Updating globe light fixtures
Updating globe light fixtures
The Central Artery/Tunnel Project (CA/T), known unofficially as the Big Dig, was a megaproject in Boston that rerouted the Central Artery of Interstate 93, the chief highway through the heart of the city, into the 3.5-mile (5.6 km) Thomas P. Zakim Bunker Hill Memorial Bridge over the Charles River, and the Rose Kennedy Greenway in the space vacated by the previous I-93 elevated roadway.
Construction of the extension beyond Lechmere has begun.As early as 1930, the city's Planning Board recommended a raised express highway running north-south through the downtown district, in order to draw traffic off the city streets.Commissioner of Public Works William Callahan promoted plans for an elevated expressway, which eventually was constructed between the downtown area and the waterfront.Another important motivation for the final form of the Big Dig was the abandonment of the Massachusetts Department of Public Works' intended expressway system through and around Boston. DPW's Master Plan of 1948, was originally planned to be the downtown Boston stretch of Interstate 95, and was signed as such; a bypass road called the Inner Belt, was subsequently renamed Interstate 695.(The law establishing the Interstate highway system was enacted in 1956.) The Inner Belt District was to pass to the west of the downtown core, through the neighborhood of Roxbury and the cities of Brookline, Cambridge, and Somerville.Boston's Logan Airport lies across Boston Harbor in East Boston, and before the Big Dig the only access from downtown was through the paired Callahan and Sumner tunnels.
Traffic on the major highways from west of Boston—the Massachusetts Turnpike and Storrow Drive—mostly traveled on portions of the Central Artery to reach these tunnels.By 1972, with only a minimum of work done on the I-95 right of way and none on the potentially massively disruptive Inner Belt, Governor Francis Sargent put a moratorium on highway construction within the MA-128 corridor, except for the final short stretch of Interstate 93.In 1974, the remainder of the Master Plan was canceled, leaving Boston with a severely overstressed expressway system for the existing traffic.There was chronic congestion on the Central Artery (I-93), an elevated six-lane highway through the center of downtown Boston, which was, in the words of Pete Sigmund, "like a funnel full of slowly-moving, or stopped, cars (and swearing motorists)." In 1959, the 1.5-mile-long (2.4 km) road section carried approximately 75,000 vehicles a day, but by the 1990s, this had grown to 190,000 vehicles a day. The expressway had tight turns, an excessive number of entrances and exits, entrance ramps without merge lanes, and as the decades passed, had continually escalating vehicular traffic that was well beyond its design capacity.Local businesses again wanted relief, and city leaders sought a reuniting of the waterfront with the city, and nearby residents desired removal of the matte green-painted elevated road, which mayor Thomas Menino called Boston's "other Green Monster".Business leaders were more concerned about access to Logan Airport, and pushed instead for a third harbor tunnel.