HomeMy WebLinkAboutRoute 3 Study Committee Report, no date I
REPORT OF. THE TMMA ROE 2 STUDY COMMITTEE
I. Committee Objectives
The Route 3 committee was appointed in July of 1962 to gather and
organize as much pertinent information as possible relating to the ex-
tension of the Route 3 expressway from its current terminus at Route 128
. in Burlington. The committee feels that if our work is to be meaningful
must gather the facts with the impartiality of an outsider and forever
be wary that we do not place ourselves in the position of seeming to say,
"Expressways are fine so long as they don't cut through our town." On
the other hand, where the facts indicate there are alternatives to the
recommended location of the proposed Route 3 which better serve the
metropolitan area and where the full facts have not been brought to the
9
public view, we feel these alternatives and omissions should be documented.
II. Sources of Information
Our sources of information are (1) the report by the firms of Hayden,
Harding, and Buchanan, Inc . , and Charles A . Maguire and Associates entitled
"Inner Belt and Expressway System, Boston Metropolitan Area, 1962,"
(2) zoning maps of those towns through which the Route 3 expressway might
pass, (3) records of the Great and General Court of the Commonwealth of
Massachusetts regarding the apportionment of highway funds, and (4) articles
which have appeared in local and regional newspapers . By far the most
comprehensive and complicated of these sources is the first which hereafter
is referred to as the consultants' report . This survey which was three and
a half years in the making at a cost of one million dollars discusses in
detail several possible Route 3 expressway locations, their costs, traffic
loads, and socio-economic effects .
The consultants' report provides a wealth of physical, social, and fiscal
facts . However, it is abundantly clear that facts alone will not determine
the final disposition of the Route 3 issue . The Great and General Court
(carry on, Sumner)
.)..' C 2.
III. Consultants' Methods and Techniques
The consultants established or proved the need for each expressway by
statistically analyzing a carefully constructed mathematical model of the
transportation system of the greater metropolitan area Details of this
model are beyond the scope of this report. The model used is similar to the
dela used successfully in surveys of rail and motor freight, railway express,, '
bu ' passenger service, newspaper circulation and telephone exchanges. The
model begins with a matrix of nodes representing all the major intersections
within a twenty-mile radius of Boston. It contains all the major highways
and most of the lesser roads linking these nodes . The model takes into
account employment densities, retail employment densities, and automobile
registration densities within each of the sixty-five communities analyzed.
It is calibrated and checked using data from traffic surveys and origin and
destination interviews. The input data are stored and processed using
I B M 704 and 7090 computers . Programs were written which provided compara-
tive traffic loads, using the existing road network, the proposed network, and
the proposed network with population and employment densities projected to
1975. The program was checked in so far as possible using data from current
and past surveys .
On the basis of this model, the consultants calculated the "annual
road-user benefit" for each expressway. This quantity is equal to the annual
road-user costs on existing streets minus the annual casts via the expressway.
Into these cost calculations go such tangible items as gasoline costs including:
gasoline consumed while waiting for traffic lights or traffic jams, and all
other operating costs . They also include some intangibles such as the value
of time saved by the road-user, increased comfort and convenience, and overall
accident reduction. The following table indicates the averaged costs per
vehicle mile at various driving speeds .
3.
'Expressway Speed Total Cost
(miles per hour) (cents per vehicle mile)
30 8.4
4o 6.7
45 6.5
Local Street Speed
14 17 .0
20 12.3
25 10.0
To illustrate how the annual road-user benefit is calculated, let us
assume that the cost between two given pointe using local streets is 12.5 cents
compared with 7.5 cents using the expressway If the points are ten miles
apart and if the expressway traffic load is 40,000 cars per day, then the
user-benefit is
.05 (saving per mile ) x 10 (No. of miles ) x 40, 000 (No. of oars per day) =
$20, 000 per day or about $730,000 per year.
The annual costs of the expressway are as important as the annual
benefits. These costs are defined as the annual project cost plus annual
maintenance cost for the expressway minus the annual maintenance cost of
the existing streets . The expressway costs include 5% interest on capital,
a 60-year amortization of the right-of»way, a 40-year amortization of the
structures and annual maintenance costs of $20, 000 per mile. The annual
maintenance costs of existing streets is taken as $3,500 per mile .
IV. Results of Consultants' Analyses
The ratio of annual road-user benefits to annual costs is called
the benefit ratio It is used as a measure of the need for and/or value
of an expressway between any two points . The consultants analyzed five
expressways -.. the Inner Belt, Southwest, Northwest, Northern, and Route 3.
The benefit ratios based on 1975 traffic loads are as follows:
4.
User»benefits Cost Ratio
Expressway Recommended Location Alternate Location
Inner Belt 3.9 1E.3
Southwest 8,7 8.4
Northwest 5.3 4.4
Northern (Route 93) 3 ,9 3 .3
t,
Route 3 4.2 3.3
t Interestingly, the expressway with the lowest benefit ratio (Route 93)
is the one which is being carried the farthest, exclusive of the consultants!
plan.
V. Some Unpublicized Results Using Consultants! Data
The map on page shows the recommended and alternate locations of
Route 3. The table at the bottom of this map shows the predicted 1975
daily traffic loads for the two cases at the points labeled A, B, and C .
These points lie along a circle centered in downtown Boston and reflect
radial traffic flow in and out of Boston. In the area indicated on the map,
the alternate Route 3 provides significantly improved service over the
recommended Route 3. From Page V-28 of the consultants' report, the pro-
posed location serves Burlington, Woburn (Rt.3) . The remaining towns of
Lexington, Arlington, Belmont and Cambridge are currently and will continue
to be served by Rt. 2 The alternate location provides service to
Burlington, Woburn, Winchester, Medford and Somerville. Each day 38, 000 more
vehicles would use expressways to get in and out of Boston if the alternate
Route 3 is chosen instead of the recommended Route 3. If such a choice is
not made, each day these 38, 000 vehicles will leave and enter Boston over
the existing road network, causing the congestion, expense and inconvenience
that are the prime reasons for having expressways .
The most telling argument for the recommended Route 3 location is its
lower cost both in terms of the capital outlay and the user-benefit ratio. . In
comparing costs one must be careful to take into account the interactions
between Route 3, the Alewife Brook Parkway, Route 2, and Route 93.
5.
The fallowing table attempts to compare the two total plans. This table
is incomplete in that several quantities were estimated and information
regarding Route 93 and some aspects of the Alewife Brook Parkway was not
available
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1.
The traffic load on Route 93 is heavier using the consultants' recommended
location than following the alternate location. If this added load
necessitates widening portions of the existing Route 93 that would not re- 1
quire widening were the alternate plan used, the costs of the two plans might
well be in balance.
It should be pointed out also that the road-user benefit ratios for
the recommended plan were calculated including the improved four-lane Alewife
Brook Parkway . This link is considered by the consultants to be essential,
but it is not included in the costing of the recommended Route 3. The link
carries a heavier traffic load if the alternate location is selected, and
for this reason it must be a six, instead of a four, lane highway. Its Dost
as a six-lane highway is 23.5 million dollars . Its cost as a four-lane
highway is 13.1 million dollars . The very high cost of this short section
of six-lane highway is a result of the expensive supporting struotµres
required along the Alewife Brook and the large interchange at the junction
of Route 3. However, the 13.1 million dollars for the four-lane highway
though not explained in any detail, appears to be a road of lesser quality
and probably lesser utility than is the accepted minimum standard for the
f
rest of the system.
VI. Political Facts of Life
1. Lowell
Political pressure is being applied from Lowell and vicinity a
in order to gain direct access to Boston by means of a Route 3 extension. 1
2 . Winchester
The alternate Route 3 extension as laid out in the consul-
r
tantts report passes through the Winchester Country Club. Consideration
must be given to the fact that this club lists as its members, several
people highly placed in Massachusetts political life,
A., a
'7.
3. Veto
According to the consultant' s report, one of the
first tasks that must be performed in the overall highway program must
be the construction of the inner belt, since a great deal of the traffic
from the proposed radial highways (such as the Route 3 extension) would
funnel through it.
This part of the plan may be the most difficult to implement
because of the veto power resting in the hands of five communities
through which the inner belt must pass . There is the possibility,
however, of the DPW proceeding with the radial li.hks first and then
using the resulting heavy traffic densities in the proposed inner belt
region as a lever to force the hand of the affected cities and towns
in the path of the proposed inner belt .
If one of the factors to be weighed in the selection of a route
is the net projected increase in the valuation of towns through which
the route passes, an estimate of this increase should consider both the
valuation lost due to property taken and the possible increase in
commercial and industrial valuation along the highway route .
A significant advantage to the towns affected by Route 3 extension
claimed by the consultants, is the predicted buildup of industrial and
commercial property along the new expressway. An examination of Lexington
and the other town' s zoning maps indicates possibly significant advantages
to the other towns will be realized by the alternate Route 3 extension.
It passes through several areas in these towns presently industrially
zoned, while passing through no industrially zoned land in Lexington.
This should be further investigated.
VII. Socio economic Considerations
A. Sources
1. Consultants ' Report
2. Cranston Rogers, Maguire Associates
3. Dr. William Nash, Prof. City Planning, Harvard School of Design,
Formerly of H. H. & B.
L . Mr. Cox, D.P.W. , Asst. to Chief Engineer McCarthy
5. Samuel P. Snow, Planner, Town of Lexington
6. Chief Rycroft, Chief of Police, Town of Lexington
7. Mitchell Spiris, Lexington School Department
8. Chief Belcastro, Fire Chief, Town of Lexington
B. Introduction
As stated in the report, the purpose of the socio-economic analysis
is to "assess the effects of alternative expressway locations on
the communities involved and to suggest what benefits might accrue
following the construction of en expressway system". Factors
considered were Over-all economic base, shifting population, trans-
portation of people and goods, social characteristics, political
boundaries and family incomes. The study area includes 121
separate municipalities, bordered by future Interstate Route 495
This study analyzes the effect of highways on the following groups:
local governments, residents displaced, community interest groups,
commercial and business interests (busine- s and consumer services,
retail trade, real estate, warehousing and trucking terminals,
manufacturers and public services) . In the final analysis, the
report determined that the potential opportunities for urban growth
and development would more than offset temporary short terra losses,
provided intelligent forceful efforts were made to realize. the full
potential offered by the improved expressway system. The socio-
economic analysis, considered along with the engineering determin-
ation, served as a basis for recommendations of specific locations
and their alternates
C. Populations and Employment Projections
1. Estimated if highway was not constructed
2. Compared with estimates if system is built
Recognition was given to possible future changes in zoning ordi-
nances and subdivision regulations and these were estimated
through interviews with officials of the various communities.
Methodology for population and employment projections was based on
1950 census and projected as 3,600,000 (a median population figure)
for 1975 for the entire study area of 121 municipalities. Figures
were obtained from Greater Boston Economic Study Committee, Mass.
Division of Employment Security, U. S. Dept. of Labor, Mass . Dept.
of Labor and Industries, and U. S. Census of Manufacturers. Pro-
jections were assumed to fluctuate directly with national trends.
Information from the National Planning Association, Mass. Division
of Employment Security, Mass. Dept . of Labor, and three private
studies were used in the forecasts . General benefits to inlying
areas: increase in industries requiring unskilled and semi-skilled
workers. General benefits to outlying areas: the junctions of
circumferential 128, 495 and the radials will experience increase
in plants relying on skilled and professional employees.
The report contains an extensive description of the methodology
employed in determining projections for population and employment.
The baste data included land use patterns, local utility coverage,
local tax rates and assessment policies, skills of local residents,
transportation, trends in new plant construction, local needs of
different industries, sites currently for sale, trends in housing
construction, and population density.
p a
D. Functional Effects on the People
This analysis describes the way change in time-distance relation-
ships affects patterns in regional development, and how these
changes relate to the people involved.
1. Local Government - There is a temporary loss of taxable property
The tax base will be strengthened by new industrial and resi-
dential activities as a result of increased accessibility
Suitable land use controls will maintain a favorable balance
between community service costs and revenues.
2. Community Interest Groups - Specifically these are cultural,
educational, religious, recreational groups. Increased ac-
cessibility, increased attendance
3. Commerce and Business - There is an increassof accessibility
to labor and patrons Business stimulates additional business
development .
a) Business and Consumer Services
b) Retail Trade
c) Real Estate - The report prediots increases in values fol-
lowed by gradual stabilization as the pattern of traffic
movement becomes established.
d) Warehousing and trucking activities
e) Manufacturing activities - Lower transportation cost, and
accessible labor pool result in lowering of the total cost
permitting effective competition in regional and national
markets
f) Public Servides - Dispersion of population and economic ac-
tivity brings demands for improved educational facilities,
public health, medical service, police and fire protection,
etc.
C a 7
j
E Physical Effects on the People
Interviews were conducted with officials of 121 communities. 1
Land use and zoning studies were made with the help of the
Greater Boston Economic Study Committee. Field surveys were
taken to obtain information for each parcel of land pertaining
9
to use, age, and condition of the structure, number of dwelling
units, off-street parking, name, location and type of non-resi-
dential activity. Interviews with realtors and. leaders of cam- 1
munity interest related to future plans for expansion and develop-
ment Estimates of ratios of assessments to fair market value
served to evaluate the kinds of properties which are located in
the expressway corridors am serve to provide a basis for right-of-
way cost estimates.
A discussion of the physical effects of the expressway system on
the groups listed in section E offers the general conclusion that
temporary short term effects will be counterbalanced by renewed
expanded development .
F. Analysis by Community
The report offers the following conclusions: "All communities will
benefit to varying degrees as a result of the construction of the
Inner Belt and Expressway System". New land use controls should
be adopted to obtain maximum advantage. Four to eight years after
the completion of highway, the area development rate returns and
full net effects can be assessed
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•
G. Questioned Statements, pertaining to Lexington
1. "Construction of the Expressway system is expected to decelerate the
present rate of population growth."
a) 1M-222: Emwloyment
without construction 3W700 4,300
with construction 34,000 9,700
1. How did H. H. & 13. arrive at these population and employment
figures ? i
2. Rt. 128 and 2 have been factors which have added to the rapid
residential growth of Lexington. Why should construction of a,
third highway providing additional convenience to the commuter
inhibit population growth?
3e How would employment opportunities more than double in two years
with the advent of Rt. 3?
Consultants Report : P IV-14 "These forecasts of population and
employment in the year 1975 with and without the Ebcpressway System •
are based an the reconciliation of data for which a wide range of
interpretation is practicable. A small modification in the assumptions
leads to significant variations in the forecasts. Quantitative
forecasts while useful are intended to indicate relative trends and it
is these relative trends which are of primary importance. "
2. Recommended, Rt. 3 will bring residential and commercial development
around Lexington center and along Rt. 2.
1) Please explain rationale behind this statement. Does this mean
that by eliminating residential land by Rt. 3 the center, and
other areas will be more highly Leveloped?
2) Is this growth consistent with existing trends?
Wouldn't it happen without the advent of Rt. 3?
3. Rt. 3 will determine area of reatest increamin property
1
j
G. Questioned Statements, pertaining to Lexington
1. "Construction of the Expressway system is expected to decelerate the
present rate of population growth."
a) 122.5.-2222. Employment
without construction 37. 00 4,300
with construction 3L1 ,000 9,700
1. How did H. H. & H. ,arrive at these population and employment
figures ? •
2. Rt. 128 and 2 have been factors which have added to the rapid
residential growth of Lexington. Why should construction of a
third highway providing additional convenience to the commuter
inhibit population growth?
3. How would employment opportunities more than double in two years
with the advent of Rt. 3?
Consultants Report : P IV-14 "These forecasts of population and
employment in the year 1975 with and without the Expressway System
are based an the reconciliation of data for which a wide range of
interpretation is practicable. A small modification in the assumptions
leads to significant variations in the forecasts. quantitative
forecasts while useful are intended to indicate relative trends and it
is these relative trends which are of primary importance. "
2. Recommended. Ht. 3 will bring residential and commercial development
around Lexington center and along Rt. 2.
1) Please explain rationale behind this statement. Does this mean
that by eliminating residential land by Rt. 3 the center, and
other areas will be more highly eeveloped?
2) Is this growth consistent with existing trends?
Wouldn't it happen without the advent of Rt. 3?
3. Rt. 3 will determine area of reatest increasein property
A c
value, will concentrate greatest commercial development in and
around Lexington center while affecting only one industrial
establishment
1) Please explain - wpuld the increase in property value, require
a zoning change?
2) What industrial establishment would be affected?
4, Rt. 3 will reduce traffic congestion in Lexington Center.
1) How many local, people will use Rt. 3 in preference to local streets?
2) About 80% of Lex. center traffic is through traffic. Have 0-D
studies been worked out to determine the percentage of people
going through Lex. center who wish to go to Burlington and points
beyond? What percentage of the Lex. center traffic is comprised
of local people who are simply passing through to another area of
town?
To phrase this more simply, how many people who go through the
center would in fact use Rt. 3?
See Rogers answer to questions under No. 6
5. Rt . 3 passes through a relatively undeveloped corridor. There will be
no appreciable effect on police, fire and, school service districts,
1) How was this determination made? Who were your authorities for
this statement?
Dr. Nash - Interview with the planner and town officials
show: that the design of Rt. 3 would not diminish efficiency
in call time by police and fire equipment.
Chief Rvcroft + when asked about the possible effect of Rt. 3
on our police department, Chief Rycroft said that either the
proposed or alternate routes would serve to alleviate
ft t r
considerably the heavy traffic on Lowell St. which flows down
from New Hampshire as well as from N. W. Mass. Lexington has one
of the highest accident rates. Emergency situations and accidents
on the Lexington section of Rt. 3 would be handled by our local
police as is the case on Rtes 2 and 128. Routine patrolling of
these roads is performed by the state police. Changes in local
road layouts as a result of Rt. 3 would create no specific problems
of policing neighborhoods adjacent to the proposed highway. When
asked whether representatives of either of the engineering firms
responsible for the D. P. W. report had consulted him on the
possible effects of Rt. 3 on police service, Chief Rycroft said
that they had not.
Mitchell Soiris, Dir. of Adminl. Service, Lex. School Dept.
1. Recommended Location: points of concern.
a) Interchange at Rt. 3 and Woburn St . . Children who walk on
Woburn St. will have to cross the exit and entrance ramps
at Woburn St. to get to Harrington, Muzzey, and H. S.
b) Interchange at Rt. 3 and Mass. Ave. - Elementary walkers
coming from the Arlington end, of Mass . Ave. to Adams School
will have to cross the exit and entrance ramps at Mass. Ave.
c) Increased volumes of traffic at these interchanges may require
police protection for crossing children.
2. Alternate Location
a) Problems at Harrington and Adams would be eliminated. Only
problem is that of possible increased traffic.
3. General Concerns created by superhighways
a) .Bus routes are complicated. Rt . 2 causes great problems for
Lexington.
b) Pedestrian patterns are complicated.
Chief Rycroft - Not available Feb. 6 - will speak to him Feb. 7 and
forward his ideas.
6. Emerson Road - integrated with Rt. 3 will save money for town in
direct construction and future street maintenance costs.
1) Our town planner feels that we still need Emerson Rd. to fulfill
v
Lexington' s local need. It would serve as a collector road for
local people going from one section of Lexington to another and allow
them to circumvent the center.
2) What is the minumum distance that the average person travels in
which he finds it more advantageous to use non-axis highways rather
than local streets?
C. Rogers - A minimum driving time of 14 minutes is used as a
flexible criterion below which most people do not use an expressway.
Rt . 3 is approx. 4.2 mi. long in Lexington.
7. Rt . 3 will not create a physical barrier between sections of the town.
1) What is the definition of a "physical barriers?
2) Do Rt . 2 and 128 create physical barriers?
3) How would Rt. 3 differ from them in its effect on Lex.?
Dr. Nash - Physical barrier - chops off traffic - inhibits ease of
travel - relates to travel
Psychological barrier differs
8. Net effect on Lexington is advantageous.
1 How?
9. Expansion of commercial and manufacturing activities by more than
150 A. will bring improved financial status.
1) What is the location of the 150 A. for expanded commercial and
manufacturing activities?
2) Would they be consistent with Lexington' s present land use plans?
3) Would creation of these areas require zoning changes?
Nash- the word could should be substituted for will bring.
Based statement on.
a) Industrial realtors to know what land is pushed or desired.
b) Zoning map - interviewed planning boards.
c) Trends
Dr. Nash said that the D. P. W. Is only criticism of his statements
was that in cases wizen he stated a trend conditionally, he was not
being positive enough.
1.Points of information - Highway Act 1962
After 1965 - Iii order to obtain federal funds for roads, the design
must be part of an over all metropolitan plan.
2. Called Dan Costello at H. H. & 4. for information on the above
questions. Was told to obtain permission from D. P. W. Chief Engineer
McCarthy. McCarthy sick. Assistant , Mr. Cox, said he would ask for
permission from Hayden. I called the next day and was told that
Hayden wished to be paid for time and expense, by D. P. W. D. P. W.
has no funds for this purpose. Dead End?
IX. Areas for Further Study
B. An area for further study could be the determination of a more
realistic figure for the effect of the proposed Route 3 extension on
the net assessed valuation of the town. This would include the laying
out of the proposed highway in the Lexington assessors ' maps and
determing two facts :
1. The actual loss in town valuation as a result of land taking-
including all new construction.
2. The loss in town caluation due to the reduction in the fair
market value of homes immediately adjacent to the proposed
highway.