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Rick Dimino
The Allston Viaduct, which was built 60 years ago and carries the Mass. Pike from the Allston Interchange to the Commonwealth Avenue Bridge, is nearing the end of its useful lifespan and must be replaced.
MassDOT is preparing a final decision on exactly how to carry the Mass Pike through the narrow strip of land between Boston University and the Charles River referred to as “the throat” – either on an elevated viaduct or at ground level. The all-at grade design, supported by a wide array of stakeholder from Boston to Worcester, would tear down the highway viaduct and place the roadway at ground level.
The agency recently made a down-payment on temporary strategy that gives hope for the future, but additional steps are necessary in the coming months to avoid falling short of our ultimate goals.
Repairs a Good Interim Solution
On May 18, MassDOT announced plans to accelerate up to $75 million in repairs to the Allston I-90 Viaduct, which is structurally deficient. For the past few years, advocates have argued that repairing the current structure is the worst outcome in Allston. Fortunately, MassDOT intends to conduct this repair work in a manner that would still allow the commonwealth to remove this elevated structure through a phased approach over the next few years.
The MassDOT interim repair strategy represents a reasonable investment of state and federal funds, as the Allston Viaduct will need to be safe and operational for the next few years, and through construction of the broader Interstate 90 Allston Multimodal project. This repair work can actually mean less disruption to drivers and commuter rail passengers on the Worcester Framingham line, during the next decade, if it is phased properly. Therefore, MassDOT deserves great credit for seeking the long-term gains of bold infrastructure projects, rather than avoiding ambition because big projects are often difficult.
However, short-term repairs are no substitute for a long-term solution. The proof will be in the pudding once MassDOT makes an official decision on its preferred design plans, possibly this summer. The interim repairs must be done in a way to advance the all-at-grade design and stay consistent with plans to completely transform this infrastructure. Keeping the elevated highway viaduct in place would squander years of collaboration and reject the aspirational vision for the future of Allston. There is near-unanimous support from community leaders, businesses, residents and advocacy groups for the all at-grade design that would take down the elevated highway and place the turnpike at-grade level.
At-Grade Rebuild Must Follow
Try to visualize downtown Boston without the Rose Kennedy Greenway parks and the vibrant, welcoming spaces that developed when Massachusetts and the federal government removed the elevated Central Artery. Then imagine if, decades ago, leaders decided to repair the elevated highway, instead of seeking the permeant solution that tore it down to create the improved city we know today.
This is the most powerful lesson for Allston and the future of the elevated viaduct. Ambition and our recent history both justify delivering the all at-grade solution after these interim repairs are finished. Massachusetts has done this before and we can do it again to advance a transformational project that creates jobs and economic opportunities, enhance river access and advance a 21st century approach to mobility, city building and resiliency.
Another reason to keep going with the taking down the elevated viaduct is the potential for federal funding. There is a strong case to make that the Allston Multimodal Project meets the goals and objectives of President Joe Biden’s infrastructure proposals. His initial proposal recommends $20 billion to fix outmoded transportation infrastructure design concepts of the past such has replacing elevated highways that divide neighborhoods. There is also another $25 billion for ambitious projects that support regional and national economy. The all at-grade design plans fit both programs and could be a signature achievement of this federal bill.
Of course, it requires a continued effort at MassDOT – and with stakeholders – to continue aligning the interim repairs and the final design plans for the viaduct. This initial investment of $75 million is reasonable, but it must be part of a broader financing strategy that leverages federal infrastructure funds and realizes the full potential I-90 Allston Multimodal Project, including the new intermodal West Station on the Worcester/Framingham commuter rail line. We are one step closer and must continue the work, as the long-term benefits are still within our grasp.
Rick Dimino is CEO of A Better City
