Scheme
Z Chronology
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Some key events in: |
Background: Scheme Z in the history of the CA/T
The Central Artery/Tunnel Project, when compete, will increase the capacity and improve the safety of a principal north-south highway that passes through downtown Boston. The current Central Artery, an elevated road, will be placed in a tunnel that roughly follows the right-of-way of the present structure. Where the new underground highway reaches the Charles River, it will cross on two bridges, one cable-stay bridge with 10 lanes and one truss bridge with 4 lanes of traffic.
The design of this crossing and its many connections to arterial roads on both sides of the river, within a compact, built-up area, presented formidable challenges for reconciling transportation, environmental, and aesthetic goals. [plan of environment of crossing area, 1990] The crossing occurs in the "lost half mile" of the Charles River Basin area.
The state's final 1990 CA/T plan called for a three-bridge crossing, with a large area covered by connecting ramps on the north shore of the river, dubbed "Scheme Z." Many people - government officials, abutters, other local residents, and representatives of environmental organizations, among others - opposed this design and voiced their opposition in letters, at public hearings, and in lawsuits. A Bridge Design Review Committee (BDRC), convened by the state, crafted an alternative plan. This plan eventually evolved into another plan, called 8.1D Mod 5, which a majority of the BDRC members supported.
But the state rejected this plan and prepared its own new plan. The final plan calls for two bridges, one for the mainline highway and one for Storrow Drive access,and an underground ramp on the south shore to connect the highway to Storrow at Leverett Circle. When state and federal environmental agencies approved this plan in 1994, the CA/T project surmounted the last major hurdle in the highway design process.
The chronology below is intended to remind contributors to the Scheme Z archive of key events connected with the design of the crossing. You can link to selections from some of the documents and to plans. For a bibliography of documents pertaining to the CA/T project overall, go to the CA/T documents site.
Some key events in:
1981
Mass. DPW, Central Artery-Leverett Circle Connection Feasibility Study, 1981.
1983
The Supplement to the Draft Environmental Impact Statement/Report, presented a design for Charles River crossing that drew some critical comment. The state decides to reexamine design.
1985
The Final Environmental Impact Statement/Report and Final Section 4(f) Evaluation published August 1985, acknowledges that the crossing plan needs more work.
[Aerial view of the Charles River crossing, 1985 EIS/R]
1986
"Certificate of the Secretary of Environmental Affairs on the Environmental Impact Report, Central Artery/Third Harbor Tunnel Project," Jan. 2, 1986, approves the environmental review, allowing the CA/T project to go forward, but criticizes the crossing plan.
"Notice of project change," filed with EOEA July 1986, removes tunnel ramps from the south bank of the Charles Rivers and places them in a new location behind North Station & 100 Nashua Street.
1987
Federal funding authorized for CA/T.
Construction begins on the Central Artery North Area project, which replaces the overhead ramps that connect the Tobin Bridge to Interstate 93, with tunnels under Charlestown's City Square and a four-lane loop ramp on the west side of I-93, through the site of Boston Sand and Gravel. This major project, begun before the river crossing had been designed, set boundary conditions for the design of the future river crossing.
Transportation staff examine many crossing plans, with the mainline highway on bridges but connections in tunnels or on bridges and viaducts.
1988
In July, the state selects a bridge and viaduct crossing plan, Scheme Z.
1989
In August, model of Scheme Z bridges and viaducts unveiled.
Leverett Circle Connection/Interchange Selection Report, September 1989.
1990
Draft SEIS/R issued for CA/T that recommends Scheme Z.
Public meetings on Scheme Z in summer and fall. Charlestown activist Daniel King prepares a drawing of the visual effect of Scheme Z from Charlestown.
Mass. EOEA, "Certificate of the Secretary of Environmental Affairs on the Draft Supplemental Environmental Impact Report for the Central Artery/Third Harbor Tunnel Project," August 29, 1990, allows project to proceed to final design.
Mass. DPW issues Final FSEIR, Central Artery (I-93)/Third Harbor Tunnel (I-90) Final Supplemental EIR in November 1990, which contains a new cable-stay design for the main bridge.
"Memorandum of Understanding," MDPW & MDC, Nov. 1990, made the MDC the lead agency in parkland planning and construction in the Area North of Causeway Street and promised it $50-75 million for improvements to mitigate the highway's impacts.
Boston Globe carries series of articles critical of Scheme Z design and approval process.
Opposition builds in the weeks before the state's final environmental signoff. The city councils of Boston and Cambridge voted their opposition. Environmental and transit groups also oppose Scheme Z. Meanwhile, organizations form to support the CA/T overall, out of concern that opponents will scuttle the whole project.
1991
U.S. Dept. of Transportation, Central Artery (Interstate 93)/Third Harbor Tunnel (Interstate 90) Project, Boston, Massachusetts: Final Supplemental Environmental Impact Statement, Jan. 1991 -- state final EIS.
Secretary of Environmental Affairs approves EIR but calls for a broadly representative panel to reconsider Scheme Z. (Mass. EOEA, "Certificate of the Secretary of Environmental Affairs on the Draft Supplemental Environmental Impact Report for the Central Artery/Third Harbor Tunnel Project," Jan. 2, 1991.)
State administration changes; Richard Taylor replaces Frederick Salvucci as Transportation Secretary. The Governor decides to create a Bridge Design Review Committee (BDRC).
Taylor appoints 42-member BDRC. First meeting held Feb. 1; Taylor outlines his goals for the group.
Meanwhile, Cambridge and Park 'N Fly file lawsuits over Scheme Z or other concerns about the impact of the CA/T.
FHWA Record of Decision of May 10, 1991 accepts state highway plan that recognizes Scheme Z as the crossing.
BDRC meets regularly, March - July; in a close vote, it approves new crossing design, CIP 8. Seeking greater consensus, Taylor asks a group to continue working on the plan.
BDRC issues Report on the Charles River Crossing, October 1991.
1992
The ad hoc group formed to refine the plan develops a new version, CIP 8.1D. Cambridge accepts this plan and CRT leaders agree to drop their suit.
During the summer of 1992, to satisfy objections to it from Beacon Hill Civic Assn., Boston, and FHWA, the state prepares refinements of the plan and and comes up with five modifications. Of these, CIP 8.1D Mod 5 calls for a tunnel ramp under the Charles River as well as underground exit ramps in North Station area, which allow for a smaller highway bridge and fewer ramps, and leaves more park land undisturbed than Scheme Z.
State adopts 8.1D Mod 5 as its proposed crossing (Notice of Project Change, Area North of Causeway Street). On Sept. 29, the BDRC votes unanimously to support this design. The plan wins an Urban Design Award from the American Institute of Architects.
James Kerasiotes appointed commissioner of Mass. Highway Dept.; rejects 8.1D Mod 5 as too complicated and expensive.
Boston Artery Focus Group issues its own plan, a new all-bridge plan, which the state considers. The plan is complicated and costly, but does reduce the size of the bridge over the Charles. Plan is presented to parties who have threatened to sue the state. Cambridge will not promise to drop its suit if the state selects the plan.
1993
Secy. Kerasiotes decides against the Focus Group plan and selects a new crossing plan, the Non-River Tunnel (i.e., all-bridge) plan. It consists of two bridges, one for the mainline highway having 8 lanes plus 2 more lanes for the I-93 northbound onramp, and a second 4-lane bridge. [preferred alternative]
Mass. Highway Department presents the new crossing plan in its Charles River Crossing: Draft Supplemental Environmental Impact Statement/Report, July 1993.
Executive Office of Environmental Affairs approves the draft EIR ("Certificate of the Secretary of Environmental Affairs on the Draft Supplemental Environmental Impact Report/Statement," Oct. 15, 1993).
Mass. Highway Department issues its final EIS/R, Charles River Crossing, Final Supplemental Environmental Impact Statement/Report, dated Dec. 1993 but issued February 1994. The selected scheme estimated to cost $995 m., which is about double Scheme Z's projected cost, but $287 m. less than 8.1D Mod 5. (Picture of cable-stay bridge for the NRT.)
In December, EOTC, EOEA, MHD, and MDC agreed to the Mitigation Program in a Memorandum of Agreement, subsequently incorporated into the Central Artery MEPA decision, the Wetlands and Waterways permits, the Chapter 91 Waterways License, the federal Environmental Impact Statement, and the federal Section 4(f) Evaluation.
1994
EOEA approves the new crossing plan ("Certificate of the Secretary of Environmental Affairs of the Final Supplemental Environmental Impact Report/Statement for the Charles River Crossing, Central Artery/Third Harbor Tunnel Project," March 18, 1994).
FHWA approves the state's preferred plan in its Record of Decision, dated June 9, 1994.
1995
In a joint action, 45 individuals and 3 organizations sue FHWA and MHD, and in March, Cambridge brought a complaint against FHWA and state agencies and officials.
MDC publishes New Basin Master Plan in April, for parks development along the Charles river between the old dam (site of the Museum of Science) and the new dam. The New Basin will be designed as a series of parks on both banks of the river, linked by pedestrian and bike paths.
1997
U.S. District Court rules against Cambridge and other plaintiffs in suit over the Charles River crossing on the grounds that the required environmental review was conducted properly and that parklands were protected as required.
Bridges under construction (link to state's Central Artery/Tunnel Project information about the bridges).
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