Southwest Corridor (Massachusetts)
| Company type | Transportation project |
|---|---|
| Industry | Transportation, Urban planning |
| Founded | 1948 |
| Defunct | 1972 |
| Fate | Cancelled highway project; corridor repurposed for rail and park use |
| Headquarters | Boston , United States |
Area served | Boston metropolitan area |
Early railroad history
Chartered in 1831, the Boston and Providence Railroad (B&P) constructed a rail connection between Boston and Providence, initially opening service from Boston’s Park Square to Canton in 1834. The route primarily traced the valley of Stony Brook through the neighborhoods of Roxbury and Jamaica Plain. The extension from Canton to Providence, featuring the Canton Viaduct, commenced operations in 1835. While originally designed for intercity travel, intermediate stops north of Canton included Dedham Plain (now Readville) and Pierpont Village (Roxbury).
By 1842, two additional stations were established in Jamaica Plain: one at Green Street named Jamaica Plain and another at Tollgate, later renamed Forest Hills. Soon after, further stops appeared at Boylston Street in Jamaica Plain and Heath Street in Roxbury. That same year, the B&P introduced Dedham Specials, initiating commuter rail service from these locations. Double tracking was completed from Boston to Roxbury by 1839 and extended to Readville by 1845.
The volume of commuter traffic expanded swiftly, with daily ridership surpassing the initial figure of 320 passengers recorded in 1849. The railroad’s growth diminished the profitability of the private turnpike, prompting Washington Street to become a toll-free public road south of Dedham in 1843 and north of Dedham by 1857. Between 1873 and 1874, a third track was added between Boston and Readville. By 1885, Forest Hills served as the terminus for certain short-turn commuter trains. The Old Colony Railroad took ownership of the B&P in 1888.
Raising the railroad
From Boston’s Park Square terminal to Forest Hills, the B&P’s mainline ran mostly at ground level except for Hogg’s Bridge spanning Centre Street. As both rail and street traffic intensified, numerous grade crossings became increasingly dangerous, with recorded accidents dating back to 1846.
On June 21, 1890, the Massachusetts General Court enacted An Act to Promote the Abolition of Grade Crossings, which authorized municipalities or railroad companies to request independent commissions tasked with evaluating the removal of grade crossings. The financial responsibility was divided with railroads covering 65%, towns up to 10%, and the remaining portion borne by the state. This framework encouraged local governments to pursue grade crossing eliminations to enhance safety and traffic efficiency. Planning for grade crossing removals along the heavily trafficked B&P line through Roxbury and Jamaica Plain began in July 1890, with property acquisitions commencing in 1891. In June 1892, legislation was passed covering the section from Massachusetts Avenue to Blakemore Street, adjusting cost-sharing proportions to 55% by the railroad, 31.5% by the state, and 13.5% by the city.
Highway proposal
The concept originated in 1948 as part of Massachusetts Public Works director William F. Callahan’s Master Highway Plan for Metropolitan Boston but was discontinued in 1972 by Governor Francis Sargent following public resistance. After a study by the Boston Transportation Planning Review recommended halting contentious highway projects, Sargent imposed a moratorium on expressway construction within Route 128 in 1970. Community opposition arose due to concerns over further displacement after earlier expressway developments like Interstate 93 and the Massachusetts Turnpike.
In 1973, Congress approved an Interstate Highway Option that allowed $600 million initially allocated for highway construction to be redirected toward mass transit initiatives. Fred Salvucci described Sargent’s cancellation as a bold decision reliant on expert backing.
Construction was nearly finished on the Route 128/I-93/I-95 interchange when work ceased, leaving behind unused ramps and bridges that were subsequently dismantled. That same year saw proposals for a 300-space parking garage at the I-95 stub inside Route 128 intended to serve express buses traveling to Boston, Providence, and Logan Airport; however, opposition from Milton residents prevented this plan from advancing.
Two segments of the original railroad embankment still exist near Roxbury Crossing and New Heath Street. Granite blocks salvaged from dismantled structures were reused in Southwest Corridor Park and within the Emerald Necklace park system.
In recognition of its innovative urban design blending social objectives with engineering expertise, the Southwest Corridor project received a Federal Design Achievement Award from the National Endowment for the Arts in 1989.
Current status
Segments of the corridor were adapted to support two tracks for the MBTA's Orange Line along with three tracks dedicated to Amtrak's Northeast Corridor, running adjacent to MBTA commuter rail lines serving Needham and Readville. A significant portion of the former right-of-way has been transformed into a linear park. In 1999, Amtrak completed the electrification of the overhead catenary system between New Haven and Boston, enabling a shift from diesel-powered to electric trains.
In Roslindale, several residences near Cummins Highway and Rowe Street were demolished to make way for an interchange, which currently hosts the Southwest Boston Community Gardens.
Southwest Corridor Park
Under the stewardship of the state Department of Conservation and Recreation (DCR), Southwest Corridor Park offers recreational space for walkers, cyclists, dog owners, sports teams, and community gardeners. The Southwest Corridor Park Conservancy plays an active role in maintaining gardens, organizing summer programs for youth, and providing digital resources such as maps and photographs.
See also
- Highway revolts
- Interstate 695 – A formerly proposed inner belt highway around downtown Boston that would have affected southern Cambridge.
References
- Al Lupo, Frank Colcord and Edmund P. Fowler, "Rites of Way: The Politics of Transportation in Boston and the U.S. City," Little, Brown and Company (1971)
- Tom Lewis, "Divided Highways," Viking-Penguin Books (1997)