This volume has been designed to complement a second guidebook in the Buildings of the United States series that will focus on the buildings of Massachusetts from Cape Cod to the Berkshires.

The evolution of the Boston metropolitan area, from country villages and streetcar suburbs to exurban sprawl and “smart growth.” Boston's metropolitan landscape has been two hundred years in the making. From its proto-suburban village centers of 1800 to its far-flung, automobile-centric exurbs of today, Boston has been a national pacesetter for suburbanization. In The Hub's Metropolis, James O'Connell charts the evolution of Boston's suburban development. The city of Boston is compact and consolidated—famously, “the Hub.” Greater Boston, however, stretches over 1,736 square miles and ranks as the world's sixth largest metropolitan area. Boston suburbs began to develop after 1820, when wealthy city dwellers built country estates that were just a short carriage ride away from their homes in the city. Then, as transportation became more efficient and affordable, the map of the suburbs expanded. The Metropolitan Park Commission's park-and-parkway system, developed in the 1890s, created a template for suburbanization that represents the country's first example of regional planning. O'Connell identifies nine layers of Boston's suburban development, each of which has left its imprint on the landscape: traditional villages; country retreats; railroad suburbs; streetcar suburbs (the first electric streetcar boulevard, Beacon Street in Brookline, was designed by Frederic Law Olmsted); parkway suburbs, which emphasized public greenspace but also encouraged commuting by automobile; mill towns, with housing for workers; upscale and middle-class suburbs accessible by outer-belt highways like Route 128; exurban, McMansion-dotted sprawl; and smart growth. Still a pacesetter, Greater Boston has pioneered antisprawl initiatives that encourage compact, mixed-use development in existing neighborhoods near railroad and transit stations. O'Connell reminds us that these nine layers of suburban infrastructure are still woven into the fabric of the metropolis. Each chapter suggests sites to visit, from Waltham country estates to Cambridge triple-deckers.

During World War II, many European government authorities and planners believed that the damage caused by bombing constituted a great opportunity to transform their cities. Even as the fighting continued, a great many plans were drawn up, and this has been the subject of much scholarship. However, what is often overlooked is wartime planning in cities not damaged in the war. United States cities were not bombed, but in Boston, one of its leading cities, the last years of the war brought a major effort to encourage both new plans to modernize the city and also means of implementing those plans. The wartime initiative to transform Boston had several sources. Both the Great Depression and the war had led to major measures by the federal government to try to deal with fiscal challenges and the need for new housing for the many people who relocated during the war because of the creation of new industries to help the war effort. Boston hoped it could benefit from these measures. Moreover, in the late 1930s, Harvard University had become a key residence for figures important in modernist planning, including Joseph Hudnut, Walter Gropius and Martin Wagner. These factors combined in 1944 to inspire what was called The Boston Contest. Its goal was to suggest solutions to many problems found in the metropolitan area. These issues included commercial and industrial developments, housing, transportation, education, recreation, welfare, urban finances, metropolitan government, and citizen participation in solving problems. This book, published in 1945 contains the top 3 prize winning entries and excerpts from 9 of the other nearly 100 entries. It gives a fascinating insight into the developing ideas of urban planning in the United States at a critical juncture.