Construction Phase
The project was managed by the Massachusetts Turnpike Authority, with the Big Dig and the Turnpike's Boston Extension from the 1960s being financially and legally joined by the legislature as the Metropolitan Highway System. Design and construction was supervised by a joint venture of Bechtel Corporation and Parsons Brinckerhoff. Because of the enormous size of the project—too large for any company to undertake alone—the design and construction of the Big Dig was broken up into dozens of smaller subprojects with well-defined interfaces between contractors. Major heavy-construction contractors on the project included Jay Cashman, Modern 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 environmental advocates preferred a river crossing entirely in tunnels, but this, along with 27 other plans, was rejected as too costly. Finally, with a deadline looming to begin construction on a separate 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 plan was considered to be reasonably cost-effective, but had the drawback of requiring highway ramps stacked up as high as 100 feet (30 m) immediately adjacent to the Charles River.
The city of Cambridge objected to the visual impact of the chosen Charles River crossing design. It sued to revoke the project's environmental certificate and forced the project to redesign the river crossing again.
Swiss Engineer Christian Menn took over the design of the bridge. He suggested a cradle cable-stayed bridge that would carry ten lanes of traffic. The plan was accepted and construction began on the Leonard P. Zakim Bunker Hill Memorial Bridge. The bridge employed an asymmetrical design and a hybrid of steel and concrete was used to construct it. The distinctive bridge is supported by two forked towers connected to the span by cables and girders. It was the first bridge in the country to employ this method and it is the widest cable-stayed bridge in the world.
Meanwhile, construction continued on the Tobin Bridge approach. By the time all parties agreed on the I-93 design, construction of the Tobin connector (today known as the "City Square Tunnel" for a Charlestown area it bypasses) was far along, significantly adding to the cost of constructing the U.S. 1 interchange and retrofitting the tunnel.
Boston blue clay and other soils extracted from the path of the tunnel were used to cap many local landfills, fill in the Granite Rail Quarry in Quincy, and restore the surface of Spectacle Island in the Boston Harbor Islands National Recreation Area.
The Storrow Drive Connector, a companion bridge to the Zakim, began carrying traffic from I-93 to Storrow Drive in 1999. The project had been under consideration for years, but was opposed by the wealthy residents of the Beacon Hill neighborhood. However, it finally was accepted because it would funnel traffic bound for Storrow Drive and downtown Boston away from the mainline roadway. 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 project cost, including the Charles River crossing, was estimated at $5.8 billion. Eventual cost 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 cost to $21.93 billion.
Read more about this topic: Big Dig
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