Building Route 128, co-written with Yanni Tsipis, is a vivid document of the road’s planning and construction, from the early days of main streets and back roads in towns such as Dedham, Waltham, Lynnfield, and Beverly, through the construction – and reconstruction – of the modern expressway. The book includes previously unpublished images from the Massachusetts Department of Public Works archives as well as the archives of many of the over two dozen towns and cities through which the highway passes.
On this page is content not seen in the book, including videos of the opening day in Woburn, as well as plans for the future of one piece of the road.
On this day, each town from Wellesley to Wakefield held its own ribbon-cutting, which featured Governor Dever, DPW commissioner William Callahan, and other dignitaries. In Woburn, Robert Peary shot the opening ceremony for Route 128 with his 8mm camera. He graciously provided it for use on this web site. Here, Governor William Dever accepts a gift of a leather briefcase from Mayor Francis H. Murray of Woburn. DPW Commissioner and Route 128 champion William Callahan is on the far left
Scissors in hand, Governor Dever prepares to cut the ribbon for this section of Route 128
Governor Dever's motorcade heads north on Route 128 from Woburn to the next ceremony, in Reading
As the Governor's car sped away, Mr. Perry turned his camera to show, behind Dever's car, is the first traffic jam on Route 128!
The story of this amusement park is told, briefly, in the book, but there is so much more to learn about the attempt, in 1959, by an entrepreneur to mirror the success of Disneyland here in New England. Writing this book was a grand opportunity to meet some of the folks dedicated to the erstwhile amusement park once located on Route 128 in Wakefield. Visit their website.
Cloverleaf interchanges are the least expensive way to connect two major highways. (Worked fine when 30 miles per hour was considered fast and way before people were texting while driving) Built in 1972, the interchange between Routes 128 and 93 also includes access to Washington Street, Mishawum Avenue and Commerce Way as well as weaves and merges for nearby Route 28. It is, as the Brits say, bollix..
MassDOT (Department of Transportation) publicly rolled out their plan to improve traffic flow, which included four "flyover" ramps, two as high as 110 feet. The plan called for the taking of 77 homes and large chunks of area business properties. It also carried a cost in the billions. The public outcry was predictable, and MassDOT quickly pulled the proposal, returning several years later with a new plan that eliminated two of the flyovers and almost all land-taking.
In correspondence with a MassDOT representative I learned that the above was a "preferred alternative that was the outcome from task force which was convened as a result of the opposition to 2002 proposal. Further refinement of the alternative proposes to make the Route 28 interchange into a partial cloverleaf and add a 4th lane on I-95 NB from I-93 to Exit 40/Route 129."
Sounds good, right? Well, MassDOT also said that "However, the project is dormant at this time and is not likely to move forward in the forseeable future." Despite - or maybe because of - this outlook, MassDOT still has a website containing tons of information on the current state of the interchange and of ideas - and prospects, however grim - for how to help the 450,000 cars, trucks, buses and other vehicles which use it every day to do so safely and efficiently.
I love hearing new facts and stories about the history of Route 128 from visitors. If you have something to share please email us at davekruh@comcast.net.
Click on each subject line below to see the stories.
I just watched your presentation on You Tube about your book, “Building Route 128” (which I bought, by the way), and I can answer several of the questions you couldn’t answer. I was born at Lynn Hospital, grew up on the North Shore, and have lived most of my entire life on Boston’s North Shore. I am a lifelong highway enthusiast, and have studied Route 128 and Boston’s cancelled highways extensively. Indeed, I wrote my seventh-grade term paper on the debate over the cancellation of I-95 and I-695, a.k.a. the Inner Belt, by Governor Francis W. “Frank” Sargent in 1972. So, with that as background, let me answer some of those questions that stumped you in your podcast.
Let’s begin with the easy one. Are any of the original bridges from the initial construction of Route 128 still visible in their original form? The answer is yes. Every bridge on 128 north of the I-95/Route 128 interchange in Peabody still exists largely in their original form. Indeed, the first bridge ever built on Route 128 was the overpass that carries Route 128 over Cabot Street (MA Route 97) in North Beverly. Almost at the same time, the bridge that carries Lowell Street over Route 128 in Peabody was built. This bridge is unique, in that the northern abutment contains two (2) garage bays built into it, that is still used to store Peabody DPW equipment to this day.
That leads directly to the second question that was asked. Where was the second traffic light on Route 128 located? The answer is the intersection of Summit Street and Route 128. This traffic light was at the bottom of a long hill, so traffic traveling at highway speeds northbound had to come to a screeching halt at the bottom of the hill, with predicable results! In one memorable accident, a tanker truck carrying #2 home heating oil jackknifed when it couldn’t stop, and closed Route 128 for almost a full day! In 1976, I ran out of gas at the top of the hill, on the way to take my SAT exams on a Saturday morning at Bishop Fenwick High School, and coasted to a stop at the Paige’s Hill Ski Area, located at the bottom off Summit Street! I had to walk to Bishop Fenwick, barely making the start of the exam with a minute to spare! The signal was removed in 1984, when the interchange that made the final connection between I-95 and Route 128, which included the new Centennial Drive interchange, was finally completed. Views of the Paige’s Hill Ski Area are available on the website for the Lost Ski Areas Project.
The Paige’s Hill Ski Area was demolished in the 1970’s, to make way for the Boston Children’s Hospital campus that now occupies the site, in the Centennial Drive Industrial Park. The section of Rote 128 that was rerouted when the interchange was built is still visible as Jubilee Drive in Peabody.
The third (3rd) question that was asked was, if I understand it correctly, about interchanges. Specifically, why were many interchanges that were formerly cloverleaf interchanges, which require a right turn to enter the access ramp to the highway, converted to a diamond interchange, which requires a signalized intersection and a left turn to access the highway on-ramps? While the question wasn’t clear, that is how I understood the question that was asked. If I understood correctly, the simple answer is land! Or more specifically, the lack of land available when the highway was widened. To make room for the wider highway cross-section, land must be taken from the interchange. To keep the interchange open, it must be redesigned to use a more compact form, or additional land must be taken to expand the interchange as the highway itself is widened. Since land takings are expensive and politically unpopular, the interchange is redesigned to fit in the existing footprint of available land, despite the less efficient movements of traffic through the interchange that signals and left-turn movements require. The fact that the original designs often required that cars come to a full stop at the top of the ramps, which made merging onto the highway difficult and more dangerous, required that the interchanges be redesigned in any case, to provide for safer merging and exiting from the highway, so the interchanges were modified as part of this process. Two (2) examples of this process can be seen at Exit 41 (MA Route 35) and Exit 43 (MA Route 62) on Route 128.
The final question I can answer is also related to interchanges, specifically, the proposed redesign of the I-93/Route 128 interchange on the Stoneham-Reading town line. A question was asked about future widening plans for Route 128. As part of that project, MassDOT wants to widen Route 128 between I-93 and the MA Route 129 interchange in Reading, from the present six (6) lanes (three northbound and three southbound), to eight (8) lanes (four northbound and four southbound), to move the lane drop in Reading north to the Reading-Wakefield-Lynnfield town lines. Mr. Callahan’s foresight is evident here, as the bridges in that stretch of Route 128 are already wide enough for the extra lane. It is clear that Mr. Callahan always intended for the extra lane to be constructed in the future, as he built the bridges wide enough to accommodate the extra lane when Route 128 was first widened in 1959, the year I was born! Such a project is long overdue, and in my humble opinion, insufficient. The widening project, which can proceed independently of the interchange reconstruction, should be extended all of the way to the Route 128/I-95 interchange in Peabody, where Route 128 drops from six (6) lanes to four (4) lanes wide. Note: highway engineers discuss highway widths in terms of the total number of lanes to be built, with an equal number of lanes in each direction is implicitly understood. Indeed, I would advocate for the section of 128 north of I-95 be widened as well, from four lanes to six lanes until the highway reaches the MA Route 22 interchange in Beverly, north of the Beverly Plaza Shopping Center.
My brother alerted me to a story neither of us knew about. Hannah Chickering, a Dedham resident in the 1800s, was very interested in prison reform, specifically what she felt was the wrong incarceration of women in the male prison population. The women were subjected to violence and rape and frequently became pregnant as a result. She campaigned in the Mass state legislature, but in the meantime, she created the Temporary Asylum for Discharged Female Prisoners, a home where women could live together and with any children they had, while recovering from their prison experience. After release from the Dedham Jail, the women, totaling nearly 1000 women and children, were housed on a 25-acre farm with a large homestead and many outbuildings, where they were prepared for future employment by learning various domestic skills. The point is, there was a cemetery on the property, locally known as the Baby Cemetery, since a number of the babies died very young and of course some of the women died as well. The cemetery had 11 small, oval stones marking the graves of children, but more bodies were thought to be buried there.
In the late 1940s, builder Joseph Stivaletta bought the property to build houses on, and was surprised to find the cemetery on the property. It was known only to the neighbors at that time. The plans for the building of Route128 had been laid, and Stivaletta knew that this would take the road right through the cemetery. He contacted Transportation Secretary John Volpe, who happened to be from the same village in Italy that he was from, and asked him to alter the route! Volpe did so. I have never heard of this story or even of the Asylum, so my brother and I plan to try to find out if there is anything left of it. Stivaletta ultimately left the land to the Town of Dedham, and it became officially a Dedham Cemetery property, but we have no idea if there are still gravestones there.
The idea that the Secretary actually changed the course of 128 seems extraordinary to me, however little it had to be altered. Apparently neighbors kept the cemetery mowed and planted with flowers over the years. The town knew nothing of it until 1991!
(Barbara also sent along a link to the wiki page on the "baby cemetery.")
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