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The Central Artery, officially known as the John F. Fitzgerald Expressway, is a section of freeway in downtown Boston, Massachusetts, designated as Interstate 93 (I-93), U.S. Route 1 (US 1) and Route 3. It was initially constructed in the 1950s as a partly elevated and partly tunneled divided highway and named after John F. Fitzgerald. Now, however, it is mostly made up of tunnels that were built during a ten-year period from the mid-1990s to the early 2000s as part of the Big Dig (Central Artery/Tunnel) project. The former route of the above ground Artery was known locally as "The Distressway", "the largest parking lot in the world", and "the other Green Monster", a reference to a famous part of the city's Fenway Park baseball stadium, due to the paint color of its girders and its disruption of previously uninterrupted passage between Boston neighborhoods. The structure was replaced mostly by open space known formally as the Rose Kennedy Greenway, named after the daughter of John F. Fitzgerald and the mother of John F. Kennedy. According to Massachusetts Executive Office of Transportation data, the Fitzgerald Expressway runs from the Massachusetts Avenue Connector just beyond Andrew Square in South Boston north to the split with U.S. Route 1 in Charlestown. Along with the harbor tunnels and the Turnpike from Route 128 to East Boston, it is part of the Metropolitan Highway System. ==History== The highway itself was planned as early as the 1920s. The above-ground Artery was built in two sections. First was the part north of High Street and Broad Street, to the Tobin Bridge built between 1951 and 1954.〔(【引用サイトリンク】title= John F. Fitgerald Expressway )〕 Immediately, residents began to hate the new highway and the way it towered over and separated neighborhoods. Due to this opposition, the southern end of the Central Artery through the South Station area was built underground, through what became known as the Dewey Square Tunnel. Eventually, the entire highway was moved underground as part of the Big Dig Project. The Dewey Square Tunnel was the one part of the original Artery not torn down; it now serves southbound traffic. The idea of building the entire Artery underground was first floated in the 1970s emanating from the central artery depression concept developed by the Boston Transportation Planning Review. The final section through the Dewey Square Tunnel and on to the Southeast Expressway at Massachusetts Avenue opened in 1959. The highway gradually became more and more congested as other highway projects meant to complement the Artery were canceled. These included the Inner Belt project, which would have taken through traffic off the Artery and the Massachusetts Turnpike Extension coming in from the west. The Southwest Expressway would have been the route of Interstate 95 from Canton into Boston, and would have tied into the Inner Belt of I-695. Modifications of the above-ground Artery until the time it was demolished in 2003, included an additional interchange for the Massachusetts Turnpike (Mass Pike) extension which was completed in 1965, the removal of several on and off-ramps and the reworking in the late 1980s of the Tobin Bridge interchange. The Central Artery North Area (CANA) project placed the above ground ramps from the Artery underground into the City Square Tunnel in Charlestown and resulted in a reworking of the interchange at the north end, placing the northbound offramp from the east side to the west side, and eliminating dangerous weaving across the lanes of the Charlestown High Bridge which required traffic coming from Storrow Drive and wanting to go to Charlestown to cross three lanes of traffic in only a tenth of a mile. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Central Artery」の詳細全文を読む スポンサード リンク
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