DOCSLIB.ORG

Central Artery/Tunnel Project: a Precast Bonanza

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Central Artery/Tunnel Project: a Precast Bonanza PART 1 Central Artery/Tunnel Project: A Precast Bonanza by Vijay Chandra, P.E. Anthony 1. Ricci, RE. Senior Vice President Chief Bridge Engineer Parsons Brinckerhoff Quade & Central Artery/Tunnel Project Douglas, Inc. Massachusetts Turnpike Authority New York, New York Boston, Massachusetts This article provides an overview of the monumental efforts of Massachusetts transportation officials, their engineering consultants, and multitudes of construction industry professionals to ease congestion, improve motorist safety, and address issues of environmental quality in the heart of Boston, Massachusetts. The Central Artery/Tunnel Project is the largest highway construction job ever undertaken in the United States, involving many diverse types of precast concrete construction. maj or transportation infrastructure undertaking, • Standardized temporary structures utilizing precast con billed as “The Big Dig,” is transforming traffic op crete elements. A erations in and around Boston, Massachusetts. This • Precast segmental box girders integrated into cast-in-place $13.2 billion project, the biggest and most complex trans columns to provide seismically resistant connections. portation system ever undertaken in the United States, is • Precast segmental boxes cut at a skew to connect them on significant not only in this country, but worldwide. Nu either side of straddle bents. merous innovative construction techniques are being used, The project has brought out the best that precast con including: crete technology has to offer — in many cases utilizing • Precast tunnels jacked under railroad embankments. cutting edge techniques — and has been of immeasurable • Deep soil mixing to stabilize land reclaimed from the value to New England’s precasting industry. Precasters, ocean. faced with many complex and daunting challenges, are • Precast concrete immersed tube tunnels. successfully implementing a range of innovative method • Standardized designs for precast New England bulb-tee ologies to make the Central Artery/Tunnel Project a dream girders and slab-on-pile structures. come true. 14 PCI JOURNAL Fig. 1. Central Artery/run nel Project, Boston, Massachusetts. The purpose of the Central Artery! eight hours of congestion each week and Charlestown to the north with a Tunnel Project is to provide an effi day. These conditions were only ex widened eight- to ten-lane under cient, uncongested vehicular route for pected to worsen, to the point that by ground expressway and a first-of- the people of Boston. The city’s exist the year 2010, it was estimated that its-kind asymmetrical, hybrid cable- ing Central Artery, which includes an there would be a 15-hour rush period. stayed bridge crossing the Charles elevated section of Interstate 93 be Massachusetts transportation offi River. tween Congress Street and Route 1 in cials initiated the current Central • An improved 1.7 mile (2.8 km) di Charlestown, is one of the most con Artery!Tunnel Project (see Fig. 1) in rect connection between Leverett gested segments of interstate highway August 1986. As planned, major ele Circle and Charlestown with a state- in the nation. Jammed with more than ments of this extensive project include: of-the-art bridge over the Charles 190,000 vehicles daily — more than Replacement of a 4.3 mile (7.0 km) River. twice the capacity it was originally de segment of the congested Central • A 3.9 mile (6.3 1cm) extension of the signed to handle when it opened in Artery (Interstate 93) between the Massachusetts Turnpike (Interstate 1959 — the Central Artery experiences Southeast Expressway to the south 90) to Logan International Airport, May-June 2000 15 which encompasses a new eight- lane, depressed road passing through a commercial district of South Boston; the new four-lane steel im mersed tube Ted Williams Tunnel beneath the inner harbor (opened in December 1995); jacked concrete tunnels under railroad tracks; and concrete immersed tube tunnels under the Fort Point Channel. A 1.4 mile (2.2 km) South Boston Bypass Road, built in part on an ex isting railroad right-of-way between the Southeast Expressway/I-93 Frontage Road System and the Sea port Access Road. The crucial links, which connect these elements, are the project’s many interchanges. They move traffic be tween the interstate roadways and the major highways, as well as connect to the local road system. Most of the multi-level interchanges are being built while maintaining traffic opera tions on existing interchanges and road ways. Construction within Boston’s confined, highly congested corridors poses unique challenges. This is where precastlprestressed concrete is playing a major role in the construction of the Central Artery/Tunnel Project. Project design began in 1986, utility Fig. 3. Spectacle Island Pier. relocation was initiated in 1991, and Fig. 4. B roadway Bridge under construction. 16 PCI JOURNAL Fig. 6. Slab-on-pile construction. the first phase (which included the The landmark Charles River cable- nents. This has been a significant step connection from 1-93 to Logan Inter stayed bridge has provided a forum for in lowering costs, as has been the de national Airport via South Boston and precast technology for the all impor sign and standardization of precast the Ted Williams Tunnel) opened in tant deck slabs, which utilize both structures using precast piles, precast 1995. The next milestone was the standard and lightweight concrete (see New England bulb tees for the transi connection of Leverett Circle to Fig. 2). Additionally, Spectacle Island, tion structure and precast pile caps, Charlestown via the Storrow Drive an old landfill utilized to dispose of precast inverted T-beams and slabs for Bridge over the Charles River, which some of the project’s excavated mate the slab-on-pile structures (see Figs. 5 opened on October 7, 1999. The en rial, is being converted into a public and 6). tire project is scheduled to be com recreational facility. It will be accessi pleted in 2004. ble by a totally precast pier utilizing NTERCHANGE The Central Artery/Tunnel, the various precast elements such as piles PROJ ECTS largest highway project in American and beams (see Fig. 3). The superstruc history located within a metropolis, tures of the Dorchester Avenue and Two major interchanges built using features: Broadway bridges — part of the 1-9011- the latest technology in precast seg • One of the most extensive uses of 93 Interchange — are also composed mental concrete construction form the precast segmental concrete bridge of precast butted boxes (see Fig. 4). crucial project links connecting inter construction in one location. Major strides have also been made state roadways and major highways. • Widest cable-stayed bridge in the to standardize temporary structures (of These projects are the: world using a precast decking system. which there are over $100 million • South Bay Interchange of 1-90/I- • First hybrid cable-stayed bridge in worth) by utilizing precast boxes, pre 93/Massachusetts Avenue the United States. cast slabs, and other precast compo • 1-93/Route 1 Interchange • First and largest installation of hori zontally jacked precast segmented concrete vehicular tunnels in North America. • Most extensive use of precast seg mental concrete immersed tube tun nels in the United States. • Largest use of the newly developed precast New England bulb tees. • First adaptation of segmental cutting technology in the world. • Innovative development of totally precast slab-on-pile structures. The Big Dig has been instrumental in bringing new techniques and tech nology to the field of precast concrete construction; however, the project has not forgotten more traditional techniques. Fig. 7. South Bay Interchange model. May-June 2000 17 __ __ South Bay Interchange of 1-90/1-93/Massachusetts Avenue The existing substandard inter change at the intersection of 1-90, 1-93 and Massachusetts Avenue, which has limited capacity, is being replaced in stages and expanded to handle a con siderably higher traffic volume (see Fig. 7). The massive new multi-level interchange will be all-directional and include the 1-90 extension to Logan International Airport through the Fort Point Channel and Ted Williams im mersed tube tunnels. The entire interchange, split into four construction contracts, was de signed in both steel trapezoidal and precast segmental concrete box girder alternatives for the viaduct portion. Three of these contracts will be built using precast segmental technology and features precast balanced can tilever and span-by-span construction techniques (see Fig. 8). • Constructing a new four-level inter • Using various erection techniques, The precast segments are being cast change while maintaining traffic op including crane, beam and winch, in western Massachusetts and trans erations on an existing three-level and overhead gantry. ported about 120 miles (193 km) to interchange. the site, as needed, and erected. The • Supporting viaducts on tunnels in erection gantry used for the 1-93 many areas. 1-93/Route 1 Interchange northbound segment was fabricated in • First-time use of concrete segmental The north gateway to Boston Italy and shipped to Boston. Mean box construction in Massachusetts. through Charlestown begins at the I- while, the existing interchange is • Integrating precast pier segments 93/Route 1 Interchange, which is in being demolished in stages as phases with cast-in-place piers to achieve tertwined with the state-of-the-art of the new construction are completed. seismically resistant connections. Charles
Load more

Recommended publications
  • Annual Report of the Performance and Asset Management Advisory Council Presented By
    Annual Report of the Performance and Asset Management Advisory Council presented by Performance and Asset Management Advisory Council Patricia Leavenworth, P.E., Chair November 2017 Annual Report of the Performance and Asset Management Advisory Council Executive Summary MassDOT’s progress in implementing asset management is keeping Massachusetts apace with Federal requirements. The Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) have implemented final transportation asset management (TAM) rules in 2017 that impact how MassDOT measures and communicates the condition of its assets. Transportation Asset Management Plans FHWA and FTA rules require the Highway Division, the MBTA, the Rail and Transit Division, and each RTA to complete a transportation asset management plan (TAMP for Highway, TAM Plan for transit). The status on these plans is as follows: Highway | Will be submitted to FHWA in April, 2018. MBTA | Will be submitted to FTA by October, 2018. Rail | A consultant has been retained for delivery of an asset management plan for rail by February, 2018. This plan is not required by any Federal rule, but MassDOT is pursuing it to improve asset management at the agency. Transit | MassDOT is making progress toward submitting the TAM Plan for MassDOT’s in-house transit assets and those of its Federal Aid sub-recipients to FTA by October, 2018. RTAs | Each RTA is at a different stage in the development of their asset management plans, due to the FTA by October, 2018. MassDOT is ready to assist if asked. Performance and Condition Key performance and asset management findings of this report are summarized below by asset type and division.
    [Show full text]
  • Tolling and Transponders in Massachusetts
    DRIVING INNOVATION: TOLLING AND TRANSPONDERS IN MASSACHUSETTS By Wendy Murphy and Scott Haller White Paper No. 150 July 2016 Pioneer Institute for Public Policy Research Pioneer’s Mission Pioneer Institute is an independent, non-partisan, privately funded research organization that seeks to improve the quality of life in Massachusetts through civic discourse and intellectually rigorous, data-driven public policy solutions based on free market principles, individual liberty and responsibility, and the ideal of effective, limited and accountable government. This paper is a publication of the Center for Better Government, which seeks limited, accountable government by promoting competitive delivery of public services, elimination of unnecessary regulation, and a focus on core government functions. Current initiatives promote reform of how the state builds, manages, repairs and finances its transportation assets as well as public employee benefit reform. The Center for School Reform seeks to increase the education options available to parents and students, drive system-wide reform, and ensure accountability in public education. The Center’s work builds on Pioneer’s legacy as a recognized leader in the charter public school movement, and as a champion of greater academic rigor in Massachusetts’ elementary and secondary schools. Current initiatives promote choice and competition, school-based man- agement, and enhanced academic performance in public schools. The Center for Economic Opportunity seeks to keep Massachusetts competitive by pro- moting a healthy business climate, transparent regulation, small business creation in urban areas and sound environmental and development policy. Current initiatives promote market reforms to increase the supply of affordable housing, reduce the cost of doing business, and revitalize urban areas.
    [Show full text]
  • Computer-Aided Construction Planning for Boston's Central Artery Project
    TRANSPORTATION RESEARCH RECORD 1282 57 Computer-Aided Construction Planning for Boston's Central Artery Project BRIAN R. BRENNER Some new computer applications are being developed for and Roule IA applied to the construction planning and traffic studies associated with the design of the Central Artery and Third Harbor Tunnel in Boston. This project is one of the most massive and complex urban highway projects in the country. It features an immersed­ tube harbor tunnel, depression of the downtown expressway in a cut-and-cover tunnel without interrupting service on the existing overhead viaduct, major new or revised urban interchanges, and long-span river crossings. The construction site, with its old exist­ ing and historic buildings and subways, permits limited clear­ ances, posing formidable challenges to engineers planning the work. The computer applications described include computerized composite mapping for archeological planning; analysis of mul­ tilevel curved-girder viaducts; transportation forecasting using highway network models; planning associated with the construc­ tion of the depressed Central Artery tunnels; and computer-aided 1-90 planning and mitigation measures for underpinning, protection of a subway tube, and other construction problems. The Central Artery and Third Harbor Tunnel (CA/THT) SOUTH BOSTON project is a massive urban highway improvement job being planned and designed in Boston. A key map is shown in Figure 1. The work features the addition of a third harbor tunnel, a •••• • • • • Artery/Tunnel Project new immersed tube tunnel that will cross Boston Harbor and extend I-90 to Logan Airport and Route lA. The six-lane FIGURE 1 Key map, CA/THT project.
    [Show full text]
  • Southbay Report.Qxd
    August 30, 2004 Mr. Mark Maloney Director of the Boston Redevelopment Authority City of Boston 9th Floor City Hall Plaza Boston, Massachusetts Dear Mr. Maloney- On behalf of the South Bay Planning Study Task Force, I am pleased to present to you the South Bay Planning Study - Phase One. Over the past seven months our group of seventeen devoted volunteers, including representatives from Chinatown and the Leather District, have worked to create a plan for this important new part of the City of Boston. The vision that has emerged from our efforts is exciting and broad-reaching, and at the same time identifies many issues that will require further study in the second phase of our work. Conclusions that we have reached include: The project should be expanded from a set of parcels totaling 10 acres to a District consisting of 20 acres, transforming it from a project to a neighborhood. The district, which currently consists of highway infrastructure that divides and separates it from the neighborhoods, should become a series of city blocks that knit together and connect many important assets of the City of Boston. The southern entrance into the City that is now dominated by transportation infrastructure should instead be revealed as a great gateway portal for the City from the South. We must collectively work towards providing housing for all income levels and towards providing employment and employment training to benefit the adjacent neighborhoods. We should create a terminus to the Rose Kennedy Greenway in the form of a signature park that will help to meet the recreational needs of the neighborhoods and connect the Greenway to Fort Point Channel.
    [Show full text]
  • Big Dig Benefit: a Quicker Downtown Trip Turnpike Authority Report Cites Business Gain
    Big Dig benefit: A quicker downtown trip Turnpike Authority report cites business gain By Mac Daniel February 15, 2006 The $14.6-billion Big Dig project has cut the average trip through the center of Boston from 19.5 minutes to 2.8 minutes and has increased by 800,000 the number of people in Eastern Massachusetts who can now get to Logan International Airport in 40 minutes or less, according to a report that is scheduled to be released today. The report is the first to analyze and link the drive- time benefits of the project to its economic impact since the Big Dig built its final onramp last month. The report relies on data obtained since milestones were completed in 2003, such as opening of the Ted Williams Tunnel to all traffic and opening of the northbound and southbound Interstate 93 tunnels. Officials at the Massachusetts Turnpike Authority, which manages the project, released the executive summary portion of the report to the Globe yesterday. The improved drive times are projected to result in savings of $167 million annually: $24 million in vehicle operating costs and $143 million in time. The report estimates that the Big Dig will generate $7 billion in private investment and will create tens of the thousands of jobs in the South Boston waterfront area and along the I-93 corridor. The report was authored by the Economic Development Research Group, Inc., a Boston-based consulting firm, at the behest of the Massachusetts Turnpike Authority, which paid about $100,000 for the research, much of which was gathered from agencies such as the Boston Redevelopment Authority and the Boston Metropolitan Planning Organization, officials said.
    [Show full text]
  • America's Tunnels / by Marcia Amidon Lusted
    Infrastructure of AMERICA’S Tunnels Marcia Amidon Lusted 2001 SW 31st Avenue Hallandale, FL 33009 www.mitchelllane.com Copyright © 2018 by Mitchell Lane Publishers. All rights reserved. No part of this book may be reproduced without written permission from the publisher. Printed and bound in the United States of America. Printing 1 2 3 4 5 6 7 8 Design: Sharon Beck Editor: Jim Whiting Library of Congress Cataloging-in-Publication Data Names: Lusted, Marcia Amidon, author. Title: Infrastructure of America's tunnels / by Marcia Amidon Lusted. Description: Hallandale, FL : Mitchell Lane Publishers, [2018] | Series: Engineering feats | Includes bibliographical references and index. | Audience: Ages 9-13. Identifiers: LCCN 2017052245 | ISBN 9781680201505 (library bound) Subjects: LCSH: Tunnels—United States—Juvenile literature. | Infrastructure (Economics)—United States—Juvenile literature. Classification: LCC TA804.U6 L87 2018 | DDC 624.1/930973—dc23 LC record available at https://lccn.loc.gov/2017052245 eBook ISBN: 9-781-6802-0151-2 PHOTO CREDITS: Cover, p. 1—Don Ramey Logan/cc by-sa 4.0; David Wilson/cc by-sa 2.0; Pedro Szekely/cc-by-sa 2.0; U.S. Navy/Public domain; US DoD Service/U.S. Federal Government/Public domain; Sahmeditor/Nicole Ezell/Public domain; Bernard Gagnon/GFDL/cc by-sa 3.0; Trevor Brown/EyeEm/Getty Images; (interior)—Hulinska_Yevheniia/Getty Images Plus. Cover, pp. 1, 6—Andrew Haliburton/Alamy Stock Photo; pp. 8-9—Michael Dwyer/Alamy Stock Photo; p. 10— Darren McCollester/Stringer/ Getty Images News, (inset)—Marcbela/Public domain; p. 11—AP Photo/Michael Dwyer, File/Associated Press; p. 12—AP Photo/ Mel Evans/Associated Press; p.
    [Show full text]
  • Central Artery/Tunnel Project: Innovative Use of Precast Segmental Technology
    PART 2 Central Artery/Tunnel Project: Innovative Use of Precast Segmental Technology Paul J. Towell, P.E. Part 1 of this series of articles on Boston’s Central Senior Bridge Engineer Artery/Tunnel Project presented an overview of the Bechtel/Parsons Brinckerhoff scope of the work. This Part 2 article describes the New York, New York innovative use of precast concrete segments, as well as other construction techniques, on two major interchanges. he $13.2 billion Central Artery/Tunnel Project (CA/ T) is a major reconstruction of the urban interstate Peter A. Mainville Thighway through downtown Boston, Massachusetts. Assistant Resident Engineer In the last issue, an overview of the entire project was given. Bechtel/Parsons Brinckerhoff This second article on the project will focus on the inter- New York, New York changes that act as gateways to the project in various parts of the city. Most of the new structures are being built over and Vijay Chandra, P.E. around existing deteriorating interchanges that must carry Senior Vice President traffic during construction. As a result, maintenance of Parsons Brinckerhoff Quade & Douglas, Inc. traffic flow through existing interchanges and phased New York, New York construction of new interchanges were given priority. This, coupled with making the interchanges aesthetically pleasing and addressing urban planning issues, has been a challenge. Two major interchanges are located at the north and south ends of the I-93 corridor through Boston: the I-93/Route 1 Interchange in Charlestown (see Fig. 1) and the I-93/I-90 South Bay Interchange just south of downtown Boston (see Fig.
    [Show full text]
  • Commercial User Guide Page 1 FINAL 1.12
    E-ZPass Account User Guide Welcome to the Pennsylvania Turnpike Commission’s E-ZPass Commercial Account program. With E-ZPass, you will be able to pass through a toll facility without exchanging cash or tickets. It helps ease congestion at busy Pennsylvania Turnpike interchanges and works outside of Pennsylvania for seamless travel to many surrounding states; anywhere you see the purple E-ZPass sign (see attached detailed listing). The speed limit through E-ZPass lanes is 5-miles per hour unless otherwise posted. The 5-mile per hour limit is for the safety of all E-ZPass customers and Pennsylvania Turnpike employees. If you have any questions about your E-ZPass account, please contact your company representative or call the PTC E-ZPass Customer Service Center at 1.877.PENNPASS (1.877.736.6727) and ask for a Commercial E-ZPass Customer Service Representative. Information is also available on the web at www.paturnpike.com . How do I install my E-ZPass? Your E-ZPass transponder must be properly mounted following the instructions below to ensure it is properly read. Otherwise, you may be treated as a violator and charged a higher fare. Interior Transponder CLEAN and DRY the mounting surface using alcohol (Isopropyl) and a clean, dry cloth. REMOVE the clear plastic strips from the back of the mounting strips on the transponder to expose the adhesive surface. POSITION the transponder behind the rearview mirror on the inside of your windshield, at least one inch from the top. PLACE the transponder on the windshield with the E-ZPass logo upright, facing you, and press firmly.
    [Show full text]
  • But How Do We Get to the Greenway?
    Proceedings of the Fábos Conference on Landscape and Greenway Planning Volume 4 Article 6 Issue 1 Pathways to Sustainability 2013 “But How Do We Get to the Greenway?”— A Multi-disciplinary, Multi-jurisdiction, Multimodal Strategy to Increase Connections to the Charles River Basin Cynthia Smith FASLA Vice President, Halvorson Design Partnership, Inc., Landscape Architecture and Planning, Boston MA Phil Goff EEDL AP Alta Planning + Design, Multi-modal Specialists, Boston, MA Christopher M. Greene RLA Senior Associates, Halvorson Design Partnership, Inc., Landscape Architecture and Planning, Boston MA Follow this and additional works at: https://scholarworks.umass.edu/fabos Part of the Botany Commons, Environmental Design Commons, Geographic Information Sciences Commons, Horticulture Commons, Landscape Architecture Commons, Nature and Society Relations Commons, and the Urban, Community and Regional Planning Commons Recommended Citation Smith, Cynthia FASLA; Goff, Phil LEED AP; and Greene, Christopher M. RLA (2013) "“But How Do We Get to the Greenway?”— A Multi-disciplinary, Multi-jurisdiction, Multimodal Strategy to Increase Connections to the Charles River Basin," Proceedings of the Fábos Conference on Landscape and Greenway Planning: Vol. 4 : Iss. 1 , Article 6. Available at: https://scholarworks.umass.edu/fabos/vol4/iss1/6 This Article is brought to you for free and open access by ScholarWorks@UMass Amherst. It has been accepted for inclusion in Proceedings of the Fábos Conference on Landscape and Greenway Planning by an authorized editor of ScholarWorks@UMass Amherst. For more information, please contact [email protected]. Smith et al.: Connections to the Charles River “But how do we get to the Greenway?”— a multi-disciplinary, multi-jurisdiction, multi- modal strategy to increase connections to the Charles River Basin Cynthia Smith, FASLA1, Phil Goff, LEED AP2, Christopher M.
    [Show full text]
  • Why Did It Fail?
    Why Did It Fail? David W. Fowler The University of Texas at Austin CAEE Annual Alumni Ethics Seminar Ausn, Texas Why do structures fail? • Many reasons: – Design (45 to 55%) – Construction (20 to 30% – Materials (15 to 20%) – Administrative (10%) – Maintenance (5 to 10%) CAEE Annual Alumni Ethics Seminar 2 Ausn, Texas Specific Causes 1. Ignorance/incompetence/inexperience 2. Blunders, errors, and omissions 3. Lack of supervision within organization 4. Lack of communication or continuity 5. Lack of coordination 6. Overemphasis on the bottom line (saving money) 7. Administrative deficiencies 8. Maintenance CAEE Annual Alumni Ethics Seminar 3 Ausn, Texas Role of Forensic Engineer • Determine the cause of failure • Persuasively communicate his findings to the client and/or appropriate judicial venue • And in some cases, recommend corrections or repairs CAEE Annual Alumni Ethics Seminar 4 Ausn, Texas We should learn from failures • History is one of our greatest teachers • Some our greatest lessons have come from failures • Unfortunately, the cause of many failures are sealed by agreement of the involved party and the public never learns some very important lessons • University of Maryland experience CAEE Annual Alumni Ethics Seminar 5 Ausn, Texas Let’s look at some failures… • Tacoma Narrows Bridge Failure: Fowler • Big Dig Ceiling Panel Failure: Fowler • Case Study of Foundation Failure: Chancey CAEE Annual Alumni Ethics Seminar 6 Ausn, Texas TacomaTacoma NarrowsNarrows BridgeBridge • The most famous bridge failure in the U.S. • It was originally opened to traffic July 1, 1940. • It collapsed four months later, November 7, 1940, at 11:00 am. • It had been exhibiting signs of aerolastic flutter since it opened.
    [Show full text]
  • Station E-4, SP Tunnels
    box in Deerfield Beach, FL. DESCRIPTION OF FACILITY CHARACTERISTICS Station E-4, SP Tunnels 100 Mass port Haul Road South Boston, Ma. 02210 Telephone: 617-946-3000 Fax: 617-946-3009 State Police Tunnels opened in December 1995, is located above the South Boston portal of the Ted Williams Tunnel (TWT). The TWT was originally designated as the Third Harbor Tunnel and was the first portion of the Central Artery/Tunnel Project (the 'Big Dig') to be completed, inaugurated on December 15, 1995. The Tunnels barracks covers 45 miles of highways, including all Big Dig roadways and the intricate system of highways, tunnels, ramps and connectors. The Big Dig is the largest public works project in the nation's history and was constructed while maintaining service to the old elevated highways. Major roadways include: I-93 North from Exit 18 in South Bay to Exit 28 in Charlestown; I-93 South from Exit 26 in Somerville to the South Bay Mall in Dorchester; I-90 (Mass Pike) East and West between Interchange 19/20 in Allston Brighton and Route 1A in East Boston; the Leverett Connector North and South, between Somerville and Leverett Circle. Other tunnels covered by E-4 personnel are the Sumner and Callahan Tunnels under Boston Harbor, the CANA Tunnels under City Square in Charlestown, the Prudential and O'Neil Tunnels running east and west, and the most recent Liberty Tunnel running north and south along Route 93. There is a small booking area which contains a cuffing rail/bench and two cells. Cameras cover the booking area and cells, G.L.
    [Show full text]
  • Esplanade Cultural Landscape Report - Introduction 1
    C U L T U R A L L A N D S C A P E R E P O R T T H E E S P L A N A D E B O S T O N , M A S S A C H U S E T T S Prepared for The Esplanade Association 10 Derne Street Boston, MA 02114 Prepared by Shary Page Berg FASLA 11 Perry Street Cambridge, MA 02139 April 2007 CONTENTS Introduction . 1 PART I: HISTORICAL OVERVIEW 1. Early History (to 1893) . 4 Shaping the Land Beacon Hill Flat Back Bay Charlesgate/Bay State Road Charlesbank and the West End 2. Charles River Basin (1893-1928) . 11 Charles Eliot’s Vision for the Lower Basin The Charles River Dam The Boston Esplanade 3. Redesigning the Esplanade (1928-1950) . 20 Arthur Shurcliff’s Vision: 1929 Plan Refining the Design 4. Storrow Drive and Beyond (1950-present) . 30 Construction of Storrow Drive Changes to Parkland Late Twentieth Century PART II: EXISTING CONDITIONS AND ANALYSIS 5. Charlesbank. 37 Background General Landscape Character Lock Area Playground/Wading Pool Area Lee Pool Area Ballfields Area 6. Back Bay. 51 Background General Landscape Character Boating Area Hatch Shell Area Back Bay Area Lagoons 7. Charlesgate/Upper Park. 72 Background General Landscape Character Charlesgate Area Linear Park 8. Summary of Findings . 83 Overview/Landscape Principles Character Defining Features Next Steps BIBLIOGRAPHY. 89 APPENDIX A – Historic Resources . 91 APPENDIX B – Planting Lists . 100 INTRODUCTION BACKGROUND The Esplanade is one of Boston’s best loved and most intensively used open spaces.
    [Show full text]