. Plan and aerial location of BRT Station 27, Segment 6, Urban Ring Corridor.
Figure 6-33. Plan and aerial location of BRT Station 28, Segment 6, Urban Ring Corridor.
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Figure 6-34. Plan and aerial location of BRT Station 29, Segment 6, Urban Ring Corridor.
the station location. A ropewalk was situated approximately 100 m south of the location by 1856. By
1857 buildings were situated either on the station location or in its immediate vicinity. These buildings
continued to stand through 1872. As of 1874 the earlier buildings were either replaced by or incorporated
into a number of large buildings that were either situated on the station location or in its immediate
vicinity. Similar buildings were depicted on 1879 and 1888 maps, and the 1888 map indicated that they
were the Sewall and Day Cordage Company that included at least one ropewalk. Between 1879 and
1888 the surrounding brooks were filled. Begimling prior to 1919 the Wentworth Institute Trade School
was situated approximately 30-m south of the station location. The station location has been vacant
from 1897 through 1995. It is assigned a moderate potential for the presence of archaeological deposits
related to pre-contact/contact period Native American resource procurement activities (e.g., shell
middens, fishweirs) and/or the documented nineteenth-century cordage company.
Station 30, Ruggles is located at the existing Ruggles station on the MBTA Orange Line (see Figure 6­
26). The BRT station will entail the addition of a commuter rail platform inbound and integrate BRT at
curbside and will entail the excavation of 900 cy. In 1775 the station location was an open field. By
1852 the railroad tracks were in place and by 1856 the near-modem street plan had been laid out.
Throughout the remainder of the nineteenth century the surrounding area continued to develop with
buildings on the station location or in its immediate vicinity by 1857. The construction of the 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.
The Ruggles BRT route extends approximately 3,940 ftll,200 m along Fenway and Ruggles streets
between Louis Pasteur and the MBTA line where it turns north to the Ruggles Station on the MBTA
Orange Line and then proceeds onto Melnea Cass Boulevard (see Figure 6-26). For a discussion of the
Ruggles BRT refer to the Melnea Cass Boulevard discussion under Segment 7.
Segment 7: Boston Medical/Dudley/Uphams Corner/UMASS
Segment 7 of Urban Ring is located in the Roxbury and Dorchester sections of Boston (Figure 6-35).
Eleven BRT stations and one BRT route are located in Segment 7. Station 31 is located at the intersection
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Legend
•
BRT Alignm~nt
-
-
o
BRT Station
250500
1,000
1,500
Figure 6-35. Segment 7, Boston MedicallDudleyfUphams CorneriUMass, Urban Ring Corridor.
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of Washington Street and Melnea Cass Boulevard. Station 32 is situated along Dudley Street in Dudley
Square. Station 33 is located at Melnea Cass Boulevard and Hampden Street. Station 34 is located near
the Boston Medical Center at the intersection ofAlbany and East Concord streets. Station 35 is to be
located at the intersection of Blue Hill Avenue and Mount Pleasant and Magazine streets. Station 36 is
located at the existing commuter rail station off Dudley Street. Station 37 is located on Columbia Road
just north of Dudley Street. Station 38 is located near the intersection of Columbia Road and
Massachusetts Avenue. Station 39 is the existing JFKJUMASS Station. Station 40 is located at the
intersection of Mt. Vernon Street and Harbor Point Boulevard. Station 41 is in the vicinity of the
Massachusetts State Archives, near the University of Massachusetts-Boston campus. The Melnea Cass
Boulevard BRT route runs along Melnea Cass Boulevard from the MBTA Ruggles Station to Albany
Street.
Station 31, Washington/Silver Line is located at the intersection of Washington Street and Melnea
Cass Boulevard within and immediately adjacent to the street rights-of-way (see Figure 6-35, Figure 6­
36). The proposed stand-alone, two-bay station will require excavation of900 cy. In 1775 anAmerican
earthwork fortification was situated on or in the immediate vicinity ofthe station location. By 1841 the
fortification had been replaced by a number of buildings in the immediate vicinity ofthe station location.
As of 1856/1857 a near-modem street plan was in place and there were a number of buildings in the
vicinity of the station location. A similar situation continued throughout the nineteenth century. As of
1914, there was still a residential neighborhood where Melnea Cass Boulevard is currently located.
Melnea Cass Boulevard was constructed in the 1980s. Ongoing urban development and the construction
of Melnea Cass Boulevard has most likely severely compromised or destroyed the integrity of any
belowground resources. This station location is assigned a low sensitivity.
Figure 6-36. Plan and aerial location of BRT Station 31, Segment 7, Urban Ring Corridor.
Station 32 is to be situated in Boston along Dudley Street in Dudley Square (see Figure 6-35). In 1775
the station location was within the American Roxbury Lines that guarded the overland route into Boston
(Washington Street). By 1841 there was some development in the area, and 11 years later Dudley Street
and other roadways were in place. As of 1857 there were buildings on or in the immediate vicinity of
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the station location. By 1872 a near-modern street plan was in place and the area was almost fully
developed. Infilling and rebuilding in the vicinity occurred throughout the nineteenth and twentieth
centuries. The location is currently occupied by a structure. 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 33, Boston Medical Center is to be located at Melnea Cass Boulevard and Hampden Street in
Boston (see Figure 6-35, Figure 6-37). The stand-alone, two-bay station will require excavation of900
cy. In 1775 the station location vicinity was an open field near the crest of a hill. As ofthe 1840s the area
had begun to develop with a number of buildings in the immediate vicinity, a ropewalk nearby, and a
distillery on or very near the station location. The area continued to be well developed during the
remainder of the nineteenth centuly with multiple buildings in close proximity to the location. By 1856
a near-modern street plan was in place. In 1887 sheds occupied the north station location. By 1897 a
paper warehouse had replaced the sheds. The warehouse continued to stand through at least 1964
serving as a wrapping paper and insulation warehouse. Between 1964 and 1988 the warehouse was
replaced by a commercial building that continued to stand through 1995.
Figure 6-37. Plan and aerial location of BRT Station 33, Segment 7, Urban Ring Corridor.
The south station location was occupied by a store or shop on the 1887, 1897, and 1914 maps. By 1938
the structure had been modified or replaced by a dwelling, which was in turn removed by 1951 to make
way for a transfer yard. The transfer yard was on the south station location until sometime prior to 1988
when it became a parking lot. The parking lot existed at the location through 1995. It is possible that
architectural remains of the house or associated features may be intact beneath the parking lot outside
of the proposed station. In 1887 a brewely, possibly the same building as the 1840s distillery, was
located approximately 15 m east of the south station, but by 1897 a dwelling had replaced the brewely.
By 1938 a commercial building that stood until sometime prior to 1988 was situated approximately 10
m east of the south station. Ongoing urban development has most likely severely compromised or
destroyed the integrity of any archaeological resources. This station location is assigned low sensitivity.
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Station 34, BU Medical Center is to be located near the Boston Medical Center at the intersection of
Albany and East Concord streets in Boston (Figure 6-38; see Figure 6-35). The stand-alone, one-bay
station will require excavation of 600 cy. From 1775 until 1841 the vicinity of the station location was
an undeveloped open field near a brook. By 1841, streets in the area were planned and development
occurred not long afterward. By the 1850s no buildings were indicated in proximity to the station
location, but the brook had been canalized into the Roxbury Canal, situated approximately 100 m south
ofthe station location. As of 1874, Boston City Hospital had been constructed near the station location,
and by 1884 the canal was partially filled so that it terminated just south of the station location. Prior to
1988 the east station location contained City of Boston public works buildings. Initially the structures
were Water Department offices (1887), before being used as machine shops and storage for the Water
Department until sometime after 1964. The east station location then remained vacant until sometime
prior to 1995 when an unidentified building was constructed on a pOliion of the site. Through 1914 the
vicinity of the west station location was partially vacant and partially occupied by the Boston City
Hospital. With the construction of the hospital's maternity ward prior to 1938 the entire station vicinity
has been occupied through the present day. Ongoing urban development has most likely severely
compromised or destroyed the integrity of any archaeological resources. This station location is assigned
low sensitivity.
COH~muCnOt
Station 35, Blue Hill Avenue is to be located at the intersection of Blue Hill Avenue and Mount
Pleasant and Magazine streets in Boston (Figure 6-39; see Figure 6-35). The stand-alone, one-bay
station will require excavation of 600 cy. On the 1775 map a road and a battery are indicated in the
immediate vicinity of the station location. By 1842 the area was sparsely developed, but by 1852 there
were buildings in the vicinity ofthe station location. Development continued throughout the area during
the mid-nineteenth century, especially to the northwest of the station location, and by 1872 a near­
modem street plan was in place. From prior to 1888 through some time after 1964 the Little Sisters of
the Poor Home for the Aged stood in the vicinity of the east station location. Following the pre-1989
removal of the building the area remained vacant, although the gate associated with the building is still
extant. The east station location may impact either structural remains ofthe building or features associated
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Chapter Six
with it. The west station location was the site of a commercial block containing a number of stores and
a clubroom that stood until some time after 1931. By 1950 the commercial block had been replaced by
a filling station that occupied the site until sometime after 1964. Following the ca. 1965 removal of the
filling station the west station location remained vacant. Ongoing urban development has most likely
severely compromised or destroyed the integrity of any archaeological resources. This station location
is assigned low sensitivity.
Station 36, Upham Corners is located at the existing commuter rail station off Dudley Street (Figure
6-40; see Figure 6-35). The station will be a new one-bay curbside station requiring excavation of 600
cy of material. By 1857, the wooded area along a historical road depicted on the 1775 map had been
replaced by a building on or near the station location. As of 1860 the major roads in the area were in
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Figure 6-40.
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place, although infilling with minor streets did not occur until after the 1890s. The construction on the
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 37, Columbia Square is located on Columbia Road just north of Dudley Street (Figure 6-41;
see Figure 6-35). In 1775 the station location was in a wooded area in the vicinity of a road that may
have been an early version of Columbia Road. By 1852 buildings were situated in the immediate vicinity
of the station location and by 1860 most of the major streets in the area were laid out. In filling with
minor streets did not occur in the area until after the 1890s. North Dorchester Cemetery is located east
of Columbia Road. 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 38, Everett Edward Square is to be located near the intersection of Columbia Road and
Massachusetts Avenue in Boston (Figure 6-42; see Figure 6-35). The stand-alone, one-bay station will
require excavation of 300 cy. In 1775 the station location was on the edge of a cleared field near the
already established Five Points intersection. By 1852 buildings were in the vicinity and by 1857 buildings
were on or near the station location. As of 1860 nearly all ofthe maj or roads in the area were laid out but
street infilling did not occur until after the 1890s. From 1899 through 1995 still extant dwellings or
tenements were situated on or very near to the station location. Ongoing urban development has most
likely severely compromised or destroyed the integrity of any archaeological resources. This station is
assigned a low sensitivity.
Station 39 is the existing JFK/UMASS Station in Boston (see Figure 6-35). The stand-alone, one-bay
station will require excavation of300 cy. The construction on the extant station has most likely severely
compromised or destroyed the integrity of any archaeological resources. This station is assigned a low
sensitivity.
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Chapter Six
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Figure 6-42. Plan and aerial location of BRT Station 38, Segment 7, Urban Ring Corridor.
Station 40 is to be situated at the intersection of Mt. Vernon Street and Harbor Point Boulevard in
Boston (Figure 6-43; see Figure 6-35). Through the mid-twentieth century the station location was
undeveloped. During this period the station location was situated approximately 50 m south of the
shoreline on a peninsula, in an area dominated by inlets, streams, and ponds (Figure 6-44). Prior to the
filling of the area immediately north of the station location between 1934 and 1950, the only
improvements noted on the peninsula were a roadway that was present in 1775 and a pump house and
waterline constructed prior to 1888. After filling, the area became part of a housing development near
the University ofMassachusetts-Boston campus. In 1995 the station location was occupied by a baseball
field and undeveloped land. Given the limited development that has taken place in this station location,
it is assigned a moderate sensitivity for intact pre-contact/contact period Native American sites as well
as under-documented EuroAmerican resources.
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Figure 6-43. Plan and aerial location of BRT Station 40, Segment 7, Urban Ring Corridor.
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Figure 6-44. Part of Segment 7, UMass, showing the 1630 shoreline of Dorchester over the 2001 street map
(source: Seasholes 2003).
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Chapter Six
Station 41, UMASS Campus is to be situated in the vicinity of the Massachusetts State Archives, near
the University of Massachusetts-Boston campus (Figure 6-45; see Figure 6-35). Prior to circa 1954,
when the area was filled and developed, the station location was inundated. In 1995 the station location
was occupied by a parking lot. This station location is assigned a low sensitivity.
Figure 6-45. Plan and aerial location of BRT Station 41, Segment 7, Urban Ring Corridor.
The Melnea Cass Boulevard BRT route runs approximately 3,375 ft/1,030 m in the center median of
Melnea Cass Boulevard from the MBTA Ruggles Station to Albany Street. A side route will runs south
from Melnea Cass Boulevard along Washington Street to service Dudley Square (see Figure 6-35). In
1775 the current track of Melnea Cass Boulevard ran across an American earthwork fortification from
approximately Washington Street to Albany Street. This earthwork was the main American line
blockading Boston Neck during the Siege of Boston. The George Tavern and other buildings in the
village of Roxbury were also less than 100 m south of the route during this period. Between 1775 and
1841 the village of Roxbury continued to develop near the east end of the route. After 1841 Roxbury
continued to expand, until in the 1850s all but the west end of the route had been developed and a near­
modem street plan was laid out. The lack of development between Tremont Street and Shawmut Street
at the west end of the route was likely because of the presence of a brackish area between those streets.
By 1872 the whole length of the route was developed. The Sewall and Day Cordage Company, which
was likely located in the vicinity of the route before 1857, was situated within the west end of the route
by 1888.
In 1887 and 1888, a portion of the route was occupied by existing rail line ROW. Car houses were
located on both sides of the rail line ROW, and a carpenter shop was situated immediately nOlih of the
rail line ROW. Along Ruggles street there were a number of buildings, some with no setback. Along
Dudley Street the majority of the buildings were set back 3 m from the road. During this period the
current location, Melnea Cass Boulevard, was occupied by a residential neighborhood including the
Sherwin School (1870) and Madison Park Hotel situated between Windsor and Sterling streets, and the
Randall Goodale and Company Cordage Company. The current location ofRuggles Street was occupied
by the Sewall and Day Cordage Company.
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A similar situation existed in 1897. Along Albany, Dudley, and Ruggles streets there were a number of
dwellings and shops with no setbacks. The area beneath the current track of Melnea Cass Boulevard
was still a residential neighborhood that included the J.G. and B.S. Ferguson-Bakers buildings and the
lE.S Adams Carriage Manufactory. The South End Tabernacle was situated in the vicinity ofthe project
area. By this time the location of the Randall Goodale and Company Cordage Company was replaced
by dwellings, tenements, stables, a wood yard, and a cistern. Along the existing tracks, a car house was
adjacent to the south side of the rail line ROWand a car shop (sawing, painting, wood working, and
planning) was immediately north of the rail line ROW.
As of 1914, there was still a residential neighborhood where Melnea Cass Boulevard is currently located,
a portion of the route was existing rail line ROW, and there were still buildings along Albany, Dudley,
and Ruggles streets with no setbacks. Within the current bounds ofMe1nea Cass Boulevard the Madison
Park Hotel had been converted into apartments, and the South End Tabernacle had been changed to the
12th Baptist Church. By this time lG. and B.S. Ferguson-Bakers was General Baking and J.E.S Adams
was repairing carriages rather than building them. In the vicinity of J.E.S Adams some of the earlier
buildings had been removed for the construction of Mass Storage. Along the existing rail line ROW the
car shop was now a tank shop and a sawing and planning shop. The map collection for 1919 is incomplete
but along Ruggles in an area that is cUlTently vacant were the LW. Strieder Cigar Box Factory, the
Swedish Mission Church, shops, and dwellings, all with no setback from the road.
Between 1919 and 1964 there was little change. Some of the buildings along Albany, Dudley, and
Ruggles streets were altered for storage. Within the current track of Melnea Cass Boulevard the area
was still a mixed use neighborhood. The neighborhood included flats, dwellings, shops (including a
printing shop), churches, a school, apartments, and storage buildings. The vicinity ofthe Randall Goodale
and Company Cordage Company was occupied by dwellings, flats, shops, junk yards, storage buildings,
and the H.E. Building Wreckers' Yard, later the Sweet metal shop. By 1964 Velmar Place and the Green
Shoe Manufacturing Company had partially occupied the site of General Baking near the intersection
ofAlbany Street and Melnea Cass Boulevard.
In the 1980s the 1.3-mile long, four-lane Melnea Cass Boulevard was constructed along the former
Inner Belt (1-95 section) right-of-way that had been cleared in the 1960s by the demolition of all previous
buildings within its path. Along Albany, Dudley, and Ruggles streets the former buildings with no
setbacks were replaced with vacant areas or parking lots. The massive construction project resulted in
the destruction of historic period landscapes within the four active traffic lanes and center median,
although the green space ROW along the northern side of active traffic lanes may not have undergone
such extensive earthmoving. This area along the perimeter of the boulevard may contain fill deposits
over historic and natural landscapes and structures.
The proposed Ruggles BRT route will be situated within the center median of MeInea Cass Boulevard.
While this area has obviously undergone extensive earthmoving disturbances in the 1960s and 1980s
for the construction of the four traffic lands, it is possible that intact portions of the green space ROW
contain archaeological resources associated with the nineteenth-century neighborhood and natural land
surfaces. Similarly, any landtakings that may be needed along Albany, Dudley, and Ruggles streets
(outside of the existing street rights-of-way) may impact the remains of buildings that were situated
directly abutting these streets. Archaeological investigations for the Southwest Corridor Project, near
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Chapter Six
the intersection of Ruggles Street and Columbus Avenue, identified intact nineteenth-century
archaeological features (Bower et al. 1984). These archaeological resources include the E. and GG
Hook and Hastings Organ Manufactory (ca. 1853-1899) and twentieth-centwy housing (BOS-HA­
72); a Boston and Providence Railroad repair shop and car house (BOS-HA-58); and domestic and
wharf structures dating from 1780 to 1815 sealed by fill beneath a building (1834-1950) that was used
as a stable, warehouse, residence, and auto repair garage known as the Stone Jail (BOS-HA-55). No
intact Native American sites were identified during the Southwest Corridor archaeological investigations
(Bower et al. 1984).
The proposed BRT route in the center median of MeInea Cass Boulevard is assigned low sensitivity for
intact archaeological resources. However, should any landtakings be needed in the nOlihern green
space ROW or outside of adjacent street rights-of-way, then further archaeological investigations may
be warranted.
Segment 8: South Boston
Segment 8 of the Urban Ring encompasses South Boston (Figure 6-46). Two BRT stations and one
BRT route are located in Segment 8. Station 42 is to be located at the World Trade Center. Station 43 is
situated along Viaduct Street south of the intersection of Viaduct Street and New Northern Avenue.
The South Boston BRT route extends along the Haul Road from where it intersects Foodmart Street to
just south of Summer Street.
Station 42 is to be situated along the Boston Haul Road in the vicinity of Binford Street, South Boston
(see Figure 6-46, Figure 6-47). Prior to 1860 the area was marshy or inundated (Figure 6-48). In 1860
a rail line was built over the water in the immediate vicinity of the station location. By 1872 filling had
occurred along the margins of the railroad, and by 1884 the railroad had been filled to form part of the
adjacent docks. Prior to 1897, filling occurred east ofthe station location to expand the docks. Throughout
the twentieth century additional filling and construction took place in the vicinity ofthe station location,
primarily in the form of railroad and warehouse structures. In 1995 the station location was a parking
lot. Ongoing urban development has most likely severely compromised or destroyed the integrity of
any archaeological resources. This station location is assigned low sensitivity.
Station 43 is to be situated along Viaduct Street south of the intersection of Viaduct Street and New
Northern Avenue (see Figure 6-46). Prior to ca. 1880, when the area was filled to form docks, the
station location was in Boston Harbor. By 1884 the station location was situated along a ship slip on the
"Foreign Dock." Throughout the twentieth century additional filling and construction took place in the
vicinity of the station location, primarily in the form of railroad and warehouse structures. In 1995 the
station location was a parking lot. Ongoing urban development has most likely severely compromised
or destroyed the integrity ofany archaeological resources. This station location is assigned low sensitivity.
The South Boston BRT route extends along the Haul Road from where it intersects Foodmart Street to
just south of Summer Street in South Boston (see Figure 6-46). Only the portion of the route between
2nd Street and Old Colony Road is situated on an original landform, the remainder of the route occupies
land reclaimed through filling (see Figure 6-48). Initial filling in the area began shOlily after the settlement
of Boston, but the majority of the filling took place between 1852 and 1916, with some additional
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I
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BRT Alignment
Figure 6-46. Segment 8, South Boston, Urban Ring Corridor.
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filling near the south end of the route that took place between 1916 and 1934. In 1775 the Dorchester
Hill Fort was located along the route. By 1835/1836, the fort was no longer extant and streets were laid
out within the original landform. There was some development by that time. As of 1841, some filling
had taken place in the vicinity of 151 Street and the Boston Wharfhad been built inunediately west ofthe
route. One year later the original landform was nearly completely developed with primarily industrial
structures. By 1852, railroad tracks were present near the south end of the route, but not along the route
itself. However, by 1856, railroad tracks had been laid along the route, and by 1857 there were a
number of wharves north of 151 Street and a number oflarge buildings near the wharves that were within
or in close proximity to the route. As of 1872 filling had begun to occur along the railroad line north of
151 Street. The filling was expanded by 1874, when some buildings were within the route boundaries.
Filling also took place near the south end of the route. Some time prior to 1884 the entire route north of
Old Colony Road was filled and the railroad track filling was expanded to form a solid mass with the
Boston Wharf. By 1897 the filling north of 151 Street had expanded east of the route. At that time, the
portion of the route north of 151 Street was still largely undeveloped and was primarily dominated by
wharves and warehouses. The south end of the route had not been filled by 1897. One historical
archaeological site has been identified inunediately southeast of the route. The Crown Glassworks Site
(BOS-HA-76) is located at the northwest comer of West Second and B streets. The factory operated
from 1811 until 1860. Foundations of the glassworks are still extant.
The general archaeological sensitivity of the South Boston BRT route is considered low to none based
on the extensive degree of filling and subsequent urban development that has taken place since the area
was first developed in the early nineteenth century. The general area has undergone extensive urban
development that has severely compromised the integrity of any historic period archaeological sites
that may have existed in the area. The proposed BRT route follows the existing Haul Road created as
part of the Central Artery/Third Harbor Tunnel Project. To assess the archaeological sensitivity of the
BRT route, PAL staff referred to the Phase I archaeological study conducted by the Office of Public
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Chapter Six
Archaeology (1989), which included the alignment of the proposed BRT route. The study conclusions
were that urban development throughout the area had severely disturbed the integrity ofany archaeological
sites that may have existed. Based on these conclusions, the South Boston BRT route is assigned a low
sensitivity.
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Figure 6-48. Segment 8, South Boston, Boston Inner Harbor with early shoreline and development (source: USCGS 1935).
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