Posts tagged with "Greenway":

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Four Boston design firms fill the Rose Kennedy Greenway with art at the intersection of architecture

Through September 25th, emerging architects and designers are being celebrated in Boston's 4th Design Biennial. The program features installations, created by four, jury-chosen design firms, exhibited along the Rose Fitzgerald Kennedy Greenway Conservancy. “This fourth installment of the Biennial highlights emerging designers who reflect the diversity and vitality of Boston’s academic and professional architectural scenes,” explained Chris Grimley, one of the exhibition’s curators. “At a time when the mayor has brought forth much-needed questions about the quality of buildings being produced in the city, the Biennial demonstrates how Boston’s new design talent can be drawn on for its innovative thinking and ability to respond to the challenges we will face in the future.” Over the years, 23 winners have had the privilege of showcasing their work in the event, which represents Boston's finest up-and-coming designers and architects. Among the winners from this year's Biennial are GLD Architecture, MASS Design Group, Cristina Parreño Architecture, and Landing Studio. Each design firm created site specific installations that are sure to make a typical walk along the highway-topping park an atypical one. Made from eight Boston Harbor shipyard recycled oak pilings, Marginal by Landing Studio (pictured at top) calls on a nautical New England from its industrial shipping era. This 18-figured installation was sliced into more than a thousand 2-inch thick cross-section pieces. Each piece is divided into three types—Rounds, Chewies (ends slightly chipped and chomped away), and oblongs—then stacked to form this totem pole–styled installation. GLD created a softer, almost dreamlike piece. What appears to be a cross-pollination between a mushroom and a massive jellyfish, the Grove is a fused resin and fiberglass shell that is said to create a "strangely intimate new enclosure in an open public landscape," as stated on the Boston Biennial's website. Other installations include Cristina Parreño's Tectonics of Transparency: The Tower, a 17 foot installation composed of 350 compressed glass blocks resembling a mini skyscraper and MASS Design Group's Lo-Fab, which is made of more than a thousand wood and metal components that transform into a geodesic hemisphere serving as an impressive gathering space. Learn more about the Design Biennial Boston on its website.
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Quick Clicks> Greenways Coast to Coast

Hell's Gate. Gothamist reports that the NYC Economic Development Corporation is planning to spruce up a trail beneath the Hell's Gate Bridge railroad trestle on Randall's Island. The pedestrian and bike path will eventually connect to the South Bronx Greenway. Portlandia Greenway. A multi-use path planned since 2004 is finally getting underway in Portland, according to Bike Portland. The South Waterfront Greenway Trail might not feature those great archways from the Hell's Gate Bridge, but it does offer another innovation: separated pedestrian and bike paths. Biking JFK. Golden Gate Park could be much more bikable this spring. StreetsBlog says a bright green dedicated, bi-directional bike lane is planned along San Francisco's John F. Kennedy Drive and will eventually connect western neighborhoods with downtown and park attractions. Have you're say. The Brooklyn Greenway Initiative and the Regional Plan Association are hosting a visioning workshop for a planned greenway in Red Hook, Brooklyn. You can voice your suggestions for the Columbia Street Waterfront Park tomorrow, February 2 at 6:30PM.

Last Stand for Chiofaro?

Last Monday, we published a story on Boston finalizing its plans for the future development of the Greenway. In it, we made small mention of developer Don Chiofaro and his Boston Arch project. This was for a few reasons. First, we wanted to focus on the Greenway study as a whole, and its dozens of development sites, and not just one of them. Second, Chiofaro, as the video above shows, is a story unto himself. Or many stories. Most, in fact, as he has turned the study into a referendum on his project and not one about the future of Boston's newest, if still slightly bedraggled park. That said, allow us to make up for our previous paucity with a lengthy look at where Chiofaro's project stands, or, uh, doesn't. As we mentioned, this is pretty much become the focus of the Greenway study, what happens on this one tiny lot, though what happens there is very important. As it was explained to us by Tim Love, one of the study's creators, this is the marquee spot on the Greenway—a prime location next to the water, a delicate one that could easily block out the sun, a garage no one wants, but two very tall towers no one is necessarily in love with, either. On Sunday, the Globe gave a very thorough accounting of the problems facing his project, why he's been duped, why this is personal. Chiofaro questions the study as a hit job, and some people seem to believe him. This creates a bad situation for everyone because it has actually managed to call the study's validity into question, something that we heard time in again in reporting our story was not the case. By making this personal, Chiofaro could unbalance the entire Greenway, and not simply with his own building. Which creates an ever-greater quandary for the BRA because the more it relents, the more it invalidates its hard work. Development is all about precedents. Today, the Herald sheds some new light on what may really be the problem here, as is often the case in development and politics, the matter of a simple misunderstanding. Chiofaro's colleauge Ted Oatis tells the tabloid, “We presented conceptual tower designs from 400 to north of 700 feet and they were very well received.” It's a line not unlike one from a Globe editorial on May 1:
After all, Chiofaro bought the Boston Harbor Garage for $153 million in 2007, while it carried an official height restriction of 150 feet. He hoped to build a skyscraper more than four times that height, and believed he had received some encouragement from Menino’s Boston Redevelopment Authority. But the BRA is, indeed, a labyrinth, and Chiofaro’s request for a large variance got clogged up in the system — perhaps, Chiofaro suspects, because of Menino’s personal objection.
And yet Oatis is telling the Herald they'd gotten tentative approval two years earlier. This was around the time the mayor was kicking around ideas for an 80-story tower by Renzo Piano, an icon he was very much in support of (even if it did demolish a notable building by Paul Rudolph). The fact of the matter remains, times change, as do circumstances, but Chiofaro refuses to accept that. One local observer recently told us that Chiofaro wants to give the mayor the icon he seems to desire, though that also happens to be the exact opposite goal of the highly contextual planning study that has been developed for the Greenway. Having learned the lessons of the small-by-comparison 120 Kingston, a 300-story project that caught a lot of flack on the way to being approved, the city has realized that the stakes are simply too high along the greenway to allow much in the way of tall buildings to be built where they don't, as at least some see it, belong. It appears, then, that Don Chiofaro, like so many others during the recession, may be forced to take a hair cut—if not to his pocket book than at least to his building.
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Straight and Narrow at the Globe

This past week, the Boston Globe's editorial page has been enthralled with the Greenway and Don Chiofaro's proposed Boston Arch thereon. (We'd like to think they were inspired by us.) It began with an editorial criticizing the Boston Redevelopment Authority's apparent foot-dragging on its Greenway development study, followed by an encapsulation of the comments from said editorial--many in favor of the project--and now an op-ed calling for greater density on the Greenway. While the Globe's editorial board is welcome to its opinions, it should not be as disingenuous as the power brokers it attempts to lampoon. Let's start with last Monday's editorial. As soon as we saw it, red flags went up. Should Mayor Thomas Menino have begun the study years ago, as the board asserts? Yes, of course. But now that it is finally underway, there is no reason to rush it, especially to the benefit of a certain developer working nearby. We spoke with some people involved with the development study, and they actually said it is moving faster than normal. Furthermore, from what we heard, the developer was asked to wait for the completion of the study before certifying his project with the city. Obviously, Chiofaro had no interest in waiting. Partly this is because he is old school, as they say, a former Harvard linebacker, among other things. Another issue, as argues today's op-ed--which calls for no restrictions but good design--is that the BRA would likely set a height well below the nearly 800-feet Chiofaro is seeking. Indeed, of the six plans put forward for the garage site by the BRA's planners, Greenberg and utile, heights ranged from 125 feet to two towers of 400 feet, something that could become sacrosanct once the plan is adopted. So why not wait until the final plan is put forth before passing judgment? Why call for a rushed plan with limited inhibitions? Is this editorial outcry really about elections and transparency? Or is it about shilling for a connected Boston developer?