Word: highway
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Dates: during 1960-1969
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Moreover, with each passing year, the state's case became stronger. Sargeant could make the claim that the DPW had to move on the Inner Belt, or risk not completing the road by 1972 and thereby forfeiting millions of dollars in federal funds (the Interstate Highway program, financing 90 per cent of the Inner Belt, was scheduled to stop then...
...protection was deceptive. Not only was the veto no longer absolute, but the DPW had begun to move forward on a route for the highway. In late fall of 1963, it won tentative approval of a route through Boston from Mayor John F. Collins, and the next January it received a similar nod for the location of the small but important segment of the highway in Somerville. Cambridge had done nothing to join in opposition with either of these cities, and now the opportunity to do so was gone forever...
...fall of 1965, then, progress on the Belt was further along than most people in Cambridge realized. Cambridge was the only holdout, the last obstacle in the way of the completion of the project. In December, the formal plans for the Boston section of the highway would be announced. (Sargent was taking a "soft" line and trying to alter the DPW's image of constructing "inhuman" "ugly" highways; the DPW's plans for Boston included a 3000-foot tunnel through the Fenway district of the city and a tunnel under the Charles -- both significant concessions to complaints raised by private...
...agreement with mayor Lawrence F. Bretta of Somerville to put a key interchange in the heart of a proposed industrial park was to prove especially troublesome. The DPW had gained momentum. In Cambridge, City Councillors, residents along Brookline and Elm streets, state legislators would all speak against the highway. However, concrete plans to fight--or accommodate--the highway were almost non-existent. There was no prominent local group specifically organized to oppose the highway...
...young planners, though professing to be unconvinced of the need for an Inner Belt. were convinced that there would be a highway. Given the Belt's inevitability, their approach was to look for the "best possible" route through the city, a route other than Brookline-Elm. Their opposition to Brookline-Elm reflected a shift in values from those of an earlier generation of planners: where earlier planners had satisfied themselves that Brookline-Elm was a good route because it went through low-value real estate, the new planners saw the highway as a destroyer of neighborhood stability (and the neighborhood...