Big Dig: differenze tra le versioni

Versione delle 18:37, 21 gen 2009

Versione delle 18:39, 21 gen 2009

Riga 14:

L'Autorità Turnpike del Massachusetts (MTA), che aveva poca esperienza nella gestione di un'opera della portata e dimesioni del ''Progetto CA/T'', assunse una joint venture di Bechtel/Parsons Brinckerhoff per fornire i disegni preliminari, gestire cosulenti progettuali e ditte costruttrici, tracciare costi del progetto e pianificazioni, avvisare l'MTA delle dicisioni sul progetto e, in alcuni casi, agire come rappresentate per l'MTA. A volte l'MTA combinava alcuni suoi impiegati con impiegati della Bechtel/Parsons in un'organizzazione integrata del progetto. Questo venne fatto per rendere la gestione più efficente, ma ciò ostacolava la possibilità da parte dell'MTA di supervisionare la Bechtel/Parsons Brinckerhoff perchè erano effettivamente divenuti partner del progetto.<ref>OIG Testimony CC-2005-027, "Impact of Water Leaks on the Central Artery/Tunnel Project and Remaining Risks"</ref>

Processi contro Bechtel e altri circa la morte dell'automobilista rimangono pendenti.

Litigation against Bechtel and others in the death of a motorist remains pending.

==Storia==

[[Image:OnBostonsElevatedCentralArtery.agr.jpg|thumb|left|Traffic on the old, elevated Central Artery at mid-day.]]

Boston's historically tangled streets were laid out long before the advent of the [[automobile]]. By the mid-20th century, car traffic in the inner city was extremely congested, with north-south trips especially so. Commissioner of Public Works [[William Callahan]] advanced plans for an elevated expressway which eventually was constructed (1951-59) between the downtown area and the waterfront. The [[Central Artery]] (known officially as the [[John F. Fitzgerald]] Expressway) displaced thousands of residents and businesses and physically divided the historical connection between the downtown and market areas and the waterfront. Governor [[John Volpe]] interceded in the 1950s to send the last section of the Central Artery underground, through the [[Dewey Square]] (or "[[South Station]]") [[Dewey Square Tunnel|Tunnel]], but while traffic moved somewhat better the other problems remained.

Built before strict federal [[Interstate Highway standards]] were developed during the [[Dwight D. Eisenhower|Eisenhower]] administration, the expressway was plagued by tight turns, an excessive number of entrances and exits, entrance ramps without merge lanes, and continually escalating vehicular loads. Local businesses again wanted relief, historians sought a reuniting of the waterfront with the city, and nearby residents desired removal of this "Green Monster". (Its matte green paint prompted [[Thomas Menino]] to call it Boston's "other Green Monster". The original [[Green Monster]] is [[Fenway Park|Fenway Park's]] left field wall.<ref>{{cite news | author=Associated Press | url=http://msnbc.msn.com/id/3769829 | title=Boston's ‘Big Dig' opens to public | publisher=MSNBC | date=2003-12-20 | accessdate=2006-07-18}}</ref>) [[Massachusetts Institute of Technology|MIT]] engineers Bill Reynolds and future state Secretary of Transportation [[Frederick P. Salvucci]] envisioned moving the whole expressway underground.<ref name= "NY Times"> {{ cite news | url=http://query.nytimes.com/gst/fullpage.html?res=9C04E4DB173DF936A15754C0A9629C8B63&n=Top/Reference/Times%20Topics/People/D/Dukakis,%20Michael%20S. | title=Big Dig Nearing Light of Costly Tunnel's End | publisher=New York Times | date=2004-07-25 | accessdate=2007-12-10}}</ref>

==Note==