2020-09-23 - Project Notification Form (PNF) - Dorchester Bay City PDF

PROJECT NOTIFICATION FORM
Dorchester Bay City
Submitted to:
Boston Planning and Development Agency
One City Hall Square
Boston, MA 02201
Submitted by: Prepared by:
Bayside Property Owner, LLC and Epsilon Associates, Inc.
Morrissey Property Owner, LLC 3 Mill & Main Place, Suite 250
c/o Accordia Properties, LLC Maynard, MA 01754
451 D Street, Suite 100
Boston, MA 02210 In Association with:
Stantec Architecture
D/R/E/A/M Collaborative
Olin Studio
Mintz, Levin, Cohn, Ferris, Glovsky and Popeo, P.C.
VHB
Nitsch Engineering
Haley & Aldrich, Inc.
September 23, 2020

PROJECT NOTIFICATION FORM
Dorchester Bay City
Submitted to:
Boston Planning and Development Agency
One City Hall Square
Boston, MA 02201
Submitted by: Prepared by:
Bayside Property Owner, LLC and Epsilon Associates, Inc.
Morrissey Property Owner, LLC 3 Mill & Main Place, Suite 250
c/o Accordia Properties, LLC Maynard, MA 01754
Boston, MA 02210 In Association with:
Stantec Architecture
Olin Studio
Mintz, Levin, Cohn, Ferris, Glovsky and Popeo, P.C.
VHB
Nitsch Engineering
Haley & Aldrich, Inc.
September 23, 2020

Table of Contents
Table of Contents
1.0 PROJECT DESCRIPTION 1-1

1.1 Introduction 1-1
1.2 Project Sites History and Background 1-6
1.2.1 Project Site 1-6
1.2.2 Existing Conditions and Uses of the Project Site 1-6
1.3 Project Overview 1-8
1.4 Consideration of Area Planning Efforts 1-13
1.5 Urban Design Goals, Principles and Strategies 1-22
1.5.1 Making Connections 1-24
1.5.1.1 Street Layout 1-26
1.5.1.2 Pedestrian Connections 1-26
1.5.1.3 Bicyclists, Shuttles, and other Lower Carbon Mobility Choices 1-26
1.5.2 Variety of Block Sizes and Building Uses 1-30
1.5.3 Variety of Building Heights and Waterways Program Requirements 1-33
1.5.4 Open Space 1-35
1.5.4.1 Open Spaces Proposed at the Bayside Site 1-37
1.5.4.2 Open Spaces Proposed at the 2 Morrissey Site 1-45
1.5.5 Street Character Types 1-45
1.5.6 Building Design Principles 1-53
1.6 Potential Off-site Improvements 1-58
1.7 Public Benefits 1-59
1.8 Community Outreach Overview 1-63
1.9 Schedule 1-66
2.0 REGULATORY CONTEXT AND GENERAL INFORMATION 2-1

2.1 Zoning Controls 2-1
2.2 Anticipated Permits and Approvals 2-1
2.3 Regulatory Constraints 2-3
2.4 Applicant/Proponent Information 2-3
2.5 Site Development and Financing 2-4
2.6 Development Team 2-4
2.7 Legal Information 2-6
2.7.1 Legal Judgments or Actions Pending Concerning the Proposed Project 2-6
2.7.2 History of Tax Arrears on Property Owned in Boston by the Applicant 2-6
2.7.3 Evidence of Site Control/Public Easements 2-6
5530/Dorchester Bay City i Table of Contents

Epsilon Associates, Inc.
Table of Contents (Continued)
3.0 TRANSPORTATION 3-1

3.1 Key Findings and Benefits 3-1
3.2 Project Overview 3-2
3.3 Existing Transportation Conditions 3-6
3.3.1 Roadways 3-6
3.3.2 Public Transportation Services 3-8
3.3.3 Pedestrians and Bicycles 3-10
3.3.4 Parking 3-10
3.4 Future Conditions Analysis 3-10
3.4.1 Preliminary Project Trip Generation 3-11
3.4.1.1 Unadjusted Trip Generation 3-11
3.4.1.2 Vehicle Occupancy Assumptions 3-12
3.4.1.3 Internal Trip Capture 3-13
3.4.1.4 Mode Share and Vehicle Occupancy Assumptions 3-14
3.4.1.5 Adjusted Trip Generation 3-14
3.4.1.6 Net New Vehicle Trips 3-15
3.4.2 Comparison with Columbia Point Master Plan Trip Generation 3-17
3.4.3 Proposed DPIR Transportation Study Area 3-19
3.5 Parking Program 3-19
3.6 Pedestrians and Bicycles 3-21
3.7 Transportation Demand Management 3-22
3.8 Off-site Transportation Infrastructure Improvements 3-22
4.0 ENVIRONMENTAL REVIEW COMPONENT 4-1

4.1 Tidelands/Chapter 91 4-1
4.2 Wind 4-3
4.3 Shadow 4-3
4.4 Daylight 4-3
4.5 Solar Glare 4-3
4.6 Air Quality 4-4
4.7 Stormwater/Water Quality 4-4
4.8 Flood Hazard Zones/Wetlands 4-4
4.9 Geotechnical Impacts 4-5
4.9.1 Soil and Groundwater Conditions 4-5
4.9.2 Foundation Considerations 4-5
4.10 Solid and Hazardous Waste 4-6
4.10.1 Hazardous Waste 4-6
4.10.2 Operation Solid and Hazardous Waste Generation 4-6
5530/Dorchester Bay City ii Table of Contents

4.11 Noise Impacts 4-7

4.12 Construction Impacts 4-7
4.12.1 Construction Air Quality 4-7
4.12.2 Construction Noise 4-7
4.12.3 Construction Waste 4-8
4.12.4 Rodent Control 4-8
4.12.5 Wildlife Habitat 4-8
5.0 SUSTAINABLE DESIGN AND CLIMATE CHANGE RESILIENCE 5-1

5.1 Sustainable Design 5-1
5.2 Zero Carbon Energy Assessment 5-2
5.3 Smart Utilities Policy 5-2
5.4 Climate Change Resilience 5-3
5.4.1 Introduction 5-3
5.4.2 Sea Level Rise, Future Storms, and Increased Rain Events 5-4
5.4.2.1 Site-wide Resiliency Strategies 5-4
5.4.2.2 Building Level Resiliency Strategies 5-7
5.4.3 Increased Temperatures and High Heat Days 5-7
5.4.4 Drought Conditions 5-8
6.0 HISTORIC AND ARCHAEOLOGICAL RESOURCES 6-1

6.1 Historic Resources on the Project Site 6-1
6.2 Historic Resources in the Project Vicinity 6-1
6.3 Archaeological Resources on the Project Site 6-3
6.4 Status of Project Review with Historical Agencies 6-3
6.4.1 Boston Landmarks Commission 6-3
6.4.2 Massachusetts Historical Commission 6-3
7.0 INFRASTRUCTURE 7-1

7.1 Wastewater 7-1
7.1.1 Existing Sewer System 7-1
7.1.2 Anticipated Project Generated Sanitary Sewer Flow 7-2
7.1.3 Proposed Sanitary Sewer Services 7-5
7.2 Water System 7-6
7.2.1 Existing Water System 7-6
7.2.2 Anticipated Water Consumption 7-11
7.2.3 Proposed Water Services 7-12
5530/Dorchester Bay City iii Table of Contents

7.3 Storm Drainage System 7-13

7.3.1 Existing Storm Drainage System 7-13
7.3.2 Proposed Storm Drainage System 7-16
7.3.3 Water Quality Impact 7-19
7.3.4 State Stormwater Standards 7-19
7.4 Infrastructure Improvements 7-21
7.5 Other Utility Impacts 7-21
7.6 Utility Protection During Construction 7-22
8.0 COORDINATION WITH OTHER GOVERNMENTAL AGENCIES 8-1

8.1 Architectural Access Board Requirements 8-1
8.2 Massachusetts Environmental Policy Act (MEPA) 8-1
8.3 Massachusetts Historical Commission 8-1
8.4 Department of Conservation and Recreation 8-1
8.5 Boston Civic Design Commission 8-1
List of Appendices
Appendix A Site Surveys

Appendix B Climate Resiliency Checklist
Appendix C Accessibility Checklist
List of Figures
Figure 1-1 Project View-North 1-2

Figure 1-2 Project View-South 1-3
Figure 1-3 Project View-West 1-4
Figure 1-4 Aerial Locus Map 1-7
Figure 1-5 Existing Conditions – Bayside Site Photos 1-9
Figure 1-6 Existing Conditions – 2 Morrissey Site Photos 1-10
Figure 1-7 Rendered Site Plan 1-11
Figure 1-8 City of Boston – October 2019 Resilient Harbor Vision 1-15
Figure 1-9 Mt. Vernon Street Redesign: March 2015 BPDA Community Meeting 1-18
Figure 1-10 Morrissey Boulevard Redesign for Reconstruction to be Completed by Others:
June 27, 2017 DCR Public Meeting 1-19
Figure 1-11 BPDA Climate Ready Boston Map Explorer 1% Annual (100-Year) Coastal Flood Risk:
2070’s 1-21
Figure 1-12 Other Development Projects Along Morrissey Boulevard 1-23
Figure 1-13 From the T to the Sea - Plan Diagram 1-25
Figure 1-14 Vehicular Connections Diagram 1-27
Figure 1-15 View Corridors Diagram 1-28
5530/Dorchester Bay City iv Table of Contents

List of Figures (Continued)
Figure 1-16 Pedestrian Routes Diagram 1-29

Figure 1-17 Neighborhood Blocks Diagram 1-31
Figure 1-18 Building Uses – Typical Floor Diagram 1-32
Figure 1-19 Height Diagram 1-34
Figure 1-20 Open Space Character Zone Diagram 1-36
Figure 1-21 Open Space and Public Realm Diagram 1-38
Figure 1-22 Open Space Diagram: The Boardwalk 1-39
Figure 1-23 Open Space Diagram: The Porch 1-41
Figure 1-24 Open Space Diagram: The Draw 1-42
Figure 1-25 Open Space Diagram: The Portal 1-43
Figure 1-26 Open Space Diagram: Neighborhood Corridor 1-44
Figure 1-27 Open Space Diagram: 2 Morrissey Plaza 1-46
Figure 1-28 Open Space Diagram: Innovation Plaza 1-47
Figure 1-29 Open Space Diagram: 2 Morrissey Glen 1-48
Figure 1-30 Street Hierarchy Diagram 1-50
Figure 1-31 Bicycle Routes Diagram 1-51
Figure 1-32 Street Names Diagram 1-52
Figure 1-33 View of Waterfront 1-54
Figure 1-34 View of Boardwalk 1-55
Figure 1-35 View of Boardwalk Towards Water 1-56
Figure 1-36 Aerial View of 2 Morrissey 1-57
Figure 3-1 Site Area Plan 3-3

Figure 3-2 Project Site and Access Plan 3-5
Figure 3-3 Area Transit Service 3-9
Figure 3-4 Proposed Traffic Study Area 3-20
Figure 4-1 Chapter 91 Tidelands 4-2
Figure 5-1 Resilient Approach 5-6
Figure 6-1 Historic Resources 6-2
Figure 7-1 Existing Sewer System – Bayside Site 7-3

Figure 7-2 Existing Sewer System – 2 Morrissey Site 7-4
Figure 7-3 Proposed Drain and Sewer Mains – Bayside Site 7-7
Figure 7-4 Proposed Drain and Sewer Mains – 2 Morrissey Site 7-8
Figure 7-5 Existing Water System – Bayside Site 7-9
Figure 7-6 Existing Water System – 2 Morrissey Site 7-10
Figure 7-7 Proposed Water and Gas Mains – Bayside Site 7-14
Figure 7-8 Proposed Water and Gas Mains – 2 Morrissey Site 7-15
Figure 7-9 Existing Drainage System – Bayside Site 7-17
Figure 7-10 Existing Drainage System – 2 Morrissey Site 7-18
Figure 7-11 Proposed Electrical and Telecom Mains – Bayside Site 7-23
Figure 7-12 Proposed Electrical and Telecom Mains – 2 Morrissey Site 7-24
5530/Dorchester Bay City v Table of Contents

List of Tables
Table 1-1 Uses and Approximate Dimensions 1-12
Table 2-1 Anticipated Permits and Approvals 2-1
Table 3-1 Project Program Summary 3-4

Table 3-2 Transit Services 3-8
Table 3-3 Unadjusted Trip Generation 3-12
Table 3-4 Estimated Person Trip Generation 3-13
Table 3-5 Internal Person Trip-Capture and External Person Trips 3-13
Table 3-6 Project Mode Shares 3-14
Table 3-7 Adjusted Trip Generation 3-14
Table 3-8 Estimated Net-New Project Generated Vehicle Trips 3-15
Table 3-9 Projected Weekday Peak Hour Vehicle Trips Under the Columbia Point Master Plan
Buildout Scenarios Compared to Project 3-17
Table 3-10 Vehicle Parking Program 3-21
Table 6-1 Historic Resources Within and in the Vicinity of the Project 6-1
Table 7-1 Proposed Sewage Generation Bayside 7-2

Table 7-2 Proposed Sewage Generation 2 Morrissey 7-5
Table 7-3 Proposed Water Demand Bayside 7-5
Table 7-4 Proposed Water Demand 2 Morrissey 7-11
Table 7-5 Proposed Water Demand 2 Morrissey 7-11
Table 7-6 Proposed Water Demand Combined Total of Both Sites 7-12
5530/Dorchester Bay City vi Table of Contents

Chapter 1.0
Project Description
1.0 PROJECT DESCRIPTION
1.1 Introduction
Bayside Property Owner, LLC (the Bayside Proponent), and Morrissey Property Owner, LLC (the 2
Morrissey Proponent and together, the Proponent), for which Accordia Partners LLC is acting as
the developer, propose to redevelop approximately 19.943 acres of land located at 200 Mt.
Vernon Street (the Bayside Site) and approximately 13.611 acres of land at 2 Morrissey Boulevard
(the 2 Morrissey Site) in the Dorchester neighborhood of Boston (collectively referred to as the
Project Site).
The Project Site will be redeveloped with approximately 5.9 million square feet (sf) of gross floor
area (gfa) containing a mix of uses, including approximately 1,740 residential units, approximately
155,000 sf of retail/restaurant space, and approximately 4,008,000 sf of office, research and
development, life sciences and/or potentially academic uses 1 (the Project). The Project will also
include approximately 20 acres of new open space most of which will be publicly accessible. This
includes a new street circulation system to accommodate pedestrians, vehicles, and bicyclists.
See Figures 1-1 through 1-3 for aerial views of the Project.
The Project envisioned in this text, named Dorchester Bay City (DBC), will be transformative for
the Columbia Point peninsula and surrounding neighborhoods by creating a new destination that
enhances the existing institutions on Columbia Point, and generates thousands of construction
and permanent jobs. By providing wonderful new public spaces with improved access to the
Harborwalk, retail and open space programming available to all, and a mix of uses that ensures a
24/7 community that embodies live, work, and play, the Project will become a dynamic hub for
all Bostonians.
Dorchester Bay City represents a unique opportunity in the City of Boston to create a real estate
development platform that drives diversity and inclusion across all levels of the Project. Accordia
Partners, as a certified Minority Business Enterprise (MBE) focused on these priorities, has
constructed a strategy that will ensure that unprecedented levels of participation of minority and
women in investment, businesses and jobs and job training is achieved. In addition, Accordia is
also focused on design and programming strategies that will make Dorchester Bay City an inclusive
and welcoming place for all of Boston’s residents.
1
Throughout the rest of the document, the phrase “Office/Research” will be used to describe the office, research
and development, life sciences and/or potentially academic uses.
5530/Dorchester Bay City 1-1 Project Description

Dorchester Bay City Boston, Massachusetts Figure 1-1
Project View - North
Project View - South
Project View - West
The Proponent hopes to use the Project as a platform to attract other investments and create and
advance off-site infrastructure improvements that will benefit the Project, the Columbia Point
Peninsula, the Dorchester and South Boston neighborhoods, and the regional transit network.
These benefits will incorporate significant investments in job training, affordable housing,
infrastructure and resiliency, and support for nonprofits for the local community and surrounding
local residents as well as the greater Boston area. These programs will be defined further during
the community process for the Project, but they are anticipated to be significant in scale and
impact.
The design of the DBC is intended to bring the spirit of innovation to this unique site and will
transform an underutilized former parking lot site and an office complex (when vacated) into new
spaces for the exchange of ideas, the enjoyment of nature and recreational opportunities, and
residential living. This new neighborhood will be brought to life with resilient landscapes and
well-designed, energy-efficient buildings that welcome its occupants and users into a community
of jobs, housing, shopping, socializing and recreation. The Project is also designed to connect the
Bayside Site and the 2 Morrissey Site to nearby neighborhoods, roadways, public transit and parks
systems. Drawing from decades of the City’s work with neighborhood associations, elected
officials, other civic groups and stakeholders which culminated in the Columbia Point Master Plan
(BRA, 2011), the Proponent is proposing a connected network of streets, sidewalks, bicycle paths,
and pedestrian paths that span from the JFK/UMass MBTA station across Morrissey Boulevard
and Mt. Vernon Street to Day Boulevard and the Boston Harbor. The Proponent is also working
with public agencies and others to facilitate and attract investment in the neighborhood’s
infrastructure to enhance pedestrian, bicycle and vehicle circulation in the area.
An important goal of the Project is to be part of the solution in protecting the Project Site and
nearby residential communities from rising sea levels. The Project occupies a low point on the
shoreline between the City’s Moakley Park and the privately owned Harbor Point Apartments.
The Project Site’s existing low elevation and proximity to the waterfront make the Project Site
vulnerable to flooding during especially high tides or 100-year storm events. The Proponent
proposes to regrade the Project Site and provide new flood protection control measures along
the waterfront edge of the Project Site in order to form an ecological barrier that is subtle in its
visual impact, but effective in flood mitigation; this will require approval of applicable
governmental agencies as well as coordination with public agencies planning similar initiatives to
the north and south.
This Project Notification Form (PNF) is being submitted to the Boston Redevelopment Authority
(BRA) doing business as the Boston Planning & Development Agency (the BPDA) to initiate review
of the Project under Article 80B, Large Project Review, of the Boston Zoning Code.

1.2 Project Sites History and Background
1.2.1 Project Site
The Project Site consists of two parcels of land in the Dorchester neighborhood of Boston
separated by Mt. Vernon Street (see Figure 1-4). The first parcel, the Bayside Site, is a 19.943 acre
(approximately 868,703 square foot) parcel of land bounded by the Massachusetts Department
of Conservation and Recreation (DCR) Dorchester Shores Reservation to the east; the Harbor Point
Apartments to the south; Mt. Vernon Street to the west; and property of a Boston Teachers Union
affiliate and a portion of the Dorchester Shores Reservation to the north. From the Bayside Site’s
northern driveway south to its terminus at the University of Massachusetts at Boston (UMass
Boston) Campus, Mt. Vernon Street is a City of Boston public street.
North of the driveway, Mt. Vernon Street is under the jurisdiction of DCR. The Bayside Site is
owned by the University of Massachusetts Building Authority (UMBA). The Bayside Site formerly
housed the Bayside Exposition Center, is vacant, and currently contains approximately 1,300
surface parking spaces used by UMass Boston. UMBA has designated Bayside Property Owner,
LLC, an affiliate of Accordia Partners LLC as the developer of the Bayside Site and the Bayside
Proponent will enter into a long-term ground lease for the redevelopment of the property, with
Accordia Partners LLC acting as its development agent.
The second parcel, the 2 Morrissey Site, is an approximately 13.611 acre (approximately 592,918
square foot) parcel of land with an approximately 425,000 square foot building thereon, together
with approximately 900 surface parking spaces. The 2 Morrissey Site is bounded by Mt. Vernon
Street to the northeast, Boston College High School to the south, Morrissey Boulevard to the west,
and St. Christopher’s Parish on land owned by the Roman Catholic Archbishop of Boston and the
City of Boston (McCormick Middle School) to the southeast. Morrissey Boulevard (along with Day
Boulevard) is under the jurisdiction of DCR. The entire 2 Morrissey Site is currently leased to
Santander Bank, N.A. and is used for office, banking and other related uses, as well as accessory
parking. To make way for the Project, the Proponent will demolish the existing buildings at the 2
Morrissey Site after the existing tenancy expires.
Surveys of both the Bayside Site and 2 Morrissey Site are included in Appendix A.
1.2.2 Existing Conditions and Uses of the Project Site
The Project Site is located within the Columbia Point neighborhood and spans from the JFK/UMass
MBTA station to both sides of Mt. Vernon Street and out toward the Dorchester Shores
Reservation between the Harbor Point Apartments and Moakley Park. The Bayside Site is
underutilized and is adjacent to vacant development sites owned by others as well as a low-scale
office building and a hotel currently undergoing an expansion.
The 2 Morrissey Site includes a large building with multiple additions that are currently occupied.
The majority of the Bayside Site consists of filled Commonwealth Tidelands; the 2 Morrissey Site
is not subject to Chapter 91 jurisdiction.

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Aerial Locus Map
The Bayside Site was developed as a shopping mall in the 1960’s, and was replaced by the Bayside
Exposition Center, well known for its annual gate shows of flowers, boats, and cars. In 2010, the
Bayside Site was purchased by UMBA. In March 2015, part of the roof of the Bayside Expo building
collapsed under the weight of snow during Boston's record-setting winter of 2015, and in 2016
UMBA demolished the Bayside Expo building. Over the years, there have been a variety of uses
proposed for the Bayside Site, including an Olympic Village as part of Boston’s bid for the 2024
Summer Olympics, and a new Major League Soccer stadium. However, none of these proposals
came to fruition and the Bayside Site has remained underutilized. Photos of existing and previous
conditions at the Bayside Site are presented in Figure 1-5.
The 2 Morrissey Site was reportedly filled in the early 1900’s as part of the Columbia Point
peninsula land reclamation project. Construction on the existing five connected office structures
began in the 1960’s and they have been renovated numerous times throughout the years. The
existing buildings have always been used for commercial uses, including a television station, bank,
and offices. Photos of existing conditions at the 2 Morrissey Site are presented in Figure 1-6.
1.3 Project Overview
As shown in Table 1-1 below, the Project includes two components. The Bayside Site will be
redeveloped with ten development blocks containing a total of approximately 139,000 sf of
ground floor retail/restaurant space, approximately 1,455 residential units, and approximately
2,163,000 sf of office/research space (the Bayside Component). The 2 Morrissey Site will be
redeveloped with seven development blocks containing a total of approximately 16,000 sf of
retail/restaurant space, approximately 285 residential units, and approximately 1,845,000 sf of
office/research space (the 2 Morrissey Component). Combined, the Project includes 17 new
development blocks that will contain a mix of uses including residential, retail/restaurant,
office/research, as well as active ground floor uses such as retail shops, restaurants, cafes and
potentially civic and/or cultural uses. The parking needs of the Project will be accommodated
with approximately 2,650 on-site parking spaces designed to take advantage of spaces that can
be shared by different Project uses. The Project will also include approximately 20 acres of new
open space most of which will be publicly accessible. This includes a new street circulation system
to accommodate pedestrians, vehicles, and bicyclists, as described in more detail in Section 1.5.
A site plan is presented in Figure 1-7.
The landscape vision for the Project celebrates the choreography toward Dorchester Bay and
culminates in outdoor program areas and lawn spaces that will function in a complementary
fashion with the DCR’s Dorchester Shores Reservation at the edge of Boston Harbor. The future
open spaces at the Project will transform the existing conditions at the Project Site into an entirely
new destination within Columbia Point, with tree-lined streets, new open spaces, outdoor
recreation areas, multi-use paths, connections to the Dorchester Shores Reservation, and
opportunities for temporary and permanent displays of art works.

Early 1980s photo of Bayside Expo Center
View of Bayside site looking West
View of Bayside site looking East 2015 photo of Bayside Expo Center

Existing Conditions - Bayside Site Photos
Street view of 2 Morrissey Site on Mount Vernon St.
Aerial view of 2 Morrissey Site along Mount Vernon St.
Street view of 2 Morrissey Site on Morrissey Blvd Street view of 2 Morrissey Site on Morrissey Blvd

Existing Conditions - 2 Morrissey Site Photos
Rendered Site Plan
Table 1-1 Uses and Approximate Dimensions*
Retail/Restaurant Residential Office /

Block Total gfa
gfa gfa/(units) Research gfa
Bayside Component
121,000/
Block A 131,000 10,000 0
(131 units)
Block B 197,000 18,000 0 179,000
125,000/
Block C 137,000 12,000 0
(136 units)
Block D 401,000 20,000 0 381,000
498,000/
Block E/F 524,000 26,000 0
(541 units)
Block G 480,000 17,000 0 463,000
Block H-1 619,000 16,000 0 603,000
132,000/
Block H-2 137,000 5,000 0
(282 units)
Block I 542,000 5,000 0 537,000
322,000/
Block J 332,000 10,000 0
(355 units)
Bayside
1,198,000/
Component 3,500,000 139,000 2,163,000
(1,455 units)
Total
2 Morrissey Component
262,000/
Block P 262,000 0 0
(285 units)
Block Q 16,000 16,000 0
Block R 341,000 0 341,000
Block S 166,000 0 166,000
Block T 485,000 **
0 208,000
Block U 578,000 0 578,000
Block V 552,000 0 552,000
2 Morrissey
262,000/
Component 2,400,000 16,000 1,845,000
(285)
Total
1,460,000/
Project Total 5,900,000 155,000 4,008,000
(1,740)
*GFA has been calculated in accordance with Article 2A of the Boston Zoning Code.
** Parking on Block T is above grade and, and the approximately 277,000 gfa of parking is included in the GFA calculation for the 2 Morrissey
Site and the Project Total.

Housing Options
The Proponent will explore a variety of residential options and rent levels for the future residents
of the Project in order to fulfill one of the goals of the Columbia Point Master Plan, i.e., to create
a residential community accessible to residents at a range of household incomes. Affordable
housing will be made available consistent with the City’s Inclusionary Development Policy and will
be created within each residential building.
The Proponent is also considering the creation of residential units under the City’s Compact Living
Pilot Program. That program specifically balances efficient units with common indoor and
outdoor amenities such as bike and unit storage.
The creation of co-living units – a concept where bedrooms and bathrooms are rented by
individuals and common living spaces are shared – will also be considered to make available
apartments at accessible rents and costs for entry (e.g., often these projects do not require first
or last months’ rent payments at the commencement of a tenancy).
A range of unit sizes to be created at the Project -- from micro-units to standard studios, one, two,
and three bedrooms -- will also diversify the market rate offerings.
1.4 Consideration of Area Planning Efforts
Columbia Point encompasses several distinct areas, destinations, and local neighborhoods
including Moakley Park, the Dorchester Shores Reservation, the South Boston Harborwalk, the
Harbor Point Apartments, Boston College High School, the University of Massachusetts at Boston,
the Savin Hill neighborhood, and neighborhoods to the west of Interstate 93, as well as
development activity south of the JFK/UMass MBTA station. Several neighborhood studies have
been undertaken by City and State agencies, including the Columbia Point Master Plan, the
Moakley Park Vision Plan (City of Boston Parks Department January 2019) and the UMass Boston
Campus Master Plan (UMass Boston 2009), which have engaged area stakeholders. In addition,
the City of Boston’s Imagine Boston 2030 plan (2017) highlights resiliency and adaptation
strategies for Boston’s waterfronts that are relevant to the Project Site. Common themes
discussed in the various plans include creating a vibrant mixed-use district at the Bayside Site,
increasing resiliency, enhancing multi-modal infrastructure and improving public access to the
various Boston Harbor waterfront areas.
Columbia Point Master Plan
In August 2007, the BPDA (then the BRA) undertook a holistic planning and urban design process
for Columbia Point. With extensive community input, the City envisioned future development
under the principles of Land Use and Placemaking, Urban Design, Transportation, and
Sustainability. The Columbia Point Master Plan envisioned the revitalization of the Columbia Point
neighborhood through the construction of a mixed-use district and the enhancement of
transportation networks in the area. The Columbia Point Master Plan, which stated what was to

be implemented in the following 20 to 25 years, aimed to convert Columbia Point to a transit-
oriented development hub and to connect the area to the rest of Dorchester, in part, using
boulevard and street redesign that encourages active multi-modal transportation and allows for
the permeability of the neighborhood.
The new street network incorporated into the Project will also realize the objectives of the
Columbia Point Master Plan to enhance local access within Columbia Point and reduce its reliance
on Kosciuszko Circle for regional access.
The Columbia Point Master Plan also recognized economic and environmental sustainability as
central to ensuring the neighborhood’s longevity. Encouraging mixed-use development is
considered key to increasing new permanent jobs and full-time, temporary, and long-term
construction jobs as well as investment in the neighborhood. Consistent with environmental
sustainability, the Columbia Point Master Plan aims to ensure that all new developments achieve
LEED goals and incorporate on-site renewables to power clean energy. The design of the Project
is consistent with this aim.
While the Columbia Point Master Plan only visualizes part of the Bayside Site in its massing
studies, the urban design vision of a connected series of neighborhoods extends deep into the
Bayside Site, and out to the waterfront and across to Moakley Park and Carson Beach.
The Project is a natural extension of the Columbia Point Master Plan and will accomplish its goals
of economic and environmental sustainability, a new connected network of complete streets, and
vibrant mixed-use development. The Project is committed to following the principles of LEED for
Neighborhood Development (LEED ND) that ensure that the three pillars of sustainability –
environmental, economic, and social – are met and that a diverse neighborhood of mixed uses
and levels of housing affordability is created.
Moakley Park Vision Plan
Moakley Park, located to the northwest of the Project Site, is an open space gem in the
neighborhood. The Moakley Park Vision Plan, propounded by the Boston Parks and Recreation
Department following a community planning process, is now in the design phase, and provides a
vision for the redesign of the park to increase climate resiliency, accessibility, programmatic use
for all ages, and connectivity with adjacent neighborhoods and Carson Beach (see Figure 1-8, City
of Boston – October 2019 Resilient Harbor Vision).
Rehabilitating Moakley Park is a vital climate adaptation strategy for the larger South
Boston/Dorchester areas, and neighborhoods beyond. According to the Moakley Park Vision Plan,
36-inches of sea level rise would make Moakley Park a flood pathway for portions of Dorchester,
the South End, and Roxbury during a 100-year storm event. With parts of the Project Site
vulnerable to floods, it is important that open space at the Project and nearby serve multiple
purposes, including serving as flood protection infrastructure.

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Project Site Boundaries
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Resiliency Network (Boston Harbor Vision)

Dorchester Bay City Boston, Massachusetts
Context
Figure 1-8
City of Boston - October 2019 Resilient Harbor Vision
The Project team is collaborating with the Moakley Park design team, as well as coordinating with
the DCR, on climate resiliency and flood protection measures that will benefit the neighborhood
as part of this Project. The Moakley Park team is proposing several resiliency features including a
flood alignment barrier (berm) to be constructed within the park and other critical infrastructure
elements that will be created by the City.
Imagine Boston 2030
In line with the Moakley Park Vision Plan and the Columbia Point Master Plan, Imagine Boston
2030 highlights resiliency and adaptation strategies for Boston’s waterfronts, including economic
resiliency. This action plan stresses the need for climate resilient waterfronts using flood
protection infrastructure and buildings adapted to storm surges. Imagine Boston 2030 also calls
for the installation of low-carbon energy sources such as energy efficient microgrids to make
neighborhoods more resilient during flooding and/or power outages. Climate resiliency is a key
component of the Project, and the proposed resiliency strategies are described in Section 5.4.
One essential part of resiliency is economic resiliency, whereby in the process of adapting and
developing neighborhoods, maximizing affordability, minimizing displacement and improving the
quality of life are ensured. The Project Site was identified in the city wide plan, Imagine Boston
2030 as one of the neighborhoods to improve the public realm, strengthen neighborhood services
and connectivity. As noted in Section 1.3, the Proponent is committed to providing a range of
housing options at the Project Site that are available to households with varying incomes. The
Project Site currently comprises commercial buildings at the 2 Morrissey Site and vacant land at
the Bayside Site, so the Project itself will not directly displace any existing residents.
UMass Boston Campus Master Plan
Produced in 2009, the UMass Boston Campus Master Plan presents a 25-year strategic vision and
plan for the development and transformation of the UMass Boston campus. The plan is a product
of public involvement and presents a physical blueprint to reflect the current and future needs
and goals of the UMass Boston community.
The plan encapsulates the growing need for academic and related research space, the redesign
of open space, the replacement of aging infrastructure, and enhanced connections along the
Harborwalk’s edge. The UMass Boston “Expand the Hub” initiative, which aims to connect the
campus to the surrounding neighborhoods and overall urban context, complements the Columbia
Point Master Plan and the City’s Mt. Vernon Street Redesign (described below).
The Project will contribute to this initiative by increasing the permeability and connectivity of the
neighborhood and making available new pedestrian, vehicular, and bicycle connections through
the Bayside Site and the 2 Morrissey Site for the first time.

Boston Open Space and Recreation Plan
The Boston Open Space and Recreation Plan (2015) assessed Boston’s existing open space system
and presents a strategy to address three challenge areas: “Open Space Access and Quantity; Open
Space Quality; and Climate Change Resilience”.
Dorchester was among the neighborhoods studied, and Columbia Point was highlighted as a
section within Dorchester with diverse open space areas. However, the lack of access and
connection to the rest of Dorchester, particularly due to the Southeast Expressway (I-93), restricts
residents from utilizing open space areas adjacent to the waterfront, including the Dorchester
Shores Reservation.
As recommended in the Open Space and Recreation Plan, the Project will enhance public access
to the water’s edge and physically and visually link the open spaces in Columbia Point to the
Dorchester Shores Reservation. The Project will also incorporate sustainable design for the new
open spaces created for public use and use green infrastructure to help accommodate climate
change.
Mt. Vernon Street Redesign
The goal of the City’s Mt. Vernon Street Redesign project is to convert Mt. Vernon Street, a major
thoroughfare that traverses the Columbia Point neighborhood and bisects the Project Site, into a
more beautiful, safe and comfortable street for all users  pedestrians, drivers, bicyclists, and
transit users – consistent with the objectives of BTD’s Complete Streets Guidelines (see Figure
1-9).
The redesign of Mt. Vernon Street will complement the proposed developments underway in the
neighborhood, including a variety of residences and housing units, in addition to the new buildings
created as a part of the Project. The Proponent is discussing with City officials, UMass Boston,
elected officials and other stakeholders the potential role of the Project in furthering the planned
Mt. Vernon Street Redesign.
Morrissey Boulevard Improvements
The Morrissey Boulevard Redesign for Reconstruction project by the DCR aims to increase the
resiliency of Morrissey Boulevard using more effective drainage and flood control design features
and to increase safety for all modes (vehicular, bicyclists, pedestrians) by designing a roadway
that better accommodates cyclists and pedestrians, while maintaining sufficient capacity for
regional traffic (see Figure 1-10). The Proponent is discussing the potential Morrissey Boulevard
improvements with DCR and other public agency officials, and its coordination with the design of
the Project.

Mt. Vernon Street Redesign: March 2015 BPDA Community Meeting
NORTH SEGMENT: Bicycle & Pedestrian Facilities

Morrissey Boulevard Redesign for Reconstruction to be Completed by Others:
June 27, 2017 DCR Public Meeting
Climate Ready Boston
In December 2016, the City of Boston and the Green Ribbon Commission issued a report that
highlights Boston’s citywide vulnerability from near-term (beginning 2030s) to long-term coastal
flooding and changes in temperature and precipitation. It also illustrates, through climate
projections and vulnerability assessments, the exposure of various neighborhoods, facilities, and
infrastructure to climate change effects.
The plan focusses on various neighborhoods including Dorchester, illustrating the heightened
exposure of Columbia Point, particularly Moakley Park, the JFK/UMass MBTA station, and the
Bayside Site, to coastal flooding due to the low elevation of the waterfront edge nearby. Buildings
and transportation infrastructure in the neighborhood are projected to be at risk to flooding (one
percent annual chance), which could potentially isolate Columbia Point from the rest of
Dorchester. This plan stresses the importance of protected shores, adapted buildings, resilient
infrastructure, and prepared and connected communities to support Dorchester in climate
adaptation. As discussed in Section 5.4, the Project will include resiliency measures to be part of
the solution to protect the Project Site and the communities of Dorchester and South Boston from
rising sea levels.
Climate Ready Dorchester
Borrowing from the challenges highlighted in the Climate Ready Boston report, this plan in
progress by the City aims to focus on specific short-and long-term climate resiliency strategies
that can be adopted in and near the Dorchester neighborhood to mitigate coastal flooding and
sea level rise. Moreover, the plan will address issues around connectivity, accessibility and equity.
The Proponent is working with the Climate Ready Dorchester design team to coordinate the new
flood prevention measures and other critical infrastructure elements that will be part of the
Project with the objectives of the Climate Ready Dorchester initiative.
Coastal Flood Resiliency Guidelines
Prepared by the BPDA, the City of Boston and non-profit advisors, this document, building on the
Climate Ready Boston plan, presents and illustrates several resilient design strategies to reduce
flood damage and disruption. It also provides consistent standards for official review of projects
within the Coastal Flood Resilience Zoning Overlay District being considered by the BPDA, based
upon the Coastal Flood Resiliency Guidelines approved by the BPDA Board in September 2019.
The Overlay boundary is expected to include future flood risk areas, i.e., areas with a projected
one percent annual chance of flooding in the year 2070 with 40 inches of sea level rise, including
the Bayside Site and Moakley Park (see Figure 1-11). As described in Section 5.4, the proposed
sea level rise design flood elevation for the Project is consistent with these guidelines.

Project Site Boundaries

BPDA Climate Ready Boston Map Explorer 1%
Annual (100-Year) Coastal Flood Risk: 2070’s
Resilient Boston Harbor
Released in 2018 by the City of Boston, this initiative provides a “comprehensive vision for coastal
resilience.” It aims to “create resilient, accessible open spaces and prepared buildings and
infrastructure.” Resilient Boston Harbor also calls for the expansion of beaches and tidal marshes
as well as an increase in open waterfront space to reduce flooding. The plan includes a Dorchester
vision, illustrating the 100-year storm event impact on Dorchester’s shoreline and inner
neighborhoods and the various local initiatives in place to realize a resilient harbor. As previously
noted, the Proponent is coordinating with local initiatives and organizations on the new flood
prevention measures and other critical infrastructure elements that will be part of the Project.
Potential Development Projects along Morrissey Boulevard
Within a one-mile radius of the Project Site, several redevelopment projects are planned or are
underway along Morrissey Boulevard, as reflected in BPDA filings, shown in Figure 1-12, and listed
below.
35-75 Morrissey Boulevard
As indicated in the Letter of Intent filed with the BPDA for this site, Phase One of this proposed
project would consist of 15-and 17-story residential towers with 608 residential units and off-
street parking at 75 Morrissey Boulevard.
135 Morrissey Boulevard
135 Morrissey Boulevard, currently under construction, this project includes the rehabilitation of
the vacant former Boston Globe building consisting of approximately 695,000 square feet, of
which approximately 360,000 square feet is proposed to be office space and approximately
300,000 square feet is proposed to be flex/light industrial/laboratory space. The project will also
include approximately 868 parking spaces, as well as site improvements.
1.5 Urban Design Goals, Principles and Strategies
The Columbia Point Master Plan set the framework for the Project’s urban design goals. As stated
in former Mayor Thomas Menino’s cover letter to the Columbia Point Master Plan, it envisioned
reshaping “an automobile-oriented neighborhood into a transit-oriented community. Over time,
a mix of land uses – homes, offices, shops, restaurants, and hotels – will come to line ample, tree-
lined streets, inviting people to live, work, and shop in close proximity. New infrastructure for
walking and bicycling will encourage these more sustainable forms of transportation. With
diversity as one of its guiding principles, the Master Plan embraces housing for a wide range of
income groups and household types.”

35-75 Morrissey Boulevard
135 Morrissey Boulevard

Other Development Projects Along Morrissey Boulevard
Springing from the Columbia Point Master Plan and taking into account the other area studies
undertaken since its release, the Project seeks to accomplish the following:
♦ Bring the neighborhood to life with resilient landscapes and energy efficient buildings that
welcome its neighbors into a community of jobs, housing, shopping, socializing, and
recreation;
♦ Connect the Project Site to the surrounding neighborhoods so that all current and future
users can move around the entire area freely and easily by foot, bicycle, vehicle, and other
modes of transportation;
♦ Be part of the solution to protect the Project Site and the communities of Dorchester from
rising sea levels;
♦ Design an inclusive public realm that encourages a variety of activities and experiences
for all residents, workers, and visitors alike;
♦ Create fertile new ground for the exchange of ideas and the enjoyment of nature; and
♦ Improve connections from the surrounding area to the Dorchester Shores Reservation.
The organizing principle behind the site design for the Project is to increase the proportion of
open space accessible to the public as the blocks get closer to the water, while also decreasing
the density and height of the buildings. The character of the publicly accessible spaces will
transition gradually from urban streets with bustling office/research and residential uses, to
landscaped open spaces, outdoor cafes, and wide green lawns and patios for concerts, outdoor
recreation and games. The atmospheric shift of increased salty ocean air, sunlight, trees and
grasses will signal proximity to the waterfront.
The Project focuses on creating an inclusive public realm that has a significant variety of open
space concepts and spaces tailored to their locations. View corridors to the water will be
developed into specific zones of program, materials, art, and lighting that give them unique and
memorable characteristics. The Proponent is aiming to create a retail mix that encourages
entrepreneurs, provides ample opportunities for independent businesses, and addresses a wide
range of interests and needs.
The Project also includes a shared street for use by pedestrians, bicycles, and cars at the edge of
the property toward the DCR Dorchester Shores Reservation to facilitate easy public access and
drop off to the park.
1.5.1 Making Connections
The Project will create new streets, pedestrian pathways and open spaces that reflect the desire
lines and access from the T to the Sea, as first identified in the Columbia Point Master Plan and
reinforced in more recent City and community meetings (see Figure 1-13).

From the T to the Sea - Plan Diagram
1.5.1.1 Street Layout
Compared to the existing large swaths of parking lots between the JFK/UMass MBTA station and
major waterfront public parks including Moakley Park, Carson Beach, the Dorchester Shores
Reservation and the South Boston/Dorchester Harborwalk, the Project will break down large
parcels into a pedestrian-scaled pattern. This entirely new street grid will realize the objectives
of the Columbia Point Master Plan and will integrate into the existing neighborhood to enhance
local access to and within Columbia Point and reduce its reliance on Kosciuszko Circle for regional
access. The smaller blocks promote slower speed local traffic over fast-moving regional cut
through traffic (see Figure 1-14).
One urban design goal of the street layout is to create a cohesive yet varied grid of blocks and
open spaces that will accentuate the views toward Dorchester Bay and bring the natural
environment deep into the Project Site through the view corridors, open spaces, and pedestrian
passages to be created as part of the Project (see Figure 1-15). These view corridors invite
pedestrians, bicyclists and vehicles through the Project Site, connecting the Dorchester
neighborhood to the JFK/UMass MBTA station, the Dorchester Shores Reservation, Moakley Park,
Carson Beach, and the Harbor Point Apartments.
1.5.1.2 Pedestrian Connections
The Project Site is currently surrounded by a tangle of roadways that are not pedestrian friendly,
and the Project Site also currently lacks adequate pedestrian accommodations. The Project will
completely transform the area so that people are invited into the new open spaces with a robust
new set of connections and programs that will activate building ground floors. Widened
sidewalks, comfortable block lengths, new lighting, landscape improvements, street furniture,
and active ground floor uses will create an enhanced pedestrian experience. Proposed pedestrian
routes through the Project Site are presented in Figure 1-16. Proposed streets within the Project
Site will connect to the planned improvements along Mt. Vernon Street in order to create a
consistent, high quality environment that is safe and inclusive.
Added emphasis will be placed on laying out a variety of ways to get to the Dorchester Shores
Reservation, including the Boardwalk, the Neighborhood Corridor, the Portal, the Porch, and the
Draw (see descriptions and illustrations in Section 1.5.4). Each of these conceptual open space
zones develops a linear pedestrian connection to the Dorchester Shores Reservation; some are
lined with buildings and shops, others are along green landscaped zones, and others connect small
open spaces. What they share is a common goal to bring pedestrians from Mt. Vernon Street to
and from the DCR’s Dorchester Shores Reservation.
1.5.1.3 Bicyclists, Shuttles, and other Lower Carbon Mobility Choices
Transit, low-carbon vehicles, and bicycle travel are more critical than ever — and the need to
encourage these options is growing. The Project will provide numerous sustainable
accommodations for access and mobility.

Vehicular Connections Diagram
View Corridors Diagram
Pedestrian Routes Diagram
Emphasis will be placed on clear connectivity for all modes of travel. Efficient routes for shuttle
service from JFK/UMass MBTA station will serve to prioritize public transportation options and
increase usage and accessibility 2. Shuttle and bus stops, as well as bike facilities, will have clear
wayfinding routes to various activity centers throughout the Project Site.
Since the Columbia Point Master Plan study was initiated in 2008 and published in 2011, the
design of bike and pedestrian accommodations has advanced substantially. The report’s diagram
for bicycle routes in the Project vicinity included protected cycle tracks along Mt. Vernon Street,
bike lanes along Morrissey Boulevard and a number of multi-use paths with connections to the
waterfront. While the Master Plan included a multi-use path connection to the waterfront and
cycle tracks on Mt. Vernon Street, shared vehicle/bike accommodations were otherwise
envisioned on local streets. The Project’s bike paths have been designed to reflect the latest BTD
specifications. Bike lanes will be separated from the roadways by a buffer zone and raised to the
curb level for improved safety, building upon the framework laid out in the Columbia Point Master
Plan.
The new streets will provide a plethora of bike-friendly options to Morrissey Boulevard and Mt.
Vernon Street, as well as Day Boulevard. Routes will be clearly designated and separated from
both vehicle traffic and pedestrian paths of travel wherever possible. Separated bike lanes and
multi-use paths will provide safer travel for cyclists and other mobility types. Bike hubs, which
include bike parking, Bluebikes stations and other amenities for cyclists, will be conveniently
located throughout the Project to offer services that will enhance the bicycling experience. The
new bike facilities will create links to adjacent neighborhoods and connect to the Dorchester
Shores Reservation.
1.5.2 Variety of Block Sizes and Building Uses
One common theme the Proponent heard frequently from community members in a variety of
community meetings and other dialogues about the Project is a desire to have a variety of block
sizes and heights to create a more visually interesting space.
Streets will be bent and angled to allow for views that unfold and open spaces to be discovered.
As a result of each street’s individuality, the pedestrian level experience will not be mundane.
An important and intentional side effect of the site design geometry is the variety of block sizes
and shapes that the proposed street layout pattern creates. Similar to naturally occurring radial
blocks in many neighborhoods of Boston, each block dimension will be unique. Some will lend
themselves to housing, others to research/office, retail and other uses (see Figures 1-17 and 1-
18). This will help to avoid a mono-culture of one type of use; most streets will have office or lab
workers who activate the Project Site during the daytime, while residents and visitors will be there
2
The Proponent is exploring shuttle service types.

Neighborhood Blocks Diagram
Building Uses - Typical Floor Diagram
in the evenings and weekends to enjoy the shopping and dining. As the Project continues toward
the MBTA, the network of streets creates larger building footprints to accommodate larger lab
users.
1.5.3 Variety of Building Heights and Waterways Program Requirements
Another common theme expressed by community members is that this new community should
have buildings with a variety of heights. The Project has been intentionally conceived with that
in mind, and building heights will vary along Morrissey Boulevard, Mt. Vernon Street, the
proposed Boardwalk (described in Section 1.5.4.1 below), and along the Project’s boundaries at
Moakley Park and the Harbor Point Apartments.
A factor contributing to the variation in proposed building heights are the dimensional standards
codified in the Chapter 91 regulations at 310 CMR 9.00 et seq. (Waterways Regulations). The
design principle of using a variety of heights works with the Chapter 91 standards and creates a
better Project. The regulations limit the height of new or expanded buildings on filled tidelands
to 55 feet if located within 100 feet of the current high water mark. (The boundary of the Bayside
Site closest to the Dorchester Bay varies and is approximately 53 feet to 300 feet from the current
high water mark.) The Waterways Regulations also provide that at greater landward distances,
the height of such buildings within filled tidelands such as the Bayside Site is limited to 55 feet
plus one-half foot for every additional foot of separation from the existing high water mark. As a
result, the buildings at the Bayside Site closest to Dorchester Bay will be lower in height than the
buildings on the upland portions of the Bayside Site and the buildings on the 2 Morrissey Site (see
Figure 1-19).
A variety of Building Heights (as defined in the Boston Zoning Code) are proposed for the Project
Site, all of which are consistent with the Waterways Regulations (as applied to the Bayside Site;
the 2 Morrissey Site is not subject to Chapter 91 jurisdiction) and Federal Aviation Administration
regulations, and are designed to create a visually interesting skyline. The Massachusetts Port
Authority’s (Massport) Aviation Division has also reviewed the proposed Building Heights to
ensure consistency with Massport’s requirements. An FAA Form 7460 will be prepared and
submitted for each building to be constructed, as applicable. As the buildings are designed, façade
materials, rooftop equipment, exterior lighting, potential significant solar panel arrays, and other
architectural features will be analyzed to minimize impacts on air navigation, and the Proponent
will engage in further discussions with Massport to ensure consistency with Massport’s
requirements.
The proposed buildings at the Project will range in Building Height from approximately 30 feet to
approximately 294 feet. Consistent with the provisions of the Zoning Code, building height at the
Project will be measured from an assumed average grade around the base of each building of
21.5’ Boston City Base (BCB) to the top of the roof structure of the last occupied floor. (As
discussed elsewhere in this PNF, the Project Site will be regraded for climate resiliency purposes.)

FAA Height Restriction
Chapter 91 Height Restriction
Water Table

Height Diagram
As described in Section 4.1, the Waterways Regulations require that ground floor uses of buildings
on Commonwealth Tidelands, as is the case with the Bayside Site, be limited to Facilities of Public
Accommodation (FPA’s), excepting 25 percent of the ground floor, which may contain uses that
are accessory to upper level services (e.g., lobbies, elevator cores, and mechanical equipment).
FPAs are typically facilities at which goods or services are made available directly to the transient
public on a regular basis, or at which advantages of use are otherwise open on essentially equal
terms to the public at large. These facilities could include retail shops, restaurants, entertainment
venues, theaters, art galleries, educational and cultural spaces, interior spaces dedicated to the
programming of community and/or civic meetings, informational displays, and
seating/touchdown areas that are all open to the public.
FPAs have been oriented on the ground floor of Project buildings such that they are located in
proximity to open spaces available to the public and the Dorchester Shores Reservation, thereby
creating connections through the Project Site and guiding visitors to the waterfront. The FPAs will
serve to enhance the public experience, activate the streetscape, and maximize the functionality
of the open space at the Project.
1.5.4 Open Space
The Project’s open spaces will transform the existing conditions of paved surface parking into an
entirely new outdoor destination within Columbia Point, with tree-lined streets, new gardens and
plazas, outdoor recreation areas, multi-use paths, and places for the display of artwork (including
necessary infrastructure such as nearby water and/or electrical service, as appropriate).
The open space character will be cohesive across the Project Site, yet distinct to each specific
open space offering. Northeast of Mt. Vernon Street, the Bayside Site will provide a powerful
connection to the Dorchester Shores Reservation. This connection will be made through a series
of vistas, distinctive street corridors, and pedestrian passages moving from inland toward the
Dorchester Shores Reservation, complemented by a series of cross-streets connecting them. The
2 Morrissey Site will be reorganized around a linear open space that internally connects all the
buildings with each other. At each end of this singular space will be a triangular open space
creating a dynamic point of arrival at the north and a vibrant green gathering area at the south
end of the Project. The northern triangle will provide a nexus between the JFK/UMass MBTA
station and the Bayside Site to the east, while the southern triangle will greet neighbors from
Dorchester along a new connecting route to the Dorchester Shores Reservation. The open space
zones are presented in Figure 1-20.
This broad offering of open spaces available for public use — interconnected plazas, walkways,
gardens, greens, and courtyards— will weave across the Project Site and create thresholds to the
broader community. The Bayside Site open spaces will be of a coastal character. The 2 Morrissey
Site will reflect that character, while shifting to more urban inland character traits. The open
spaces of the Project will accommodate lively activity for all people who live, work, and visit there.
They will also complement larger area amenities/open spaces and promote connection with the

Open Space Character Zone Diagram
outdoor environment and local ecologies. The spaces, plants, and material character will create a
unified identity from Morrissey Boulevard across Mt. Vernon Street to the Dorchester Bay and
help establish the sense of a singular and welcoming neighborhood.
1.5.4.1 Open Spaces Proposed at the Bayside Site
The open space theme for the Bayside Site is an ecological and environmental link to the water,
the Dorchester Shores Reservation, and the existing, future and emerging habitats present. This
ecological theme will establish an authentic sense of place throughout the green spaces at the
Bayside Site.
Taking advantage of breathtaking views from the Project Site to Boston’s skyline across
Dorchester Bay, the Project will be a distinct public icon for the Boston waterfront. The open
spaces at the Project will orient visitors and inhabitants to the water, bringing people through the
neighborhood to the Dorchester Shores Reservation. The open spaces will invite access to the
Project in a variety of ways, connecting to surrounding neighborhoods and extending to
community assets along the existing Harborwalk (see Figure 1-21).
The Boardwalk
The Boardwalk, shown in Figure 1-22, will be the Project’s central spine and primary link to the
Dorchester Shores Reservation. The Boardwalk will be an expansive and green approach toward
the Dorchester Shores Reservation. From a beckoning entry plaza on Mt. Vernon Street, through
blocks of social spaces along with active ground-floor retail/restaurant uses, all the way east to
meet the Dorchester Shores Reservation, the coastal character of plantings, materials, and
furnishings will define the Bayside Site. The Boardwalk will include the following elements:
♦ The Entry will offer a welcoming and protective arrival off Mt. Vernon Street. A signature
artwork will announce the Project entrance, and the plaza gardens will be a preview of
the waterfront landscape.
♦ The Social Gardens will balance the retail fronts along the Boardwalk’s broad pedestrian
promenade. Lined with seating, these gardens will create distinct, intimate, public
spaces. Retail kiosks will pop up throughout the gardens, to further activate the space
along a weaving walkway.
♦ A Social Lawn will be the Project’s central gathering space that can host community events
and events for the public unencumbered by vehicular traffic. The Lawn will serve as a
threshold to the Dorchester Shores Reservation and the waterfront, with the ability to
accommodate flexible programming throughout the seasons.

Open Space And Public Realm Diagram
Open Space Diagram: The Boardwalk
The Porch
The Porch, shown in Figure 1-23, will be a deck spanning the edge between the Project and the
Dorchester Shores Reservation. Overlooking the waterfront, it will offer 180-degree views to the
Boston skyline, Moakley Park, and Carson Beach, across the Dorchester Bay to Thompson Island,
and south along the Harborwalk. This waterfront edge will serve as the connection point to
regional resiliency efforts while integrating public space with the Project Site. The Porch will
consist of publicly accessible open space that merges with the Dorchester Shores Reservation, to
create a seamless transition of public access that is directly connected to the Harborwalk. The
Porch will mix restaurant and retail venues with publicly accessible open space. On the Porch,
locals and visitors will share the lively space and enjoy the proximity to Dorchester Bay.
The Porch will be a series of spaces that extend the public offering towards Dorchester Shores
Reservation. They are the Porch Decks, the Promenade, and the Garden Terrace. Each will be a
distinct public space that provides programming along the water’s edge and integrates the Project
Site character with Harborwalk and Harbor Point. These spaces reinforce the porosity of the
Project Site to its adjacencies for freely flowing public access.
The Draw
A threshold between the Bayside Site and the Harbor Point Apartments, the linear open space of
the Draw will serve as a common outdoor space for both communities (see Figure 1-24). It will
feature a bike path that connects directly from Mt. Vernon Street and points west, to the
Harborwalk and Dorchester Shores Reservation. Layered plantings will weave through shared
gathering spaces and amenities, to create an open space environment extending all the way to
the Dorchester Shores Reservation.
The Neighborhood Corridor and the Portal
Parallel to the central Boardwalk, to its north and south, will be linear open spaces to host
neighborhood scale gatherings and a variety of day-to-day activities. These more intimate public
corridors will link together a host of community courtyards and green spaces (see Figures 1-25
and 1-26).

Open Space Diagram: The Porch
Open Space Diagram: The Draw
Open Space Diagram: The Portal
Open Space Diagram: Neighborhood Corridor
1.5.4.2 Open Spaces Proposed at the 2 Morrissey Site
The open spaces at the 2 Morrissey Site will be places to arrive, refresh and connect as described
below. They will be comprised of the 2 Morrissey Plaza, Innovation Plaza, and the 2 Morrissey
Glen. Each will have a distinct character that is meant to function and respond to its surrounding
context as well as the programming of the 2 Morrissey Site. While 2 Morrissey Plaza will act as
an interstitial gateway into and through the 2 Morrissey Site, Innovation Plaza and the 2 Morrissey
Glen will serve as areas for gathering and connecting. The primary open space, Innovation Plaza,
will be the main central spine that galvanizes the 2 Morrissey Site with a distinct energy that
mimics the Boardwalk of the Bayside Site. This space is meant to bring together office workers,
commuters, residents and the surrounding community in a dynamic urban setting.
2 Morrissey Plaza
The 2 Morrissey Plaza, shown in Figure 1-27, will be a signature gateway at the intersection of Mt.
Vernon Street across from the entrance to the Bayside Site. It will be a welcoming, vibrant space
that will facilitate busy pedestrian flow to and from the JFK/UMass MBTA station. The 2 Morrissey
Plaza will serve the bustle of pedestrian commuters as well as the activities of local residents. The
plaza space will connect directly to a continuous edge, the full length of the 2 Morrissey Site. It
will abut Mt. Vernon Street with separated bike lanes and comfortable tree-lined sidewalks.
Innovation Plaza
The Innovation Plaza will be a linear open space and gathering hot spot through the center of the
2 Morrissey Site. It will be a vibrant place to meet up with friends and collaborate with co-workers.
It will serve as a flexible venue for pop-up events and local festivities. Pedestrians may escape
the hubbub of the streets to move un-impeded through this space toward destinations further
south, with many spots to pause and enjoy experiences along the way (see Figure 1-28).
2 Morrissey Glen
Innovation Plaza will terminate to the south at 2 Morrissey Glen, shown in Figure 1-29. Here will
be a lush green destination within the neighborhood featuring artwork and friendly seating areas.
Extending from Innovation Plaza, west to Morrissey Boulevard, it will be a community green space
to welcome Dorchester neighbors traveling east toward the Dorchester Bay.
1.5.5 Street Character Types
Streets will be organized around a hierarchical system of primary ‘Commercial Mixed Use’ streets,
secondary ‘Neighborhood Connector’ streets, and tertiary ‘Shared Streets’, which have been
dimensioned and designed to reflect the objectives of BTD’s Complete Streets Guidelines, with
separated bike lanes added, according to BTD’s latest bicycle lane guidelines.

Open Space Diagram: Morrissey
Open Space Diagram: Innovation Plaza
Open Space Diagram: 2 Morrissey Glen
The character of each of the streets will establish a safe flow of traffic, allow comfortable
pedestrian movement between spaces, and support a variety of neighborhood activities. Aside
from vehicular circulation, the streets will offer effectively located parking, drop-off areas, and
transit stops. Each street will feature a clear path for bicyclists and pedestrians, as well as distinct
zones for site furnishings, plantings, and building frontages, ensuring clarity of use and safety
throughout the Project.
Tree-lined streets will create a new city-scale network throughout the Project Site. The streets
will link Morrissey Boulevard with Mt. Vernon Street. They will align directly with streets at the
Bayside Site to the east and routes toward greater Dorchester to the west for broader community
connectivity. Through the Bayside Site, streets will create views and routes to the coast, and
crisscross local streets for neighborhood-scale connectivity.
As the Project has evolved, new streets will establish the local street network envisaged in the
Columbia Point Master Plan. This network was intended specifically to enhance local access to
and circulation within Columbia Point and reduce reliance on Kosciuszko Circle for regional access.
While the new streets will create new connections between Morrissey Boulevard, Mt. Vernon
Street and Day Boulevard, they are not intended to create attractive routes for cut-through
regional traffic. Rather, a new network of choices for people to access and move through the
Project Site will be created with connections to the Dorchester Shores Reservation. These multi-
modal streets will extend throughout the entire Project, as shown in Figures 1-30 and 1-31. Street
names are presented in Figure 1-32 3.
The new roadways will accommodate multi-modal transportation to meet the Project’s
sustainability goals and will be tree lined, attractive streets, designed for safe and accessible
arrival and movement for all. They will support comfortable bicycle accommodations, two-way
vehicular travel lanes, parking, and drop-off areas. There will be sidewalks on both sides of the
street to access retail, residential, and work destinations.
Activity associated with retail and commercial uses will be concentrated along Commercial Mixed
Use Streets, which are the primary commercial corridors. These corridors, forming a T through
the center of the Bayside Site and its eastern edge will be First Street, Third Street and B Avenue
(see Figure 1-30). They will provide wide, ample sidewalks for retail frontages and pedestrian
circulation, with a featured pedestrian-centric green space (see Figure 1-22). This central open
space will create a unifying territory, linking social and retail activity on either side of the street.
Retail kiosks will further activate the dynamic outdoor environment with a plethora of options to
enjoy local offerings for leisure, dining, shopping, services and events. The streets will calm
vehicular traffic flow to accommodate greater pedestrian activity. Intersections will be designed
to signal a cohesive pedestrian environment. Bus and shuttle stops, bike parking, temporary
vehicular parking, and drop-off areas will enhance retail accessibility.
3
All street names provided in this PNF are temporary.

Regional
COL
UMB
IA RD
DBC Primary -
*Commercial
Mixed Use
VD
A
BL
ET
TRE
Y
S
DA
5TH
DBC Secondary -
*Neighborhood B
Connector
I-93 I
EET
D
STR
DBC *Shared 4TH
Streets G
CA
COLUMBIA RD
C
VEN
J E
UE
BA
*Street typologies from EET
STR
F
VEN
Boston’s Complete 3RD
H1
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Streets Guidelines
AA
VE
NU
E
H2
Mo P
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Q
R Mt
ey
V
.V
ern
on
Bou
EET
STR
Stre
2ND
S
et
eval
U
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1ST
rd
I-93
T

Street Hierarchy Diagram
Bicycle Routes Diagram
Street Names Diagram
Neighborhood Collector streets (A Avenue, C Avenue, Second Street, Fourth Street, Fifth Street
and a portion of First Street) will provide access at a block level to residential lobbies, parking
garages and loading accommodations. Together, the new local street network will support the
Project Site and ensure ease of access to Moakley Park, Day Boulevard, and the Dorchester Shores
Reservation from the surrounding neighborhoods. The improvements will invite the broader
community of Dorchester and the expanding communities of Columbia Point into the Project Site
and through to the Dorchester Shores Reservation.
1.5.6 Building Design Principles
DBC will be a new, LEED ND (or equivalent) neighborhood designed in a variety of styles by a
variety of architects. The facades will be constructed for low infiltration and high performance to
save on energy use. Materials to be used in the new buildings will likely include masonry, metal,
glass, wood and concrete, with a high level of recycled content when possible.
All buildings will be designed to relate to the open spaces around them and their specific locations
within the overall Project. See Figures 1-33 through 1-36 for preliminary renderings of the Project.
♦ Building masses around the Boardwalk will step down to terraces above the podium level
to relate to pedestrian viewpoint height, creating an active floor for the building
occupants to look down onto the Boardwalk open space from above.
♦ Buildings that exist along important view corridors (Block S), such as the curved residential
tower along Mt. Vernon Street or the tallest residential tower (Block J), that signal the
entrance into the Boardwalk, will have an iconic appearance.
♦ Similarly, the curved building (Building B) at the end of the view axis down the Boardwalk
toward the bay will become a signature design.
♦ Buildings containing research uses with larger footprints will be kept lower in height and
generally be located along Morrissey Boulevard to respond to the future green spaces
and multi-use paths planned.
♦ Building masses along the open spaces between DBC and the Harbor Point Apartments
will step down from taller heights near the Boardwalk to help the transition from the four
to eight story buildings of the Harbor Point Apartments to the Project.
Podium heights for research/office buildings will vary, while residential buildings may have lower
podiums based on their retail and amenity program needs. Buildings will respond to pedestrian
scale demands with active ground floors, signage and storefront diversity.

View Of Waterfront
View Of Boardwalk
View Of Boardwalk Towards Water
Aerial View Of 2 Morrissey
All glazing of windows in new buildings will be chosen carefully to reduce solar glare and prevent
bird strikes. As new technologies emerge (such as mass-timber construction mid-rise buildings),
and building codes respond to allow for them, the Proponent will investigate deploying these
methods in an effort to continue reducing embedded carbon in building construction.
In order to anticipate changed circumstances in the future for the proposed above-grade parking
garage on the first four floors of Block T on the 2 Morrissey Site, the Proponent is proposing a flat
plate structure that can be repurposed for other uses such as office and housing, if/when
automobile parking demand diminishes. In the short term, above grade parking levels will be
screened from view.
1.6 Potential Off-site Improvements
Since being selected by UMBA to develop the Bayside Site, the Proponent has engaged in a robust
dialogue with neighbors, local elected officials, and the overall community to discuss
improvements and investments that the Project can advance. The Proponent looks forward to
continuing these discussions with the various stakeholders in order to facilitate and attract
investment in the surrounding neighborhood. Although all of these discussions are ongoing,
below are some examples of potential off-site improvements that have emerged from this
community engagement process.
Transportation Infrastructure
Several major off-site transportation infrastructure efforts have been initiated in recent years by
City and State agencies. These include the following design and re-design initiatives:
1. Mt. Vernon Street Complete Streets (City of Boston/DCR)

2. Kosciuszko Circle Re-Design Study (MassDOT)
3. Morrissey Boulevard Re-Design Study (DCR)
4. JFK/UMass station Re-Design (City of Boston/MBTA)
DCR Property
The Bayside Site abuts property owned and maintained by the DCR to the north and the east. The
Proponent is in on-going discussions with DCR with the goal of potentially undertaking
improvements to DCR waterfront property for public use and enjoyment, and to provide certain
maintenance assistance to the part of the DCR Dorchester Shores Reservation adjacent to the
Bayside Site. Since these improvements would be constructed on DCR-owned land, the
Proponent’s design and construction of these improvements would be subject to DCR approval
and a separate DCR Chapter 91 license.

The Proponent’s aspirations for off-site improvements on the DCR property are threefold:
1. The Day Boulevard Access Road: In 2019 UMBA extended a license agreement with DCR
in order to allow use of the Day Boulevard Access Road by the Proponent. This license
agreement has a 10-year term. The Proponent would like to improve the DCR Access
Road consistent with the objectives of BTD’s Complete Streets Guidelines. The updated
roadway would be an important northern access point for the new Project and would
connect Day Boulevard to Morrissey Boulevard through a new street that would cross the
Bayside Site and ultimately, the 2 Morrissey Site.
2. Enhanced Dorchester Shores Reservation: The Proponent envisions active, publicly

accessible open space along the Harborwalk and the waterfront. As part of the Project,
the Proponent would like to improve the Dorchester Shores Reservation waterfront to
raise the grade of portions of the Dorchester Shores Reservation in order to help protect
the Dorchester and South Boston neighborhoods from sea level rise consistent with goals
and strategies described in Climate Ready Dorchester.
3. North Berm: The Proponent seeks to raise the grade of the DCR land adjacent to the Day
Boulevard Access Road and Carson Beach in order to help contribute to protecting the
Dorchester neighborhood from sea level rise. The Proponent also envisions this regrading
project to include significant landscaping for public enjoyment and the enhancement of
pedestrian connections between Moakley Park, Carson Beach, and the Project.
1.7 Public Benefits
Neither the Bayside Site or 2 Morrissey Site are active and inviting to the public; the Bayside Site’s
predominant utility for most of its modern life has been its abundance of surface parking while
the 2 Morrissey Site is currently leased in its entirety to Santander Bank, N.A with a large surface
parking lot. The Project will transform the currently auto-centric Project Site into a pedestrian
district with tree-lined streets that will promote walking and biking, new open spaces, outdoor
recreation, multi-use paths, and public art. This entirely new destination within Columbia Point
will provide 21st century workplaces, residential spaces, retail, and restaurants with vibrant social,
economic, and recreational opportunities for both the occupants and the surrounding
community.
The Project will create new, active connections from Morrissey Boulevard to the Dorchester
Shores Reservation, Carson Beach, and UMass Boston, and will have a rich variety of open spaces
and green landscapes as well as a new network of streets, sidewalks, and bike lanes that conform
to the transit desire lines identified in the BPDA’s Columbia Point Master Plan. These new routes
will allow movement from Morrissey Boulevard through the 2 Morrissey and Bayside Sites over
to Moakley Park and Day Boulevard, increasing access to civic open spaces while decreasing
congestion points around Kosciuszko Circle.

Along with the significant public realm improvements, the Project will provide many public
benefits for the surrounding neighborhood and the City of Boston as a whole, both during
construction and on an ongoing basis upon its completion. The Project will serve as a platform
that will advance or serve as a catalyst for a wide range of community benefits, both on-site and
off-site, throughout the multiyear buildout of the Project. These benefits will incorporate
investments in job training, affordable housing, infrastructure and resiliency, and support for
nonprofits. These programs will be defined further during the community process for the Project,
but they are anticipated to create positive impact.
Open Space
The Project focuses on making an inclusive public realm that has a significant variety of open space
concepts and spaces tailored to their locations. View corridors to the water will be developed
into specific zones of program, materials, and lighting that give them unique and memorable
characteristics. Ample space for a variety of retail shops, restaurants and other publicly accessible
venues will be provided at the ground floor of the buildings, ensuring that the Project will
welcome people of all income levels.
Job Creation
The Proponent engaged Appleseed Inc., an economic impact consultancy firm, to study the
economic impacts of the Project. Using IMPLAN (a modeling tool commonly used in economic
impact analyses), the study found that between the years 2021 and 2030 the Project would
directly account for approximately 23,889 person-years of construction related work in Suffolk
County. A person-year is defined as the time worked by one person who is employed full-time
for one year – it could represent the work of two people full time for six months, or one person
half-time for two years.
Appleseed estimated that the new development will directly account for approximately 15,249
new permanent jobs to the area.
Affordable Housing
The Proponent will comply with the City’s Inclusionary Development Policy (IDP); at least 13% of
the residential units at the Project will be affordable units as defined by the IDP, and thus will be
marketed and rented to households earning 70% or less of the Area Median Income, as
established by the U.S. Department of Housing and Urban Development from time to time. The
IDP units will comprise a range of studio, one bedroom, two bedroom and three bedroom units.
The Proponent’s goal is to create a mix of affordable housing, workforce housing and market rate
housing that will attract households of many different sizes and income levels who want to live in
a well-planned, transit-oriented, amenity-rich, mixed-use waterfront development.

A key component to the mixed-use community that the Proponent hopes to develop will be a mix
of housing types and income levels living at the Project. The imperative need to address the
region’s housing crisis became apparent during the Proponent’s robust community engagement
process. As part of the Project, the Proponent will implement a housing strategy that includes a
broad range of housing types for individuals and families, housing sizes, and income levels.
Increased Property Taxes
The development of the Project will expand the City’s tax base at the Project Site exponentially;
the Proponent anticipates that over the first ten years of the Project, the Project will generate
over $200,000,000 in property taxes to the City of Boston. The majority of these tax revenues will
be net new revenue for the City of Boston, as the Bayside Site is owned by UMBA and thus,
currently tax-exempt.
Linkage
Since the Bayside Site is UMBA-owned, it is not subject to local land use restrictions, including the
Zoning Code, in which the City’s linkage requirements are memorialized. However, the Proponent
has voluntarily agreed to make linkage payments under Article 80B of the Zoning Code for the
applicable non-residential uses at the Bayside Site. These payments would result in approximately
$19,900,000 in voluntary housing linkage payments and approximately $3,900,000 in voluntary
jobs linkage payments for the Bayside Site alone.
The total housing linkage contribution to be generated by the Project as proposed is expected to
be over $39,000,000, and the total jobs linkage contribution to be generated by the Project as
proposed is expected to be approximately $7,725,000, in each case based upon the building
program proposed in this PNF.
Sustainability
The Project Site’s existing risk from sea level rise is indicative of the Dorchester coastline’s
vulnerability. The Proponent will pursue measures that will contribute to efforts to combat the
risks of sea level rise on behalf of the Dorchester and South Boston neighborhoods. The
Proponent will simultaneously use the Project as a platform to implement sustainability strategies
that confront the causes of sea level rise – excess carbon emissions.
The Project will utilize the LEED for Neighborhood Development framework, or equivalent
standards, to ensure that all Project strategies have a measurable impact upon sustainability
within the entirety of the development, as well as for the future individual buildings. The Project
aims to reduce GHG emissions at the building, energy production and transportation levels to
lessen impacts.

Climate Change Resilience
As described in more detail in Section 5.4, the Project will coordinate with public initiatives being
implemented to the north and south of the Project to provide new flood prevention control
measures along the waterfront edge of the Bayside Site. The flood prevention control measures
on the Bayside Site will form a flood barrier that is subtle in its visual impact but effective in flood
mitigation, and will connect to the public improvements north and south of the Bayside Site.
Transportation Demand Management
The Project will include a robust set of Transportation Demand Management (TDM) strategies to
encourage alternative modes of transportation and enhance mobility by non-auto uses,
consistent with the City’s goals to reduce auto dependency citywide. The TDM Plan to be
presented in the Draft Project Impact Report (DPIR) will assign responsibilities for strategy
implementation to the Proponent, tenants, residents and other stakeholders. It is anticipated
that a newly formed Transportation Management Association (TMA), formed in concert with
other land owners, will be the primary entity to facilitate and manage TDM initiatives by all
existing and future stakeholders and accomplish the transportation goals of the Columbia Point
Master Plan.
Off-Site Improvements
The Proponent hopes to use the Project as a platform to attract other investments and create and
advance off-site infrastructure improvements that will benefit the Project, the Columbia Point
Peninsula, the Dorchester and South Boston neighborhoods, and the regional transit network.
Below is a list of off-site improvements that may be catalyzed by or undertaken in connection
with the Project, dependent upon continuing discussions with public agency officials, community
residents, elected officials and other stakeholders, as well as the receipt of governmental permits
and approvals for improvements to be undertaken by the Proponent. These potential off-site
improvements are under review, and may include the following:
Mt. Vernon Street: The Proponent would like to improve Mt. Vernon Street consistent with the
objectives of BTD’s Complete Streets Guidelines, including improved sidewalks for pedestrians
and bicycle lanes for its length. The goal of the City’s Complete Streets Guidelines is to
accommodate all modes of transportation consistent with a street’s type and function to improve
the quality of life by creating streets that provide sustainable transportation networks to
complement great places to live and work. The City completed a 25% design of the Mt. Vernon
Street “Complete Streets” Plan in March 2015, including the northern-most section under the
jurisdiction of DCR; the Proponent hopes to complete this design effort and upgrade Mt. Vernon
Street from the JFK/UMass MBTA station, to the beginning of University Drive at UMass Boston,
working in collaboration with the BTD, DCR (which owns a portion of Mt. Vernon Street), and
other stakeholders.

Improvements to DCR’s Dorchester Shores Reservation: The portion of the DCR’s Dorchester
Shores Reservation located adjacent to the Bayside Site is underutilized and needs to be regraded
to prepare for future climate change effects. This initiative could include regrading, the
installation of flood prevention control measures, the widening of the existing Harborwalk path,
improved street furniture and lighting, and creating connections to the boulevard at the Project
Site that will connect from the MBTA to the sea.
Advancement of Transportation Studies at Kosciusko Circle, JFK/UMASS Boston MBTA

Station/Morrissey Boulevard Improvements: The Proponent is discussing one or more
contributions to the advancement of the studies, planning, advocacy, and pricing of major
potential publicly financed infrastructure improvements. Currently under discussion by the City
and the MBTA are upgrades to the JFK/UMass Boston MBTA station to ensure that the station is
universally accessible, better-lit, and more pedestrian-accessible from the Dorchester
neighborhood via Sydney Street. Other infrastructure improvements include upgrades to
Morrissey Boulevard.
Off-Site Resiliency: Opportunities to help combat sea level rise are a priority for the Project and
the Proponent. Project planning efforts to date have been based on the Climate Ready Boston,
Moakley Park Vision Plan, and Climate Ready Dorchester studies. Specific off-site improvements
could include raising the grade alongside the DCR Day Boulevard Access Road (adjacent to Carson
Beach) to a grade that surpasses the 2070 Flood Plain. This regrading could also include
landscaping elements that correspond with the Project’s landscape design and continue to
enhance the pedestrian connectivity between the Project, Carson Beach and Moakley Park.
Raising the grade at this location would help protect the Dorchester, Columbia Point, and South
Boston neighborhoods from flood inundation from the north.
“New Street” & Sidewalks: The Columbia Point Master Plan called for the creation of “New
Street”, First Street is a new street connecting Morrissey Boulevard to Day Boulevard by running
through the 2 Morrissey and Bayside sites. By controlling both sites, the Proponent can make this
concept a reality. The purpose of First Street is to provide an alternative to Kosciusko Circle for
local traffic within Columbia Point, and to establish a more recognizable, walkable, and bikeable
street pattern.
The “T (JFK/UMass station) to the Sea”: As part of the Project, the Proponent will create the
Boardwalk, as described in Section 1.5.4. The Boardwalk will be a widening pathway and road
open to vehicular, bike and pedestrian travel. Beginning as an intimate and welcoming open
space, the Boardwalk will slowly widen into the Project’s main retail corridor, and eventually bring
neighbors, residents, employees, and visitors to the Dorchester Shores Reservation.
1.8 Community Outreach Overview
Demonstrating the Proponent’s commitment to a transparent and continuous engagement with

community members for all phases of the Project, the Proponent voluntarily committed to the
BPDA’s Article 80 development review process for the UMBA-owned Bayside Site and upon

acquiring the 2 Morrissey Site and the developer designation from UMBA for the Bayside Site,
commenced outreach to community/civic organizations, public officials, elected officials, and
other stakeholders. The Proponent looks forward to continuing to meet with local stakeholders
throughout the Article 80 Large Project Review process.
To date, the Proponent has held over 100 meetings with various civic organizations, community
representatives, elected officials, municipal departments and state agencies, including but not
limited to those listed below:
♦ Andrew Square Neighborhood Association - South Boston

♦ Boston Teachers Union
♦ Boys and Girls Club of Dorchester
♦ City of Boston Parks Department
♦ City of Boston Department of Neighborhood Development
♦ City of Boston Environment Department
♦ City of Boston Transportation Department
♦ City Point Neighborhood Association – South Boston
♦ Clam Point Civic Association – Dorchester
♦ Climate Ready Dorchester
♦ Columbia Point Partners – Dorchester
♦ Columbia Savin Hill Civic Planning Meeting – Dorchester
♦ Dorchester Board of Trade
♦ Dorchester Elected Officials
♦ Freeport Adams Neighborhood Association -Dorchester
♦ Hancock Street Civic Association
♦ HPCTF Harbor Point Community Task Force – Dorchester
♦ John F. Kennedy Library
♦ John McCormack Civic Association - Dorchester
♦ Jones Hill Civic Association - Dorchester
♦ Massachusetts Alliance for Affordable Housing
♦ Massachusetts Department of Conservation and Recreation
♦ Massachusetts Department of Transportation
♦ Massachusetts Bay Transportation Authority
♦ Mayor’s Office of Neighborhood Services Neighborhood Services Staff
♦ Meeting House Hill Civic Association– Dorchester
♦ South Boston Elected Officials
♦ St. Christopher Church
♦ The BASE
♦ University of Massachusetts Boston Community

The Project team has also participated in several neighborhood-wide organizational meetings
with formal and informal collections of institutional neighbors in Columbia Point. These
organizations include Boston College High School, the John F. Kennedy Library and Museum, the
Edward M. Kennedy Institute, the Commonwealth of Massachusetts State Archives, Harbor Point
Apartments, the Corcoran Jennison Company, University of Massachusetts Boston, Center Court
Partners, and Nordblom Company (135 Morrissey Boulevard property owner).
Through this early community outreach, the Project team has discovered several themes. These
development themes (as noted below) have informed the Proponent’s planning process.
♦ Diverse and inclusive development

♦ Innovative uses / technology and life science job creators
♦ Enable key infrastructure improvements
♦ Broad based housing price points and housing types
♦ Educational opportunities/UMass Boston collaborations
♦ Retail and open spaces with authentic programming that is welcoming for all
♦ Accessibility to the water and public spaces that are active through all seasons
♦ Focus on resiliency
♦ Energy efficient and sustainable
♦ Mix of architectural styles, building heights, and uses
♦ Incorporate key elements of the Columbia Point Master Plan
With the financial and in-kind enthusiastic support of the Proponent, the closest neighboring
community groups for the Project (Columbia/Savin Hill Civic Association, John McCormack Civic
Association, Andrew Square Civic Association, and Harbor Point Community Task Force) held two
community charrettes at the Boston Teachers Union headquarters adjacent to the Bayside Site,
to discuss the community’s goals for the development of the Project Site. Members of the
Proponent team attended these charrettes in October and November of 2015 in order to answer
questions and frame the Project within the site constraints that exist. These constraints include
height restrictions imposed by Federal Aviation Administration regulations and restrictions
imposed by the Waterways Regulations with respect to building height, the creation of open space
and facilities of public accommodation. In addition, several residents who had participated in the
original Columbia Point Master Plan process provided an introduction, overview and history of
the area and that planning process. They also reflected on how much had changed since then,
how many new projects have been built or are in the pipeline, and how sea level rise and climate
change have become so critical.
Over 100 people participated in each of these charrettes from the Andrew Square Civic
Association, Columbia/Savin Hill Civic Association, John McCormack Civic Association, the Harbor
Point Community Task Force, and other neighborhood associations. Through a “post-it” note
exercise, people were asked what uses they desired on the Bayside Site and where those uses
should be located. No developer plan was presented – rather, the purpose of the charrettes was
to begin a dialogue about open space and big ideas from the community.

At each table, residents worked collaboratively to articulate their vision for the Project, and there
was a clear consensus about clustering green spaces next to the Dorchester Shores Reservation
and along the path from both access points along Mt. Vernon Street to the waterfront. Many
table groups clustered commercial space and housing along the central spine road leading to the
Dorchester Shores Reservation, while others placed community spaces between the Harbor Point
Apartments and the Bayside Site.
The Project as proposed for the Bayside Site is based on this ‘spine’ concept and has a layout of
open space and circulation routes in keeping with those sketched by residents in the community
group workshops. The Project design team has also incorporated a wider green zone near the
Harbor Point Apartments as suggested.
At the 2 Morrissey Site, the Proponent has adhered to the development themes deduced from
the community engagement process for the Project Site. The design extends the “spine” concept
at the Bayside Site to create a street that will connect Morrissey Boulevard and Mt. Vernon Street,
and create a series of buildings of varying heights and uses, and open spaces to complement the
mixed uses. As the 2 Morrissey Site is not subject to Chapter 91 jurisdiction, the site design
options are more fluid and will be refined as the Project design progresses. Given 2 Morrissey’s
existing lease with Santander, N.A., planning on the site focused on longer term strategies that
meet community goals for the Project, such as improved local and regional circulation for
pedestrians, bicycles and vehicles.
1.9 Schedule
It is anticipated that the Project will likely be built out over a period of 10-15 years. Project
construction will begin after the Proponent’s receipt of all necessary governmental permits and
approvals and in the case of the Bayside Site, subject to the commencement of the long-term
ground lease between UMBA and the Bayside Proponent. Development of the 2 Morrissey Site
will begin after the existing tenancy at that site has expired. All Project development will be
subject to market feasibility and the availability of financing.
The Proponent anticipates that construction on the development blocks at the Bayside Site will
occur over a period of years, and be accompanied by infrastructure construction to support
building development, including site utilities (electric/gas/communications) as well as
water/sewer/storm drainage systems (subject to the approval of the Boston Water & Sewer
Commission and the Massachusetts Water Resources Authority, as applicable). Any initial
building construction at the Bayside Site will also be accompanied by the development of open
space in accordance with the requirements of the Waterways Regulations, as well as appropriate
street circulation system construction.

Development on the 2 Morrissey Site will occur at a later stage of the Project, after the existing
tenancy at that property has expired. This development will occur in a sequence not yet
determined, and will also be accompanied by appropriate infrastructure upgrades, including the
construction of a new connector street between Morrissey Boulevard and Mt. Vernon Street as
an initial part of the 2 Morrissey Site redevelopment.
Further information on the proposed sequencing of development at the Project Site will be
presented in the DPIR to be filed with the BPDA.

Chapter 2.0
Regulatory Context and General Information

2.0 REGULATORY CONTEXT AND GENERAL INFORMATION
2.1 Zoning Controls
The Bayside Site and the 2 Morrissey Site are located in different zoning districts. The Bayside
Site is located within the Dorchester Bay/Neponset River Waterfront subdistrict of the Harborpark
District, is governed by Article 42A of the Code, and is shown on Map 4C/4D of the Boston Zoning
Maps. The Bayside Site is zoned B-1-55 and is located within the Columbia Point Special Study
Overlay District, which was the subject of the Columbia Point Master Plan (BRA, June 2011).
The 2 Morrissey Site is located within the Dorchester Neighborhood District, is shown on Map
5A/5B of the Boston Zoning Maps and is governed by Article 65 of the Code. The 2 Morrissey Site
is located within the Morrissey Boulevard Community Commercial Subdistrict, and a portion of
the 2 Morrissey Site is located within the Morrissey Boulevard Greenbelt Protection Overlay
District.
Both the Bayside Site and the 2 Morrissey Site are located within the Restricted Parking Overlay
District established by Section 3-1A(c) of the Code.
The Project will require zoning relief (e.g., the Project will exceed the height and density
limitations set forth in the Code, and multi-family housing is a conditional use at the 2 Morrissey
Site). The Proponent expects to seek, in the future, a Planned Development Area designation for
the Project Site, with separate land use controls for the Bayside Site and the 2 Morrissey Site.
2.2 Anticipated Permits and Approvals
Table 2-1 is a preliminary list of local, state and federal permits and approvals that may be
required for the Project. This list is based upon current information about the Project and is
subject to change as the program and design of the Project evolves. Some of the permits and
approvals listed may not be required, while there may be others not listed that will be needed.
Table 2-1 Anticipated Permits and Approvals
Agency Permit / Approval

Local
Boston Planning & Development Agency Article 80B Large Project Review;
Article 80 Agreements
Boston Civic Design Commission Design Review
Boston Zoning Commission Planned Development Area Master Plan/Development
Plans
Boston Public Improvement Commission Specific Repair approval (Mt. Vernon Street)
Boston Conservation Commission Order(s) of Conditions (for Project and work on DCR land)
Boston Transportation Department Transportation Access Plan Agreement;
Construction Management Plan(s)
5530/Dorchester Bay City 2-1 Regulatory Context and General Information

Table 2-1 Anticipated Permits and Approvals (Continued)
Agency Permit / Approval

Local
Boston Water and Sewer Commission Site Plan Approval and related approvals
Interagency Green Building Committee Article 37 (Green Buildings) Compliance
Boston Public Safety Commission, Committee Parking Garage Permits
on Licenses
Inspectional Services Department Electrical permits
State
Massachusetts Executive Office of Energy and Review under the Massachusetts Environmental Policy
Environmental Affairs Act
Public Benefit Determination
Massachusetts Historical Commission State Register Review
Massachusetts Department of Transportation Access Permit
Massachusetts Department of Conservation License Agreement or Memorandum of Agreement (work
and Recreation on DCR land);
Construction/Vehicular Access Permit
Massachusetts Water Resources Authority 8(m) Permit
Direct connection permit
Sewer use discharge permit (lab buildings)
Massachusetts Department of Environmental Chapter 91 Consolidated Written Determination (Bayside
Protection Site);
Chapter 91 Licenses (Bayside Site);
Chapter 91 License - Work on DCR land (Dorchester
Shores Reservation)
Construction Notices
Office of Public Safety and Inspections Building Permits
Flammable Storage Licenses
Certificates of Occupancy
Federal
U.S. Environmental Protection Agency NPDES (National Pollution Elimination Discharge System)
Notice of Intent – Construction Stormwater Management
Notice of Intent – Remediation General Permit
U.S. Federal Aviation Administration Determinations of no adverse effect (cranes and
buildings)
U.S. Army Corps of Engineers General Permit self-verification or pre-construction
notification

2.3 Regulatory Constraints
UMBA-owned land is not subject to local zoning controls and land use regulations. Nonetheless,
UMBA, the City and the Proponent have agreed that the Bayside Site will be subject to voluntary
Article 80B, Article 80C and Boston Civic Design Commission (BCDC) review, as outlined above.
The 2 Morrissey Site is subject to local zoning controls and land use regulations.
In addition, as noted above and as described in Section 1.5.3, the Project will be subject to the
regulatory regimes imposed by the Federal Aviation Administration with respect to the height of
buildings at the Project Site and the use of building cranes, and by the M.G.L. Chapter 91 (Chapter
91) regulations governing development on Commonwealth tidelands (the Waterways
Regulations). The proposed building heights at the Project have been preliminarily reviewed by
Massport’s Aviation Department to confirm that they will not hinder air navigation. More formal
review of each building by Massport and the FAA will occur as each building undergoes design
review by the BPDA and the Boston Civic Design Commission. In addition, the Project has been
designed to conform to the Waterways Regulations, including with respect to building heights,
Facilities of Public Accommodation (as defined in those regulations), and open space, as described
in Section 4.1. A Chapter 91 application for a Consolidated Written Determination for the Project
will be submitted to the Massachusetts Department of Environmental Protection upon
completion of the Article 80B and Massachusetts Environmental Policy Act (MEPA) processes for
the Project. To the extent the Project will include work on DCR-owned land, the Proponent’s
design and construction of these improvements would be subject to DCR approval and a separate
DCR Chapter 91 license.
2.4 Applicant/Proponent Information
As previously described, the proponents of the Project are Bayside Property Owner, LLC (the
Bayside Proponent), and Morrissey Property Owner, LLC (the 2 Morrissey Proponent and
together, the Proponent), for which Accordia Partners LLC is acting as the developer. The 2
Morrissey Proponent owns the 2 Morrissey Site. The Bayside Proponent was awarded the
development rights for the Bayside Site through a request for offers directed by UMBA. Following
its selection as the Bayside Site developer, the Bayside Proponent entered into an Agreement to
Lease with UMBA. Pursuant to that agreement, the Bayside Proponent and UMBA have agreed
to enter into a long-term Ground Lease for the redevelopment of the Bayside Site at such time as
the Bayside Proponent has received all necessary governmental approvals for the Project,
including Article 80B Large Project Review approval by the BPDA.
This PNF is being submitted to the BPDA in consultation with UMBA, the owner of the Bayside
Site. It is not known at this time whether any of the buildings to be constructed at the Bayside
Site will be occupied by departments, offices, institutes and/or other programs of UMass Boston.
Pursuant to the future Ground Lease for the Bayside Site, UMBA will have the right to sublease
development parcels and/or to lease space in buildings constructed at the Bayside Site, which
could be occupied by UMass Boston.

2.5 Site Development and Financing
As previously described, the 2 Morrissey Site is currently leased, and development of the 2
Morrissey Site will occur after that property is vacated by such tenant. The two portions of the
Project Site are separately owned and will continue to be separately owned and the development
on each will be separately financed. However, the planning and design of the Project has
progressed in a coordinated manner, as further discussed throughout this PNF. The development
of the Project will be similarly coordinated.
2.6 Development Team
The following lists the key members of the development team for the Project:
Address/Location: 200 Mt. Vernon Street and 2 Morrissey Boulevard
Proponent, Bayside Site: Bayside Property Owner, LLC

c/o Accordia Partners LLC
Boston, MA 02210
(857) 990-3039
Richard A. Galvin
Kirk Sykes
Canan Safar
Kevin Galvin
Proponent, 2 Morrissey Site: Morrissey Property Owner, LLC

c/o Accordia Properties LLC
Boston, MA 02210
(857) 990-3039
Richard A. Galvin
Kirk Sykes
Canan Safar
Kevin Galvin
Architect: Stantec Architecture

311 Summer Street
Boston, MA 02210
(617) 234-3100
B. K. Boley
David Lunny
Tamara Roy

31 St. James Avenue, 6th Floor
Boston, MA 02116
(617) 606-7029
Gregory Minott
Sara Kudra
Landscape Architect: Olin Studio

150 S Independence Mall W, Suite 1123
Philadelphia, PA 19106
(215) 440-0030
Lucinda Sanders
Demetrios Staurinos
Legal Counsel: Mintz, Levin, Cohn, Ferris, Glovsky and Popeo, P.C.
One Financial Center
Boston, MA 02111
(617) 348-3009
Rebecca A. Lee, Esq.
Permitting Consultant: Epsilon Associates, Inc.

3 Mill & Main Place, Suite 250
Maynard, MA 01754
(978) 897-7100
Cindy Schlessinger
Talya Moked
Erik Rexford
Transportation Consultant: VHB

99 High Street, 10th Floor
Boston, MA 02110
(617) 728-7777
David Black
Lourenço Dantas
Ryan White
Civil Engineer: Nitsch Engineering, Inc.

2 Center Plaza, Suite 430
Boston, MA 02108
(617) 338-0063
Deborah Danik
Isabel Kaubisch
Will Schreefer

Geotechnical Engineer: Haley & Aldrich, Inc.
465 Medford Street, Suite 2200
Boston, MA 02129
Mark Balfe
Community Engagement: Catherine O’Neill LLC

(617) 943-6173
Catherine O’Neill
2.7 Legal Information
2.7.1 Legal Judgments or Actions Pending Concerning the Proposed Project
To the Proponent’s knowledge, there are no legal actions pending with respect to the Project Site
or the Project.
2.7.2 History of Tax Arrears on Property Owned in Boston by the Applicant
The Proponent is not in default of any tax obligations to the City of Boston
2.7.3 Evidence of Site Control/Public Easements
There are no public easements affecting the Project Site. See Appendix A for site surveys.

Chapter 3.0
Transportation
3.0 TRANSPORTATION
This chapter provides a summary of existing transportation infrastructure supporting the Project Site
and an overview of the Project’s transportation characteristics, including a preliminary estimate of
Project trip generation. A comprehensive assessment of Project-related transportation impacts within
the study area will be provided in the DPIR, based on further discussion with the Boston Planning &
Development Agency, the Boston Transportation Department (BTD), the Massachusetts Department of
Transportation (MassDOT) and the Massachusetts Department of Conservation and Recreation (DCR).
The following sections describe site access by all modes of transportation, Project travel characteristics,
trip generation by mode, and parking. In addition, a proposed transportation impact study area for the
DPIR analysis is identified.
3.1 Key Findings and Benefits
Preliminary transportation findings and benefits of the Project include the following:
1. The Project will exemplify transit-oriented development as high density housing,

commercial and retail uses adjacent to a transit hub served by multiple public
transportation services, including MBTA Red Line, Commuter Rail, and local bus routes,
as well as private bus routes, which will result in a higher proportion of transit trips
rather than vehicle trips.
2. The capture of internal trips between different Project uses within the Project site will
result in the reduction of vehicle trips on the off-site roadway network and provides
opportunities to limit parking through the sharing of parking spaces for different users
by time of day.
3. The Project Site enjoys excellent access to the local and regional roadway network due
to local connections to Morrissey Boulevard and Day Boulevard, as well as the I-93
ramps at the Columbia Road interchange (Exit 15, Dorchester, South Boston).
4. The Project will result in the construction of an extensive system of new on-site
roadways to accommodate all users consistent with the objectives of BTD’s Complete
Street Guidelines. Several of these roadways will realize the objectives of the Columbia
Point Master Plan to enhance local access to and within Columbia Point and reduce
reliance on Kosciuszko Circle for regional access.
5. The Project includes a higher density than proposed under the Columbia Point Master
Plan. However, the projected number of Project vehicle trips is of a similar magnitude
due to current mobility and mode share trends compared to the relatively dated
assumptions under-lying the Plan. As a result, the potential overall traffic impacts
associated with the Project are expected to be similar to the Columbia Point Master
Plan. The number of Project transit trips is expected to be greater than under the
Columbia Point Master Plan, but are expected to be accommodated within the existing
5530/Dorchester Bay City 3-1 Transportation

Vanasse Hangen Brustlin, Inc.
capacity of the transit system. Further, the significant improvements anticipated to be
implemented soon on the Red Line will provide more transit capacity available to
support this transit-oriented Project.
6. The Project will incorporate bicycle accommodations and facilities consistent with the
objectives of BTD’s Complete Streets Guidelines to encourage bicycling, walking and
transit as strong transportation modes. These will include new, robust pedestrian and
bicycle connections linking the neighborhood with the Dorchester Shores Reservation
and connecting to JFK/UMass MBTA station, Morrissey Boulevard and Mt. Vernon
Street.
7. The parking needs of the Project will be accommodated by approximately 2,650 on-site
parking spaces designed to take advantage of shared spaces between Project uses. This
reflects a net increase of approximately 450 parking spaces compared to the existing
total of 2,200 spaces at the Project Site.
8. The Proponent is evaluating a shuttle system connecting the Project to JFK/UMass

MBTA station to supplement and/or integrate with existing shuttle services in the area.
9. The Project will implement a robust program of Transportation Demand Management

strategies to take full advantage of its multiple mobility options and its synergy with the
surrounding neighborhood.
10. As discussed in Section 1.7, the Proponent hopes to use the Project as a platform to
create and advance key off-site infrastructure improvements that will benefit the
Project, the Columbia Point Peninsula, the Dorchester and South Boston neighborhoods,
and the regional transit network. Off-site improvements that may be catalyzed by or
undertaken in connection with the Project, dependent upon continuing discussions with
public agency officials, community residents, elected officials and other stakeholders,
could include the City’s design and reconstruction of Mt. Vernon Street consistent with
the objectives of BTD’s City’s Complete Streets Guidelines, roadway and pedestrian
improvements for the re-design of Kosciuszko Circle, and the re-design of JFK/UMass
MBTA station and its surroundings.
3.2 Project Overview
The Project Site comprises two parcels: the UMBA-owned site of the former Bayside Exposition
and Convention Center, and the 2 Morrissey Boulevard office building site. The Project Site is
highly transit-oriented due to its proximity to the MBTA Red Line, Commuter Rail and local bus
routes, as well as private buses, at JFK/UMass MBTA station. In addition, it enjoys excellent
access to the local and regional roadway network due to its local connections to Morrissey
Boulevard and Day Boulevard, as well as the I-93 ramps at the Columbia Road interchange (Exit
15, Dorchester, South Boston). Figure 3-1 shows the location of the Project Site in the context
of the roadway network and JFK/UMass MBTA station.

Site Location, Transportation Context
The Project as proposed would comprise the construction of a mixed-use redevelopment
totaling approximately 5.9 million square feet of building program across the Bayside Site and
the 2 Morrissey Site, including approximately 1,740 residential units, approximately 4,008,000
square feet of office, research and development, life sciences and/or potentially academic uses
(referred to as office/research) and approximately 155,000 sf of retail/restaurant uses,
supported by approximately 2,650 parking spaces and approximately 3,000 bicycle parking
spaces located within buildings for Project residents and workers and located throughout the
Project Site for visitor use. The breakdown of the Project program between the two Project
components is summarized in Table 3-1 and described in detail in Chapter 1.
Table 3-1 Project Program Summary
Bayside Site 2 Morrissey Site Project Total

Retail/Restaurant (GFA) 139,000 16,000 155,000
Residential (GFA/units) 1,198,000 / 1,455 262,000 / 285 1,460,000 / 1,740
Office/Research (GFA) 2,163,000 1,845,000 4,008,000
Total (GFA) 3,500,000 2,400,000* 5,900,000
Parking Spaces +/- 2,650
* Includes approximately 277,000 gfa of above-grade parking
As described in Chapter 1, the Project will include 17 new development blocks, and
approximately 2,650 parking spaces supported by new streets, bike paths and pedestrian
boulevards within the Project Site to establish a strong connection between Morrissey
Boulevard, Mt. Vernon Street and the Dorchester Shores Reservation. Primary vehicle access for
the Bayside Site will remain on Mt. Vernon Street, with supplementary access on Day Boulevard
using an access road owned by DCR. A new roadway connecting Mt. Vernon Street and
Morrissey Boulevard will provide vehicle access to the 2 Morrissey Site on both roadways. The
main pedestrian and bicycle access will be along the spine roadway of the Bayside Site (3rd
Street), with a multi-use path along the southeast edges of the Project Site providing a strong
connection between Morrissey Boulevard, Mt. Vernon Street and the Harborwalk as called for in
the Columbia Point Master Plan.
The new roadways provided on the Project Site will create an important new roadway network
within this part of the Columbia Point neighborhood. This new roadway system will realize
fundamental transportation objectives of the Columbia Point Master Plan: to enhance local
access to and within Columbia Point and reduce its reliance on Kosciuszko Circle for regional
access. The new roadways and vehicle site access are illustrated in Figure 3-2.

Project Site Plan, Vehicle Access
The mix of residential, commercial and retail uses in the Project will benefit from excellent
transit accessibility, resulting in a high proportion of transit trips rather than vehicle trips.
Further, the capture of internal trips between different Project uses will result in the reduction
of vehicle trips and opportunities to control parking demand through sharing of parking spaces
for different users by time of day. The Proponent is evaluating a shuttle system connecting the
Project to JFK/UMass MBTA station to supplement and/or integrate with existing shuttle
services in the area.
Additionally, the Project will include a robust program of TDM strategies to take full advantage
of its multiple mobility options and its synergy with the surrounding neighborhood. The primary
objective of the TDM plan will be to reduce single occupant (SOV) vehicle travel by minimizing
reliance on auto travel and enhancing mobility by alternative modes. The TDM plan will
incorporate the planned bicycle accommodations and facilities within the Project Site, which will
comply with recently released BTD guidelines to encourage bicycling, as well as walking, as a
strong transportation mode. It will also include parking management strategies that will
minimize the amount of vehicle parking, encourage shared parking use, and reduce future
parking demand as construction of the Project progresses.
Finally, the Proponent will work with the community and local and State agencies on the
advancement of construction, and advocacy for major local and area-wide transportation
infrastructure initiatives. The initiatives include the City’s design and reconstruction of Mt.
Vernon Street consistent with the design objectives of BTD’s Complete Streets Guidelines,
roadway and pedestrian improvement re-design for Kosciuszko Circle, and the re-design of
JFK/UMass MBTA station and its surroundings.
3.3 Existing Transportation Conditions
This section provides a summary of existing transportation conditions supporting Columbia

Point and the Project Site, including:
♦ Roadway jurisdiction;
♦ Public transportation services in the area;
♦ Pedestrian and bicycle environment; and
♦ On- and off-street parking.
3.3.1 Roadways
The main roadways supporting the Columbia Point area are shown previously in Figure 3-2.
The Project Site relies primarily on Mt. Vernon Street for access, a public roadway connecting
Morrissey Boulevard to the UMass Boston campus at University Drive where the JFK Library and
Edward M. Kennedy Center for the U.S. Senate are located, and also serving the Columbia Point

neighborhood, the John W. McCormack School, the Paul A. Dever Elementary School, St.
Christopher Church and the Harbor Point Apartments. It is owned by the City of Boston
between University Drive and the northern Bayside driveway, and DCR has jurisdiction from that
point to Morrissey Boulevard. The City has completed a 25% design for Mt. Vernon Street which
will create a “complete” street designed to accommodate all users, consistent with the goals of
the Columbia Point Master Plan and the BTD’s Complete Streets Guidelines.
The Bayside Site also has a connection to Day Boulevard, a DCR roadway fronting Carson Beach
on the east and Moakley Park on the west and connecting Kosciuszko Circle to the South Boston
residential neighborhood. Kosciuszko Circle itself is controlled by the Massachusetts
Department of Transportation. It is a large rotary intersection connecting Day Boulevard,
Morrissey Boulevard and Columbia Road.
Morrissey Boulevard is under the jurisdiction of DCR. It is a multi-lane divided roadway between
Kosciuszko Circle at its northern end and Gallivan Boulevard to the south at Neponset Circle,
with interim connections to I-93 at Freeport Street. The short section of Morrissey Boulevard
between Day Boulevard and Mt. Vernon Street is known locally as “the Chute”. Within the
Columbia Point area, Morrissey Boulevard has frontage roads serving the 2 Morrissey Site and
Boston College High School on the east side and JFK/UMass MBTA station, the Hub 25
apartments, Star Market, the Beasley Radio site and the former Globe site (135 Morrissey
Boulevard) on the west side. The Morrissey Boulevard main road and frontage roadways
converge in the vicinity of Bianculli Boulevard, the main entrance to the UMass Boston campus.
DCR has initiated a redesign of Morrissey Boulevard in three main sections. A 25% design was
completed for the north section, including improvements at the signalized intersections on Mt.
Vernon Street, although the redesign project is not active currently. It should be noted that the
Columbia Point Master Plan envisioned a significant reduction in the Morrissey Boulevard cross-
section through Columbia Point, including the introduction of a new intersection with the
proposed new roadway connection between Morrissey Boulevard and Mt. Vernon Street (and
continuing to Day Boulevard). The Project will provide this new intersection but will not include
modifications to Morrissey Boulevard.
Columbia Road is under the jurisdiction of MassDOT from its connection to Day Boulevard on
the edge of the South Boston residential neighborhood through to Dorchester Avenue. Beyond
Dorchester Avenue, Columbia Road continues as a City-owned street through Upham’s Corner
and Grove Park to Franklin Park at Blue Hill Avenue. There is pedestrian access to the
JFK/UMass MBTA station on its south side before it passes under the I-93 SE Expressway
overpass before rising again to its intersection with Dorchester Avenue. There are northbound
and southbound on- and off-ramps to I-93 on either side of Columbia Road which provides full
access onto and off the Interstate.

Old Colony Avenue, which is under DCR jurisdiction, connects from Columbia Road north of
Kosciuszko Circle to Mt. Vernon Street, passing under Columbia Road at the north side of
JFK/UMass MBTA station and allows through traffic to avoid using Kosciuszko Circle. As such, it
is an important connector between Dorchester Avenue in South Boston to the Columbia Point
area.
3.3.2 Public Transportation Services
The Project Site is currently well-served by both MBTA public transportation services and private
shuttle routes. The JFK/UMass MBTA station is located approximately one fifth-of-a-mile to the
west, served by the Red Line, three MBTA Commuter Rail branches, three local bus routes and
two private shuttle bus routes (UMass Boston and MASCO/Longwood Medical and Academic
Area). The MBTA and private shuttle routes are shown in Figure 3-3.
The transit services at the JFK/UMass MBTA station, including a description of each bus and rail
line that services the Project Site and their peak period frequencies/headways, are summarized
in Table 3-2.
Table 3-2 Transit Services
Transit Line/Route Origin/Destination Peak-Hour

Headway (mins)
MBTA Red Line Alewife – Braintree/Ashmont 4
MBTA Commuter Rail
• Greenbush Line South Station - Greenbush Varies
• Kingston/Plymouth Line South Station - Kingston/Plymouth Varies
• Middleborough/Lakeville Line South Station - Middleborough/Lakeville Varies
MBTA Bus
• Route 8 Harbor Point/UMass - Kenmore 15 – 30
• Route 16 Forest Hills - Harbor Point 15 – 20
• Route 41 Centre Street & Eliot Street - JFK/UMass MBTA 20 – 35
Station
UMass Boston Route 1 Campus/Kennedy Ctr/Archives - JFK/UMass MBTA 5
Station
UMass Boston Route 3 Campus – Bayside Parking Lot 5
MASCO JFK Station Route LMA/WIT - JFK/UMass MBTA Station 7 – 10
Source: MBTA Winter 2020, UMass 2019/2020 Academic Year, MASCO Winter 2020

Area Transit Service
3.3.3 Pedestrians and Bicycles
Adjacent to the Project Site are aged but ample sidewalks for current pedestrian volumes.
Pedestrian crossing accommodations are provided at area intersections, but several
intersections involve multiple crossings between traffic islands. Some intersections, in particular
Kosciuszko Circle and Morrissey Boulevard/Mt. Vernon Street, present extremely poor
environments for pedestrians and cyclists due to their geometries and vehicle volumes. Another
major issue for Columbia Point, as a whole, is the presence of the Morrissey Boulevard roadway
ramp to Kosciuszko Circle which blocks the visual connection between JFK/UMass MBTA station
and the majority of Columbia Point, including the Project Site, and requires pedestrians to either
use a pedestrian bridge over Morrissey Boulevard or traverse a circuitous narrow pedestrian
route under the roadway ramps.
The City’s Harborwalk provides a dedicated pedestrian/bike path from Castle Island to UMass
Boston through the DCR-owned Dorchester Shores Reservation abutting the Bayside Site.
There are two Bluebikes stations within approximately a quarter mile walking distance of the
Project Site: the 19-bike station at the Geiger-Gibson Community Health Center along Mt.
Vernon Street and the 15-bike station at JFK/UMass MBTA station.
On-street, buffered bike lanes currently exist along Mt. Vernon Street and Old Colony Avenue.
Within the immediate vicinity of the Project Site, there are no public bicycle parking
accommodations.
3.3.4 Parking
There is no on-street or off-street public parking located in the vicinity of the Project Site.
However, the Bayside Site currently provides approximately 1,300 parking spaces for UMass
Boston users, and the 2 Morrissey Site contains approximately 900 parking spaces for users of
and visitors to the Santander Bank, N.A. operations at the location. All other development in
the area is supported by private off-street surface parking, although garage parking is now
provided on the UMass Boston campus. Most of the parking within Harbor Point Apartments is
on-street within the complex, but is available to its residents only.
Zipcar has multiple car-sharing vehicles within about a quarter mile from the Project Site,
including three vehicles at JFK/UMass MBTA station and six vehicles within the Harbor Point
Apartments (as of January 2020).
3.4 Future Conditions Analysis
This section provides a summary of future transportation characteristics of the Project including
a preliminary estimate of Project trip generation, proposed parking supply and pedestrian and
bicycle accommodations.

3.4.1 Preliminary Project Trip Generation
Estimating the demand for movement associated with the Project is a complex exercise
considering many factors such as the variety of land uses in the Project program, the availability
of transit service in the area, and other mobility characteristics. The analysis involves the
following four steps:
1. Total trips by all travel modes based on trip rates for each Project land use, unadjusted
for various mode shares;
2. Converting unadjusted vehicle trips into total person trips using an average vehicle
occupancy;
3. Shared trips between Project land uses, referred to herein as “Internal Capture”; and
4. Calculation of trips by each mode of travel, including vehicle occupancy (adjusted trips).
Accordingly, trip generation for each of the major proposed uses are discussed below in
separate sections. The effect of shared trips, transit amenities, pedestrian/bicycle travel, and
other factors are also noted and incorporated into the overall analysis where appropriate.
3.4.1.1 Unadjusted Trip Generation
Project trip estimates were based on standard data from the Institute of Transportation
Engineers (ITE) Trip Generation Manual, 10th Edition using ITE Land Use Codes (LUC) for each
component of the Project. The ITE manual yields “unadjusted” vehicle trips which do not reflect
non-auto modes of transportation typical of an urban environment, such as public
transportation, cycling and walking. The relevant ITE land use codes for the Project program are
as follows:
♦ Residential - LUC 222: Multifamily Housing (High-Rise)
♦ Office/Research - LUC 710: General Office Building
♦ Retail/Restaurant - LUC 820: General Shopping Center
The Office/Research component of the Project will include a range of office, research and
development, life sciences and/or potentially academic uses. To present a conservative (high)
trip generation estimate, LUC 710 (General Office Building) is used for the Office/Research
component because it generally yields higher numbers of trips than less intensive uses such as
research and development. The resulting unadjusted ITE Project generated trips for the
weekday daily and peak-hour (AM and PM) periods are presented in Table 3-3.

Table 3-3 Unadjusted Trip Generation
AM Peak Hour PM Peak Hour

Daily
Land Use LUC Enter Exit Total Enter Exit Total
Bayside Component
Residential 222 5,944 101 319 420 307 196 503
Office/Research 710 20,928 1,771 288 2,059 338 1,774 2,112
Retail/Restaurant 820 5,248 81 50 131 254 275 529
Sub-Total 32,120 1,953 657 2,610 899 2,245 3,144
Residential 222 1,122 19 61 80 59 38 97
Office/Research 710 17,140 1,491 243 1,734 269 1,413 1,682
Retail/Restaurant 820 604 9 6 15 29 32 61
Sub-Total 18,866 1,519 310 1,829 357 1,483 1,840
Both Components
Total Project 50,986 3,472 967 4,439 1,256 3,728 4,984
Source: Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition
As shown in Table 3-3, the Project is expected to generate a total of 50,986 unadjusted daily
trips for both sites, with 4,439 trips occurring during the morning peak hour and 4,984 trips
occurring during the evening peak hour. The Bayside Site on its own is expected to generate a
total of 32,120 unadjusted daily trips, with 2,610 trips occurring during the morning peak hour
and 3,144 trips occurring during the evening peak hour. The 2 Morrissey Site is expected to
generate an additional total of 18,866 unadjusted daily trips, with 1,829 trips occurring during
the morning peak hour and 1,840 trips occurring during the evening peak hour.
3.4.1.2 Vehicle Occupancy Assumptions
Vehicle occupancy (the number of persons in a vehicle) are based on the Federal Highway
Administration (FHWA) Summary of Travel Trends: 2017 National Household Travel Survey,
which provides a national Average Vehicle Occupancy (AVO) typically used to convert
unadjusted ITE trips into person trips. An AVO of 1.18 persons/vehicle for peak hour work-
based trips (office, office/research and residential trips) and 1.82 persons/vehicle for retail trips
was used. Table 3-4 provides a summary of estimated person trips for the weekday daily and
peak-hour (AM and PM) periods.

Table 3-4 Estimated Person Trip Generation
AM Peak Hour PM Peak Hour

Site Location Daily
Enter Exit Total Enter Exit Total
Bayside 41,260 2,357 808 3,165 1,224 2,826 4,050
2 Morrissey (Additional Trips) 22,650 1,800 368 2,168 441 1,770 2,211
Total Project 63,910 4,157 1,176 5,333 1,665 4,596 6,261
A similar methodology will be used later in the trip estimating process to convert adjusted
vehicle person trips (the number of persons traveling in vehicles) to vehicle trips by applying
local AVO characteristics to derive adjusted Project trips.
3.4.1.3 Internal Trip Capture
As stated in the ITE Trip Generation Handbook, “A basic premise behind the data presented in
the Trip Generation Manual is that data was collected at single-use, free-standing sites…while
trip generation rates for individual uses on such sites may be the same…there is potential for
interactions among the uses within the multi-use site, particularly where trips can be made by
walking. As a result, the total trip generation of [unadjusted] vehicle trips…may be reduced.”
As the Project will comprise a variety of on-site uses, it is expected that a portion of generated
trips will be “captured” internally to the Project Site (i.e. shared between the various land uses
in the Project program; “Internal Capture”). For example, some office employees are expected
to live on-site, or some employees and residents are expected to walk or ride a bike to the
supporting on-site retail/restaurant locations rather than to having to leave the Project Site and
make an external trip to a location remote from the site. Shared trips are more likely to result in
a reduction in auto-trips rather than non-auto trips. The standard methodology, as outlined in
the ITE Trip Generation Handbook (3rd Edition) for applying this capture of internal trips was
applied to the development program. Table 3-5 outlines the estimated trips captured internally
by the multi-use development.
Table 3-5 Internal Person Trip-Capture and External Person Trips
Time Period Total Person Trips Estimated Internal Trips External Person Trips
AM Peak Hour 5,333 194 5,139

PM Peak Hour 6,261 554 5,707
As shown in Table 3-5, the Project, for both Components, is expected to generate about 5,139
external person trips during the morning peak hour and 5,707 external person trips during the
evening peak hour.

3.4.1.4 Mode Share and Vehicle Occupancy Assumptions
Mode shares were established based on a review of travel characteristics for other major mixed-
use developments in the Boston area, U.S. Census data for this location and the projections
from the Columbia Point Master Plan. The mode shares by use for the Project are presented in
Table 3-6.
Table 3-6 Project Mode Shares
Use Vehicle Transit Walk/Bike/Other

Residential 34% 37% 29%
Office/Research 36% 52% 12%
Retail/Restaurant 10% 60% 30%
3.4.1.5 Adjusted Trip Generation
To distribute trips among all the available modes of transportation, mode shares, outlined in
Table 3-6, were applied to the external person trips in Table 3-5. The projected peak hour
Project trips by mode are summarized in Table 3-7, which reflects the Project’s mixed-use
characteristics in an urban environment with proximate access to multiple transit options. As
mentioned previously, the AVOs outlined in Table 3-4 were used to convert person trips by
vehicle into vehicle trips.
Table 3-7 Adjusted Trip Generation
Time Person Person Trips by Vehicle Transit Walk/Bike/Other

Period Trips Vehicle Trips Trips Trips
Bayside Component
AM Peak Hour
Total 3,020 1,037 872 1,511 472
In 2,282 794 669 1,177 311
Out 738 243 203 334 161
PM Peak Hour
Total 3,593 1,093 904 1,867 633
In 992 254 204 512 226
Out 2,601 839 700 1,355 407
AM Peak Hour
Total 2,119 757 641 1,088 274
In 1,778 638 540 921 219
Out 341 119 101 167 55

Table 3-7 Adjusted Trip Generation (Continued)
Time Person Person Trips by Vehicle Transit Walk/Bike/Other

Period Trips Vehicle Trips Trips Trips
PM Peak Hour
Total 2,114 738 622 1,094 282
In 396 131 109 203 62
Out 1,718 607 513 891 220
TOTAL Project
AM Peak Hour
Total 5,139 1,794 1,513 2,599 746
In 4,060 1,432 1,209 2,098 530
Out 1,079 362 304 501 216
PM Peak Hour
Total 5,707 1,831 1,526 2,961 915
In 1,388 385 313 715 288
Out 4,319 1,446 1,213 2,246 627
3.4.1.6 Net New Vehicle Trips
As noted previously, the Bayside Site currently provides approximately 1,300 parking spaces for
UMass Boston users and the 2 Morrissey Site contains approximately 900 parking spaces to
support the office and banking uses there. The existing trips generated by the Project Site will
be eliminated by the Project, and as a result the net increase in vehicle trips associated with the
Project will be reduced accordingly. The existing trips generated by the Bayside Site will be
eliminated by the displacement of the existing parking on that parcel and the existing trips
generated at the 2 Morrissey Site will be eliminated after the existing tenancy expires. The
Bayside Site existing trips are based on parking gate data provided by UMass Boston. The 2
Morrissey Site existing trips are estimated using ITE trip generation methodology for a 425,000-
sf office building. The existing vehicle activity for the Project Site as well as the Project-
generated net-new vehicle trips is outlined below in Table 3-8.
Table 3-8 Estimated Net-New Project Generated Vehicle Trips
Time Period External Project Vehicle Existing Site Vehicle Trips Net-New Vehicle Trips
Trips
Bayside Site
AM Peak Hour
Total 872 200 672
In 669 200 469
Out 203 0 203

Table 3-8 Estimated Net-New Project Generated Vehicle Trips (Continued)
Time Period External Project Vehicle Existing Site Vehicle Trips Net-New Vehicle Trips
Trips
PM Peak Hour
Total 904 200 704
In 204 30 174
Out 700 170 530
2 Morrissey Site
AM Peak Hour
Total 641 303 338
In 540 253 287
Out 101 50 51
PM Peak Hour
Total 622 302 320
In 109 41 68
Out 513 261 252
TOTAL Project
AM Peak Hour
Total 1,513 503 1,010
In 1,209 453 756
Out 304 50 254
PM Peak Hour
Total 1,526 502 1,024
In 313 71 242
Out 1,213 431 782
As shown in Table 3-8, when completed and fully occupied, the entire Project is expected to
generate approximately 1,010 net-new vehicle trips (756 in, 254 out) during the weekday
morning peak hour and 1,024 net-new vehicle trips (242 in, 782 out) during the weekday
evening peak hour. The Bayside Site is expected to generate approximately 672 net-new vehicle
trips (469 in, 203 out) during the weekday morning peak hour and 704 net-new vehicle trips
(174 in, 530 out) during the weekday evening peak hour. The 2 Morrissey Site is expected to
generate an additional approximately 338 net-new vehicle trips (287 in, 51 out) during the
weekday morning peak hour and 320 net-new vehicle trips (68 in, 252 out) during the weekday
evening peak hour.

3.4.2 Comparison with Columbia Point Master Plan Trip Generation
Table 3-9 below presents a comparison of vehicle trip generation for the Project Site under the
scenarios considered in the Columbia Point Master Plan with the projected vehicle trips for the
Project presented in Table 3-8. Note that the 2 Morrissey Site was referred to as the Sovereign
Bank site in the Columbia Point Master Plan. The Columbia Point Master Plan evaluated three
future development scenarios and compared them with Existing conditions. The future
scenarios included Buildout under existing zoning with No Master Plan implementation and
Low- and High-density Buildouts under Master Plan implementation. The comparative analysis
presented is for the weekday peak hours, as those periods generally experience the greatest
impact to the roadway network.
Table 3-9 Projected Weekday Peak Hour Vehicle Trips Under the Columbia Point Master Plan
Buildout Scenarios Compared to Project
Buildout Scenario Difference

Columbia Point Master Plan Study Proposed Proposed vs
No Plan Master Plan Low Master Plan High (PNF) Master Plan High
Weekday Morning
Bayside 580 822 822 872 + 50
2 Morrissey (Sovereign Bank)1 666 306 431 641 + 210
Total 1,246 1,128 1,253 1,513 + 260
Weekday Evening
Bayside 1,129 1,365 1,365 904 - 461
2 Morrissey (Sovereign Bank) 1
787 374 503 622 + 119
Total 1,916 1,739 1,868 1,516 - 342
Weekday Morning + Evening
Total 3,162 2,867 3,121 3,029 - 82
Average 1,581 1,434 1,561 1,515 - 41
1
At the time of the Master Plan study, the 2 Morrissey Site was known as the Sovereign Bank parcel).
As shown in Table 3-9, the numbers of peak hour vehicle trips projected for the Project in this
PNF are of a similar order-of-magnitude as projected under the Columbia Point Master Plan
buildout scenarios. During the weekday morning peak hour the Project is projected to generate
approximately 260 vehicle trips more than the Master Plan High buildout, while during the
weekday evening peak hour the Project is projected to generate approximately 342 vehicle trips
less than the Columbia Point Master Plan High buildout. The total number of peak hour
(morning + evening peaks) Project vehicle trips is projected to be approximately 82 vehicle trips
less than the Columbia point Master Plan High Buildout, or an average of 41 less vehicle trips
during the weekday peak hours.

Compared to the Columbia Point Master Plan trips, although the projected Project vehicle trips
are approximately 21% higher during the morning peak hour, they are approximately 18% lower
during the evening peak hour. The fact that the evening peak hour trips are lower for the
proposed Project is important because the evening peak is generally the most critical of the
weekday peak hours. Therefore, on balance the vehicle trip generation projected for the Project
as now proposed is expected to be, if anything, less impactful to traffic and roadway conditions
overall than under the Columbia Point Master Plan scenarios, despite the higher land use
density proposed in the PNF.
Because the Master Plan analysis was performed over ten years ago, there are two primary
reasons why the higher development density now proposed indicates a similar level of impact to
the roadway network, as follows:
Mode Shares: The Columbia Point Master Plan analysis was based on mode shares generally
prevailing at that time, which are out-of-line with current transit-oriented goals and alternative
mode objectives. The Project is projected to have a much lower auto mode share as a result of
the substantial alternative mobility improvements it incorporates, along with a relatively
constrained parking supply and a robust TDM program. For example, office development in the
Columbia Point Master Plan was assumed to have a vehicle mode share on the order of 69%,
whereas the PNF is based on a vehicle mode-share goal of 36%. This in itself suggests that the
amount of office in the Project could be significantly greater than in the Columbia Point Master
Plan buildout to generate the same number of vehicle trips. However, the difference for
residential vehicle mode shares is lower at 40-43% in the Columbia Point Master Plan compared
to the 34% vehicle mode-share projected for the Project.
ITE Trip Rates: The Institution of Transportation (ITE) trip generation has been updated several
times since the time the Master Plan analysis was performed. The Master Plan analysis was
based on the 8th Edition, whereas this PNF is based on the 10th Edition. Some, but not all, of
the 10th Edition trip rates are a little lower than the 8th Edition. As the 10th Edition reflects
more recent and expanded research it is more in line with current trends. The differences vary
by land use and time of day, but it is likely that the projected trip generation for the PNF Project
would be higher independent of mode-share if it was analyzed using the older 8th Edition trip
rates.
It should be noted that, while the vehicle traffic impacts expected for the Project are, if
anything, slightly lower overall than was anticipated under the Columbia Point Master Plan
buildout, the Project is expected to generate greater numbers of non-auto trips. Although the
Columbia Point Master Plan did not document trips by other modes, the impacts to those
modes will be considered in evaluating the Project, in particular with regard to impacts to
transit.
As a multi-modal, transit-oriented development, the Project incorporates several key

transportation characteristics to address non-auto mobility. Connections to the non-auto
transportation networks are accomplished by the creation of an excellent pedestrian

environment and superior bike accommodations on- and off-site, as envisioned in the Columbia
Point Master Plan. With regards to transit, over and above the TDM and other transit
improvements to bus and shuttle service to supplement rail access proposed as part of the
Project, the up-coming improvements to the Red Line will increase its capacity by at least 50% as
well as improving reliability and reducing crowding. This important improvement was not
anticipated at the time of the Columbia Point Master Plan analysis.
3.4.3 Proposed DPIR Transportation Study Area
The Study Area for the DPIR traffic analysis for the Project will be confirmed in consultation with
BTD. A preliminary Study Area for the Project is proposed in Figure 3-4, to include the following
key intersections:
1. Columbia Road at I-93 SB Ramps

2. Columbia Road at I-93 NB Ramps
3. Kosciuszko Circle
4. Day Boulevard at the “Chute”
5. Day Boulevard at North Bayside Site Driveway
6. Old Colony Avenue at Columbia Road
7. Old Colony Avenue at Morrissey Boulevard
8. Old Colony Avenue/Mt. Vernon Street at Morrissey Boulevard/the “Chute”
9. Mt. Vernon Street at Bayside Site Driveway/2 Morrissey Boulevard North Driveway
10. Mt. Vernon Street at South Bayside Site Driveway
11. Morrissey Boulevard at 2 Morrissey Boulevard South Driveway
The transit analysis in the DPIR will examine the impact of Project trips assigned to all of the
MBTA Commuter Rail, Red Line and local bus services, as well as shuttle bus services.
3.5 Parking Program
As the Project is a transit-oriented development, parking supply will be constrained to minimize

dependence on auto travel and encourage the use of alternative means of accessing the Project
Site, consistent with the goals of the Columbia Point Master Plan. The Proponent will
collaborate with BPDA and BTD to determine final parking ratios for the Project that are aligned
with the City’s guidelines and goals. The proposed parking ratios for each land use are as
follows:
Residential: 0.5 space per unit

Office/Research: 0.5 space per 1,000 sf
Retail/Restaurant: Accommodated on-street within the Project Site or shared with
other uses

Proposed Traffic Study Area
Parking will be shared between commercial and residential users to accomplish the parking
ratios, but minimize the number of spaces needed physically at peak occupancy times of day.
This will allow commuters to use residential spaces that may be un-occupied during the day, and
commuter spaces will be available for retail/restaurant and recreational visitors during evenings
and weekends.
The DPIR will include a detailed analysis of shared parking and an evaluation of changes in
parking demand/supply over time, along with proposed electric vehicle charging
accommodations. The total parking supply currently envisioned for the Project is approximately
2,650 parking spaces across both the Bayside Site and 2 Morrissey Site, after adjusting for
sharing of spaces between different uses within each site. As shown in Table 3-10, this is
equivalent to a net increase of 450 parking spaces compared to the existing total of 2,200
spaces on the Project Site
Table 3-10 Vehicle Parking Program
Location Parking Spaces

Existing Project Site 2,200
Project ±2,650
Net Change ±450
As noted previously, the development of the Project will result in the creation of substantial new
on-site roadway grids. Curb side use will be allocated to accommodate transit stops, drop-
off/pick-up/valet needs as well as limited loading (each building will include an appropriate off-
street loading area). Regulated on-street parking will also be provided, and is expected to
satisfy the daytime demand for retail/restaurant uses. On-street areas for ride-hail
(Transportation Network Company, TNC) services such as Uber and Lyft will be designated,
building upon BTD’s current initiatives to manage TNC activity and reduce its impact on traffic
flow and other curb-side needs.
3.6 Pedestrians and Bicycles
The Project will incorporate bicycle accommodations and facilities (including approximately
3,000 spaces for Project workers, residents and visitors) consistent with the objectives of BTD’s
Complete Streets Guidelines to encourage bicycling, as well as walking, as strong transportation
modes. These will include new, robust pedestrian and bicycle connections linking the
neighborhood with the Dorchester Shores Reservation and connecting to Morrissey Boulevard
and Mt. Vernon Street.

3.7 Transportation Demand Management
Consistent with the City’s goals to reduce auto dependency, the Project will include a robust set
of Transportation Demand Management strategies to encourage alternative modes of
transportation and enhance mobility by non-auto uses.
A detailed TDM Plan will be presented in the DPIR, which will assign responsibilities for strategy
implementation to the Proponent, tenants, residents and other stakeholders. It is anticipated
that a newly formed Transportation Management Association (to be created in conjunction with
other area landowners) will be the primary entity to facilitate and manage TDM initiatives by all
existing and future stakeholders and help to accomplish the transportation goals of the
Columbia Point Master Plan.
3.8 Off-site Transportation Infrastructure Improvements
As noted previously, several major off-site transportation infrastructure initiatives have been
initiated in recent years by City and State agencies. These include the following design and re-
design initiatives:
1. Mt. Vernon Street Complete Streets (City of Boston/DCR)

2. Kosciuszko Circle Re-Design (MassDOT)
3. Morrissey Boulevard Re-Design (DCR)
4. JFK/UMass MBTA station Re-Design (City of Boston/MBTA)
The Project will provide support for these infrastructure initiatives which will benefit the entire
Colombia Point as well as the Project Site.
All transportation infrastructure improvements and TDM measures will be reflected in a

Transportation Access Plan Agreement to be executed between the Proponent and BTD.

Chapter 4.0
Environmental Review Component

4.0 ENVIRONMENTAL REVIEW COMPONENT
This Chapter provides discussions of other environmental impacts related to the Project.
4.1 Tidelands/Chapter 91
The Massachusetts Public Waterfront Act, M.G.L. c. 91 (Chapter 91), provides for the protection
of the public’s right of waterway navigation and access to the Massachusetts shoreline. Chapter
91 is implemented through 310 CMR 9.00 et seq, the Waterways Regulations, promulgated and
administered by the MassDEP Waterways Regulation Program. Along the Massachusetts
coastline, lands that are subject to Chapter 91 jurisdiction include both existing flowed tidelands
and former tidelands that are now filled. Development activities on lands located within Chapter
91 jurisdiction generally require a license, permit, or other approval from MassDEP, as set forth
in the Waterways Regulations.
As shown on Figure 4-1, approximately 12.35 acres of the 19.943 acre Bayside Site are located on
filled tidelands owned by UMBA, a state authority of the Commonwealth of Massachusetts.
Therefore, such land is considered Commonwealth Tidelands. Additionally, this land is not
separated from the flowed tidelands of Dorchester Bay by a public right-of-way and therefore, is
not deemed “landlocked.” Therefore, work within these formerly flowed tidelands will require a
Chapter 91 license. In accordance with the requirements of Chapter 91 and the Waterways
Regulations as they relate to the Bayside Site, the Proponent will obtain approval for the Project’s
proposed buildings and public realm improvements.
Figure 4-1 also depicts the extent of filled tidelands on the 2 Morrissey Site. These tidelands,
which are in private ownership, are located entirely between the historic high water mark
(HHWM) and the historic low water mark (HLWM) and are therefore Private Tidelands, as that
term is defined in the Waterways Regulations. The filled tidelands of the 2 Morrissey Site are also
more than 250-feet from the current high water mark of Savin Hill Cove, and are entirely
separated from those flowed tidelands by Bianculli Boulevard and Morrissey Boulevard, both of
which are public ways. Therefore, the filled tidelands of the 2 Morrissey Site are considered
Landlocked Tidelands, as defined by the Waterways Regulations at 310 CMR 9.02, and are
expressly exempt from the licensing requirements of the Waterways Regulations. However, as
Landlocked Tidelands, activities on the 2 Morrissey Site are subject to Chapter 168 of the Acts of
2007, the “Landlocked Tidelands Legislation.”
5530/Dorchester Bay City 4-1 Environmental Review Component

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Dorchester Bay City | Boston, Massachusetts Figure 4-1

Proposed Site Plan and Chapter 91 Tidelands Jurisdiction
The Landlocked Tidelands Legislation names the Secretary of Energy and Environmental Affairs
(Secretary) as the “administrator of tidelands,” and requires the Secretary to conduct a “public
benefit review” for certain projects located on tidelands and to issue a written determination (the
Public Benefit Determination) for those projects. The Secretary must conduct a public benefit
review for any nonwater-dependent project located on landlocked tidelands that also requires an
Environmental Impact Report (EIR) pursuant to MEPA, as will be the case with the Project.
Accordingly, the Project’s public benefits as they relate to the 2 Morrissey Site will be enumerated
consistent with the procedures and standards for Public Benefit Determinations as set forth in
301 CMR 13.00 et seq.
4.2 Wind
As described in Section 1.5.3, the Project will have building heights ranging from approximately
30 feet to 294 feet. A wind study will be completed for the Project and will address potential
impacts on the surrounding areas including pedestrian areas around and through the Project Site.
The results of this wind analysis will be included in the DPIR filed with the BPDA.
4.3 Shadow
The Project Site design has been developed with due consideration of shadow impacts, especially
on the park areas nearby. The Proponent will conduct a shadow study for the Project consistent
with BPDA requirements, to evaluate anticipated impacts on the surrounding open spaces and
public realm, and will include the results in the DPIR.
4.4 Daylight
The purpose of a daylight analysis is to estimate the extent to which a proposed project affects
the amount of daylight reaching public streets in the immediate vicinity of a project site. The
daylight obstruction related to the Project is anticipated to be similar to daylight obstruction in
the surrounding area.
4.5 Solar Glare
The proposed materials for the building enclosures at the Project will be informed by
neighborhood involvement, the latest advances in energy efficiency and building technology, and
market-based demand for cutting edge sustainable buildings. Highly reflective glass that causes
glare and reduces visual daylight transmittance into the building interior will not be considered
for the Project buildings.

4.6 Air Quality
Potential long-term air quality impacts will be limited to emissions from Project-related
mechanical equipment and pollutant emissions from vehicular traffic generated by the Project.
As part of the required transportation analysis for the Project, potential air quality impacts will be
modeled for both existing and future conditions in the DPIR to demonstrate conformance with
the National Ambient Air Quality Standards (NAAQS).
Construction-period air quality impacts and mitigation are discussed below in Section 4.12.1.
4.7 Stormwater/Water Quality
Please see Section 7.3. Compliance with State Stormwater standards is described in Section 7.3.4.
4.8 Flood Hazard Zones/Wetlands
The Federal Emergency Management Agency (FEMA) Flood Insurance Rate Map (FIRM) details
the FEMA Flood Zone Designations for the Project Site. The Project Site is indicated on FIRM,
Suffolk County, Massachusetts Map Number 25025C0083J, map revised March 16, 2016. The
FIRM maps indicate areas of flooding and areas with a 1% chance of flood, which is otherwise
known as the 100-year flood elevation, or areas with a 0.2% chance of flooding, otherwise known
as the 500-year flood. When flood zones are located on sites near the coast, they are also referred
to as areas subject to coastal storm flowage.
The map indicates the Bayside Site is located in two designations: Zone AE or “Special Flood
Hazard Areas Subject to Inundation by the 1% Annual Chance Flood with Base Flood Elevation”
and a portion of the northern corner is in an area adjacent to the Limit of Moderate Wave Action
adjacent to the Zone VE or “Coastal flood zone with velocity hazard (wave action); Base Flood
Elevations determined”. The base flood elevation determined for Zone AE is elevation 11.0 on
NAVD88 datum, which is equal to Boston City Base datum elevation of 17.5, and the base flood
elevation for Zone VE is elevation 14.0 on NAVD88 datum, which is equal to Boston City Base
datum elevation of 20.5. Given the Bayside Site is located within FEMA flood hazard zones subject
to coastal storm flowage, the Project will be required to obtain an Order of Conditions pursuant
to the State Wetlands Protection Act for work within the site.
The FEMA map indicates the 2 Morrissey Site is located in two designations: Zone AE or “Special
Flood Hazard Areas Subject to Inundation by the 1% Annual Chance Flood with Base Flood
Elevation” and Zone X, “Areas determined to be outside of the 0.2% annual chance floodplain”.
A portion of the 2 Morrissey Site is located in the FEMA hazard Zone AE and the Project will be
required to comply with the City of Boston Wetlands Ordinance and obtain permitting through
the City of Boston Conservation Commission and the Massachusetts Department of
Environmental Protection for work within the 2 Morrissey Site that is in areas subject to coastal
storm flowage in Zone AE.

The Project’s designs for the Bayside Site and the 2 Morrissey Site will incorporate resilient design
measures to respond to projected sea level rise and current and future flood elevations at both
sites.
4.9 Geotechnical Impacts
4.9.1 Soil and Groundwater Conditions
The Project Site was historically tidal flats that were filled in the late 1800s to early 1900s.
Information available from Haley & Aldrich project files and published maps available on the
United States Geologic Survey website were used to compile and review the subsurface soil,
bedrock, and groundwater conditions at the Project Site. The soil profile at the site is summarized
below:
♦ Miscellaneous Urban and Rubble Fill (thickness ranged between 4 and 31 feet)
♦ Organic Deposits (thickness ranged between 0 and 15 feet)
♦ Marine Sand/Silt (thickness ranged between 0 and 16 feet)
♦ Marine Clay (thickness ranged between 92 and 128 feet in the three deep test borings)
♦ Glacial Till (anticipated thickness between 2 and 10 feet)
♦ Bedrock (anticipated depth to bedrock ranges between 120 and 160 feet below ground
surface)
Groundwater measurements ranged between El. 5 and El. 14 with an average of El. 9.5.
Groundwater levels are likely to be tidally influenced. As described in Section 5.4, the Project
team has developed a holistic strategy to advance climate resiliency at the Project Site and to
function as part of an integrated solution for flood protection for the neighborhood.
4.9.2 Foundation Considerations
It is anticipated that a variety of foundation systems will be utilized for the support of the
proposed Project buildings based upon specific conditions and the nature of proposed
construction at each parcel. Foundation systems will likely range from concrete footing and mat
foundations bearing the marine clay at depths of about 20 to 30 feet to deep end bearing piles
extending to glacial till and bedrock at depths greater than 100 feet. The foundation system
utilized will depend on building height, below-grade basement depths, the proximity of adjacent
facilities and a number of other factors.

4.10 Solid and Hazardous Waste
4.10.1 Hazardous Waste
Massachusetts Contingency Plan
Prior investigations at the Project Site under the M.G.L. Chapter 21E regulations, the
Massachusetts Contingency Plan (MCP), have identified the presence of contaminants typical of
urban fill material at some locations.
At the 2 Morrissey Site, releases of Oil and Hazardous Materials (OHM) reported to MassDEP in
soil and/or groundwater during the period 1996-2009 have been addressed and have achieved
regulatory closure under the MCP with the filing of Response Action Outcome Statements (RAOs)
relying on Activity and Use Limitations (AULs) for the 2 Morrissey Site.
The Bayside Site is subject to an open MCP Release Tracking Number (RTN 3-29510) related to
soil contamination in fill. UMass Boston acquired the property in 2010 and demolished the
Bayside Exposition Center building in 2015 and 2016 pursuant to a Release Abatement Measure
(RAM). Following completion of RAM activities that included placement of a temporary cap (a
marker barrier and clean cover material) over the former building footprint and new utility areas,
a MCP Temporary Solution was achieved and is being maintained. The development of the Project
at the Bayside Site by the Bayside Proponent will include additional remedial response actions
conducted by the Bayside Proponent in accordance with the MCP and all other applicable federal,
state and local laws and regulations. Following the development of the Project at the Bayside
Site, a Permanent Solution with Conditions is anticipated to be achieved for the Bayside RTN.
Waste Disposal during Excavation and Demolition
During excavation, soils will be managed for off-site disposal in accordance with current MassDEP
regulations and policies. Additional characterization of soil and groundwater is planned at the
appropriate stage of the design process to further evaluate site environmental conditions and soil
management requirements.
In addition, during future demolition, materials will be managed for disposal in accordance with
all applicable federal, state and local laws and regulations.
4.10.2 Operation Solid and Hazardous Waste Generation
The Project will generate solid waste typical of commercial and residential uses. Solid waste is
expected to include wastewater, cardboard, glass bottles and food. Recyclable materials will be
recycled through a program implemented by building management. Any other waste will be
disposed of in accordance with all applicable laws and regulations.

4.11 Noise Impacts
The mechanical equipment for the Project has not been finalized at this preliminary design stage
and is anticipated to be similar to that used on similarly sized office/research and residential
buildings. Rooftop equipment may be screened, and acoustic screening may be included if
necessary, to meet local noise standards. The Project’s mechanical equipment will comply with
the City of Boston Noise Ordinance.
Construction period noise impacts and mitigation are discussed below in Section 4.12.2.
4.12 Construction Impacts
4.12.1 Construction Air Quality
Short-term air quality impacts from fugitive dust may be expected during demolition, excavation
and the early phases of construction. Plans for controlling fugitive dust during demolition,
excavation and construction include mechanical street sweeping, wetting portions of the Project
Site during periods of high wind, and careful removal of debris by covered trucks. The
construction contracts for buildings at the Project will provide for a number of strictly enforced
measures to be used by contractors to reduce potential emissions and minimize impacts. These
measures are expected to include:
♦ Using wetting agents on areas of exposed soil on a scheduled basis;

♦ Using covered trucks;
♦ Minimizing spills on the construction site;
♦ Monitoring of actual construction practices to ensure that unnecessary transfers and
mechanical disturbances of loose materials are minimized;
♦ Minimizing storage of debris on the construction site; and
♦ Periodic street and sidewalk cleaning with water to minimize dust accumulations.
4.12.2 Construction Noise
The Proponent is committed to mitigating noise impacts from the construction of the Project.
Construction work will comply with the requirements of the City of Boston Noise Ordinance.
Reasonable effort will be made to minimize the noise impact of construction activities.
Mitigation measures are expected to include:
♦ Instituting a proactive program to ensure compliance with the City of Boston noise
limitation policy;
♦ Using appropriate mufflers on all equipment and ongoing maintenance of intake and
exhaust mufflers;

♦ Muffling enclosures on continuously running equipment, such as air compressors and
welding generators;
♦ Replacing specific construction operations and techniques by less noisy ones where
feasible;
♦ Selecting the quietest of alternative items of equipment where feasible;
♦ Scheduling equipment operations to keep average noise levels low, to synchronize the
noisiest operations with times of highest ambient levels, and to maintain relatively
uniform noise levels;
♦ Turning off idling equipment; and
♦ Locating noisy equipment at locations that protect sensitive locations by shielding or
distance.
4.12.3 Construction Waste
The Proponent will take an active role with regard to the reprocessing and recycling of
construction waste. The disposal contracts will include specific requirements that will ensure that
construction procedures allow for the necessary segregation, reprocessing, reuse and recycling of
materials when possible. For those materials that cannot be recycled, solid waste will be
transported in covered trucks to an approved solid waste facility, per MassDEP Regulations for
Solid Waste Facilities, 310 CMR 16.00. This requirement will be specified in the disposal contracts.
Construction will be conducted so that materials that may be recycled are segregated from those
materials not recyclable to enable disposal at an approved solid waste facility.
4.12.4 Rodent Control
A rodent extermination certificate will be filed with each building permit application for the
Project. Rodent inspection monitoring and treatment will be carried out before, during, and at
the completion of all construction work at the Project, in compliance with the City’s requirements.
4.12.5 Wildlife Habitat
The 2 Morrissey Site is currently developed and the Bayside Site was previously developed. Both
sites exist within a fully developed urban area and, consequently, the Project will not impact
wildlife habitats as designated on the National Heritage and Endangered Species Priority Habitats
of Rare Species and Estimated Habitats of Rare Wildlife maps.

Chapter 5.0
Sustainable Design and Climate Change Resilience

5.0 SUSTAINABLE DESIGN AND CLIMATE CHANGE RESILIENCE
Sustainability is a key element for the development of the Project. The Proponent proposes to redevelop
the Project Site and plan this urban underutilized land efficiently as a mixed-use transit-oriented
development with low carbon modes of transportation to promote health and wellness for its occupants
and for the surrounding community. The Proponent also recognizes the vulnerability of the Project Site
and its surrounding neighborhood given current flood models and in all future forecasts of sea level rise
and future flood inundation. The Project will be designed to mitigate climate change and sea level rise
impacts. As part of the Project, the Proponent will aspire to the highest standards of sustainability by
planning for the future and utilizing state-of-the-art technology that reduces the Project’s carbon
footprint. This Chapter outlines the Proponent’s approach to sustainable design, operationalizing the
City’s Smart Utilities Policy, and climate resilience.
5.1 Sustainable Design
The overall approach to sustainability for the Project is two-tiered. The first tier utilizes the LEED
(v4) for Neighborhood Development (ND) framework, as it is one of the best tools for planning
developments where multiple buildings will take advantage of shared infrastructure, including but
not limited to open space network, street networks, stormwater management systems, public
transit, as well as baseline building performance standards such as minimum energy targets, and
water targets. The goal of this approach is to ensure the Project’s design and construction
strategies contribute to sustainability within the entirety of the Project, as well as for the
individual buildings.
For the second tier of the sustainability approach for the Project, two prototypical building
typologies (mixed-use office/research and mixed-use residential) will utilize the LEED (v4) for
Building Design and Construction (BD+C) framework. BD+C is the appropriate tool for both
speculative core and shell developments (CS), as well as residential new construction (NC), as this
tool deals specifically with outcomes associated with each individual prototype building, with
minimums incorporated from the LEED ND framework (tier one) expounded upon in further
detail.
This two-tiered approach will aid in setting targets for the Project so that each individual building
plays a role in sustainability and will influence the understanding of minimum performance
thresholds for individual buildings, specific to their intended uses. These prototypes will help the
Proponent establish overall energy, water and Greenhouse Gas (GHG) targets, and these
prototypes will serve as an expected performance baseline for each new building to be
constructed at the Project.
The Proponent anticipates utilizing this approach to address the Project’s compliance with the
provisions of Article 37 of the Zoning Code, which require that all projects subject to Large Project
Review demonstrate LEED certifiability. Both the LEED ND and the CS/NC prototypes will indicate
LEED certifiability. Preliminary LEED Checklists are included at the end of this chapter and are
5530/Dorchester Bay City 5-1 Sustainable Design and Climate Change Resilience
based on commitments that can be made with the currently early stage of Project design.
However, there are many “maybe” credits shown on the checklists that the Proponent will
continue to pursue as design progresses, with the goal of achieving a higher level of certifiability.
In addition to addressing the requirements of Article 37, the Proponent intends to address other
City of Boston sustainability initiatives as described in Section 1.4, including Imagine Boston
2030’s initiative to improve the public realm, increase resilience, and provide greater public
waterfront access; and the Carbon Free 2050 plan whereby buildings, the energy grid,
transportation systems, and waste management systems are aligned to trend towards net-zero
carbon emissions. The Proponent will explore available strategies for the Project and building
prototypes that align with these goals and leverage Article 37 compliance standards.
5.2 Zero Carbon Energy Assessment
In support of Boston’s resiliency and GHG emission reduction goals set forth in Carbon Free
Boston 2050 and Carbon Neutral Boston 2050, a Zero Carbon Building Assessment will be
conducted for the DPIR that will investigate the ‘best design option’ for a Low Carbon Design.
For the Zero Carbon Building Assessment, iterative energy modeling will be utilized to measure,
per each prototype, 1) a code minimum compliant baseline building, 2) a Massachusetts Stretch
Energy Code compliant baseline that is at least 10% better than code standards, and 3) the
prescriptive performance requirements of the BPDA Zero Carbon Building Assessment – both for
electrification and architectural/mechanical systems design. The goal of these tools will be to
identify areas where design, performance and pricing align to make decisions that support the
Proponent’s sustainability goals – both for the Project as a whole and individual buildings. These
three energy modeling scenarios will then inform a final energy model, the “Proposed Case”, for
each prototype, which will show how these iterations have informed the evolution of all three
models, with current pricing, and will quantify the energy and emissions outcomes of each.
Moving forward, individual buildings will be designed based upon these prototypical standards to
ensure the appropriate sustainability components.
Additionally, the Proponent will study on site clean and renewable energy generation through
rooftop PV arrays and evaluate battery storage for added resiliency. The Proponent will explore
the purchase of Renewable Energy Credits and Carbon Offsets to offset all GHG emissions
associated with the Project as a potential pathway to carbon neutrality for the Project.
5.3 Smart Utilities Policy
The Boston Smart Utilities Policy has five components, and the Proponent will explore the
applicability of these components to the Project and work with the BPDA to find the best
approaches to meet the City’s goals. The approach to incorporate the Smart Utilities Policy
program into the development is as follows:
♦ District Energy Microgrid: A district energy/microgrid feasibility study will be conducted,
and if deemed appropriate, the Project will enter into a master planning phase that will,
concurrently with the design development, roll out a plan for implementation of
strategies per each parcel and prototype. The Project team will work with the BPDA to
determine the best approach to this study.
♦ Green Infrastructure: The Project will retain 1.25” of onsite stormwater using green
infrastructure solutions combined with other low impact development stormwater
management solutions.
♦ Smart Streetlights: Streetlight systems added and/or upgraded as a result of the Project
will adhere to new Smart Utilities Policy standards and specifications for fiber optic and
electrical shadow conduits on sidewalks.
♦ Traffic Supporting Technology: Traffic signaling technology added and/or upgraded as a

result of the Project will adhere to new Smart Utilities Policy standards and specifications
to support the interconnection of traffic signaling for bikes, pedestrians, traffic, and
transit flows.
♦ Telecom Utilidor: A telecom utilidor or combined provider ductbanks will be evaluated

to consolidate fiber optic and electrical shadow conduits, as well as planned manholes for
utilities access, will be built into the infrastructure to limit the need to open up city streets
in the future. The Proponent will work with the BPDA during design development to
assure that the long-term goals of this City policy can be met.
5.4 Climate Change Resilience
5.4.1 Introduction
A holistic strategy to advance climate resilience at the Project Site and to contribute to an
integrated solution for flood protection for the neighborhood has been developed for the Project.
This approach includes climate change mitigation and adaptation strategies for the design of
buildings, the Bayside Site and the 2 Morrissey Site, and constructing the appropriate
infrastructure so the Project can better withstand the changing climate and at the same time be
an integral part of the solution to increase resilience for the neighborhood.
Climate Resilience is defined as the ability of a system to absorb disturbances while retaining basic
structures of functioning and a capacity of self-organization and ability to adapt to stress and
changes (International Panel on Climate Change). The Project’s resilience approach builds on a
long-term outlook that addresses current climate threats as well as those that the neighborhood
is expected to experience in the long term or the year 2070.
Climate resilience strategies on the Project Site will be consistent with and link into the proposed
coastal resilience strategies currently being designed as part of the Moakley Park and the Climate
Ready Dorchester plans to alleviate climate risks such as coastal flooding, mitigate larger storm
events, adapt to a greater number of heat and cold days, and reduce carbon emissions. This
section describes proposed site-wide and individual building adaptation measures.
The Project aims to reduce GHG emissions at the building, energy production, and transportation
levels to lessen impacts from climate change in the future. The iterative energy modeling will aid
the team in selecting architectural and mechanical systems to meet goals for resiliency,
performance and cost. Energy models will incorporate current weather data and future predictive
data sets to ensure that comfort can be maintained indoors in a resilient manner over the useful
anticipated lives of the buildings and per anticipated emergency events. Potential improvements
will be identified and made over various intervals as proposed systems will need to be replaced
in the future. In addition, space for systems which will improve resiliency, such as battery storage
and enhanced electric vehicle charging stations, etc., will be identified.
A copy of the completed Climate Resiliency Checklist for the Project Site is included in Appendix B.
5.4.2 Sea Level Rise, Future Storms, and Increased Rain Events
The likelihood of the Project Site being flooded in the near- (by 2030), medium- (by 2050), and
long-term (2070) time horizon is increasing, as storm events have been increasing in magnitude
and frequency due to warming temperatures. According to the BPDA Sea Level Rise Flood Hazard
Area (SLR-FHA) Map, with a potential of 40-inches of sea level rise (SLR) by 2070, the Project Site
has an increased risk of coastal flooding. The BPDA’s Coastal Flood Resilience Design Guidelines
and mapping tool determine the highest sea level rise base flood elevation (SLR-BFE) for the
Project Site is 19.5’ Boston City Base (BCB). As described in Section 4.8, FEMA flood maps indicate
the Bayside Site is in a flood hazard zone, and portions of the 2 Morrissey Site are located in a
flood hazard zone.
Based on the 100-year flood plain map, currently flood waters can enter the Project Site from the
coastal side directly from the Boston Harbor and from the south, west, and north sides from
overland flow through Dorchester and the Fort Point areas of Boston. The Proponent will
implement design strategies to mitigate the impact of the flood and improve the resiliency of the
site as well as the adjacent areas.
5.4.2.1 Site-wide Resiliency Strategies
Climate projections differentiate into several emission scenarios (International Panel on Climate
Change) ranging from a low- or medium-, to a high-emission scenario. A low-emission scenario
would see global emissions reduced to less than a third of their current levels by 2050 and to zero
emissions by 2080. A medium-emission scenario accounts for emissions to remain around current
levels through 2050 and then be slowly reduced in the second half of the century. A high emission
scenario does not account for considerable emission reductions and is described as “business as
usual”. Climate resiliency measures address emission reduction strategies (mitigation) as well as
adaptation measures to prepare for climate change induced threats.
The Project Site will adhere to the City of Boston’s guidelines pertaining to climate resilience. The
BPDA Coastal Flood Resilience Design Guidelines approved in September 2019 require new
construction to add one- or two -feet of freeboard to the BPDA’s sea level rise base flood elevation
(SLR- BFE). Freeboard, as defined by FEMA, is “a factor of safety usually expressed in feet above
a flood level for purposes of floodplain management”. One foot of freeboard is required for most
uses and, two feet is required for residential uses and critical facilities. In Boston, the design flood
elevation is defined as the sea level rise base flood elevation plus freeboard. While retail and
other commercial uses would only require one foot of freeboard per the current guidelines, the
Proponent is taking a forward-looking approach and plans to elevate most buildings to include
two feet of freeboard. With a sea level rise base flood elevation of 19.5 feet Boston City Base
(BCB), the sea level rise design flood elevation protection of the Bayside Site will be 21.5 feet BCB.
The Proponent is exploring potential design strategies to achieve this design flood elevation at
the Project Site where existing elevations vary.
The Project will also incorporate the site design conditions referenced in the Climate Resiliency
Checklist included in the new Coastal Flood Resilience Design Guidelines. In addition to elevating
the Project Site, design strategies may include adapting to sea level rise through measures such
as incorporating hard and soft barriers and wave breaks (through the landscape design),
stormwater systems, and hardened utility systems.
The Proponent is designing the Project in coordination with City resilience strategies, given the
adjacency of the Bayside Site to Boston Harbor. The flood resilience strategy for the Bayside Site
will work in tandem with ongoing efforts underway by the City of Boston under the Moakley Park
and Climate Ready Dorchester Studies, and the State of Massachusetts Department of
Conservation’s potential Harborwalk and waterside park improvements. The Proponent is
coordinating with the adjacent flood resilience strategies, which propose flood protection
measures (berms or flood management alignment strategies) on the northern and southern sides
of the Bayside Site (see Figure 5-1).
North of the Bayside Site, the City’s Moakley Park feasibility study addresses resilience strategies
for the area north of the Bayside Site, and includes a discussion of the installation of a berm (or
flood management alignment strategy) to provide a flood barrier and protect the neighborhood
from flooding during coastal storm events in the future. The exact height, location, and materials
of the proposed berm are part of the ongoing Moakley Park feasibility study.
Source: Boston Parks & Recreation. Moakley Park Vision Plan. January 2019. (adapted)

Resiliency Approach
South of the Bayside Site, the Climate Ready Dorchester study addresses resilience strategies for
Dorchester’s coastline. One of the potential alternatives includes elevating the Harborwalk, which
stretches from the Bayside Site southerly, to around the Columbia Point coastline owned by the
DCR to provide flood protection. The Proponent is coordinating with a potential future connected
resiliency strategy that will align with plans for the Harborwalk under the Climate Ready
Dorchester study.
The Project Site will retain, at a minimum, a stormwater runoff depth equal to at least 1.25-inches
of rainfall times the total impervious area of the Project Site. This is consistent with existing BWSC
and City Smart Utilities policies. The stormwater management design will implement a
combination of greening the Project Site to provide more pervious area, utilizing green
infrastructure, low impact development techniques, and grey infrastructure to mitigate and retain
stormwater volumes where applicable. Green infrastructure measures in the sidewalks,
landscaped areas, and courtyards may include providing more pervious cover, open space, rain
gardens, bioswales, tree pits, and permeable paving, among other measures.
5.4.2.2 Building Level Resiliency Strategies
On a building level, the Project will meet the City of Boston’s Sea Level Rise Design Flood Elevation
requirements, as described above. This will be accomplished through a combination of elevating
the Project Site and further elevating the first floor of each building as necessary.
No critical infrastructure, equipment or program will be placed at grade or below in the garages
below an elevation of 21.5-BCB and depending on the location within the buildings, they will be
creatively woven into the slope described above. Ground floors will be wet floodproofed to
minimize disruption in the event of water incursion onsite. Additionally, the ground floors will be
designed with taller heights so that they can be raised over time if necessary, within the height of
the ground floors on each building. Below grade garages will be designed not to flood where
possible. Garage entries will be protected via their inherent design by raising entrance elevations
and will utilize deployable barriers to guard entryways and openings where necessary from flood
waters. Green roofs will be assessed on a building-by-building basis, for their ability to manage
stormwater runoff.
During storm events, residents will be able to shelter in place, with access to emergency
provisions within the Project. Additional community-focused protocols and procedures will be
explored per the LEED-ND framework. These could include a community notification system or
use of public shared spaces within the buildings for sheltering of stranded non-residents.
5.4.3 Increased Temperatures and High Heat Days
Boston’s annual average temperatures, average summer temperatures, and number of days with
extreme heat are increasing. The extent of projected temperature increase is linked to the
amount of carbon emissions that continues to be emitted in the atmosphere. The average Boston
summer temperature of 69 degrees between 1981 to 2010 is estimated to be 76 degrees by 2050
and 84 degrees by 2100. Furthermore, the number of days with extreme heat are increasing.
During the period from 1971 to 2000 there were 11 days per year over 90 degrees. Per the Climate
Ready Boston Executive Summary, by 2030 there are estimated to be as many as 40 days per year
of 90 degrees and as many as 90 days per year of 90 degrees by 2070. The Project design will
include measures to adapt to these conditions, including high performance building envelopes,
high performance HVAC equipment, increased pervious cover and green infrastructure to reduce
the urban heat island effect. All rooftops, at minimum, will feature highly reflective, LEED-
compliant membranes to reduce the heat island effect. At grade, LEED-ND mandates highly
reflective surfaces, as well as urban cooling strategies, such as parking reduction and garage
parking, green spaces within certain minimum walking distances of residential and commercial
uses (and of certain sizes) and the placement of trees along public ways.
5.4.4 Drought Conditions
Although more intense rainstorms are predicted, extended periods of drought are also predicted
due to climate change. Drought conditions are a deficiency of precipitation over an extended
period of time (usually a season or more), resulting in a water shortage. Prolonged periods of
increased temperatures and sinking groundwater tables can lead to drought. As noted above, the
amount of GHG emissions is a driver for increasing temperatures. Under a high carbon emissions
scenario (or “business as usual”), the occurrence of droughts lasting one to three months could
increase by as much as 75% over existing conditions by the end of the century. To minimize the
Project’s susceptibility to drought conditions, the landscape design is anticipated to incorporate
native and adaptive plant materials and high efficiency irrigation systems will be installed.
Aeration fixtures and appliances will be chosen for water conservation qualities, conserving
potable water supplies. The Proponent will explore, on a building by building bases, options to
reuse process water as an alternative source to reduce potable water demand, and will explore
strategies for minimizing the use of high water intensity equipment, such as cooling towers,
through alternative means.
LEED v4 for Neighborhood Development Plan Bayside
Project Checklist 2/2/2020
Yes ? No Yes ? No
15 13 0 Smart Location & Linkage 28 9 19 3 Green Infrastructure & Buildings 31
Y Prereq Smart Location Required Y Prereq Certified Green Building Required
Y Prereq Imperiled Species and Ecological Communities Required Y Prereq Minimum Building Energy Performance Required
Y Prereq Wetland and Water Body Conservation Required Y Prereq Indoor Water Use Reduction Required
Y Prereq Agricultural Land Conservation Required Y Prereq Construction Activity Pollution Prevention Required
Y Prereq Floodplain Avoidance Required 5 Credit Certified Green Buildings 5
10 Credit Preferred Locations 10 2 Credit Optimize Building Energy Performance 2
2 Credit Brownfield Remediation 2 1 Credit Indoor Water Use Reduction 1
7 Credit Access to Quality Transit 7 1 1 Credit Outdoor Water Use Reduction 2
2 Credit Bicycle Facilities 2 1 Credit Building Reuse 1
3 Credit Housing and Jobs Proximity 3 2 Credit Historic Resource Preservation and Adaptive Reuse 2
1 Credit Steep Slope Protection 1 1 Credit Minimized Site Disturbance 1
1 Credit Site Design for Habitat or Wetland and Water Body Conservation 1 4 Credit Rainwater Management 4
1 Credit Restoration of Habitat or Wetlands and Water Bodies 1 1 Credit Heat Island Reduction 1
1 Long-Term Conservation Management of Habitat or Wetlands and Water 1
Credit 1 Credit Solar Orientation 1
Bodies
3 Credit Renewable Energy Production 3
21 20 0 Neighborhood Pattern & Design 41 2 Credit District Heating and Cooling 2
Y Prereq Walkable Streets Required 1 Credit Infrastructure Energy Efficiency 1
Y Prereq Compact Development Required 2 Credit Wastewater Management 2
Y Prereq Connected and Open Community Required 1 Credit Recycled and Reused Infrastructure 1
9 Credit Walkable Streets 9 1 Credit Solid Waste Management 1
6 Credit Compact Development 6 1 Credit Light Pollution Reduction 1
4 Credit Mixed-Use Neighborhoods 4
7 Credit Housing Types and Affordability 7 0 6 0 Innovation & Design Process 6
1 Credit Reduced Parking Footprint 1 5 Credit BPDA credits, Passive House, etc. 5
2 Credit Connected and Open Community 2 1 Credit LEED® Accredited Professional 1
1 Credit Transit Facilities 1
2 Credit Transportation Demand Management 2 0 4 0 Regional Priority Credits 4
1 Credit Access to Civic & Public Space 1 1 Credit Optimze Energy 1
1 Credit Access to Recreation Facilities 1 1 Credit Transportation Demand Management 1
1 Credit Visitability and Universal Design 1 1 Credit Housing Types/Affordabiiliy 1
2 Credit Community Outreach and Involvement 2 1 Credit Preservation OR Brownfield Redevelopment 1
1 Credit Local Food Production 1
2 Credit Tree-Lined and Shaded Streetscapes 2 45 62 3 PROJECT TOTALS (Certification estimates) 110
1 Credit Neighborhood Schools 1 Certified: 40-49 points, Silver: 50-59 points, Gold: 60-79 points, Platinum: 80+ points
LEED v4 for BD+C: Core and Shell
Project Checklist CS Prototype
2/2/2020
Y ? N
1 Credit Integrative Process 1
17 3 0 Location and Transportation 20 4 5 4 Materials and Resources 14

T B D Credit LEED for Neighborhood Development Location 20 Y Prereq Storage and Collection of Recyclables Required
2 Credit Sensitive Land Protection 2 Y Prereq Construction and Demolition Waste Management Planning Required
2 1 Credit High Priority Site 3 3 2 Credit Building Life-Cycle Impact Reduction 6
Building Product Disclosure and Optimization - Environmental Product
6 Credit Surrounding Density and Diverse Uses 6 1 1 Credit 2
Declarations
4 2 Credit Access to Quality Transit 6 1 1 Credit Building Product Disclosure and Optimization - Sourcing of Raw Materials 2
1 Credit Bicycle Facilities 1 1 1 Credit Building Product Disclosure and Optimization - Material Ingredients 2
1 Credit Reduced Parking Footprint 1 2 Credit Construction and Demolition Waste Management 2
1 Credit Green Vehicles 1
3 7 0 Indoor Environmental Quality 10
5 4 1 Sustainable Sites 11 Y Prereq Minimum Indoor Air Quality Performance Required
Y Prereq Construction Activity Pollution Prevention Required Y Prereq Environmental Tobacco Smoke Control Required
1 Credit Site Assessment 1 1 1 Credit Enhanced Indoor Air Quality Strategies 2
2 Credit Site Development - Protect or Restore Habitat 2 1 2 Credit Low-Emitting Materials 3
1 Credit Open Space 1 1 Credit Construction Indoor Air Quality Management Plan 1
2 1 Credit Rainwater Management 3 3 Credit Daylight 3
1 Credit Heat Island Reduction 2 1 Credit Quality Views 1
1 Credit Light Pollution Reduction 1
1 Credit Tenant Design and Construction Guidelines 1 1 4 0 Innovation 6
4 Credit TBD 5
4 5 2 Water Efficiency 11 1 Credit LEED Accredited Professional 1
Y Prereq Outdoor Water Use Reduction Required
Y Prereq Indoor Water Use Reduction Required 2 2 0 Regional Priority 4
Y Prereq Building-Level Water Metering Required 1 Credit Rainwater Management - 2pts 1
1 1 Credit Outdoor Water Use Reduction 2 1 Credit Renewable Energy - 3% 1
2 2 2 Credit Indoor Water Use Reduction 6 1 Credit 40% water reduction 1
2 Credit Cooling Tower Water Use 2 1 Credit Optimize Energy - 8pts 1
1 Credit Water Metering 1
45 51 10 TOTALS Possible Points: 110
8 21 3 Energy and Atmosphere 33 Certified: 40 to 49 points, Silver: 50 to 59 points, Gold: 60 to 79 points, Platinum: 80 to 110
Y Prereq Fundamental Commissioning and Verification Required
Y Prereq Minimum Energy Performance Required
Y Prereq Building-Level Energy Metering Required
Y Prereq Fundamental Refrigerant Management Required
6 Credit Enhanced Commissioning 6
8 10 Credit Optimize Energy Performance 18
1 Credit Advanced Energy Metering 1
2 Credit Demand Response 2
3 Credit Renewable Energy Production 3
1 Credit Enhanced Refrigerant Management 1
1 Credit Green Power and Carbon Offsets 2
LEED v4.1 BD+C
Project Checklist NC-Prototype
2/2/2020
Y ? N
1 Credit Integrative Process 1
13 2 1 Location and Transportation 16 4 4 5 Materials and Resources 13

T B D Credit LEED for Neighborhood Development Location 16 Y Prereq Storage and Collection of Recyclables Required
1 Credit Sensitive Land Protection 1 Y Prereq Construction and Demolition Waste Management Planning Required
1 1 Credit High Priority Site 2 3 2 Credit Building Life-Cycle Impact Reduction 5
Building Product Disclosure and Optimization - Environmental
5 Credit Surrounding Density and Diverse Uses 5 1 1 Credit Product 2
Declarations
3 2 Credit Access to Quality Transit 5 1 1 Credit Building Product Disclosure and Optimization - Sourcing of Raw Materials
2
1 Credit Bicycle Facilities 1 1 1 Credit 2
Building Product Disclosure and Optimization - Material Ingredients
1 Credit Reduced Parking Footprint 1 2 Credit Construction and Demolition Waste Management 2
1 Credit Electric Vehicles 1
4 8 4 Indoor Environmental Quality 16
5 4 1 Sustainable Sites 10 Y Prereq Minimum Indoor Air Quality Performance Required
Y Prereq Construction Activity Pollution Prevention Required Y Prereq Environmental Tobacco Smoke Control Required
1 Credit Site Assessment 1 1 1 Credit Enhanced Indoor Air Quality Strategies 2
2 Credit Protect or Restore Habitat 2 1 2 Credit Low-Emitting Materials 3
1 Credit Open Space 1 1 Credit Construction Indoor Air Quality Management Plan 1
2 1 Credit Rainwater Management 3 2 Credit Indoor Air Quality Assessment 2
2 Credit Heat Island Reduction 2 1 Credit Thermal Comfort 1
1 Credit Light Pollution Reduction 1 2 Credit Interior Lighting 2
3 Credit Daylight 3
4 5 2 Water Efficiency 11 1 Credit Quality Views 1
Y Prereq Outdoor Water Use Reduction Required 1 Credit Acoustic Performance 1
Y Prereq Indoor Water Use Reduction Required
Y Prereq Building-Level Water Metering Required 1 5 0 Innovation 6
1 1 Credit Outdoor Water Use Reduction 2 5 Credit TBD 5
2 2 2 Credit Indoor Water Use Reduction 6 1 Credit LEED Accredited Professional 1
2 Credit Cooling Tower Water Use 2
1 Credit Water Metering 1 2 2 0 Regional Priority 4
1 Credit Rainwater Management (2pts, min.) 1
8 22 3 Energy and Atmosphere 33 1 Credit 40%+ Indoor Water Use Reduction 1
Y Prereq Fundamental Commissioning and Verification Required 1 Credit 20%+ Optimize Energy Cost Reduction 1
Y Prereq Minimum Energy Performance Required 1 Credit 3%+ Renewable Energy Production 1
Y Prereq Building-Level Energy Metering Required
Y Prereq Fundamental Refrigerant Management Required 42 52 16 TOTALS Possible Points: 110
6 Credit Enhanced Commissioning 6 Certified: 40 to 49 points, Silver: 50 to 59 points, Gold: 60 to 79 points, Platinum: 80
8 10 Credit Optimize Energy Performance 18 to 110
1 Credit Advanced Energy Metering 1
2 Credit Grid Harmonization 2
5 Credit Renewable Energy 5
1 Credit Enhanced Refrigerant Management 1
Chapter 6.0
Historic and Archaeological Resources

6.0 HISTORIC AND ARCHAEOLOGICAL RESOURCES
The following sections identify and describe the historic and/or archaeological resources on or
proximate to the Project Site.
6.1 Historic Resources on the Project Site
There are no historic resources located within the Project Site that are listed in the State and
National Registers of Historic Places or included in the Inventory of Historic and Archaeological
Assets of the Commonwealth.
The Project Site is located within the Columbia Point neighborhood and spans from the
JFK/UMass MBTA station along both sides of Mt. Vernon Street toward Boston Harbor between
the Harbor Point Apartments and Moakley Park. The area is underutilized, mainly characterized
by abundant surface parking and several low-scale buildings spread around the perimeter of the
Bayside Site, as well as the site of Santander, N.A.’s office building.
The green space and plantings located between the Project Site and Boston Harbor are owned
by DCR. The Dorchester Shores Reservation land is not part of the Old Harbor Reservation
Parkway National Register Historic District which is located to the north of the Project Site.
6.2 Historic Resources in the Project Vicinity
The Project Site is within a few blocks of several historic resources listed in the State and
National Registers of Historic Places. Table 6-1 lists the State and National Register listed
historic resources within a quarter mile radius of the Project Site; the locations of these
resources are depicted on Figure 6-1.
Table 6-1 Historic Resources Within and in the Vicinity of the Project
Existing
Map Historic Resource Address Designation*
Key
A Old Harbor Reservation Parkways Day Blvd. Columbia Road between Farraqut NRDIS,
Rd and Kosciuszko Circle, Old Colony Ave NRMPS
between Pacuska Circle and its intersection
with Columbia Road.
1 Old Harbor Reservation Parkway - Columbia Road NRDIS,
Columbia Circle NRMPS
2 Old Harbor Parkway - Kosciuszko, Columbia Road. NRDIS,
Tadeusz Monument NRMPS
*Designation Legend
NRMPS National Register Multiple Property Submission
NRDIS National Register of Historic Places historic district
5530/Dorchester Bay City 6-1 Historic and Archaeological Resources

G:\Projects2\MA\Boston\5530\MXD\Historic_Resources_BT_20200702.mxd Data Source: Bureau of Geographic Information (MassGIS), Commonwealth of Massachusetts, Executive Office of Technology and Security Services
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Dorchester Bay City | Boston, Massachusetts Figure 6-1

Historic Resources
6.3 Archaeological Resources on the Project Site
A review of Massachusetts Historical Commission’s online archaeological base maps was

conducted on December 30, 2019. It found no known archeological sites within the Project Site
or in the immediate vicinity.
6.4 Status of Project Review with Historical Agencies
6.4.1 Boston Landmarks Commission
The submission of this PNF initiates review of the Project by the Boston Landmarks Commission
under the City’s Article 80 Review process.
The proposed future demolition of the existing five connected office buildings at 2 Morrissey
Boulevard, after the vacation of that property by the existing tenant there, will be subject to
review by the Boston Landmarks Commission under Article 85 of the Boston Zoning Code. At
the appropriate time, the Proponent will file an Article 85 application with the BLC.
6.4.2 Massachusetts Historical Commission
The Massachusetts Historical Commission (MHC) has review authority over projects requiring
state or federal licenses, permits or approvals, or which utilize state or federal funding. As a
result of the anticipated need for state permits and other state actions, the Project will be
subject to State Register Review (950 CMR 71.00 et seq.). MHC review of the Project will be
initiated with the filing of the Environmental Notification Form (ENF) with the MEPA office.
5530/Dorchester Bay City 6-3 Historic and Archaeological Resources

Chapter 7.0
Infrastructure
7.0 INFRASTRUCTURE
This Chapter outlines the existing utilities surrounding the Project Site, the connections required to
provide service to the Project, and potential impacts on the existing utility systems that may result from
the construction of the Project.
7.1 Wastewater
7.1.1 Existing Sewer System
The Boston Water and Sewer Commission (BWSC) currently maintains dedicated sanitary sewer
and combined sewer mains adjacent to the Project Site. The Proponent has met with BWSC to
discuss construction by the Proponent of appropriate sewer, water and storm drainage facilities
for the Project at the Bayside Site, and those on-going discussions will include the 2 Morrissey Site
with respect to future development there (after the existing tenancy there expires).
Adjacent to the Bayside Site, there are BWSC sanitary sewer and combined sewer mains located
in Mt. Vernon Street, adjacent private properties, and Day Boulevard. There are also BWSC and
the Massachusetts Water Resources Authority (MWRA) infrastructure and easements located in
the northern portion of the Bayside Site. In the northern part of the Project Site, there are an
abandoned BWSC combined sewer outfall to the ocean and portions of the MWRA drainage
system. In Mt. Vernon Street, there is a 126” combined sewer called the Boston Main Interceptor
near the Bayside Site that flows southeasterly toward UMass Boston and the ‘Calf Pasture’
pumping station located on that campus. The pump station connects to the Dorchester Bay
Tunnel owned by MWRA, and ultimately to the MWRA’s Deer Island Wastewater Treatment Plant
for treatment and disposal. On the 2 Morrissey side of Mt. Vernon Street there is a 36-inch
sanitary sewer main that flows northwesterly toward Day Boulevard.
The 36-inch sanitary sewer main in Mt. Vernon Street connects to BWSC manhole 142 (MHP 142),
adjacent to the 2 Morrissey Site, and connects the sanitary sewer to the 116” x 87” MWRA
combined sewer main called the Columbus Park Connecter. The Columbus Park Connecter flows
northeasterly along Day Boulevard. It passes beneath the DCR vehicular access drive between
Day Boulevard and the Bayside Site.
There is an MWRA tunnel shaft connected to a combined sewer main, called the MWRA 204-inch
Combined Sewer Overflow (CSO) Drainage Tunnel, running generally under the DCR Access Road
connected to Day Boulevard on the northern side of the Bayside Site, which flows in a northerly
direction toward Day Boulevard.
Adjacent to the 2 Morrissey Site, there are BWSC sanitary sewer mains in Mt. Vernon Street, as
described above, and additional mains in Morrissey Boulevard as described below.
5530/Dorchester Bay City 7-1 Infrastructure

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There is a 12-inch BWSC sanitary sewer main in the 2 Morrissey Site side of Morrissey Boulevard,
which runs northerly. The 12-inch sanitary main connects to BWSC manhole 115 and combines
with the 36-inch sewer main on Mt. Vernon Street, which continues to the Columbus Park
Connector described above.
The sewer flows into the BWSC sanitary sewer mains adjacent to the 2 Morrissey Site and
ultimately flows to the MWRA Deer Island Wastewater Treatment Plant for treatment and
disposal.
The existing sewer system is illustrated in Figures 7-1 and 7-2.
7.1.2 Anticipated Project Generated Sanitary Sewer Flow
The Project’s sewage generation rates were estimated using 310 CMR 15.00 for the proposed
building program. 310 CMR 15.00 lists typical sewage generation values for the proposed building
uses, as shown in Table 7-1. Typical generation values are conservative values for estimating the
sewage flows from new construction. The Project will include changes in sewage generation from
the Bayside and 2 Morrissey sites as shown in Tables 7-1 and 7-2, and the combined total sewage
generation is shown in Table 7-3. As programming of the retail/restaurant space has not yet been
determined, in order to estimate the Project’s sewage generation, it was assumed that half of the
retail/restaurant space would be restaurant uses.
The Proponent will continue to coordinate with the BWSC on the design and capacity of the
proposed connections to the BWSC sewer system. The proposed increase in sewage generation
from the Project will comply with the BWSC Infiltration and Inflow (I/I) policy.
Table 7-1 Proposed Sewage Generation Bayside
310 CMR Value Total Flow

Use Size/Unit
(gpd/unit) (gpd)
Existing Site
None 0 0 gpd 0
Total Existing Sewer Flows 0
Proposed Site
Total Bedrooms 1,814 bedrooms 110/bedroom 199,540
Retail 69,500 square feet 50/1,000 SF 3,475
Restaurant* 2,317 seats 35/seat 81,095
Office/research 2,163,000 square feet 75/1,000 SF 162,225
Total Proposed Sewer Flows 446,335
Increase in Sewer Flows 446,335

*Restaurant seating calculations assumed: 1. Half of the square footage available for restaurant space was used for
seating, with the other half back of the house; and 2. The space available for seating fit 1 seat per 15 square feet.

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Existing Sewer System – Bayside Site
Existing Sewer System – 2 Morrissey Site
Table 7-2 Proposed Sewage Generation 2 Morrissey

Use Size/Unit
(gpd/unit) (gpd)
Existing Site
Office Space 425,000 square feet 50/1,000 SF 21,250
Total Existing Sewer Flows
Proposed Site
Total Bedrooms 384 bedrooms 110/bedroom 42,240
Retail 8,000 square feet 50/1,000 SF 400
Restaurant* 267 seats 35/seat 9,345
Increase in Sewer Flows 169,110

Table 7-3 Proposed Sewage Generation Combined Total of Both Sites

Use Size/Unit
(gpd/unit) (gpd)
Existing Sites
Total Existing Sewer Flows
Proposed Sites
Total Increase in Sewer Flows 615,445

7.1.3 Proposed Sanitary Sewer Services
New building sanitary sewer services will connect to the BWSC’s newly constructed sewer mains
within the Bayside Site and 2 Morrissey Site roadway networks. The Bayside Site will connect to
the existing 36-inch BWSC sanitary sewer main in Mt. Vernon Street. The 2 Morrissey Site will
connect to the existing 36-inch BWSC sanitary sewer main in Mt. Vernon Street or the existing 12-
inch BWSC sanitary sewer main in Morrissey Boulevard. There are no anticipated negative

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impacts to the BWSC sewer system with the proposed increase in sanitary sewage associated with
the Project, given the significant capacity of the 36-inch sewer main and the larger interceptor it
connects to just downstream of the Project Site. The capacity of the sewer mains used for
connection will be evaluated as part of the coordination with the BWSC, and all such connections
will be subject to BWSC site plan approval.
A conceptual proposed on-site sanitary sewer infrastructure improvements plan for the Bayside
Site is shown in Figure 7-3, and conceptual proposed on-site sanitary sewer infrastructure
improvements for the 2 Morrissey Site are shown in Figure 7-4.
Improvements and connections to BWSC infrastructure will be reviewed as part of the BWSC’s
Site Plan Review process for the Project. This process will include a comprehensive design review
of the proposed service connections, an assessment of Project demands and system capacity, and
the establishment of service accounts.
7.2 Water System
7.2.1 Existing Water System
The BWSC maintains water mains adjacent to the Project Site and provides water service to the
Project Site. There are five water systems within the City, and these provide service to portions
of the City based on ground surface elevation. The five systems are Southern Low (commonly
known as low service and abbreviated SL), Southern High (commonly known as high service and
abbreviated SH), Southern Extra High, Northern Low, and Northern High.
Adjacent to the Bayside Site, there are two BWSC water mains in Mt. Vernon Street: a 12-inch
Southern Low (SL 12 CICL 1954) and a 16-inch Southern Low (SL 16 DICL 2013). There are two
BWSC water mains in Day Boulevard, adjacent to the 2 Morrissey Site: a 12-inch Southern Low (SL
12 DICL 1997) and an 8-inch DCR Southern Low (DCR SL 8). An 8-inch DCR Southern Low also runs
southeasterly along a Private Road to connect into the northwest side of the Project Site by the
Boston Teachers Union. This provides service to the Boston Teachers Union building; however,
BWSC mapping and utility research indicates this main is not owned by BWSC (though it does
connect to a BWSC main), but rather by the Metropolitan District Commission (MDC) or DCR.
Conflicting information is given on various site surveys obtained through utility research and will
be reviewed as the Project design progresses.
Adjacent to the 2 Morrissey Site, there are the water mains noted in Mt. Vernon Street above,
and two 12-inch Southern Low BWSC water mains in Morrissey Boulevard: a 12-inch Southern
Low (SL 12 DICL 2009) and a 12-inch Southern Low (SL 12 DICL 2016).
These mains are part of an interconnected Southern Low system adjacent to the Project Site.
Public and private hydrants are connected to these mains.
The existing water system is illustrated in Figures 7-5 and 7-6.

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Proposed Stormwater Drains and Sewer Mains – Bayside Site
Proposed Stormwater Drains and Sewer Mains – 2 Morrissey Site
Existing Water System – Bayside Site
Existing Water System – 2 Morrissey Site
7.2.2 Anticipated Water Consumption
The Project’s water demand estimate for domestic services is based on the Project’s estimated
sewage generation, described above. A conservative factor of 1.1 (10%) is applied to the
estimated average daily wastewater flows calculated with 310 CMR 15.00 values to account for
consumption, system losses and other usages to estimate an average daily water demand. The
Project’s estimated domestic water demand is shown in Tables 7-4 and 7-5, and the combined
total is shown in Table 7-6.
Table 7-4 Proposed Water Demand Bayside

Use Size/Unit
(gpd/unit) (gpd) (10% increase)
Existing Site
None 0 0 gpd 0
Total Existing Water Demand 0
Proposed Site
Restaurant 2,317 seats 35/seat 89,205
Total Proposed Water Demand 490,969
Increase in Water Demand 490,969
Table 7-5 Proposed Water Demand 2 Morrissey

Use Size/Unit
(gpd/unit) (gpd) (10% increase)
Existing Site
Proposed Site
Total Bedrooms 384 bedrooms 110/bedroom 46,464
Retail 8,000 square feet 50/1,000 SF 440
Restaurant 267 seats 35/seat 10,280
Increase in Water Demand 186,022

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Table 7-6 Proposed Water Demand Combined Total of Both Sites
Total Flow
310 CMR Value
Use Size/Unit (gpd) (10%
(gpd/unit)
increase)
Existing Sites
Total Existing Water Demand
Proposed Sites
Total Increase in Water Demand 676,991
7.2.3 Proposed Water Services
The domestic and fire protection water services for the Project will connect to the existing BWSC
water mains adjacent to the Project Site, shown in Figures 7-5 and 7-6.
New water services will connect to newly constructed water mains within the Bayside and 2
Morrissey Site roadway networks. The Bayside Site will connect to the existing 16-inch BWSC
Southern Low water main in Mt. Vernon Street. The 2 Morrissey Site will connect to the existing
12-inch BWSC Southern Low water main in Mt. Vernon Street or the existing 12-inch BWSC
Southern Low water main in Morrissey Boulevard. There are no anticipated negative impacts to
the BWSC water system with the proposed increase in water demand associated with the Project;
capacity will be reviewed and confirmed with BWSC as the plan for the Project progresses and will
be coordinated with any proposed connections. In discussions with members of the Project team,
the BWSC has not raised any immediate concerns regarding capacity issues with the proposed
increase in development at the Bayside Site. The Project team does not anticipate any concerns
regarding capacity issues with the proposed increase in development at the 2 Morrissey Site.
The domestic and fire protection water service connections required for the Project will meet the
applicable City and State codes and standards, including cross-connection and backflow
prevention. Compliance with the standards for the water system service connections will be
reviewed as part of BWSC’s Site Plan Review Process. This review will include sizing of domestic
water and fire protection services, calculation of meter sizing, backflow prevention design, and
location of hydrants and fire department connections that conform to BWSC and Boston Fire
Department requirements.

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The goal of reducing water consumption will be reflected in all aspects of the Project’s design.
Aeration fixtures and appliances will be evaluated for water conservation qualities. In public
areas, reduced consumption faucets and toilets will be installed.
New meters will be installed within the Project with Meter Transmitter Units (MTU’s) as part of
the BWSC’s Automatic Meter Reading (AMR) system.
A conceptual proposed on-site water infrastructure improvements plan for the Bayside Site is
shown in Figure 7-7, and a conceptual proposed on-site water infrastructure improvements plan
for the 2 Morrissey Boulevard Site is shown in Figure 7-8.
7.3 Storm Drainage System
7.3.1 Existing Storm Drainage System
Adjacent to the Bayside Site, there is an existing storm drain main in Mt. Vernon Street flowing
southeasterly toward Harbor Point Boulevard. The storm drain starts as a 15-inch storm drain
and increases to a 36-inch storm drain adjacent to the Bayside Site. There is a 96” x 96” storm
drain along Day Boulevard flowing southwesterly to connect to a 144” x 144” storm drain main in
Morrissey Boulevard. There are two 24-inch storm drains that flow northwesterly through the
Project Site to connect to a 36-inch MWRA storm drain, which connects to the MWRA 204” CSO
Drainage Tunnel. A branch of the 96” x 96” storm drain flows northeasterly within the Bayside
Site to connect to the 36-inch MWRA storm drain and the MWRA tunnel shaft in the adjacent
property on the northern side of the site, to connect to the MWRA 204 CSO Drainage Tunnel.
Adjacent to the 2 Morrissey Site there is a 144” x 144” storm drain in Morrissey Boulevard flowing
southeasterly toward Bianculli Boulevard. There is a storm drain in Mt. Vernon Street flowing
southeasterly that starts midway along the 2 Morrissey Site as a 24-inch drain and increases to a
36-inch drain at the southeastern end of the Project Site.
The BWSC storm drain mains adjacent to the Bayside Site and 2 Morrissey Site ultimately flow to
the Boston Harbor.
Stormwater at the Bayside Site is currently captured by an existing closed drainage system that
generally rings the location of the former Bayside Expo building. The stormwater generated by
the Bayside Site is then conveyed to the MWRA CSO Storage tunnel located just to the north of
the Bayside Site. Based on record plans available from BWSC, this tunnel was constructed in
approximately 2011.
Stormwater at the 2 Morrissey Site is currently captured by an existing closed drainage system
that generally rings the existing parking lot. There are stormwater connections from the 2
Morrissey Site to existing BWSC infrastructure on either side. On the west side of the 2 Morrissey
Site, a connection from the 2 Morrissey Site is made to the existing 144”x144” storm drain in
Morrissey Boulevard. On the east side of the parking lot, a connection is made to the existing
storm drain in Mt. Vernon Street. Both drain mains eventually flow into Boston Harbor.

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Proposed Water and Gas Mains – Bayside Site
Proposed Water and Gas Mains – 2 Morrissey Site
There does not appear to be any stormwater infrastructure installed to improve water quality or
quantity control at either the Bayside Site or the 2 Morrissey Site. Once the Project Site is
redeveloped, the existing drainage systems at the Project Site would be replaced or upgraded to
comply with current engineering standards and the Massachusetts Department of Environmental
Protection (MassDEP) Stormwater Management Handbook requirements to the greatest extent
practicable. Section 7.3.6 includes a discussion of the Project’s compliance with MassDEP’s
Stormwater Management Standards.
The existing drainage system is illustrated in Figures 7-9 and 7-10.
7.3.2 Proposed Storm Drainage System
The new buildings, roadways, and other improvements at the Project Site will provide stormwater
management systems designed to meet the MassDEP Stormwater Management Standards. The
new stormwater management systems to be constructed at the Project Site will be designed to
meet the MassDEP standards for a redevelopment and will reduce both stormwater discharge
rates and volumes for the 2-year, 10-year, 25-year, and 100-year 24-hour rainfall events for the
Project Site. The proposed stormwater management systems for the Project Site will likely consist
of entirely new drainage infrastructure, given the significant redevelopment anticipated for both
the Bayside Site and 2 Morrissey Site.
Elements necessary for the new stormwater management systems will include: reducing
impervious cover, additional catch basins, Low Impact Development and green infrastructure
measures (swales, permeable pavement, etc.), and underground stormwater detention/retention
areas. A number of Low Impact Development alternatives are being evaluated as part of the
overall stormwater and resiliency planning, and will be incorporated into sustainable and cost-
efficient designs for the Project Site to meet resiliency and MassDEP stormwater standards, the
recharge requirements of BWSC, and the BPDA’s Smart Utilities Policy. It is anticipated that as
part of the overall stormwater approach, the 1.25” stormwater required to be recharged on-site
by the BPDA’s Smart Utilities policy and by the BWSC, will be incorporated into the overall
stormwater design plans for both the Bayside Site and the 2 Morrissey Site.
The existing connection to the MWRA system for the Bayside Site will be evaluated as part of the
ongoing infrastructure planning process for the Project. Based on the current direction of design,
it is anticipated that stormwater for the Bayside Site will continue to connect to the MWRA CSO
Drainage Tunnel. Additional connections to the existing BWSC main located within Mt. Vernon
Street may be required, as well. Any potential for reconnection to the MWRA infrastructure to
which the Bayside Site currently drains, will be evaluated by the design team and the MWRA in
the future.
A conceptual Bayside Site plan for proposed on-site stormwater infrastructure improvements is
shown in Figure 7-3, and a conceptual plan for proposed on-site stormwater infrastructure
improvements on the 2 Morrissey Site is shown in Figure 7-4.

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Existing Storm Drainage System and Combined Sewer Main System – Bayside Site
Existing Storm Drainage System and Combined Sewer Main System – 2 Morrissey Site
It is anticipated that similar connections for the 2 Morrissey Site will be made to the existing BWSC
storm drainage infrastructure located on either side of the 2 Morrissey Site in Morrissey
Boulevard and Mt. Vernon Street, subject to BWSC site plan review.
7.3.3 Water Quality Impact
The Project will not affect the water quality of nearby drainage systems or the Boston Harbor.
Erosion and sediment control measures will be implemented during construction to minimize the
transport of site soils to off-site areas and the BWSC storm drain systems. During construction,
existing catch basins will be protected with filter fabric, straw bales and/or crushed stone in order
to provide for sediment removal from runoff, and erosion protection at the limits of work and/or
the subject construction site will be provided and maintained. These controls will be inspected
and maintained throughout the construction phase until the areas of disturbance have been
stabilized through the placement of pavement, structure, or vegetative cover. Long term
operations and maintenance plans will be established for each portion of the Project as
constructed in order to protect nearby drainage systems and the Boston Harbor.
All necessary dewatering will be conducted in accordance with applicable MWRA and BWSC
discharge permits, as well as U.S. Environmental Protection Agency National Pollution Discharge
Elimination System (NPDES) approvals. Once construction is complete, the Project will be in
compliance with local and state stormwater management policies.
7.3.4 State Stormwater Standards
In March 1997, the Massachusetts Department of Environmental Protection (MassDEP) adopted

a Stormwater Management Policy to address non-point source pollution. In 1997, MassDEP
published the Massachusetts Stormwater Handbook as guidance on the Stormwater Standards,
which was revised in February 2008. The Policy prescribes specific stormwater management
standards for development projects, including urban pollutant removal criteria for projects that
may impact environmental resource areas. Compliance is to be achieved through the
implementation of Best Management Practices (BMPs) in the stormwater management design of
a particular project. The Policy is administered locally pursuant to MGL Ch. 131, s. 40.
A brief explanation of each Policy Standard and the system compliance proposed for the Project
is provided below:
Standard #1: No new stormwater conveyances (e.g., outfalls) may discharge untreated
stormwater directly to or cause erosion in wetlands or waters of the Commonwealth.
Compliance: The Project will comply with this Standard. The Project design will incorporate the
appropriate stormwater treatment, and no new untreated stormwater will be directly discharged
to, nor will erosion be caused to wetlands or waters of the Commonwealth as a result of
stormwater discharges related to the Project.

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Standard #2: Stormwater management systems shall be designed so that post-development peak
discharge rates do not exceed pre-development peak discharge rates. This Standard may be
waived for discharges to land subject to coastal storm flowage as defined in 310 CMR.
Compliance: The Project will comply with this Standard to the greatest extent practicable. The
existing discharge rate will be met or decreased as a result of the improvements associated with
the Project to the greatest extent practicable.
Standard #3: Loss of annual recharge to groundwater shall be eliminated or minimized through
the use of infiltration measures including environmental sensitive site design, low impact
development techniques, stormwater best management practices, and good operation and
maintenance. At a minimum, the annual recharge from the post-development site shall
approximate the annual recharge from pre-development conditions based on soil type. This
Standard is met when the stormwater management system is designed to infiltrate the required
recharge volume as determined in accordance with the Massachusetts Stormwater Handbook.
Compliance: The Project will comply with this Standard to the greatest extent practicable.
Standard #4: Stormwater management systems shall be designed to remove 80% of the average
annual post-construction load of Total Suspended Solids (TSS).
Compliance: The Project will comply with this Standard as it applies to a redevelopment project
involving new construction.
Standard #5: For land uses with higher potential pollutant loads, source control and pollution
prevention shall be implemented in accordance with the Massachusetts Stormwater Handbook to
eliminate or reduce the discharge of stormwater runoff from such land uses to the maximum
extent practicable. Stormwater discharges from land uses with higher potential pollutant loads
shall also comply with the requirements of the Massachusetts Clean Waters Act, M.G.L. c. 21, §§
26-53 and the regulations promulgated thereunder at 314 CMR 3.00, 314 CMR 4.00 and 314 CMR
5.00.
Compliance: The Project will comply with this Standard as it applies to a redevelopment project.
Standard #6: Stormwater discharges within the Zone II or Interim Wellhead Protection Area of a
public water supply, and stormwater discharges near or to any other critical area, require the use
of the specific source control and pollution prevention measures and the specific structural
stormwater best management practices determined by the Department to be suitable for
managing discharges to such areas, as provided in the Massachusetts Stormwater Handbook.
Compliance: The Project will comply with this Standard as it applies to a redevelopment project.
The Project will not discharge untreated stormwater to a critical or sensitive area.

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Standard #7: A redevelopment project is required to meet the following Stormwater Management
Standards only to the maximum extent practicable: Standard 2, Standard 3, and the pretreatment
and structural stormwater best management practice requirements of Standards 4, 5, and 6.
Existing stormwater discharges shall comply with Standard 1 only to the maximum extent
practicable. A redevelopment project shall also comply with all other requirements of the
Stormwater Management Standards and improve existing conditions.
Compliance: The Project is a redevelopment project and will comply with this Standard.
Standard #8: A plan to control construction-related impacts including erosion, sedimentation and
other pollutant sources during construction and land disturbance activities (construction period
erosion, sedimentation, and pollution prevention plan) shall be developed and implemented.
Compliance: The Project will comply with this Standard. Sedimentation and erosion controls will
be incorporated as part of the design of this Project and employed during construction.
Standard #9: A Long-Term Operation and Maintenance (O&M) Plan shall be developed and
implemented to ensure that stormwater management systems function as designed.
Compliance: The Project will comply with this Standard. An O&M Plan including long-term BMP
operation requirements will be prepared for the Project as constructed to provide proper
maintenance instructions to maintain a functional stormwater management system.
Standard #10: All illicit discharges to the stormwater management system are prohibited.
Compliance: The Project will comply with this Standard. There will be no illicit connections
associated with the Project.
7.4 Infrastructure Improvements
Infrastructure improvements associated with the Project will include a full reconstruction of the
Project Site to provide new roadway networks and utility services. Site infrastructure
improvements will include new streets with pedestrian and bicycle accommodations; street
lighting; street trees; street furniture; and sewer, water, drainage, electrical, telecommunications,
street lighting, and other utility services and mains.
The proposed street infrastructure design will be coordinated closely with the City of Boston to
comply with the City’s applicable design guidelines.
7.5 Other Utility Impacts
As the energy system design for the Project has not yet been developed, the Proponent will begin
to coordinate the proposed service connections and system requirements with National Grid (Gas
Utility) and Eversource (Electric Utility) to ensure that adequate capacity for natural gas and
electricity is available to serve the Project. Additionally, the Proponent will coordinate

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telecommunication service connection locations and system requirements for the Project Site
with the appropriate service providers. The Proponent will obtain appropriate approvals prior to
installing all telecommunication infrastructure. A conceptual Bayside Site proposed plan for on-
site electrical and telecommunications mains is presented in Figure 7-11, and a conceptual 2
Morrissey Boulevard Site proposed plan for on-site electrical and telecommunications mains is
presented in Figure 7-12.
7.6 Utility Protection During Construction
Existing public and private infrastructure located within nearby public rights-of-way will be
protected during Project construction. The installation of proposed utility connections within
public ways will be undertaken in accordance with BWSC, Boston Public Works Department, the
Dig-Safe Program, and applicable utility company requirements. Specific methods for
constructing proposed utilities where they are near to, or connect with, existing water, sewer,
and drain facilities will be reviewed by the BWSC as part of its Site Plan Review process, and by
the MWRA, as applicable. All necessary permits and approvals will be obtained before the
commencement of construction of utility services.
The Proponent will continue to work and coordinate with the BWSC, the MWRA and the utility
companies to ensure safe and coordinated utility operations in connection with the Project.

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Proposed Electrical and Telecom Mains – Bayside Site
Proposed Electrical and Telecom Mains – 2 Morrissey Site
Chapter 8.0
Coordination
8.0 COORDINATION WITH OTHER GOVERNMENTAL AGENCIES
8.1 Architectural Access Board Requirements
The Project will comply with the requirements of the Massachusetts Architectural Access Board
and with the standards of the Americans with Disabilities Act. See Appendix C for the
Accessibility Checklist.
8.2 Massachusetts Environmental Policy Act (MEPA)
An Environmental Notification Form will be filed with the MEPA Office of the Executive Office of
Energy and Environmental Affairs to initiate MEPA review of the Project.
8.3 Massachusetts Historical Commission
MHC review of the Project will occur as part of the MEPA process; a copy of the ENF filed with
the MEPA Office will be delivered to MHC.
8.4 Department of Conservation and Recreation
As discussed in this PNF in Sections 1.2.1 and 1.6, the Bayside Site abuts property owned and
maintained by the Department of Conservation and Recreation to the north and the east. The
Proponent is in on-going discussions with DCR with the goal of improving a portion of the DCR
waterfront property for public use and enjoyment, and maintaining the property long-term in
conjunction with the Project, utilizing private funds. The Proponent’s aspirations for off-site
improvements on the DCR property are described in Section 1.6.
8.5 Boston Civic Design Commission
The Boston Civic Design Commission (BCDC) will initially review the Project as to the proposed
Project’s public realm improvements (including the design of public streets and walkways, and
the open spaces that will be available to the public). The impact of building massing and the
scale of the buildings will also be considered as to the ways in which they impact the nature of
the public realm. As individual buildings are designed, the BCDC will review each building at the
schematic design stage, consistent with the provisions of Article 80B and Article 28 of the Zoning
Code.
5530/Dorchester Bay City 8-1 Coordination with other Governmental Agencies

Appendix A
Site Surveys
FELDMAN
DRAFT 6-3-19
FELDMAN
FELDMAN
FELDMAN
FELDMAN
FELDMAN
Appendix B
Climate Resiliency Checklist

Boston Planning & Development Agency
Climate Resiliency Report Summary

Submitted: 09/18/2020 12:54:27

A.1 - Project Information
Project Name: Dorchester Bay City
Project Address: 200 Mt. Vernon Street; 2 Morrissey Boulevard
Filing Type: Initial (PNF, EPNF, NPC or other substantial filing)
Filing Contact: Blake Stantec blake.jackson@stantec.c 7062803957
Jackson om
Is MEPA approval required? Yes MEPA date:

A.2 - Project Team
Owner / Developer: Bayside Property Owner, LLC and Morrissey Property Owner (together the
Proponent) for which Accordia Partners LLC is acting as the developer
Engineer: WSP
Sustainability / LEED: Stantec Architecture
Permitting: Epsilon Associates
Construction Management:

A.3 - Project Description and Design Conditions
List the principal Building Uses: Office/research, residential, retail/restaurant
List the First Floor Uses: Retail/restaurant, residential and office lobbies

List any Critical Site Infrastructure n/a
and or Building Uses:
Site and Building:

Site Area (SF): 1461623 Building Area (SF): 5900000
Building Height (Ft): 294 Building Height (Stories):
Existing Site Elevation – Low 16.5 Existing Site Elevation – High 16.5
(Ft BCB): (Ft BCB):
Proposed Site Elevation – Low 19.5 Proposed Site Elevation – High 21.5
(Ft BCB): (Ft BCB):
Proposed First Floor Elevation 21.5 Below grade spaces/levels (#): 3
(Ft BCB):
Article 37 Green Building:
Boston Climate Change Report Summary – Page 1 of 5 09/18/2020 12:54:27


LEED Version - Rating System: ND (development) LEED Certification: No
+ CS
(office/research)
Proposed LEED rating: Certified Proposed LEED point score (Pts.): 45

Building Envelope:
When reporting R values, differentiate between R discontinuous and R continuous. For example, use “R13” to show R13
discontinuous and use R10c.i. to show R10 continuous. When reporting U value, report total assembly U value including
supports and structural elements.
Roof: 30 Exposed Floor : 12.5
Foundation Wall: 12.5 Slab Edge (at or below grade): 12.5
Vertical Above-grade Assemblies (%’s are of total vertical area and together should total 100%):
Area of Opaque Curtain Wall & 50 commercial; 60 Wall & Spandrel Assembly Value: .24
Spandrel Assembly: residential
Area of Framed & Insulated / 10 Wall Value: 28
Standard Wall:
Area of Vision Window: 40 commercial; 30 Window Glazing Assembly Value: .24
residential
Window Glazing SHGC: .40
Area of Doors: 2 Door Assembly Value : .24

Energy Loads and Performance
For this filing – describe how energy Energy profiles will be developed for each prototypical building (mixed-use
loads & performance were residential, mixed-use office/research). Based on these loads, the Project team will
determined be able to calculate an overall load profile of the development, based on the
program matrix, which will be used in larger discussions with MEPA and the BPDA.
Annual Electric (kWh): Peak Electric (kW):
Annual Heating (MMbtu/hr): Peak Heating (MMbtu):
Annual Cooling (Tons/hr): Peak Cooling (Tons):
Energy Use - Below ASHRAE 90.1 - Have the local utilities reviewed the No
2013 (%): building energy performance?:
Energy Use - Below Mass. Code (%): Energy Use Intensity (kBtu/SF):
Back-up / Emergency Power System

Electrical Generation Output (kW): Number of Power Units:
System Type (kW): Fuel Source: diesel
Emergency and Critical System Loads (in the event of a service interruption)


Electric (kW): Heating (MMbtu/hr):
Cooling (Tons/hr):

B – Greenhouse Gas Reduction and Net Zero / Net Positive Carbon Building Performance

Reducing greenhouse gas emissions is critical to avoiding more extreme climate change conditions. To achieve the City’s
goal of carbon-neutrality by 2050 the performance of new buildings will need to progressively improve to carbon net zero
and net positive.

B.1 – GHG Emissions - Design Conditions

For this filing - Annual Building GHG Emissions (Tons):

For this filing - describe how building energy performance has been integrated into project planning, design, and
engineering and any supporting analysis or modeling:
The Project team will develop two prototypical buildings through form and energy modeling. As described in Section
5.2 of the PNF, a Zero Carbon Building Assessment will be conducted for the DPIR that will investigate the ‘best design
option’ for a Low Carbon Design
Describe building specific passive energy efficiency measures including orientation, massing, building envelop, and
systems:
The overall Project has a good solar orientation, approximately 15-degrees northeast. The building heights, because
of FAA and Chapter 91 restrictions, get lower from the east to the west. Projects will utilize the new energy code, as
well as the BPDA Zero Carbon Building Assessment to assess architectural and mechanical systems as developed;
however, baseline projections for each prototype building will be prepared.

Describe building specific active energy efficiency measures including high performance equipment, controls, fixtures,
and systems:
The office/research buildings will employ current industry best practice systems, using assumptions which meet the
GHG targets/MA Stretch Code. Systems will be high-performance, aligned with LEED best practices (Energy Star,
Commissioning, etc.) and will meet all codes (occupant sensors, daylight sensors, demand control ventilation, etc.).

Describe building specific load reduction strategies including on-site renewable energy, clean energy, and storage
systems:
As part of the BPDA Zero Carbon Assessment, each building prototype will explore an enhanced envelope/all-electric
version (with pricing). Zones of rooftop opportunity will be explored within the Boston Smart Utility Policy (microgrid
feasibility study). The Proponent will study on site clean and renewable energy generation through rooftop PV arrays
and evaluate battery storage for added resiliency. Individual buildings may elect to purchase offsite renewable energy
and REC’s to support their LEED equivalency targets.
Describe any area or district scale emission reduction strategies including renewable energy, central energy plants,
distributed energy systems, and smart grid infrastructure:


A microgrid feasibility study will be conducted, and if deemed appropriate, the Project will enter into a master
planning phase that will, concurrently with the design development, roll out a plan for implementation of strategies
per each parcel and prototype. The Project team will work with the BPDA to determine the best approach to this
study. As described above, the Proponent will study on site clean and renewable energy generation through rooftop
PV arrays (and offsite REC’s) and evaluate battery storage for added resiliency.

Describe any energy efficiency assistance or support provided or to be provided to the project:
The Proponent anticipates that energy efficiency assistance will be pursued for each individual building at the
appropriate time.

B.2 - GHG Reduction - Adaptation Strategies
Describe how the building and its systems will evolve to further reduce GHG emissions and achieve annual carbon net zero
and net positive performance (e.g. added efficiency measures, renewable energy, energy storage, etc.) and the timeline for
meeting that goal (by 2050):
The Project will exemplify transit-oriented development as high density housing, commercial and retail uses adjacent
to a transit hub served by multiple public transportation services, including MBTA Red Line, Commuter Rail, and local
bus routes, as well as private bus routes, which will result in a higher proportion of transit trips rather than vehicle
trips. For waste, all buildings will meet LEED requirements for recycling (onsite) for cardboard, metal, paper, plastic,
and metals. It is still being determined whether individual buildings and/or a centralized location will manage
batteries, bulbs, electronic waste and/or composting; however, all are being envisioned as part of a comprehensive
plan for how the Project can reduce GHG emissions associated with waste. Finally, for buildings, the prototypes are
being developed as high-performance buildings with a minimum performance threshold per each prototype. These
will be starting points for the buildings that will be under future, more restrictive codes. Energy efficiency measures
will be explored building by building and will utilize utility incentives programs available at the time of design
development to prioritize specific energy efficiency measures. Finally, energy storage will be evaluated.

C - Extreme Heat Events

Annual average temperature in Boston increased by about 2˚F in the past hundred years and will continue to rise due to
climate change. By the end of the century, the average annual temperature could be 56° (compared to 46° now) and the
number of days above 90° (currently about 10 a year) could rise to 90.

C.1 – Extreme Heat - Design Conditions
Temperature Range - Low (Deg.): 8 Temperature Range - High (Deg.): 91
Annual Heating Degree Days: 5513 Annual Cooling Degree Days 2293
What Extreme Heat Event characteristics will be / have been used for project planning
Days - Above 90° (#): 60 Days - Above 100° (#): 30
Number of Heatwaves / Year (#): 6 Average Duration of Heatwave (Days): 5
Describe all building and site measures to reduce heat-island effect at the site and in the surrounding area:


Roofs: at minimum, all roofs will feature LEED-compliant hi-albedo roofing
membranes. In addition, some may feature green roofs as tenant amenities with
some shading and vegetation inferred. Onsite, the Project will feature hi-albedo
materials, pavers and porous concrete. Additionally, greater areas of vegetation
than existing are being proposed, including new landscaped open spaces, rain
gardens and tree pits (50’ or less, on center/both sides of public ways). Lastly, grade
parking will be minimized, giving space to pedestrians and outdoor uses, rather
than vehicles which will primarily be stored in structured parking.

C.2 - Extreme Heat – Adaptation Strategies
Describe how the building and its systems will be adapted to efficiently manage future higher average temperatures,
higher extreme temperatures, additional annual heatwaves, and longer heatwaves:
Building envelopes will be designed anticipating higher temperatures/more
temperature extremes. The design team understands the BPDA’s focus on
prioritizing enhanced envelope and glazing, window-wall ratios, reduction of
thermal bridging and envelope commissioning as priorities. The prototypes will
assess the BPDA Zero Carbon Assessment to leverage findings from these analyses
in the Proposed cased of each. The best adaptation opportunities for building skins
equate to enhanced glazing (when retrofit) and enhanced roof insulations (when
retrofit). The design team will anticipate these retrofits as the prototypes are
developed. Systems will aim to achieve two goals: 1) avoidance, 2) ability to
phase-out fossil fuels/combustion and 3) ability to house and store renewable
energy. The Project team is assessing the use of various systems trading, i.e. GSHP
in lieu of cooling towers, to meet point 1. Point 2 infers that systems will be able to
either electrify at the point of construction or anticipate greater electrification at a
future date. Lastly, Point 3 infers that as space changes occur, i.e. private car
ownership reduces, there could be room for battery storage within buildings that
should be anticipated and planned for today.
Describe all mechanical and non-mechanical strategies that will support building functionality and use during extended
interruptions of utility services and infrastructure including proposed and future adaptations:
Residential buildings will be designed for sheltering in place. They will feature
operable windows for ventilation and cooling, as well as an enhanced thermal
envelope to create longer spans of time whereby indoor temperatures are
maintainable at an acceptable thermal comfort level without the aid of
energy-using systems (passively). Currently, backup power is being provided by
combustibles. This could be relaxed at a later date. Lighting will be LED to provide
visual acuity with minimum energy input during disruption. Additional
community-focused protocols and procedures will be explored per the LEED-ND
framework. These could include a community notification system or use of public
shared spaces for sheltering of stranded non-residents.

D - Extreme Precipitation Events



From 1958 to 2010, there was a 70 percent increase in the amount of precipitation that fell on the days with the heaviest
precipitation. Currently, the 10-Year, 24-Hour Design Storm precipitation level is 5.25”. There is a significant probability that
this will increase to at least 6” by the end of the century. Additionally, fewer, larger storms are likely to be accompanied by
more frequent droughts.

D.1 – Extreme Precipitation - Design Conditions
What is the project design 5.11
precipitation level? (In. / 24 Hours)

Describe all building and site measures for reducing storm water run-off:
The stormwater management design will implement a combination of greening the
Project Site to provide more pervious area, utilizing green infrastructure, low
impact development techniques, and grey infrastructure to mitigate and retain
stormwater volumes where applicable. Green infrastructure measures in the
sidewalks, landscaped areas, and courtyards may include providing more pervious
cover, open space, rain gardens, bioswales, tree pits, and permeable paving,
among other measures.

D.2 - Extreme Precipitation - Adaptation Strategies
Describe how site and building systems will be adapted to efficiently accommodate future more significant rain events
(e.g. rainwater harvesting, on-site storm water retention, bio swales, green roofs):
The development is using LEED criteria to size systems (a regional priority).
Buildings can accommodate these changes readily most at the upper rooftops, as
these can be designed to phase in greater retainage/water-slowing layers (i.e.
Sempergreen technology) to utilize the storage capacity of this portion of the site. If
needed, additional areas onsite can be redesigned at a later date to retain
stormwater.

E – Sea Level Rise and Storms

Under any plausible greenhouse gas emissions scenario, the sea level in Boston will continue to rise throughout the century.
This will increase the number of buildings in Boston susceptible to coastal flooding and the likely frequency of flooding for
those already in the floodplain.

Is any portion of the site in a FEMA Special Flood Yes What Zone: AE
Hazard Area?
What is the current FEMA SFHA Zone Base Flood Elevation for the site (Ft BCB)? 11

Is any portion of the site in the BPDA Sea Level Rise Flood Yes
Hazard Area (see SLR-FHA online map)?


If you answered YES to either of the above questions, please complete the following questions.
Otherwise you have completed the questionnaire; thank you!

E.1 – Sea Level Rise and Storms – Design Conditions
Proposed projects should identify immediate and future adaptation strategies for managing the flooding scenario
represented by the Sea Level Rise Flood Hazard Area (SLR-FHA), which includes 3.2’ of sea level rise above 2013 tide levels,
an additional 2.5” to account for subsidence, and the 1% Annual Chance Flood. After using the SLR-FHA to identify a
project’s Sea Level Rise Base Flood Elevation, proponents should calculate the Sea Level Rise Design Flood Elevation by
adding 12” of freeboard for buildings, and 24” of freeboard for critical facilities and infrastructure and any ground floor
residential units.

What is the Sea Level Rise - 19.5
Base Flood Elevation for the
site (Ft BCB)?
What is the Sea Level Rise - 21.5 First Floor Elevation (Ft BCB): 21.5
Design Flood Elevation for the
site (Ft BCB)?
What are the Site Elevations at 19.5-21.5 What is the Accessible Route Elevation 19.5-21.5
Building (Ft BCB)? (Ft BCB)?
Describe site design strategies for adapting to sea level rise including building access during flood events, elevated site
areas, hard and soft barriers, wave / velocity breaks, storm water systems, utility services, etc.:
The Project’s site wide resiliency strategy as it relates to sea level rise is described in
Section 5.4.2 of the PNF.
Describe how the proposed Building Design Flood Elevation will be achieved including dry / wet flood proofing, critical
systems protection, utility service protection, temporary flood barriers, waste and drain water back flow prevention, etc.:
While ground floors and building entries/lobbies will be protected at 21.5-BCB, an added
precaution will be to wet flood proof all ground floors. Critical infrastructure, program and
systems will not be located at grade or within basements – always elevated. Temporary
flood barriers will be utilized where necessary. Waste and drain water back flow prevention
will be mandated.
Describe how occupants might shelter in place during a flooding event including any emergency power, water, and waste
water provisions and the expected availability of any such measures:
During storm events, residents will be able to shelter in place, with access to emergency
provisions within the Project. Additional community-focused protocols and procedures
will be explored per the LEED-ND framework. These could include a community notification
system or use of public shared spaces for sheltering of stranded non-residents. Commercial
structures strategies for shelter in place are being explored. Emergency backup will be
required for each building – the source of this is currently anticipated to be diesel.
Describe any strategies that would support rapid recovery after a weather event:


Making of more durable building stock is the best way to recover rapidly. Ground floor
spaces being wet flood proofed means they will come back online quicker after an event,
reducing waste associated with removal and redesign of absorptive materials in lieu of
easy to clean and maintain, durable, and natural hardy materials, such as stone, tile, etc.
should be employed.

E.2 – Sea Level Rise and Storms – Adaptation Strategies
Describe future site design and or infrastructure adaptation strategies for responding to sea level rise including future
elevating of site areas and access routes, barriers, wave / velocity breaks, storm water systems, utility services, etc.:
The main barrier along the eastern boundary can be elevated higher than 21.5-BCB in the
future if need be while retaining its primary function of protecting the development and
linking to other site improvements to the north and south. Buildings along this edge will
use the same strategy – described below – to address the change in elevation and
adaptation while maintaining the parcel’s viability. Stormwater systems can be enhanced
as needed within this protective zone afforded by the elevated slope (also protects
utilities). Lastly, if surge forces are discovered to be focusing on certain areas, it would be
up to the State to build – seemingly feasible – velocity breaks within the harbor.
Describe future building adaptation strategies for raising the Sea Level Rise Design Flood Elevation and further protecting
critical systems, including permanent and temporary measures:
Other than elevating systems, equipment and program, rooftop elements will be fastened
to the roof anticipating greater wind events. If the 21.5-BCB projected ground floor
protection is insufficient, the development is designing the ground floor level to be able to
be raised within the height of the first floor (typically 20’ tall) volume. This will allow the
buildings to adapt and function without becoming stranded assets at grade.

Thank you for completing the Boston Climate Change Checklist!

For questions or comments about this checklist or Climate Change best practices, please contact:
John.Dalzell@boston.gov

Appendix C
Accessibility Checklist
Article 80 | ACCESSIBILTY CHECKLIST – Updated October, 2019
ARTICLE 80 – ACCESSIBILITY CHECKLIST
A Requirement of the Boston Planning & Development Agency (BPDA)

Article 80 Development Review Process
The Mayor’s Commission for Persons with Disabilities works to reduce architectural barriers that impact accessibility in Boston’s built
environment. This Checklist is intended to ensure that accessibility is planned at the beginning of projects, rather than after a design is
completed. It aims to ensure that projects not only meet minimum MAAB/ADA requirements, but that they create a built environment
which provides equitable experiences for all people, regardless of age or ability.
All BPDA Small or Large Project Review, including Institutional Master Plan modifications, must complete this Checklist to provide specific
detail and data on accessibility. An updated Checklist is required if any project plans change significantly.
For more information on compliance requirements, best practices, and creating ideal designs for accessibility throughout Boston's built
environment, proponents are strongly encouraged to meet with Disability Commission staff prior to filing.
Accessibility Analysis Information Sources:

1. Age-Friendly Design Guidelines - Design features that allow residents to Age in Place
https://www.enterprisecommunity.org/download?fid=6623&nid=3496
2. Americans with Disabilities Act – 2010 ADA Standards for Accessible Design
http://www.ada.gov/2010ADAstandards_index.htm
3. Massachusetts Architectural Access Board 521 CMR
http://www.mass.gov/eopss/consumer-prot-and-bus-lic/license-type/aab/aab-rules-and-regulations-pdf.html
4. Massachusetts State Building Code 780 CMR
http://www.mass.gov/eopss/consumer-prot-and-bus-lic/license-type/csl/building-codebbrs.html
5. Massachusetts Office of Disability – Disabled Parking Regulations
http://www.mass.gov/anf/docs/mod/hp-parking-regulations-summary-mod.pdf
6. MBTA Fixed Route Accessible Transit Stations
http://www.mbta.com/riding_the_t/accessible_services/
7. City of Boston – Complete Street Guidelines
http://bostoncompletestreets.org/
8. City of Boston – Mayor’s Commission for Persons with Disabilities
http://www.boston.gov/disability
9. City of Boston – Public Works Sidewalk Reconstruction Policy
http://www.cityofboston.gov/images_documents/sidewalk%20policy%200114_tcm3-41668.pdf
10. City of Boston – Public Improvement Commission Sidewalk Café Policy
http://www.cityofboston.gov/images_documents/Sidewalk_cafes_tcm3-1845.pdf
11. International Symbol of Accessibility (ISA)
https://www.access-board.gov/guidelines-and-standards/buildings-and-sites/about-the-ada-standards/guide-to-the-ada-standards/guidance-on-
the-isa
12. LEED – Pilot Credits for Social Equity and Inclusion
https://www.usgbc.org/articles/social-equity-pilot-credits-added-leed-nd-and-leed-om
Glossary of Terms:
1. Accessible Route – A continuous and unobstructed path of travel that meets or exceeds the dimensional requirements set forth by MAAB 521
CMR: Section 20
2. Accessible Guestrooms – Guestrooms with additional floor space, that meet or exceed the dimensional requirements set forth by MAAB 521
CMR: Section 8.4
3. Age-Friendly – Implementing structures, settings and polices that allow people to age with dignity and respect in their homes and communities
4. Housing – Group 1 Units – Residential Units that contain features which can be modified without structural change to meet the specific functional
needs of an occupant with a disability, per MAAB 521 CMR: Section 9.3
5. Housing – Group 2 Units – Residential units with additional floor space that meet or exceed the dimensional and inclusionary requirements set
forth by MAAB 521 CMR: Section 9.4
6. Ideal Design for Accessibility – Design which meets, as well as exceeds, compliance with AAB/ADA building code requirements
7. Inclusionary Development Policy (IDP) – Program run by the BPDA that preserves access to affordable housing opportunities in the City. For more
information visit: http://www.bostonplans.org/housing/overview
8. Public Improvement Commission (PIC) – The regulatory body in charge of managing the public right of way in Boston. For more information visit:
https://www.boston.gov/pic
9. Social Equity LEED Credit – Pilot LEED credit for projects that engage neighborhood residents and provide community benefits, particularly for
persons with disabilities
10. Visitability – A structure that is designed intentionally with no architectural barriers in its common spaces (entrances, doors openings, hallways,
bathrooms), thereby allowing persons with disabilities who have functional limitations to visit
1
Today’s Date: Your Name and Title:
1. Project Information:
If this is a multi-phased or multi-building project, fill out a separate Checklist for each phase/building.
Project Name: Dorchester Bay City
Project Address(es): 200 Mt Vernon Street & 2 Morrissey Boulevard
Total Number of Phases/Buildings: 17 buildings, likely to be built out over a period of 10-15 years
Primary Contact: Kevin Galvin

(Name / Title / Company / Email / Phone):
Owner / Developer: Bayside Property Owner, LLC and Morrissey Property Owner (together the
Proponent) for which Accordia Partners LLC is acting as the developer
Civil Engineer: Nitsch Engineers
Landscape Architect: Olin Studio
Code Consultant: NA
Accessibility Consultant (If you have one): NA
What stage is the project on the date this SPRA / PNF / Expanded Draft / Final Project BPDA Board Approved or
checklist is being filled out? PNF Submitted Impact Report Submitted other: __________
2. Building Classification and Description:

This section identifies preliminary construction information about the project including size and uses.
What are the dimensions of the project? See below:
Site Area: Bayside Site 868,705 SF Building Area: Bayside Site 3,532,000
2 Morrissey Site – GSF
592,918 SF 2 Morrissey Site –
2,424,000 GSF
First Floor Elevation: 21.5’ Any below-grade space Yes / No
What is the construction classification? New Construction Renovation Addition Change of Use
Do you anticipate filing any variances with the MAAB (Massachusetts NO

Architectural Access Board) due to non-compliance with 521 CMR?
If yes, is the reason for your MAAB variance: (1) technical infeasibility, OR (1) OR (2)
(2) excessive and unreasonable cost without substantial benefit for
persons with disabilities? Have you met with an accessibility consultant or
Disability Commission to try to achieve compliance rather than applying
for a variance? Explain:
2
What are principal building uses? (using Residential – One - Three Residential - Multi- Institutional Educational
IBC definitions, select all appropriate that Unit unit, Four+
apply):
Business Mercantile Factory Hospitality
Laboratory / Medical Storage, Utility and Other:

Other
List street-level uses of the building: Retail/restaurant, residential and office lobbies
3. Accessibility of Existing Infrastructure:

This section explores the proximity to accessible transit lines and institutions. Identify how the area surrounding the
development is accessible for people with mobility impairments, and analyze the existing condition of the accessible
routes to these sites through sidewalk and pedestrian ramp reports.
Provide a description of the neighborhood The Project Site consists of two parcels of land in the Dorchester neighborhood of
where this development is located and its Boston separated by Mount Vernon Street, a City of Boston public street. The first
identifying topographical characteristics: parcel, the Bayside Site, is a 19.943 acre (approximately 868,703 square foot) parcel of
land bounded by the Massachusetts Department of Conservation and Recreation (DCR)
Dorchester Shores Reservation to the east; the Harbor Point Apartments to the south;
Mount Vernon Street to the west; and property of a Boston Teachers Union affiliate
and a portion of the Dorchester Shores Reservation to the north. The Bayside Site is
owned by the University of Massachusetts Building Authority (UMBA). The Bayside Site
formerly housed the Bayside Expo Center, is vacant, and is currently used by the
University of Massachusetts at Boston (UMass Boston) for surface parking.
The second part of the Project Site, the 2 Morrissey Site, is a 13.611 acre
(approximately 592,918 square foot) parcel of land with an approximately 425,000
square foot building thereon, together with approximately 900 parking spaces. The 2
Morrissey Site is bounded by Mount Vernon Street to the northeast, Boston College
High School to the south, Morrissey Boulevard to the west, and land owned by the
Roman Catholic Archbishop of Boston and the City of Boston (McCormick Middle
School) to the east. The 2 Morrissey Site is currently leased to Santander Bank, N.A.
and is used for office, banking and related uses, as well as accessory parking.
List the surrounding accessible MBTA transit The site is within a 10- minute walk to the JFK/UMass MBTA station, which is served by
lines and their proximity to development the MBTA Red Line, Commuter Rail and local bus routes, as well as private buses.
site, including commuter rail, subway
stations, and bus stops:
List surrounding institutions and their UMass Boston, Boston College High School and the John W McCormack Middle School
proximity: hospitals, public housing, elderly are all in close proximity to the Project Site.
and disabled housing, educational facilities,
others:
3
List surrounding government buildings and The JFK Presidential Library and the Edward M Kennedy Institute for the United States
their proximity: libraries, community centers, Senate and the Massachusetts Archives & Commonwealth Museum are located on the
recreational facilities, and related facilities: Columbia Point peninsula
4. Surrounding Site Conditions – Existing:

This section identifies current condition of the sidewalks and pedestrian ramps at the development site.
Is the development site within a formally NO

recognized historic district? If yes, which
one?
Are there existing sidewalks and pedestrian NO

ramps at the development site? If yes, list
the existing sidewalk and pedestrian ramp The Bayside Site formerly housed the Bayside Expo Center, is vacant, and is currently
slopes, dimensions, materials, and physical used by the University of Massachusetts at Boston (UMass Boston) for surface parking.
condition: The 2 Morrissey site currently includes a 425,000 sf building occupied by Santander
Bank.
Are the sidewalks and pedestrian ramps NO

existing-to-remain? If yes, have they been
verified as ADA/MAAB compliant (with New sidewalks will be included throughout the Project – all will be compliant with
yellow composite detectable warnings, cast ADA/MAAB
in concrete)? If yes, provide description and
photos. If no, explain plans for compliance:
5. Surrounding Site Conditions – Proposed

This section identifies the proposed condition of the sidewalks and pedestrian ramps around the development site.
Ideal sidewalk width contributes to lively pedestrian activity, allowing people to walk side by side and pass each other
comfortably walking alone, in pairs, or using a wheelchair or walker.
Are the proposed sidewalks consistent with YES

Boston Complete Streets? If yes, choose
which Street Type was applied: Downtown There will be a mix of Street Types throughout the development – all will be consistent
Commercial, Downtown Mixed-use, with the intent of Boston Complete Streets.
Neighborhood Main, Connector, Residential,
Industrial, Shared Street, Parkway, or
Boulevard. Explain:
What are the total dimensions and slopes of Frontage: TBD

the proposed sidewalks? List the widths of
each proposed zone: Frontage, Pedestrian Pedestrian: TBD
and Furnishing Zone:
Furnishing: TBD
List the proposed materials for each Zone. Frontage: TBD

Will the proposed materials be on private
property or will the proposed materials be on Pedestrian: TBD
the City of Boston pedestrian right-of-way?
4
Furnishing: TBD
Will sidewalk cafes or other furnishings be YES

programmed for the pedestrian right-of-
way? If yes, what are the proposed Sidewalk cafes and other furnishing will be programmed to create a vibrant
dimensions of the sidewalk café or neighborhood. Dimensions for sidewalks will be developed later on in the design
furnishings and what will the remaining right- process.
of-way clearance be?
If the pedestrian right-of-way is on private This has not yet been determined.
property, will the proponent seek a
pedestrian easement with the Public
Improvement Commission (PIC)?
Will any portion of this project be going This has not yet been determined
through the Public Improvement Commission
(PIC)? If yes, identify PIC actions and provide
details:
6. Building Entrances, Vertical Connections, Accessible Routes, and Common Areas:

The primary objective in ideal accessible design is to build smooth, level, continuous routes and vertical connections
that are integrated with standard routes, not relocated to alternate areas. This creates universal access to all
entrances and spaces, and creates equity for persons of all ages and abilities by allowing for “aging in place” and
“visitability” (visiting neighbors).
Are all of the building entrances accessible? YES

Describe the accessibility of each building
entrance: flush condition, stairs, ramp, lift,
elevator, or other. If all of the building All building entrances will be fully accessible with flush thresholds.
entrances are not accessible, explain:
Are all building entrances well-marked with YES

signage, lighting, and protection from
weather?
Are all vertical connections located within YES

the site (interior and exterior) integrated and
accessible? Describe each vertical connection All buildings will have elevator service to provide accessible access to all portions and
(interior and exterior): stairs, ramp, lift, levels of the project.
elevator, or other. If all the vertical
connections are not integrated and
accessible, explain:
Are all common spaces in the development YES

located on an accessible route? Describe:
All common spaces will be on accessible routes
5
Are all of the common spaces accessible for YES

persons with mobility impairments?
(Examples: community rooms, laundry areas, All common spaces will be accessible
outdoor spaces, garages, decks/roof decks):
What built-in features are provided in This has not yet been determined.
common public spaces? (Examples: built-in
furnishings such as tables, seating;
countertop heights, outdoor grills and
benches). Are these accessible? Do benches
and seats have armrests? Describe:
If this project is subject to Large Project This has not yet been determined.
Review/Institutional Master Plan, describe
the accessible routes way-finding / signage
package:
7. Accessible Housing Units (If applicable) – Residential Group 1, Group 2, and Hospitality Guestrooms
In order to create accessible housing and hospitality rooms, this section addresses the number of accessible units that
are proposed for barrier-free housing and hotel rooms in this development.
What is the total number of proposed Approximately 1,740 units are proposed for the Project.
housing units or hotel rooms for this
development?
If a residential development, how many This has not yet been determined.
units are for sale? How many are for rent?
What is the breakdown of market value units
vs. IDP (Inclusionary Development Policy)
units?
If a residential development, will all units be YES

constructed as MAAB Group 1* units, which
have blocking and other built-in
infrastructure that makes them adaptable for
access modifications in the future? (*this is
required in all new construction):
If a residential development, how many A minimum of 5% of the units will meet Group 2 requirements.
fully built-out ADA (MAAB Group 2) units will
there be? (requirement is 5%):
If a residential development, how many A minimum of 2% of the units will be ADA/MAAB sensory units
units will be built-out as ADA/MAAB sensory
units? (requirement is 2%):
6
If a residential development, how many of This has not yet been determined.
the fully built-out ADA (MAAB Group 2) units
will also be IDP units? If none, explain:
If a hospitality development, how many of

the accessible units will feature a wheel-in
shower? Will accessibility features and
equipment be built in or provided (built-in
bench, tub seat, etc.)? If yes, provide details
and location of equipment:
Do the proposed housing and hotel units that NO

are standard, non-ADA units (MAAB Group 1)
have any architectural barriers that would
prevent entry or use of the space by persons
with mobility impairments? (Example: stairs
or thresholds within units, step up to
balcony, etc.). If yes, explain:
8. Accessible Parking:
See Massachusetts Architectural Access Board Rules and Regulations 521 CMR Section 23.00 regarding accessible
parking requirements and the Massachusetts Office of Disability Disabled Parking Regulations.
What is the total number of parking spaces Approximately 2,650 parking spaces are proposed for the project. All will be located in
provided at the development site? Will these structured parking garages or below grade parking garages. No mechanical stackers
be in a parking lot or garage? Will they be are currently planned.
mechanically stacked? Explain:
How many of these parking spaces will be Accessible parking spaces will be provided as required by MAAB
designated as Accessible Parking Spaces?
How many will be “Van Accessible” spaces
with an 8 foot access aisle? Describe:
Will visitor parking be provided? If yes, This has not yet been determined.
where will the accessible visitor parking be
located?
Has a drop-off area been identified? If yes, This has not yet been determined.
where is it located, and is it wheelchair
accessible?
9. Community Impact:
Accessibility and inclusion extend past required compliance with building codes to providing an overall development
that allows full and equal participation of persons with disabilities and older adults.
Has the proponent looked into either of the The Proponent will review these credits as the design progresses in the next phase
two new LEED Credit Pilots for (1) Inclusion,
7
or (2) Social Equity – with a proposal that

could increase inclusion of persons with
disabilities? If yes, describe:
These new LEED Pilot Credits may be YES NO

awarded for filling out this checklist and
evaluating ways to add features to your
design that will increase equity for persons
with disabilities. Have you looked at this list
to assess the feasibility of adding any of
these features?
Is this project providing funding or This has not yet been determined.
improvements to the surrounding
neighborhood or to adjacent MBTA Station
infrastructure? (Examples: adding street
trees, building or refurbishing parks, adding
an additional MBTA elevator or funding other
accessibility improvements or other
community initiatives)? If yes, describe:
Will any public transportation infrastructure NO

be affected by this development, during
and/or post-construction (Examples: are any
bus stops being removed or relocated)? If
yes, has the proponent coordinated with the
MBTA for mitigation? Explain:
During construction, will any on-street Unknown at this time

accessible parking spaces be impacted
(during and/or post-construction)? If yes,
what is the plan for relocating the spaces?
Has the proponent reviewed these plans with NO

the City of Boston Disability Commission
Architectural Access staff? If no, will you be The Proponent will meet with staff during the next phase of the Project.
setting up a meeting before filing?
10. Attachments
Include a list of all documents you are submitting with this Checklist – drawings, diagrams, photos, or any other
materials that describe the accessible and inclusive elements of this project.
Provide a diagram of the accessible routes to and from the accessible parking lot/garage and drop-off areas to the development entry
locations, including route distances. Diagrams will be provided in subsequent filing
Provide a diagram of the accessible route connections through the site, including distances. Diagrams will be provided in
subsequent filing
8
Provide a diagram the accessible route to any roof decks or outdoor space (if applicable). Diagrams will be provided in subsequent
filing
Provide a plan and diagram of the accessible Group 2 units, including locations and route from accessible entry. Diagrams will be
provided in subsequent filing
Provide any additional drawings, diagrams, photos, or any other material that describes the inclusive and accessible elements of this
project.
•
•
•
•
This completes the Article 80 Accessibility Checklist required for your project. Prior to and during the review process, Commission staff are
able to provide technical assistance and design review, in order to ensure that all buildings, sidewalks, parks, and open spaces are
welcoming and usable to Boston's diverse residents and visitors, including those with physical, sensory, and other disabilities.
For questions about this checklist, or for more information on best practices for improving accessibility and inclusion, visit
www.boston.gov/disability, or contact our Architectural Access staff at:
ADA@boston.gov | patricia.mendez@boston.gov | sarah.leung@boston.gov |

617-635-3682 (phone)  617-635-2726 (fax)  617-635-2541 (tty)
The Mayor’s Commission for Persons with Disabilities

Boston City Hall, One City Hall Square, Room 967, Boston MA 02201
Updated: October, 2019

2020-09-23 - Project Notification Form (PNF) - Dorchester Bay City PDF

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PROJECT NOTIFICATION FORM

Dorchester Bay City

September 23, 2020

Dorchester Bay City

September 23, 2020

1.0 PROJECT DESCRIPTION 1-1

2.0 REGULATORY CONTEXT AND GENERAL INFORMATION 2-1

5530/Dorchester Bay City i Table of Contents

3.0 TRANSPORTATION 3-1

4.0 ENVIRONMENTAL REVIEW COMPONENT 4-1

5530/Dorchester Bay City ii Table of Contents

4.11 Noise Impacts 4-7

5.0 SUSTAINABLE DESIGN AND CLIMATE CHANGE RESILIENCE 5-1

6.0 HISTORIC AND ARCHAEOLOGICAL RESOURCES 6-1

7.0 INFRASTRUCTURE 7-1

5530/Dorchester Bay City iii Table of Contents

7.3 Storm Drainage System 7-13

8.0 COORDINATION WITH OTHER GOVERNMENTAL AGENCIES 8-1

Appendix A Site Surveys

Figure 1-1 Project View-North 1-2

5530/Dorchester Bay City iv Table of Contents

Figure 1-16 Pedestrian Routes Diagram 1-29

Figure 3-1 Site Area Plan 3-3

Figure 4-1 Chapter 91 Tidelands 4-2

Figure 5-1 Resilient Approach 5-6

Figure 6-1 Historic Resources 6-2

Figure 7-1 Existing Sewer System – Bayside Site 7-3

5530/Dorchester Bay City v Table of Contents

Table 1-1 Uses and Approximate Dimensions 1-12

Table 2-1 Anticipated Permits and Approvals 2-1

Table 3-1 Project Program Summary 3-4

Table 7-1 Proposed Sewage Generation Bayside 7-2

5530/Dorchester Bay City vi Table of Contents

5530/Dorchester Bay City 1-1 Project Description

5530/Dorchester Bay City 1-5 Project Description

1.2.1 Project Site

1.2.2 Existing Conditions and Uses of the Project Site

5530/Dorchester Bay City 1-6 Project Description

Old Harbor Street

nk in Mar ine Road

DCR: Dorchester Shore

Dorchester Bay City Boston, Massachusetts Figure 1-4

1.3 Project Overview

5530/Dorchester Bay City 1-8 Project Description

View of Bayside site looking West

Dorchester Bay City Boston, Massachusetts Figure 1-5

Aerial view of 2 Morrissey Site along Mount Vernon St.

Dorchester Bay City Boston, Massachusetts Figure 1-6

Retail/Restaurant Residential Office /

5530/Dorchester Bay City 1-12 Project Description

1.4 Consideration of Area Planning Efforts

Columbia Point Master Plan

5530/Dorchester Bay City 1-13 Project Description

Moakley Park Vision Plan

5530/Dorchester Bay City 1-14 Project Description

Project Site Boundaries

Update with Santander site also

Resiliency Network (Boston Harbor Vision)

Imagine Boston 2030

UMass Boston Campus Master Plan

5530/Dorchester Bay City 1-16 Project Description

Mt. Vernon Street Redesign

Morrissey Boulevard Improvements