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1991–2007 megaproject in Boston, MA, US

The Fundamental Avenue/Tunnel Project
Logo of the Big Dig

Metropolitan Highway Organization
Overview
Other proper noun(southward) The Big Dig
Location Boston
Coordinates 42°21′43″N 71°03′twenty″W  /  42.36197°Due north 71.05562°Due west  / 42.36197; -71.05562 Coordinates: 42°21′43″N 71°03′20″West  /  42.36197°Due north 71.05562°West  / 42.36197; -71.05562
Route I-ninety / I-93
Operation
Work begun 1982
Constructed 1991–2007[i]
Opened 2003
Traffic Automotive

Boston'southward highway arrangement earlier and after the Key Artery/Tunnel Project

The Cardinal Avenue/Tunnel Project (CA/T), unremarkably known as the Large Dig, was a megaproject in Boston that rerouted the Central Avenue of Interstate 93 (I-93), the main highway through the center of the city, into the i.5-mile (2.4 km) tunnel named the Thomas P. O'Neill Jr. Tunnel. The projection also included the construction of the Ted Williams Tunnel (extending I-xc to Logan International Airport), the Leonard P. Zakim Bunker Colina Memorial Bridge over the Charles River, and the Rose Kennedy Greenway in the space vacated by the previous I-93 elevated roadway. Initially, the plan was besides to include a rails connection between Boston'south ii major train terminals. Planning began in 1982; the structure work was carried out betwixt 1991 and 2006; and the project ended on December 31, 2007, when the partnership betwixt the program managing director and the Massachusetts Turnpike Say-so ended.[1]

The Big Dig was the almost expensive highway project in the US, and was plagued past cost overruns, delays, leaks, pattern flaws, charges of poor execution and use of substandard materials, criminal arrests,[two] [iii] and the decease of one motorist.[4] The project was originally scheduled to be completed in 1998[5] at an estimated cost of $2.eight billion (in 1982 dollars, U.s.a.$vii.4 billion adjusted for inflation as of 2020[update]).[half dozen] However, the projection was completed in Dec 2007 at a price of over $8.08 billion (in 1982 dollars, $21.5 billion adjusted for aggrandizement, significant a cost overrun of about 190%)[6] as of 2020[update].[7] The Boston World estimated that the project will ultimately cost $22 billion, including interest, and that it would not be paid off until 2038.[eight] As a result of a expiry, leaks, and other pattern flaws, Bechtel and Parsons Brinckerhoff—the consortium that oversaw the project—agreed to pay $407 million in restitution and several smaller companies agreed to pay a combined sum of approximately $51 one thousand thousand.[9]

The Rose Fitzgerald Kennedy Greenway is a roughly 1.5-mile-long (2.4 km)[10] series of parks and public spaces, which were the last part of the Large Dig after Interstate 93 was put underground. The Greenway was named in honor of Kennedy family matriarch Rose Fitzgerald Kennedy, and was officially defended on July 26, 2004.

Origin [edit]

Traffic on the old, elevated Primal Avenue at mid-day in 2003

This projection was developed in response to traffic congestion on Boston's historically tangled streets which were laid out centuries earlier the advent of the automobile. As early as 1930 the city's Planning Board recommended a raised express highway running north–south through the downtown district in lodge to draw through traffic off the city streets.[11] Commissioner of Public Works William Callahan promoted plans for the Central Artery, an elevated expressway which somewhen was constructed between the downtown surface area and the waterfront. Governor John Volpe interceded in the 1950s to alter the design of the concluding department of the Central Artery, putting it underground through the Dewey Foursquare Tunnel. While traffic moved somewhat ameliorate, the other problems remained. In that location was chronic congestion on the Central Artery (I-93), the elevated six-lane highway through the center of downtown Boston, which was, in the words of Pete Sigmund, "like a funnel total of slowly-moving, or stopped, cars (and swearing motorists)."[12] 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 solar day. Traffic jams of 16 hours were predicted for 2010.[13]

The expressway had tight turns, an excessive number of entrances and exits, archway ramps without merge lanes, and every bit the decades passed and other planned expressways were cancelled, continually escalating vehicular traffic that was well beyond its design capacity. Local businesses again wanted relief, 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 chosen Boston's "other Green Monster" (as an unfavorable comparison to Fenway Park's famed left-field wall).[xiv] MIT engineers Bill Reynolds and (eventual state Secretary of Transportation) Frederick P. Salvucci envisioned moving the whole pike secret.[15] [xvi]

Cancellation of the Inner Belt project [edit]

Zakim Bunker Hill Span over the Charles River under construction, looking n. The former elevated Primal Avenue crossing is to the right.

Another of import motivation for the final class of the Big Dig was the abandonment of the Massachusetts Department of Public Works' intended expressway system through and effectually Boston. The Central Artery, as part of Mass. DPW'south Master Program of 1948, was originally planned to be the downtown Boston stretch of Interstate 95, and was signed every bit such; a featherbed route called the Inner Chugalug, was subsequently renamed Interstate 695. (The law establishing the Interstate highway system was enacted in 1956.) The Inner Belt Commune was to laissez passer to the w of the downtown core, through the neighborhood of Roxbury and the cities of Brookline, Cambridge, and Somerville. Before controversies over impact of the Boston extension of the Massachusetts Turnpike, particularly on the heavily populated neighborhood of Brighton, and the additional big amount of housing that would have had to exist destroyed led to massive customs opposition to both the Inner Belt and the Boston department of I-95.[17]

By 1970, building sabotage and land clearances for had been completed along the I-95 correct of mode through the neighborhoods of Roxbury, Jamaica Apparently, the South Terminate and Roslindale, which led to secession threats by Hyde Park, Boston's youngest and southernmost neighborhood (which I-95 was also slated to become through). By 1972, with relatively little work washed on the Southwest Corridor portion of I-95 and none on the potentially massively disruptive Inner Chugalug, Governor Francis Sargent put a moratorium on highway structure within the Route 128 corridor, except for the final short stretch of Interstate 93. In 1974, the remainder of the Master Programme was canceled.

With ever-increasing traffic volumes funneled onto I-93 lonely, the Cardinal Avenue became chronically gridlocked. The Sargent moratorium led to the rerouting of I-95 abroad from Boston effectually the Road 128 beltway and the conversion of the cleared land in the southern part of the city into the Southwest Corridor linear park, too as a new right-of-manner for the Orange Line subway and Amtrak.[18] Parts of the planned I-695 correct-of-way remain unused and nether consideration for hereafter mass-transit projects.

The original 1948 Primary Programme included a 3rd Harbor Tunnel program that was hugely controversial in its own right, because it would have disrupted the Maverick Square expanse of Eastward Boston. It was never built.[xix]

Mixing of traffic [edit]

A major reason for the all-day congestion was that the Central Artery carried not only north–southward traffic, but information technology as well carried e–due west traffic. Boston'southward Logan Aerodrome lies across Boston Harbor in Due east Boston; and before the Big Dig, the only access to the drome 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—generally traveled on portions of the Fundamental Artery to attain these tunnels. Getting between the Key Artery and the tunnels involved short diversions onto city streets, increasing local congestion.

Mass transit [edit]

A number of public transportation projects were included every bit part of an environmental mitigation for the Large Dig. The well-nigh expensive was the building of the Phase 2 Silver Line tunnel under Fort Point Channel, done in coordination with Big Dig construction. Argent Line buses at present use this tunnel and the Ted Williams Tunnel to link Southward Station and Logan Airport.

As of 2021[update], promised projects to extend the Green Line beyond Lechmere, to connect the Red and Bluish subway lines, and to restore the Light-green Line streetcar service to the Arborway in Jamaica Plain have not been completed. Construction of the extension beyond Lechmere has begun.[twenty] The Red and Blue subway line connectedness underwent initial design,[21] but no funding has been designated for the projection. The Arborway Line restoration has been abandoned, following a final court decision in 2011.[22]

The original Big Dig program also included the North-Due south Runway Link, which would have connected N and Due south Stations (the major passenger train stations in Boston), merely this attribute of the project was ultimately dropped by the state transportation administration early in the Dukakis assistants. Negotiations with the federal government had led to an agreement to widen some of the lanes in the new harbor tunnel, and accommodating these would require the tunnel to be deeper and mechanically-vented; this left no room for the rail lines, and having diesel trains (then in utilize) passing through the tunnel would have substantially increased the cost of the ventilation organization.[23]

Early planning [edit]

The project was conceived in the 1970s by the Boston Transportation Planning Review to supervene upon the rusting elevated six-lane Key Artery. The pike separated downtown from the waterfront, and was increasingly choked with bumper-to-bumper traffic. Business leaders were more concerned virtually access to Logan Airport, and pushed instead for a third harbor tunnel. In their 2nd terms, Michael Dukakis (governor) and Fred Salvucci (secretary of transportation) came upwardly with the strategy of tying the two projects together—thereby combining the projection that the business community supported with the projection that they and the City of Boston supported.[ citation needed ]

Planning for the Large Dig equally a project officially began in 1982, with environmental impact studies starting in 1983. After years of extensive lobbying for federal dollars, a 1987 public works bill appropriating funding for the Large Dig was passed by the The states Congress, simply information technology was vetoed by President Ronald Reagan for being too expensive. When Congress overrode the veto, the project had its dark-green light and basis was starting time broken in 1991.[24]

In 1997, the state legislature created the Metropolitan Highway Arrangement and transferred responsibility for the Central Avenue and Tunnel "CA/T" Project from the Massachusetts Highway Section and the Massachusetts Governor'due south Office to the Massachusetts Turnpike Potency (MTA).[25] [26] The MTA, which had little feel in managing an undertaking of the scope and magnitude of the CA/T Projection, hired a joint venture to provide preliminary designs, manage design consultants and construction contractors, track the project'south price and schedule, suggest MTA on project decisions, and (in some instances) act as the MTA's representative. Eventually, MTA combined some of its employees with joint venture employees in an integrated project organization. This was intended to make management more efficient, merely information technology hindered MTA's ability to independently oversee project activities because MTA and the joint venture had effectively become partners in the project.[27]

Obstacles [edit]

In add-on to political and financial difficulties, the project received resistance from residents of Boston's historic North End, who in the 1950s had seen 20% of the neighborhood'south businesses displaced past development of the Primal Artery. In 1993, the North End Waterfront Central Artery Committee (NEWCAC) created, co-founded by Nancy Caruso, representing residents, businesses, and institutions in the North Stop and Waterfront neighborhoods of Boston. The NEWCAC Committee's goal included lessening the impact of the Central Artery/Tunnel Project on the community; representing the neighborhoods to government agencies; keeping the community informed; developing a list of priorities of immediate neighborhood concerns; and promoting responsible and appropriate development of the post-structure artery corridor in the North End and Waterfront neighborhoods.

The political, fiscal and residential obstacles were magnified when several ecology and engineering obstacles occurred. The downtown expanse through which the tunnels were to exist dug was largely country fill, and included existing Scarlet Line and Blue Line subway tunnels also equally innumerable pipes and utility lines that would have to be replaced or moved. Tunnel workers encountered many unexpected geological and archaeological barriers, ranging from glacial debris to foundations of buried houses and a number of sunken ships lying within the reclaimed land.

The project received approving from state environmental agencies in 1991, later satisfying concerns including release of toxins by the digging and the possibility of disrupting the homes of millions of rats, causing them to roam the streets of Boston in search of new housing. By the fourth dimension the federal environmental clearances were delivered in 1994,[28] the procedure had taken some seven years, during which time inflation profoundly increased the project's original cost estimates.[29]

Reworking such a busy corridor without seriously restricting traffic menstruum required a number of state-of-the-art construction techniques. Because the onetime elevated highway (which remained in operation throughout the construction process) rested on pylons located throughout the designated dig area, engineers first utilized slurry wall techniques to create 120-pes-deep (37 thousand) physical walls upon which the highway could rest. These concrete walls as well stabilized the sides of the site, preventing cave-ins during the continued excavation process.

The multi-lane Interstate highway also had to pass under South Station's seven railway tracks, which carried over 40,000 commuters and 400 trains per day. To avert multiple relocations of train lines while the tunneling avant-garde, equally had been initially planned, a specially designed jack was synthetic to back up the ground and tracks to allow the excavation to have place below. Structure crews also used footing freezing (an artificial consecration of permafrost) to help stabilize surrounding footing every bit they excavated the tunnel. This was the largest tunneling project undertaken beneath railway lines anywhere in the earth. The footing freezing enabled safer, more efficient excavation, and as well assisted in environmental issues, as less contaminated fill needed to be exported than if a traditional cut-and-cover method had been practical.[30]

Other challenges included existing subway tunnels crossing the path of the underground highway. To build slurry walls by these tunnels, it was necessary to dig beneath the tunnels and to build an undercover physical bridge to support the tunnels' weight, without interrupting rail service.

Construction phase [edit]

Structure sites of the "Big Dig"

The project was managed by the Massachusetts Turnpike Authority, with the Big Dig and the Turnpike'due south Boston Extension from the 1960s being financially and legally joined by the legislature as the Metropolitan Highway System.[31] Design and construction was supervised past a joint venture of Bechtel Corporation and Parsons Brinckerhoff. Because of the enormous size of the projection—too large for any company to undertake solitary—the design and construction of the Large Dig was broken up into dozens of smaller subprojects with well-defined interfaces between contractors. Major heavy-construction contractors on the projection included Jay Cashman, Modernistic Continental, Obayashi Corporation, Perini Corporation, Peter Kiewit Sons' Incorporated, J. F. White, and the Slattery division of Skanska USA. (Of those, Modern Continental was awarded the greatest gross value of contracts, joint ventures included.)

The nature of the Charles River crossing had been a source of major controversy throughout the design phase of the project. Many ecology advocates preferred a river crossing entirely in tunnels, only this, along with 27 other plans, was rejected every bit too costly. Finally, with a deadline looming to begin construction on a dissever project that would connect the Tobin Bridge to the Charles River crossing, Salvucci overrode the objections and chose a variant of the plan known as "Scheme Z". This program was considered to be reasonably price-effective, but had the drawback of requiring highway ramps stacked upward as high every bit 100 feet (30 m) immediately adjacent to the Charles River.[32]

The metropolis of Cambridge objected to the visual affect of the chosen Charles River crossing design. The city sued to revoke the projection'south environmental certificate and forced the projection planners to redesign the river crossing again.[33]

Swiss engineer Christian Menn took over the design of the bridge. He suggested a cradle cable-stayed bridge that would comport 10 lanes of traffic. The programme was accepted and structure began on the Leonard P. Zakim Bunker Hill Memorial Bridge. The bridge employed an asymmetrical blueprint and a hybrid of steel and concrete was used to construct information technology. The distinctive bridge is supported by two forked towers connected to the span by cables and girders. It was the first bridge in the state to utilize this method and it was, at the time, the widest cable-stayed bridge in the world,[34] having since been surpassed by the Eastern span replacement of the San Francisco–Oakland Bay Bridge.

Meanwhile, construction continued on the Tobin Bridge approach. Past the time all parties agreed on the I-93 blueprint, construction of the Tobin connector (today known every bit the "City Square Tunnel" for a Charlestown area it bypasses) was far forth, significantly adding to the price of amalgam the US Road ane interchange and retrofitting the tunnel.

Boston blueish clay and other soils extracted from the path of the tunnel were used to cap many local landfills, make full in the Granite Runway Quarry in Quincy, and restore the surface of Spectacle Isle in the Boston Harbor Islands National Recreation Surface area.

The Storrow Bulldoze Connector, a companion bridge to the Zakim, began carrying traffic from I-93 to Storrow Bulldoze in 1999. The projection had been under consideration for years, but was opposed past the wealthy residents of the Buoy Hill neighborhood. Notwithstanding, information technology finally was accepted considering it would funnel traffic spring for Storrow Drive and downtown Boston away from the mainline roadway.[35] The Connector ultimately used a pair of ramps that had been constructed for Interstate 695, enabling the mainline I-93 to carry more traffic that would have used I-695 under the original Master Plan.

When construction began, the projection cost, including the Charles River crossing, was estimated at $5.8 billion. Eventual price overruns were so high that the chairman of the Massachusetts Turnpike Authority, James Kerasiotes, was fired in 2000. His replacement had to commit to an $8.55 billion cap on federal contributions. The total expenses eventually passed $15 billion. Interest brought this toll to $21.93 billion.

Engineering science methods and details [edit]

Temporary supports hold upward elevated Central Artery during construction.

Several unusual applied science challenges arose during the project, requiring unusual solutions and methods to address them.

At the commencement of the project, engineers had to figure out the safest way to build the tunnel without endangering the existing elevated highway to a higher place. Eventually, they created horizontal braces every bit wide as the tunnel, then cut away the elevated highway's struts, and lowered it onto the new braces.[36]

Terminal phases [edit]

On January 18, 2003, the opening ceremony was held for the I-ninety Connector Tunnel, extending the Massachusetts Turnpike (Interstate ninety) e into the Ted Williams Tunnel, and onwards to Boston Logan International Airport. The Ted Williams tunnel had been completed and was in limited use for commercial traffic and loftier-occupancy vehicles since belatedly 1995. The westbound lanes opened on the afternoon of Jan xviii and the eastbound lanes on January 19.

The side by side phase, moving the elevated Interstate 93 underground, was completed in two stages: northbound lanes opened on March 29, 2003 and southbound lanes (in a temporary configuration) on December 20, 2003. A tunnel underneath Leverett Circle connecting eastbound Storrow Drive to I-93 North and the Tobin Bridge opened December 19, 2004, easing congestion at the circle. All southbound lanes of I-93 opened to traffic on March 5, 2005, including the left lane of the Zakim Bridge, and all of the refurbished Dewey Square Tunnel.

Past the finish of Dec 2004, 95% of the Large Dig was completed. Major construction remained on the surface, including structure of terminal ramp configurations in the N End and in the South Bay interchange, and reconstruction of the surface streets.

The last ramp downtown—exit 16A (formerly 20B) from I-93 due south to Albany Street—opened January thirteen, 2006.[37]

In 2006, the ii Interstate 93 tunnels were dedicated as the Thomas P. O'Neill Jr. Tunnel, after the former Autonomous speaker of the House of Representatives from Massachusetts who pushed to have the Large Dig funded past the federal government.

Coordinated projects [edit]

The Commonwealth of Massachusetts was required under the Federal Clean Air Human activity to mitigate air pollution generated past the highway improvements. Secretary of Transportation Fred Salvucci signed an agreement with the Conservation Police force Foundation in 1990 enumerating 14 specific projects the state agreed to build. This listing was affirmed in a 1992 lawsuit settlement.[38]

Projects which have been completed include:[38] [39]

  • Restoration of three Old Colony Commuter Rail lines
  • Expansion of Framingham Line to serve Worcester full-time
  • Restoration of the Newburyport/Rockport Line
  • Half dozen-automobile trains on the MBTA Blue Line, requiring platform lengthening, station modernization, and all new train cars
  • MBTA Silver Line service to the South Boston waterfront
  • ane,000 new driver parking spaces[40]

As of 2014, several mitigation projects were incomplete:[41]

  • Green Line Extension to Somerville and Medford
  • Fairmount Line improvements
  • Design of the Cherry-Blueish Connector at Charles Street (under petition to remove from list)

Some projects, such as restoration of Greenish Line "E" Arborway service, were removed from the list of mitigation projects and replaced with other projects with like air-quality improvements.

Surface treatments [edit]

Some surface treatments that were function of the original project plan were dropped due to the massive cost overruns on the highway portion of the project.[ citation needed ]

$99.1 million was allocated for mitigating improvements[42] to the Charles River Bowl, including the construction of North Point Park in Cambridge and Paul Revere Park in Charlestown.[42] The North Bank Bridge, providing pedestrian and cycle connectivity between the parks, was not funded until the American Recovery and Reinvestment Act of 2009. Nashua Street Park on the Boston side was completed in 2003, by McCourt Construction with $7.9 million in funding from MassDOT.[43] As of 2017, $30.five million had been transferred to the Massachusetts Department of Conservation and Recreation to complete five projects. Another incomplete only required projection is the South Bank Bridge over the MBTA Commuter Rail tracks at North Station (connecting Nashua Street Park to the proposed South Bank Park, which is currently a parking lot nether the Zakim Bridge at the Charles River locks).[44]

Improvements in the lower Charles River Basin include the new walkway at Lovejoy Wharf (constructed past the developer of 160 Due north Washington Street, the new headquarters of Converse), the Lynch Family Skate Park (constructed in 2015 past the Charles River Conservancy), rehabilitation of historic operations buildings for the Charles River Dam and lock, a maintenance facility, and a planned pedestrian walkway across the Charles River next to the MBTA Commuter Rail drawbridge at North Station (connecting Nashua Street Park and Northward Betoken Park).[42] MassDOT is funding the South Bank Park,[42] and replacement of the North Washington Street Span (construction Aug 2018–23).[45] EF Instruction is funding public greenspace improvements every bit function of its three-stage expansion at North Point.[46] Remaining funding may be used to construct the North Bespeak Inlet pedestrian bridge, and a pedestrian walkway over Leverett Circumvolve. Before being replaced with surface access during the reconstruction of the Science Park MBTA Light-green Line station, Leverett Circle had pedestrian bridges with stairs that provided elevated access between the station, the Charles River Parks, and the sidewalk to the Boston Museum of Science. The replacement ramps would comply with Americans with Disabilities Act requirements and allow easy travel by wheelchair or bicycle over the busy intersection.[42]

Public fine art [edit]

While not a legally mandated requirement, public fine art was function of the urban blueprint planning process (and later pattern development work) through the Artery Arts Program. The intent of the programme was to integrate public art into highway infrastructure (retaining walls, fences, and lighting) and the essential elements of the pedestrian environment (walkways, park landscape elements, and bridges). As overall project costs increased, the Avenue Arts Plan was seen as a potential liability, even though there was support and interest from the public and professional arts organizations in the area.

At the showtime of the highway design procedure, a temporary arts program was initiated, and over 50 proposals were selected. Yet, development began on only a few projects before funding for the program was cutting. Permanent public art that was funded includes: super graphic text and facades of erstwhile W Terminate houses bandage into the concrete elevated highway abutment support walls nigh Northward Station by artist Sheila Levrant de Bretteville; Harbor Fog, a sensor-activated mist, light and audio sculptural surround past artist Ross Miller in parcel 17; a historical sculpture celebrating the 18th and 19th century shipbuilding industry and a bust of shipbuilder Donald McKay in Eastward Boston; blue interior lighting of the Zakim Bridge; and the Miller'due south River Littoral Manner walkway and lighting nether the loop ramps northward of the Charles River.

Extensive landscape planting, also as a maintenance programme to support the plantings, was requested by many community members during public meetings.

Bear upon on traffic [edit]

Traffic exiting the Thomas P. O'Neill Jr. Tunnel onto the Zakim Bridge.

The Big Dig separated the co-mingled traffic from the Massachusetts Turnpike and the Sumner and Callahan tunnels. While but one net lane in each management was added to the northward–southward I-93, several new eastward–w lanes became available. East–due west traffic on the Massachusetts Turnpike/I-90 at present gain directly through the Ted Williams Tunnel to Logan Airport and Road 1A across. Traffic betwixt Storrow Bulldoze and the Callahan and Sumner Tunnels still uses a short portion of I-93, but boosted lanes and direct connections are provided for this traffic.

The result was a 62% reduction in vehicle hours of travel on I-93, the airport tunnels, and the connection from Storrow Drive, from an average 38,200 hours per day earlier construction (1994–1995) to fourteen,800 hours per day in 2004–2005, after the projection was largely complete.[47] The savings for travelers was estimated at $166 million annually in the aforementioned 2004–2005 time frame.[48] Travel times on the Key Artery northbound during the afternoon height hour were reduced 85.six%.[49]

A 2008 Boston Globe report asserted that waiting time for the majority of trips actually increased as a issue of demand induced by the increased road capacity. Because more drivers were opting to use the new roads, traffic bottlenecks were but pushed outward from the metropolis, not reduced or eliminated (although some trips are now faster). The report states, "Ultimately, many motorists going to and from the suburbs at peak rush hours are spending more than time stuck in traffic, not less." The Globe besides asserted that their analysis provides a fuller film of the traffic situation than a state-deputed written report done two years before, in which the Large Dig was credited with helping to save at least $167 one thousand thousand a year by increasing economic productivity and decreasing motor vehicle operating costs. That study did not look at highways outside the Big Dig structure area and did not take into account new congestion elsewhere.[50]

Impact on holding values [edit]

Towards the end of the Big Dig in 2003, information technology was estimated that the demolition of the Central Artery highway would cause a $732 million increase in belongings value in Boston'due south financial district, with the replacement parks providing an boosted $252 1000000 in value.[51] Additionally, as a upshot of the Big Dig, a large amount of waterfront infinite was opened up, which is now a high-rent residential and commercial area chosen the Seaport Commune. The evolution of Seaport alone was estimated to create $7 billion in private investment and 43,000 jobs.[52]

Operations Command Center (OCC) [edit]

As part of the project, an elaborate Operations Control Center (OCC) command room was constructed in S Boston. Staffed on a "24/vii/365" basis, this center monitors and reports on traffic congestion, and responds to emergencies. Continuous video surveillance is provided by hundreds of cameras, and thousands of sensors monitor traffic speed and density, air quality, h2o levels, temperatures, equipment status, and other conditions within the tunnel. The OCC tin can activate emergency ventilation fans, change electronic display signs, and acceleration service crews when necessary.[53] [54] [55]

Problems [edit]

"Thousands of leaks" [edit]

As far back as 2001, Turnpike Authority officials and contractors knew of thousands of leaks in ceiling and wall fissures, extensive water damage to steel supports and fireproofing systems, and overloaded drainage systems.[56] Many of the leaks were a result of Modern Continental and other subcontractors failing to remove gravel and other droppings before pouring concrete. This information was not made public, until engineers at MIT (volunteer students and professors) performed several experiments and constitute serious problems with the tunnel.[57]

On September fifteen, 2004, a major leak in the Interstate 93 north tunnel forced the closure of the tunnel while repairs were conducted. This also forced the Turnpike Authorization to release information regarding its not-disclosure of prior leaks. A follow-up reported on "extensive" leaks that were more severe than state authorities had previously acknowledged. The study went on to state that the $14.6 billion tunnel system was riddled with more than 400 leaks. A Boston Globe report, all the same, countered that by stating there were nearly 700 leaks in a unmarried ane,000-foot (300 g) department of tunnel beneath S Station. Turnpike officials also stated that the number of leaks being investigated was down from ane,000 to 500.[57]

The problem of leaks is farther aggravated by the fact that many of them involve corrosive salt water. This is caused by the proximity of Boston Harbor and the Atlantic Ocean, causing a mix of common salt and fresh water leaks in the tunnel. The situation is made worse by road common salt spread in the tunnel to melt ice during freezing weather condition, or brought in by vehicles passing through.[58] Salt water and salt spray are well-known issues that must be dealt with in any marine environment. It has been reported that "hundreds of thousands of gallons of common salt water are pumped out monthly" in the Big Dig, and a map has been prepared showing "hot spots" where h2o leakage is especially serious.[59] Common salt-accelerated corrosion has caused ceiling light fixtures to fail (see below), but can also crusade rapid deterioration of embedded rebar and other structural steel reinforcements holding the tunnel walls and ceiling in place.[58]

The much larger than expected volume of water that must exist continuously pumped consumes a correspondingly larger corporeality of electrical power, and will crusade the pumps to wear out much sooner than originally estimated.

Substandard materials [edit]

Massachusetts State Police searched the offices of Amass Industries, the largest physical supplier for the clandestine portions of the project, in June 2005. They seized prove that Amass delivered concrete that did not come across contract specifications. In March 2006 Massachusetts Attorney General Tom Reilly announced plans to sue project contractors and others because of poor work on the project. Over 200 complaints were filed past the state of Massachusetts as a effect of leaks, cost overruns, quality concerns, and condom violations. In full, the state has sought approximately $100 million from the contractors ($one for every $141 spent).[60]

In May 2006, six employees of the company were arrested and charged with conspiracy to defraud the Usa. The employees were accused of reusing former concrete and double-billing loads.[61] In July 2007, Amass Industries settled the instance with an understanding to pay $fifty meg. $42 million of the settlement went to civil cases and $8 million was paid in criminal fines. The company volition provide $75 million in insurance for maintenance too as pay $500,000 toward routine checks on areas suspected to contain substandard concrete.[62] In July 2009, two of the accused, Gerard McNally and Keith Thomas, both managers, pled guilty to charges of conspiracy, mail fraud, and filing false reports.[63] The following month, the remaining four, Robert Prosperi, Marking Blais, Gregory Stevenson, and John Farrar, were constitute guilty on conspiracy and fraud charges.[64] The iv were sentenced to probation and dwelling house confinement and Blais and Farrar were additionally sentenced to community service.[65]

Fatal ceiling collapse [edit]

A fatal blow raised safety questions and closed role of the projection for most of the summer of 2006. On July 10, 2006, physical ceiling panels and debris weighing 26 curt tons (24 tonnes) and measuring xx past 40 ft (6.1 by 12.2 m) barbarous on a car traveling on the two-lane ramp connecting northbound I-93 to eastbound I-xc in Due south Boston, killing Milena Del Valle, who was a passenger, and injuring her husband, Angel Del Valle, who was driving.[66] Immediately following the fatal ceiling collapse, Governor Paw Romney ordered a "stem-to-stern" safety audit conducted by the engineering house of Wiss, Janney, Elstner Associates, Inc. to look for additional areas of risk. Said Romney: "Nosotros simply cannot alive in a setting where a project of this scale has the potential of threatening human life, as has already been seen".[67] The collapse and closure of the tunnel greatly snarled traffic in the city. The resulting traffic jams are cited as contributing to the death of some other person, a heart attack victim who died en route to Boston Medical Middle when his ambulance was caught in ane such traffic jam ii weeks after the collapse.[68] On September 1, 2006, i eastbound lane of the connector tunnel was re-opened to traffic.[69] [lxx]

Following extensive inspections and repairs, Interstate 90 east- and westbound lanes reopened in early on January 2007.[71] The last piece of the road network, a loftier occupancy vehicle lane connecting Interstate 93 north to the Ted Williams Tunnel, reopened on June 1, 2007.

On July x, 2007, afterward a lengthy investigation, the National Transportation Safety Lath plant that epoxy glue used to hold the roof in place during construction was not advisable for long-term bonding.[72] This was determined to be the cause of the roof plummet. The Power-Fast Epoxy Adhesive used in the installation was designed for brusk-term loading, such as wind or earthquake loads, not long-term loading, such as the weight of a panel.[73]

Powers Fasteners, the makers of the adhesive, revised their production specifications on May fifteen, 2007, to increase the condom factor from iv to 10 for all of their epoxy products intended for use in overhead applications. The safety factor on Ability-Fast Epoxy was increased from iv to xvi.[73] On December 24, 2007, the Del Valle family announced they had reached a settlement with Powers Fasteners that would pay the family $six one thousand thousand.[74] In December 2008, Powers Fasteners agreed to pay $16 million to the land to settle manslaughter charges.[75]

"Ginsu guardrails" [edit]

Public safety workers take called the walkway safety handrails in the Big Dig tunnels "ginsu guardrails," because the squared-off edges of the back up posts take acquired mutilations and deaths of passengers ejected from crashed vehicles. Later an eighth reported expiry involving the safe handrails, MassDOT officials announced plans to comprehend or remove the allegedly unsafe fixtures, but only near curves or exit ramps.[76] This partial removal of hazards has been criticized by a safety specialist, who suggests that the handrails are only as dangerous in straight sections of the tunnel.[76]

Lighting fixtures [edit]

In March 2011, it became known that senior MassDOT officials had failed to disclose an event with the lighting fixtures in the O'Neill tunnel. In early on February 2011, a maintenance crew found a fixture lying in the heart travel lane in the northbound tunnel.[77] Assuming it to be uncomplicated route debris, the maintenance team picked it up and brought information technology back to its home facility. The next 24-hour interval, a supervisor passing through the yard realized that the 120 lb (54 kg) fixture was non road debris but was in fact one of the fixtures used to light the tunnel itself. Further investigation revealed that the fixture's mounting apparatus had failed, due to galvanic corrosion of incompatible metals, acquired by having aluminum in directly contact with stainless steel, in the presence of salt water.[59] [78] The electrochemical potential difference between stainless steel and aluminum is in the range of 0.5 to one.0V, depending on the verbal alloys involved, and can cause considerable corrosion inside months nether unfavorable conditions.

After the discovery of the reason why the fixture had failed, a comprehensive inspection of the other fixtures in the tunnel revealed that numerous other fixtures were also in the aforementioned state of deterioration.[79] Some of the worst fixtures were temporarily shored up with plastic ties.[58] Moving forward with temporary repairs, members of the MassDOT administration team decided non to let the news of the systemic failure and repair of the fixtures be released to the public or to Governor Deval Patrick's administration.[80]

Every bit of April 2012[update], it appeared that all of the 25,000 low-cal fixtures would have to be replaced, at an estimated cost of $54 million.[58] The replacement work was mostly done at night, and required lane closures or occasional closing of the entire tunnel for safety, and was estimated to accept upwardly to 2 years to consummate.[58] Equally of April 2016[update], replacement of the light fixtures continued.[ citation needed ]

See also [edit]

  • Massachusetts Turnpike
  • Massachusetts Bay Transportation Authority
  • Megaproject
  • Vincent Zarrilli – critic of the Big Dig who proposed the Boston Bypass
  • Alaskan Style Viaduct replacement tunnel – similar projection in Seattle, Washington
  • Carmel Tunnels – like project in Haifa, State of israel
  • Primal–Wan Chai Bypass – similar project in the areas of Central, Wan Chai and Causeway Bay, within Victoria Urban center, Hong Kong
  • Cross Urban center Tunnel – similar project in Sydney, New South Wales, Australia
  • Dublin Port Tunnel – similar project on a smaller scale in Dublin, Ireland
  • Gardiner Pike – an elevated freeway in Toronto with similar time to come plans
  • Autopista de Circunvalación K-30, Túneles de la M-thirty [es] and Parque Madrid Río [es] – like project along the banks of Manzanares River, Madrid, Spain
  • Blanka tunnel complex – similar project in Prague, Czech Republic and the longest city tunnel in Europe (6.4 km / iv.0 mi)
  • Yamate Tunnel – similar project on a larger scale in Tokyo, Japan

References [edit]

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External links [edit]

  • Official site
  • Project map on page half-dozen of Highway to the By: The Archaeology of Boston'south Big Dig
  • Map of Key Artery Projection [ permanent dead link ] on folio 21 of written report on Climate Change Vulnerability
  • List of Massachusetts Country Reports on Central Artery Project in Boston
  • Boston CA/T Project History at MIT Rotch Library
  • PBS.org – Central Avenue
  • Powell, Michael (November xix, 2004), "Boston'due south Big Dig Brimful in Troubles", Washington Post , retrieved Baronial 9, 2006

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Source: https://en.wikipedia.org/wiki/Big_Dig

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