Harvard University is getting larger. The Cambridge-based institution has long-planned to diversify its physical presence in Boston and has finally chosen a developer and several big-name architects to lead the build-out of its innovation campus in the nearby Allston. New York real estate firm Tishman Speyer was selected out of a large bid for the highly-sought-after project, as well as partner studios Henning Larsen, Utile, Studio Gang, and SCAPE. According to The Boston Globe, the team will transform 14 acres of Harvard’s land ownings across the Charles River into the 900,000-square-foot Enterprise Research Campus. “Capturing the spirit of innovation of the Enterprise Research Campus, our design will transform a former industrial site into a fertile new ground for the exchange of ideas and creative expression," said Jeanne Gang, lead architect of the project, in a statement. "We envision a neighborhood brought to life with low-carbon buildings and resilient green spaces that foster community and connect people to their natural environment." Rob Speyer, Tishman Speyer’s chief executive, also told The Globe the site would be developed in partnership with city officials and residents of Allston and will be the first phase in a series of developments totaling 36 acres dedicated to research, learning, and community. “This is going to be the furthest thing from a technology fortress,” said Speyer. “This is going to be a neighborhood, a neighborhood that embraces the diverse community around it.” Allston, though small and largely residential, boasts almost 30,000 people, many of whom are immigrants. Students and young professionals make up the majority of residents, which makes sense given the neighborhood's proximity to Harvard and the Massachusetts Institute of Technology. The new research campus, meant to house a mix of offices, labs, a 250,000-square-foot hotel and conference center, as well as up to 300 apartments, will be located across from the university’s business school and the nearly complete science and engineering complex designed by Behnisch Architekten. According to The Globe, the number of affordable homes on site has yet to be determined, although Harvard has a commitment to the city requirement of at least 13 percent. Another important part of the research campus will be its role as a start-up incubator. It’s been reported Tishman Speyer is partnering with the Cambridge-based shared space company LabCentral on the project. A completion date for the Enterprise Research Campus has yet to be announced.
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Detroit is often referred to as an example of a city in which citizen effort and innovative design in certain areas have increased the standard of living, despite the city's overall struggles. The Eastern Market district is an example of such uplift. In the five long, 19th-century "sheds" along Russell Street, cafés, local farmer-vendors, jewelers, and Coney Island–style hot dog stands now flank the corridors. Murals on brick brighten up the exterior walls. Jazz musicians and Motown singers play music for guests every Saturday when the markets are at their liveliest. Outside the sheds, there are local coffee companies, clinics, restaurants, and grocery stores. In recent years, the space, a 24-acre plot in the heart of Detroit, has been dramatically revitalized. The bustling marketplaces reflect this. However, it is clear that more effort is needed to make the most of the possibilities the district offers. Today, the Eastern Market's historic core requires both structural and environmental updates. Additionally, an increasing number of visitors means the sheds and surrounding businesses require expansions. In a group effort by the Detroit Economic Growth Corporation, the Eastern Market Corporation, and the Nature Conservancy, Boston-based firm Utile, Inc., and Michael Van Valkenburgh Associates (MVVA) have been commissioned to lay out a comprehensive framework for the district and the surrounding neighborhood. In doing so, the district hopes to become a larger center for food distribution. Further goals involve becoming a high-tech hub in order to present more opportunities for employment. Tim Love, principal at Utile, spoke to The Architect's Newspaper about the challenges, plans, and aspirations for the project. The Architect's Newspaper: What were the guidelines for the project and the issues present that the client wants to solve? Tim Love: The project has two separate but related focus areas: the historic core of the market, centered on the market sheds, and an area targeted for the expansion of food industry businesses to the north and east of the existing market district. The expansion of the market is necessitated by new federal food regulations triggered by the 2011 Food Safety Modernization Act and the desire by the City of Detroit to retain and expand the job opportunities provided by the food industry. The plan for the market expansion area required the thoughtful integration of an industrial real estate development strategy with a centralized stormwater management plan. As a result, the Utile/MVVA team needed to test alternative food business building prototypes and the network of open spaces that threaded between the buildings. The design problem was complicated by the need to provide truck access to the food businesses while screening the truck aprons from non-industrial uses on the boundaries of the expanded food industry district. The final recommended urban design strategy, conceived at the block scale, weaves together industrial buildings, stormwater greenways, truck aprons, pedestrian and bicycle-friendly streets, and live/work building types. The net result is an urbanism that acknowledges the need for large-footprint, truck-dependent buildings, but organizes them in a way that makes for a more environmental-friendly and walkable district. The plan for the core market area meets related but slightly different goals. In this case, the preservation of the market sheds and the funky building fabric on the blocks to the east and west of the sheds were identified as a cultural as much as a historic resource. As a result, a set of design guidelines were developed that encourage developers to preserve the existing buildings while allowing for penthouse additions of three to four stories above. To reinforce the existing ad hoc character of the district, we decided to embrace the mismatched stacking of contrasting architectural expressions rather than encourage a more canonical restoration of the historic fabric. Along the Dequindre Cut and Gratiot Avenue, where less of the historic fabric survives, dense residential mixed-use development is proposed. An increase in the local residential population will enliven the public realm, especially in the evening, when Eastern Market is mostly deserted. The twist, in this case, is that fabrication and light manufacturing spaces are encouraged on the ground floor rather than retail. The goal is to encourage smaller-scale food and fabrication businesses that complement the larger-scale facilities being planning in the market expansion area. In addition, favoring fabrication spaces over retail will help steer retail businesses closer to the market sheds, where food-focused retail already benefits from the busy public market. Our team is still working with the city to determine how our plan will be implemented, both in the short- and long-term. Certainly, zoning regulations will be one tool that will be used to shape future private investment. AN: What is the current state of the Eastern Market neighborhood, and where does your team envision it being when your design has been implemented? How will your team’s designs impact Detroit on a city-wide scale? TL: Today, Eastern Market neighborhood is an island of walkable urban fabric within a larger landscape of vacant parcels and auto-centric uses. The economy of the market core is defined by symbiotic relationships between food production, distribution, and retail businesses in close proximity to one another and in connection with larger supply chains. Our goal is to extend the district to accommodate the needs of the modern food industry while introducing a mix of uses that reinforce the public realm and increase both the daytime and evening population. The expansion of the market district will also increase the number of food industry jobs, important in a city where the largest areas of job growth have been in the customer service and retail sectors. The industrial buildings that surround the historic market sheds are not suitable for modern food processing and fabrication. Their floor plates are too small, and their ceilings are too low. And even if they were adequate in size, modern food safety codes make the buildings prohibitively expensive to renovate. To answer the need for modernization, a market expansion area was identified directly to the north and east of the core market where new larger state-of-the-art industrial building can be accommodated. As existing businesses move or expand into new facilities in the expansion area, the core market buildings can be renovated to support a mix of uses, including retail, commercial-office, loft residential, and smaller-scale food startups. New multi-floor rooftop additions are allowed per the design guidelines developed as part of the plan. The additions will increase density in the district and will cross-subsidize the rehabilitation of the lower floors. The expanded market area will both keep existing businesses from leaving the area and will attract new food industry businesses to Detroit. Preserving and enhancing the economic engine of Eastern Market not only creates jobs and generates revenue for the city, but also a strategy for maintaining an authentic working market district. AN: How has the community been involved in the design process? What are some of the features of the final design that allow for and encourage community engagement? TL: We partnered with the City of Detroit and City Form Detroit, a local urban design and planning firm, to craft a comprehensive engagement strategy. The process included well-attended open houses hosted by the city that included short presentations, informal break-out sessions, and visual survey activities. As a sign of the city’s ownership of the process and emerging plan, representatives from the city and the Detroit Economic Growth Council gave the presentations and not members of our team; the first time one of our public agency clients has owned the content early in the planning process!
In Boston, a booming job market is drawing people back from far-flung suburbs and remaking the region, but it is also exacerbating a housing-affordability crisis and forcing difficult conversations about the future of the city. Greater Boston is riding a wave of development that is perhaps the largest the region has ever seen. By 2030, the city of Boston projects its population will top 700,000, a number it has not seen in 60 years. “The vast majority of our growth is happening in the inner core of the Boston region, so within the city of Boston, Cambridge, Somerville, Everett, Quincy, and in some of the other municipalities within the Route 128 corridor,” said Eric Bourassa, director of the transportation division at the Metropolitan Area Planning Council (MAPC). “This is a trend we’ve been seeing over the past decade, and we’re just predicting more of this growth.” The MAPC is in the process of updating the 30-year plan it released in 2008, highlighting housing, sustainability, and transportation. Another regional planning group, the Boston Region Metropolitan Planning Organization, is updating its periodic long-range regional transportation plan. But change is happening quicker than the region’s existing plans can reflect. Data from the MAPC shows the region added more than 225,000 jobs between 2009 and 2015, and nearly two-thirds of them were in those inner-core cities. In July, the U.S. Bureau of Labor Statistics reported Boston’s non-farm employment rose 2.1 percent compared to the previous year, outpacing the national rate of 1.5 percent. The engines of that growth are Greater Boston’s dozens of colleges and universities, and the biotech industry that grew out of them in the 1970s. Biotech turned Cambridge’s Kendall Square from an undeveloped urban frontier into a regional hub home to the highest concentration of biotech companies in the world, but many migrated to the area around Route 128 during the 1980s and ’90s to build suburban campuses. Today some of the same genetic engineering startups that began that transformation, like Biogen, are reinvesting in Boston and Cambridge. That trend is likely to continue. Massachusetts Governor Charlie Baker recently announced his plans to put another $500 million into the life-sciences industry over the next five years. In addition to Kendall Square, the South Boston Waterfront—better known as the Seaport—has gathered a growing share of those new jobs in a growing portfolio of pricey office developments and luxury condos. Many suburbs are also becoming more dense. Needham, Natick, and Framingham are among the further-out cities developing around commuter rail stations in their downtowns. Two areas of Somerville are undergoing massive redevelopments tied to public transit, as well: Assembly Square, which recently landed the new offices of the state’s largest private employer, Partners Healthcare; and Union Square, which is preparing for major changes ahead of getting the first new MBTA train stop in decades. Matthew Littell is principal of the Boston design firm Utile, which is working on the Cambridge Master Plan, and was a lead consultant on Imagine Boston 2030, Boston’s first citywide plan in 50 years. His firm analyzed demographic patterns in the region and found that younger employees in industries like tech tended to cluster around the inner-core cities and neighborhoods where they worked, compared to Boston’s bankers and lawyers, who still generally preferred houses in the suburbs. Littell pointed to Autodesk’s decision to supplement its office space in the suburban Route 128 corridor with a new space in the Seaport. “That’s a classic example, and the only reason these companies are moving is to attract and retain talent,” he said. “The young, smart folks don’t want to be out in Framingham or Waltham. They want to be in downtown Boston or Kendall Square or somewhere like that.” MAPC socioeconomic analyst Sarah Philbrick agreed that young people are flocking to the inner-core cities in search of walkable neighborhoods and city life, and businesses are following them. “Businesses want to attract these workers and therefore decide to locate in highly desirable locations,” Philbrick said. “I don’t believe many businesses would pay the high rents of the core if this were not the case.” Real estate is booming along with the regional job market, but housing is coming up short, and local business leaders worry that could hobble their ability to attract top talent. Finding enough skilled employees is already an issue in a state with one of the nation’s lowest unemployment rates—soaring housing costs could drive away would-be residents. “We just we don’t have enough housing to meet the demand,” said Bourassa, “and so we lose a lot of young professionals who can’t afford to live here.” The MAPC estimates only about two-thirds of the region’s housing needs are being met. Some worry that could lead to long-term stagnation or brain drain away from Greater Boston. “I have a real question about how sustainable this rental housing boom is actually going to be in the long term,” said David Hacin, principal of Hacin + Associates. “There’s a lot of pent-up demand here, but it’s hard to build in the Boston area. It’s a very expensive market from a construction cost point of view, and when you combine years-long review processes with limited site opportunities because it’s a mature market, you run into problems of affordability.” The City of Boston said it’s trying to address that problem. Mayor Marty Walsh has pledged 53,000 new housing units as part of a new housing plan—a sizable effort that may have contributed to median rent in the inner-core cities dropping for the first time since at least 2009. Still, Barry Bluestone, professor of political economy at Northeastern University and lead author of the Boston Foundation’s Housing Report Card, estimates the region needs around 160,000 new housing units by 2030. So far statistics show that efforts to ease the housing crunch are having mixed results. The pace of new housing construction in the same inner-core cities seeing the most population growth has slowed lately, according to the Foundation’s report card, published in November. In its report, the Boston Foundation found that the City of Boston has issued more than 41 percent of the new housing permits in the region this year, almost double its share five years ago. But fewer than one in five new units put on the market since 2011 were affordable, less than half the rate seen between 1996 and 2003. Meanwhile, the number of permits issued outside the city of Boston declined this year, while more than half of renters reported paying more than 30 percent of their income on housing, according to the report. The region’s recent growth spurt may be making that problem more severe, but it should not come as a surprise, said Michael Goodman, executive director of the Public Policy Center at the University of Massachusetts Dartmouth. “Population growth is contributing to some of the congestion and growth pressure being experienced in Greater Boston,” said Goodman. “But our transportation and housing issues are primarily the result of inadequate infrastructure investment and counterproductive zoning regulations which limit new housing development.” With more people and corporations calling Boston home, housing advocates are calling on local governments to direct the benefits of a growing tax base into more affordable housing initiatives. “Even in Boston, there continues to be a challenge of creating a housing stock that benefits working households along with everyone else who strives to live in the city,” said Barry Bluestone, lead author of the Boston Foundation’s housing report, in a statement. He recommends the creation of “21st-century villages,” defined as multistory mixed-income buildings located near public transit. In an interview, Bluestone expanded on that idea. Many communities around Boston currently prohibit accessory dwelling units and, in some cases, ban multifamily housing outright, he said. “In the past, everyone has acknowledged there’s a housing problem, but they’ve mostly looked to their neighbors to solve it,” said Bluestone. Now that the whole region’s housing market is feeling the squeeze, however, more local governments are starting to take note. On December 5, municipal leaders from 14 cities and towns in the Boston area came together to identify a regional housing goal and recommend zoning changes to help them get there. “I’ve been looking at housing for two decades, and I don’t think I’ve ever seen this kind of coordination,” said Bluestone.
If Boston City Hall were a celebrity, it might be a fixture on tabloid “Worst Dressed” lists. The Brutalist building elicits strong sentiments from architectural observers and everyday citizens alike, but most agree the City Hall Plaza could use some sprucing up. In his inaugural State of the City address Mayor Marty Walsh called on residents to help him reimagine the barren, 11-acre brick expanse. Boston City Hall Plaza is an inductee into Project for Public Spaces’ "Hall of Shame" and rated on par with Barbie’s Dream House by California Home and Design. But perhaps the city can help elevate the windswept space. Even in a city replete with 18th-century Georgian-style churches, the plaza, built in the 1960s, has long been an architectural bane. Walsh’s administration has spruced up the interior somewhat, revamping the 3rd floor mezzanine and installing the Stairs of Fabulousness by artist Liz Lamanche to inject a sorely needed pop of color, but the Brutalist face of the building belies these improvements. The administration has issued a Request for Information (RFI) to gather the data required to take concepts from the drawing board to actualization. Last year, AN reported the municipality’s master plan for revitalization designed by Utile Architecture + Planning with Reed Hilderbrand Landscape Architecture, but other than the replacement of the bunker-like Government Center subway station with a sleek steel-and-glass exterior, little else has been done, notes local news site Bostinno. Other plans announced last year involved replacing a labyrinth of staircases with sloped walkways to ease access to City Hall from the subway station, installing seating, and resolving frequent flooding by planting trees in an open-joint permeable brick paving system to simultaneously green the concrete expanse. Big players the likes of landscape architecture firm Halvorson Design and architecture and engineering firm HDR had signed on. This year, Mayor Walsh’s administration is sizing up plans for a city-sponsored seasonal skating rink to be named “Frozen Harbor” as well as a 20,000-square-foot, glass-enclosed restaurant called “Polar Bar”, according to Boston Herald. Officials have not made headway with securing permits and no project costs or plans have been put forward yet.
In finalizing a key component of the Long Island Index’s 2014 effort to explore innovations for Long Island’s downtown area parking facilities, Build a Better Burb: ParkingPLUS Design Challenge has revealed the chosen architectural firms to take on the venture. The Rauch Foundation’s project goal is to investigate new parking design concepts that integrate local amenities and transform parking facilities into architectural attractions. The four firms—dub studios, LTL Architects, Roger Sherman Architecture + Urban Design, and Utile, Inc.—will individually tackle downtown needs in one of four Long Island communities: Patchogue, Rockville Centre, Ronkonkoma, and Westbury. Each community will collaborate with a selected architectural firm to pinpoint prospective sites. With more than 4,000 acres of surface parking lots in Long Island’s downtowns, the chance to re-imagine parking will hopefully encourage residents to contribute to the process. The Design Challenge seeks to stimulate innovative thinking about the area’s mass transit-served downtowns. The Long Island Index’s online journal of suburban design, Build a Better Burb, will be the principal site for public discussion about the designs. Each of the winning architectural teams will receive design stipends and will have six weeks to complete their designs, which will be revealed in January by the Long Island Index. The firms and their corresponding communities are:
- dub studios, Patchogue
- LTL Architects, Westbury
- Roger Sherman Architecture + Urban Design, Ronkonkoma
- Utile, Inc., Rockville Centre
The Boston Harbor Islands Pavilion roof channels rainwater for irrigation on the Rose Kennedy Greenway.Jump on a ferry in Downtown Boston and in twenty minutes, you’ll arrive at the Boston Harbor Islands, an archipelago of 34 islands dotting Boston Harbor managed by the National Park Service. To entice city-dwellers to make the trip, Boston-based Utile Architecture + Planning has designed a composite steel and concrete pavilion with a digitally fabricated roof for the National Park Service and the Boston Harbor Island Alliance to provide travel information and history about the Islands and a shady respite atop the highway-capping Rose Kennedy Greenway. Two thin overlapping concrete canopy slabs supported by delicate steel beams provide a sculptural shelter. Utile digitally designed the $4.2 million Boston Harbor Islands Pavilion using Rhino to respond to the surrounding cityscape and serve as a playful rainwater-harvesting system to irrigate the Greenway’s landscape. Initially working with a fountain consultant, the design team experimented with the shape of the roof deformation that guides rainwater to a catch basin. The roof’s unique shape was determined using digital models and by rolling BB’s over physical models to gauge how water would eventually behave on the surface. “We realized in modeling the pavilion that the water would ‘prefer’ to follow the same axis through both pavilion roofs,” Tim Love, principal at Utile, said. “Turning the curve would have created unintended consequences in the flow of the water.” The final shape propels water from the symmetric top roof, onto the asymmetrical lower roof, gaining speed as the concrete pinches together and funneling down to what the architects described as a “giant scupper,” finally cascading into a sculptural catch basin on the ground designed to create different splash patterns depending on how hard it's raining. “The roof pinches in as closely as possible to control the flow of the water,” Chris Genter, project architect at Utile, said. The arc of the water had to be precise enough to land in the catch basin, “like water pouring from the spout of a pitcher.” Supporting the two 40-foot by 60-foot roofs, a series of steel beams form a sort of Gothic tracery, splitting in half to reduce the effective span of the concrete and minimizing the overall depth of the slab by requiring less rebar. The roof slabs vary in thickness from three-and-a-half inches at the perimeter to five-and-a-half inches at the center. “We were always interested in making the primary material concrete with as slim a profile as possible,” Love said. “The concrete structure enters into discourse with the heritage of concrete architecture in Boston and responds to the heroic modernism of Boston City Hall.” “The steel beams offered enough repetition that they began to look like contour lines,” Love said. “They allow you to more easily read the curve of the slab.” Each metal band, what Genter described as a sort of steel “fettucini,” was fabricated directly from the digital model, first laser cut and then bent to the correct shape using CAD-CAM technology. “You typically don’t see these kind of geometries in permanent structures,” Love said. “There was a lucky convergence of high ambitions all around.” In generating the digital model for the pavilion, the team had to ensure that the data was clear for the multiple fabricators involved in the process. “The curves had to form a describable surface,” Love said. “The model and its geometries had to be translatable to different fabrication processes. The model for the project literally became the model for fabrication.” Working with two separate materials built from the same digital model presented real world challenges when fitting the two together. “The project required more craft in the field than we initially thought,” Genter said. Each steel beam is made up of four pieces welded together and required more room for error in fabrication. On site, the wooden concrete formwork was subtly changed to adapt to small variations in the shape of the steel. “The answer was to get fabricators on board who can get our model translated into the final product,” Love said, explaining that working with contractors on digitally fabricated projects can be a learning experience for everyone involved. “There were a lot of subspecialties working together.” Concrete contractor S+F Concrete brought millworker C.W. Keller on board to create the elaborate wooden mold for the concrete slab. For most of the surface, deformed plywood was used, but as the curve approached its spout, a custom mold was required. “The curve was beyond the tolerance of plywood,” Love said. “Every single piece of plywood in the formwork was pre-engineered before it arrived.” Once on site, the individual pieces were fit together like a puzzle.
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.
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?