Massachusetts Turnpike
Interstate 90 | ||
Route information | ||
Maintained by MassDOT | ||
Length | 138.1 mi[1] (222.3 km) | |
Existed | 1957–present | |
History | Boston Extension added in 1965, and Ted Williams Tunnel in 2003 | |
Component highways |
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Restrictions | No hazardous goods and cargo tankers east of exit 131[2] | |
Major junctions | ||
West end |
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East end | Route 1A in Boston | |
Location | ||
Country | United States | |
State | Massachusetts | |
Counties | Berkshire, Hampden, Worcester, Middlesex, Suffolk | |
Highway system | ||
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The Massachusetts Turnpike (colloquially "Mass Pike" or "the Pike"
The turnpike opened in 1957, and it was designated as part of the
.The turnpike was maintained by the Massachusetts Turnpike Authority (MTA) until the department was replaced by the Highway Division of MassDOT in 2009. The implementation and removal of tolls in some stretches of the turnpike have been controversial; travel between most, but not all, exits requires payment. The
Route description
The Massachusetts Turnpike is informally divided into two sections by
Western Turnpike
In the west, the turnpike begins in
After almost 50 miles (80 km) of relative ruralness, I-90 has an interchange that leads to the separate routes of
Boston Extension
The first exit of the Boston Extension, exit 125, is an eastbound entrance and westbound exit at Route 16 in Newton.[18] The turnpike enters Suffolk County in Boston before reaching the "Allston–Brighton tolls", depositing traffic toward the Boston neighborhoods of Allston and Brighton and the nearby city of Cambridge.[4] This exit is also used to access Soldiers Field Road, a surface parkway that provides local access through central Boston and parallels the Turnpike. Before being renumbered exit 131 in both directions, exit 18 was a left-hand eastbound exit and westbound entrance, and exit 20 was a westbound exit and eastbound entrance; a mainline toll plaza was previously placed in between them for through traffic and was classified as "exit 19".[18] Compensating for the sparsity of eastbound entrances and westbound exits in Back Bay and Downtown Boston, a westbound U-turn ramp heading eastbound was opened in Allston in 2007;[19] while unsigned with an exit number, it was recognized as exit 20A for administrative purposes.[4] Past the tolls, the turnpike reduces to six lanes, heads through the campus of Boston University and passes Fenway Park before crossing over the Muddy River as it approaches the city's central neighborhoods.[10]
Exit 133 and the now-closed Clarendon Street onramp are located within the
Service plazas
Location | Direction | mi (km) | Services[22] |
---|---|---|---|
Lee | Eastbound | 8.5 (13.7) |
|
Westbound |
| ||
Blandford | Eastbound | 29 (47) |
|
Westbound |
| ||
Ludlow | Eastbound | 55.6 (89.5) |
|
Westbound |
| ||
Charlton | Eastbound | 80.3 (129.2) |
|
Westbound | 83.8 (134.9) |
| |
Westborough | Westbound | 104.6 (168.3) |
|
Framingham | Westbound | 114.4 (184.1) |
|
Natick | Eastbound | 117.6 (189.3) |
|
-
Ludlow Service Plaza westbound
-
Lee Service Plaza eastbound
Tolls
As of 2009[update], toll revenue generated from the Massachusetts Turnpike is to be spent in the section in which it was collected, either the Western Turnpike or the Boston Extension (alternatively named the "Metropolitan Highway System" for administrative purposes).[23] Tolls from exit 3 (former exit 1) in West Stockbridge through exit 51 (former exit 6) in Chicopee were removed by then-Governor Bill Weld in 1996, following complaints that the tolls collected in Western Massachusetts were financing the Big Dig in Boston;[24] they were ultimately reinstated in October 2013.[25]
At the recommendation of former secretary of administration and finance Eric Kriss, who recommended that tolls be eliminated along the entire turnpike except for the tunnels leading to Logan International Airport,[26] the MTA voted to remove all tolls west of Route 128 in Weston in October 2006.[27] Members of the Massachusetts Legislature Transportation Committee cited the potential need to amend state law and the uncertainty of how the turnpike would be maintained as setbacks to the toll removal, which ultimately never came to fruition.[28]
In the November 9, 2006, edition of The Boston Globe, Governor Mitt Romney announced his intention to try to remove the tolls before his successor, Deval Patrick, was inaugurated in January 2007, but this did not occur. In 2008, Patrick announced a similar plan to remove most tolls west of I-95,[29] but this also did not occur before his term ended in January 2015. State law requires tolls to be removed west of Route 128 when its debt is paid and the road is in "good condition", but MassDOT plans to continue tolls after the bonds are paid off in January 2017, because the road will still need $135 million per year for repairs and maintenance.[30][needs update]
At a January 22, 2009, board meeting, the turnpike decided to stop charging a one-time $25.95 fee for the acquisition of a Fast Lane toll transponder, replacing it with a 50-cent monthly recurring service fee.[31] The implementation of the 50-cent monthly fee was canceled after long delays at toll plazas on Easter Sunday.[32][33]
Toll plazas
The turnpike traditionally utilized the
Open road tolling
In 2014,
As there are no gantries between exits 45 and 54 (former exits 4 and 7) or between exits 90 and 96 (former exits 10 and 11), the Massachusetts Turnpike is essentially free between those pairs of exits. Otherwise, the transition to open road tolling is revenue neutral, meaning the tolls between any other pair of exits only saw small adjustments. Tolls are slightly higher for out-of-state residents without an E-ZPassMA transponder, and no-transponder tolls are higher.[47]
When all-electronic tolling went live on the Mass Pike, the Tobin Bridge, Callahan Tunnel, Sumner Tunnel, and Ted Williams Tunnel joined the system and were converted to charging a single toll in both directions, rather than a double toll in one direction. The Tobin Bridge was converted to all-electronic tolling for southbound only in July 2014.[42]
In addition to license plate information, the gantries also collect vehicle speed data; a MassDOT spokesperson said that the agency "will not be using the AET [all-electronic tolling] system to issue speeding violations".[48] Toll data is not a public record and is not subject to Freedom of Information Act requests, and MassDOT states that "All data collected will remain secure and kept confidential."[42] The data can be obtained by subpoena, however, and law enforcement will be able to specify license-plate numbers that will generate an immediate email if detected by the system.[49]
History
Background and construction
In the period following World War II, Boston had fallen into a deep period of stagnant growth. Its former maritime industries had closed as traffic in the harbor declined, the textile mills that had provided a large portion of the city's wealth had migrated out of the region seeking new locations that would allow them to maximize revenues, and property development had ground to a halt with virtually no new construction of any impact occurring since the beginning of the Great Depression.[50] Boston retail stalwarts such as Filene's and Jordan Marsh had decided to focus their energies and growth into the suburbs; Boston's citizens had begun to flee to the same suburban pastures as property taxes in the city skyrocketed. As U.S. News & World Report stated, Boston was "dying on the vine".[51]
After the end of the war, Massachusetts entered into a period of new highway projects planning that sought to help end the economic malaise the state was suffering from. It was in 1947 that Republican Governor Robert F. Bradford realized that the commonwealth needed to implement a standard framework to properly guide the planning and construction of these new roadways. He commissioned a study to produce a new Highway Master Plan for the eastern region, and, by 1948, it had been completed. Seeking the political benefits that a major public works project would bring, Bradford sent his plan to the Democratic-controlled Massachusetts General Court for approval; however, the Democrats sat on the project until their candidate, newly elected Democratic Governor Paul A. Dever, took office in January 1949.[52]
It was instead Dever who initiated the program to implement the Highway Master Plan for the city shortly after taking office in 1949. Enjoying a Democratic majority within the
Because of the financial strain created by the bond issues used to construct these other highways, the commonwealth was unable to afford the costs of floating more bonds to fund the expenditures required to construct the Western Expressway along the Western Approach corridor of Boston. Callahan suggested creating a strong, independent, and semipublic transportation authority that could fund the new expressway by floating its own bond issues and financing them through tolls along the highway while having its own powers of eminent domain to secure the land needed to build it. Utilizing the political goodwill he accrued during his tenure as public works commissioner, primarily through extensive patronage hires,[53] Callahan was able to push his idea for the new authority through the State House with ease.[57] The authority was formed in early 1952, and, by 1955, it had issued the required bonds needed to construct a 123-mile (198 km) highway from the New York–Massachusetts border to the recently completed Route 128 in Weston. Despite being completed in 1957, many within the commonwealth quickly realized that the local routes used to get into Boston were still insufficient for the automotive traffic burdens placed upon them.[58]
Expansion into Boston
While the highway construction boom proved to be fortunate for the suburban communities these new roadways passed through, the economy of Boston was still in a fragile state.[59] Realizing that Boston still needed to be connected to the turnpike to help reverse its flagging economy and reputation as a municipal has-been, Callahan was tasked in 1955 by the legislature to create an extension into the city designed to facilitate a turnaround of the city's fortunes. This new highway would connect the Massachusetts Turnpike to the heart of the city with a 12.3-mile (19.8 km) extension of the Interstate. It was his plan to bring the tolled turnpike from its terminus at Route 128 in West Newton into the city along the path of the Boston and Albany Railroad and connect it to the Southeast Expressway. This plan was in line with the 1948 Master Highway Plan for the city, which had always called for a Western Expressway to be built into the city. However, with the passage of the Federal-Aid Highway Act of 1956, the federal government provided sufficient funds to the states to construct new highways with a 90-percent subsidy, rendering the need for a toll road into the city obsolete.[60]
Complicating the matter, Callahan's planned extension route was not universally accepted by others within the state, such as newly elected Governor John A. Volpe and Newton Mayor Donald Gibbs, who sought to construct a freeway that would follow a different route between the Borders of Newton, Waltham, and Watertown along the Charles River and US 20 and be constructed using the funds now being provided by the Federal Highway Administration (FHWA).[61] Additionally, residents of the city of Newton, who would see significant demolition of neighborhoods within the city along with large portions of its central business district to make way for the turnpike extension, were adamantly against the proposed Boston and Albany routing of the road.[62] Newton, through the terms of two mayors, set about fighting the turnpike proposal through a series of increasingly futile legislative maneuvers in the General Court. Realizing that the needs and wants of the smaller city could not overcome the influence of Callahan within the state capitol, the smaller city would instead redirect its efforts to blocking the highway at the federal level through the Interstate Commerce Commission (ICC) and federal courts.[63] Affected property owners within Boston who were also looking at the possibility of losing their homes and business followed Newton's lead by filing a series of state and federal lawsuits that they hoped would derail the proposed extension.[64]
In the late 1950s, eminent domain takings for the Massachusetts Turnpike Extension into Boston devastated the historic
Prudential Company
Adding to Callahan's numerous problems with those in opposition to the new roadway, the
Logue was in many ways the equal to Callahan: a driven man who sought the power to get things done as the head of a semiindependent authority whose structure had been modeled on Callahan's MTA.[66][68] Logue, who was responsible for many urban renewal projects in Boston at the time, including the construction of Storrow Drive and the West End redevelopment project, realized the Prudential project was essential to Boston's redevelopment efforts. The main issue holding up the project was a lack of consensus over tax breaks Prudential was demanding in order to move forward with the project.[69] Additionally, several legal decisions were handed down by the Massachusetts Supreme Judicial Court (SJC) questioning the constitutionality of the land takings required to build the complex.[66][70]
Adding to the problems associated with the Prudential project, during 1960 and 1961 there was a series of allegations made against Callahan claiming he had been engaging in illegal activities related to his second tenure as Public Works commissioner. These allegations included charges of financial kickbacks, bid rigging, and other questionable practices. This led to a corruption trial which threw a pall on his reputation that did not help with his drive to construct the turnpike extension. On top of the legal allegations, a group of three professors from the Massachusetts Institute of Technology and Harvard University made public allegations that the MTA had been using inflated numbers to push through its bond issues, thus artificially inflating their values. This led to failed series of bond issues that critics hoped would prevent the MTA from raising the needed funds for construction.[71]
It was in the midst of these many legal problems that, in April 1960, Prudential announced that continuation of their building project was contingent on direct highway access via a toll road along the Boston and Albany Railroad
The year 1968 saw the beginning of the first major expansion of the turnpike after the completion of the Boston extension in 1965. While the original design of the roadway called for an eight-lane expressway along the majority of the route, it was only constructed as a four-lane roadway along most of its length until it reached the junction of Route 9 in Framingham, where the roadway expanded to six lanes. Starting in 1968, the highway from the I-84 interchange in Sturbridge to Route 9 was widened from its original four lanes to six; that widening project was completed around 1971. However, the mainline right-of-way was constructed to allow future expansion of the roadway, with most bridges over the highway built with the eight-lane roadway in mind, so few bridges had to be rebuilt when it was widened in the late 1960s.
Big Dig
When designing the
Governor
The notions of using existing rights of way or areas where neighborhood displacement would be minimized were applied to the second extension of the turnpike as part of the Big Dig. Salvucci deliberately planned to bring the East Boston Extension through areas with little or no occupancy or those properties already owned by the commonwealth. As a result, East Boston saw almost no takings of buildings or homes through eminent domain or the destruction of neighborhoods because construction was relegated to the then-unoccupied areas of the Seaport District and Logan International Airport. Like the first turnpike extension, the connection of the turnpike to East Boston was also designed to provide an economic stimulus to the city, this one to revitalize the desolate Seaport District.[76]
The MTA managed the Big Dig, which rerouted the elevated Central Artery into the O'Neill Tunnel through Downtown Boston, and extended the turnpike beyond its terminus at the Central Artery into the Ted Williams Tunnel and connected it to Route 1A beyond Logan International Airport. Construction began in 1991, and the final extension of the turnpike was opened in 2003.
It was for the financial needs of the project that the "Metropolitan Highway System" was created with the turnpike east of Route 128; the Ted Williams, Sumner, and Callahan tunnels under Boston Harbor; and I-93 from Southampton Street through the O'Neill Tunnel and the Zakim Bridge to the foot of the Tobin Bridge.[78] Finances for the Western Turnpike and the Boston Extension continue to be handled separately with this reorganization.
Ceiling collapse
In response to a fatality caused by the collapse of the ceiling of the eastbound I-90 connector tunnel approaching the
Infill exits
In addition to the exits opened during construction of the Boston Extension, two infill exits were opened between existing interchanges on the Western Turnpike. Exit 106 (former exit 11A) in Hopkinton connects the turnpike with I-495 and enables transit between northern New England and Cape Cod; it was opened in 1969.[85] Exit 94 (former exit 10A) in Millbury connects the turnpike to Route 146 and US 20 via the Route 20 Connector, which, in turn, facilitates movement between Worcester and Providence, Rhode Island; construction began in 1996 and was opened in 1998 before being completed in 1999.[86]
Air rights
Much of the air space ("air rights") over the Boston Extension has been leased to third parties for commercial development. This concept was originally designed to "knit together communities" that were divided by the new highway,[87] since the turnpike had been described as "wider and more divisive to the city" than the original Central Artery.[88] More recently, the income received from the leased air rights have been used for paying off the Big Dig.[88] There are 23 parcels of air space over the highway, the majority of which have not been developed.[89] Among other objectives, guidelines established by the "Civic Vision for Turnpike Air Rights in Boston" in 2000 recommend that the proposed use of the parcels "[foster] increased use and capacity of public transportation" and "[reinforce] the vitality and quality of life in adjacent neighborhoods".[90]
The
After four decades of no new developments, in August 2020, construction began on Parcel 12, and construction was expected to begin within the month at Fenway Center pending a final agreement with MassDOT,[98] leading to planned closure of one lane in each direction for a year.[99] Parcel 12[100] is between Newbury Street, Boylston Street, and the west side of Massachusetts Avenue and is expected to feature a 13-story Citizen M hotel, a 20-story office tower (including the headquarters of CarGurus), a reconstructed bus shelter, a public park, street-level retail, and a new entrance to the Hynes Convention Center station of the Green Line subway.[98] The developer of Parcel 13, on the east side of Massachusetts Avenue along Boylston Street, submitted updated plans in February 2020, with 17 stories of condos, hotel, parking, and public space.[101] An approved plan for Parcel 15 (known as 1000 Boylston Street) was canceled by the developer in August, 2019,[102] with the dissolution resulting in a lawsuit.[103]
Future
Proposed exits
For decades, there has been discussion about a potential new interchange with Route 56 in Oxford. This new interchange would be located between exit 78 (old exit 9) in Sturbridge and exit 90 (old exit 10) in Auburn. Former Leicester selectman Thomas V. Brennan Jr. created the idea for this potential new exit in 1996, and he continued to advocate for the idea into the late 2000s.[104][105] In 2011, the Town of Oxford included the construction of a new interchange as a long-term recommendation in their municipal transportation plan; construction estimates were $60 million to $75 million (equivalent to $86.9 million to $100 million in 2023[37]).[106]
The construction of an exit between exit 10 (former exit 2) in Lee and exit 41 (former exit 3) in Westfield, separated by a 30-mile (48 km) gap, has been controversial since the 1960s.[107] The state conducted a study to determine the feasibility of such a project in 2018;[107] land occupied by a service plaza and a maintenance facility (both in Blandford) and Algerie Road in Otis have been suggested as locations for a potential exit.[108]
Allston interchange
The "I-90 Allston Multimodal Project"[109] is a plan to replace a deteriorating viaduct in Allston by redeveloping the turnpike through the land of the former CSX Transportation's Beacon Park Yard, which is now owned by Harvard University,[110][111] along with improvements to the Massachusetts Bay Transportation Authority's Framingham/Worcester Line.[112][113] The preliminary design plan called for the turnpike to be realigned at-grade and off the existing viaduct, and for the adjacent Soldiers Field Road to be partially realigned onto a new viaduct above the turnpike and off of the existing at-grade roadbed. The design is of a considerably smaller footprint than the existing configuration; this would facilitate the construction of the proposed West Station and the expansion of Harvard University on land where the existing viaduct is located.[114] The design phase was expected to be completed in 2019 and with a planned ground breaking in 2020.[115]
In September 2021, after much public criticism of the viaduct and river impact during construction, a new final design was announced, which keeps the turnpike and Soldiers Field Road at-grade. In the narrowest portion of the project, known as the "throat", the Charles River Bike Path will be put on a boardwalk over the river, and roadway shoulders will be narrowed by a collective four feet for a short length to avoid any permanent filling of the river.[116][117] This significantly delayed the project, and, As of January 2022[update], preliminary design is in progress, and modified project permits need to be obtained; construction is expected to start in 2023 and last for 6–10 years.[118] As of October 2023, the project is undergoing the federal environmental permitting process, which will continue into 2024.[119] The project did not win a National Infrastructure Project Assistance Program (MEGA) competitive grant on its 2021 application[120] for $1.2 billion in federal funding, nor the $200 million applied for from the same program in 2023.[121]
I-495 interchange
The "I-495/I-90 Interchange Improvements Project" is intended to realign exit 106 (former exit 11A) in Hopkinton, where the existing interchange (designed for the now-demolished toll plazas) is notoriously congested and accident-prone during rush hour and holiday travel times.[122] As of 2018[update], MassDOT is examining three design proposals, which have raised the suggestions of separate northbound/southbound I-495 exits and the extension of acceleration lanes through exit 111 (former exit 12) in Framingham. The project initially was estimated to cost between $296–413 million, and the design phase expected to be 25-percent complete by 2020.[123] In July 2019, MassDOT announced that the state would be moving ahead with preferred design for overhaul of I-495/Mass Pike interchange consisting of a series of "flyover ramps" that would eliminate the interweaving of traffic that causes bottlenecks and crashes at the interchange. The state expects that the construction would begin in 2022 and run through 2026 at an estimated cost of approximately $296.4 million.[124]
Government oversight
Since 2001, the MTA had come under fire from state politicians in a fight for control of the quasistate agency. Beginning in 2001, former Massachusetts acting Governor
Mihos and Levy had cast votes on the board to postpone a toll hike. Swift objected, saying such a delay was "fiscally irresponsible" and saying the two men "interfered with the effective daily management of the Authority".[125] Mihos and Levy refused to step down and sued Swift to retain their positions. The SJC ruled that the turnpike was "not part of the machinery of the government" and therefore not subject to Swift's decisions.[126]
Governor
Romney put pressure on Amorello to step down. Amorello announced he would do so in 2007, after Romney would have left office. Romney continued to press the legislature to give him the power to remove members from the board, specifically the chairman, pointing to a series of financial and construction mishaps over the last several years. However, the legislature instead sought to keep Amorello on board by extending the terms of various board members to prevent Romney from removing Amorello.[129]
Under a plan to save state funds, the
Under legislation signed into law by Governor Deval Patrick on June 26, 2009, the turnpike was folded into a new superagency that controls all surface transportation in the state. The new agency, MassDOT, operates all highways formerly under MassHighway and the MTA as well as eight urban roadways formerly owned and maintained by the state Department of Conservation and Recreation (DCR).[132] In addition, MassDOT oversees the RMV, the Massachusetts Bay Transportation Authority (MBTA), regional transit authorities, and the state aeronautics commission.[133] The new transportation department began operations on November 1, 2009.[134][failed verification]
The MTA also owned the
Highway shield
The original logo depicted
According to MTA board member Mary Z. Connaughton's blog entry for the Boston Herald, all of the pilgrim-hat signage unique to the turnpike will be eliminated.[140] However, in a personal correspondence with AARoads.com's road blog, a MassDOT official said that usage of the hat would actually increase. When guide signs on I-95 and I-495 are replaced, the "Mass Pike" signage will be replaced with pilgrim hat shields.[141]
Exit list
While Massachusetts has used
County | Location[148] | mi[148] | km | Old exit | New exit[149] | Destinations[149] | Notes |
---|---|---|---|---|---|---|---|
Continuation into New York | |||||||
2.736 | 4.403 | 1 | 3 | Route 41 / Route 102 – West Stockbridge | Westbound exit and eastbound entrance | ||
Lee | 8.5 | 13.7 | Lee Service Plaza | ||||
10.01 | 16.11 | Lee Toll Gantry[42] | |||||
10.592 | 17.046 | 2 | 10 | US 20 / Route 102 west – Lee, Pittsfield | To US 7; Route 102 not signed | ||
Hampden | Blandford | 26.25 | 42.25 | Blandford Toll Gantry[42] | |||
29.0 | 46.7 | Blandford Service Plaza | |||||
40.86 | 65.76 | Westfield Toll Gantry[42] | |||||
Exit 11 on I-91 | |||||||
Chicopee | 49.041 | 78.924 | 5 | 49 | Route 33 – Chicopee, Holyoke | ||
51.154 | 82.324 | 6 | 51 | I-291 west – Springfield, Hartford, CT | Exit 7 on I-291 | ||
Ludlow | 54.780 | 88.160 | 7 | 54 | Route 21 – Ludlow, Belchertown | ||
55.6 | 89.5 | Ludlow Service Plaza | |||||
57.68 | 92.83 | Ludlow Toll Gantry[42] | |||||
Route 20 | |||||||
Worcester | Warren | 69.78 | 112.30 | Warren Toll Gantry[42] | |||
I-84 west – Hartford, CT, New York City | Eastern terminus of I-84 | ||||||
Charlton | 80.3 | 129.2 | Charlton Service Plaza (eastbound) | ||||
83.1 | 133.7 | Charlton Toll Gantry[42] | |||||
83.8 | 134.9 | Charlton Service Plaza (westbound) | |||||
Exit 12A on I-290 / I-395 | |||||||
Millbury | 93.642 | 150.702 | 10A | 94 | US 20 / Route 146 (Route 122A) – Worcester, Providence, RI | Exit 18 on Route 146 | |
96.343 | 155.049 | 11 | 96 | Route 122 – Millbury, Worcester | To Route 30 and Route 140 | ||
Westborough | 104.6 | 168.3 | Westborough Service Plaza (westbound only) | ||||
Middlesex | Hopkinton | 104.86 | 168.76 | Hopkinton Toll Gantry[42] | |||
106.236 | 170.970 | 11A | 106 | I-495 – Portsmouth, NH, Taunton | Exit 58 on I-495 | ||
Worcester | Southborough | 109.07 | 175.53 | Southborough Toll Gantry[42] | |||
Middlesex | Framingham | 111.181 | 178.928 | 12 | 111 | Route 9 – Framingham, Southborough | |
113.92 | 183.34 | Framingham Toll Gantry[42] | |||||
114.4 | 184.1 | Framingham Service Plaza (westbound only) | |||||
116.600 | 187.650 | 13 | 117 | Route 30 – Natick, Framingham | |||
Natick | 117.6 | 189.3 | Natick Service Plaza / Fast Lane Service Center (eastbound only) | ||||
Weston | 120.21 | 193.46 | Weston Toll Gantry[42] | ||||
122.600 | 197.306 | 14 (EB) 15A (WB) | 123A | Exit 39B on I-95; Route 128 not signed; signed as exit 123 eastbound | |||
123.458 | 198.686 | 15B | 123B | To Route 30 – Weston | Westbound exit only; shared ramp with exit 123A (former exit 15A) until 2017 | ||
Newton | 125.207 | 201.501 | 16 | 125 | Route 16 – West Newton, Wellesley | Westbound exit and eastbound entrance | |
126.18 | 203.07 | Newtonville Toll Gantry[42] | |||||
127.553 | 205.277 | 17 | 127 | Newton, Watertown | Access via Washington Street | ||
Boston | 130.04 | 209.28 | Brighton Toll Gantry[42] | ||||
130.991 | 210.810 | 18 (EB) 20 (WB) | 131 | Allston–Brighton, Cambridge | Left eastbound exit | ||
130.991 | 210.810 | U-turn to Boston | Westbound U-turn only; shared ramp with exit 131 | ||||
131.15 | 211.07 | Allston Toll Gantry[42] | |||||
132.863 | 213.822 | 21 | Massachusetts Avenue ) | Westbound entrance only | |||
132.889 | 213.864 | West end of Prudential Tunnel | |||||
133.344 | 214.596 | 22 | 133 | Dartmouth Street – Prudential Center, Copley Square | Eastbound exit and westbound entrance; to Route 9 west | ||
133.586 | 214.986 | 22A | Clarendon Street | Former westbound entrance only; permanently closed on September 3, 2019[150] | |||
133.576 | 214.970 | East end of Prudential Tunnel | |||||
133.876 | 215.453 | 23 | Arlington Street | Westbound entrance only | |||
134.315 | 216.159 | 24A | 134A | South Station | Eastbound exit only; access via Atlantic Avenue | ||
24 | 134 | I-93 – Concord, NH, Quincy | Exit 16A on I-93; signed as exits 134B (north) and 134C (south) eastbound | ||||
134.275 | 216.095 | Fort Point Channel Tunnel under Fort Point Channel | |||||
134.773 | 216.896 | 25 | 135 | South Boston | Access via Congress Street | ||
136 | 219 | Ted Williams Tunnel[42] under Boston Harbor | |||||
137.239 | 220.865 | 26 | 137 | Logan Airport | Eastbound exit only | ||
138.15 | 222.33 | Route 1A north – Revere | Eastern terminus of I-90 | ||||
1.000 mi = 1.609 km; 1.000 km = 0.621 mi
|
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Further reading
- Ingraham, Joseph C. (May 24, 1959). "Boston to Chicago; New Section of Thruway Completes Express Route Between Cities Boston to Chicago". The New York Times. Archived from the original on July 22, 2018. Retrieved July 22, 2018.
- Tsipis, Yanni K. (2001). Boston's Central Artery. Charleston, South Carolina: Arcadia Publishing. ISBN 0738505269.
External links