BLANDFORD – MassDOT has completed the I-90 Interchange Study, with the 30-day comment period ending on Feb. 3.  

Over the last two years, a working group of state and local officials and regional stakeholders led by MassDOT Project Manager Cassandra Gascon Bligh considered the feasibility of a new interchange between Exit 2 in Lee and Exit 3 in Westfield. The 30-mile stretch between the two exits is the longest in the Commonwealth.

The feasibility study was voted as an amendment to the budget in May of 2017, sponsored by Rep. William “Smitty” Pignatelli and supported with an amendment in the Senate by former Sen. Don Humason and current Sen. Adam G. Hinds. The cost of the study was approximately $300,000.

The primary goal is to improve access to and from I-90 for towns in the center of the regional study area. The secondary goal is to mitigate I-90 bound traffic to and from Lee and Westfield.

The report concludes that in order for an interchange project to advance into more detailed design and permitting, the involvement of local and regional stakeholders is essential. The advocacy of residents, state legislators, local officials and planning departments will be critical to gathering support and securing funding for the project’s advancement.

At the final outreach meeting in October of 2019, Gascon Bligh underlined this point, saying the next step for the project, the 25 percent design, would depend on competing for federal or state funding, and public support would be key. “Local public, municipal, regional support would be necessary, plus funding,” Gascon Bligh said.

The study initially looked at seven areas where I-90 crossed local roads, then narrowed it down for detailed study to three, including Algerie Road in Otis, the Blandford Service Plaza and the Blandford Maintenance Garage. In the end, the two alternatives in Blandford moved forward for consideration.

According to the report, the Blandford Maintenance Facility on North Road has the highest right of way and water resource impacts, but would generate the most daily use. The Blandford Service Plaza has fewer land impacts while providing the highest average travel time savings and mileage savings.

Estimated costs for the Blandford Maintenance Facility are $29.5 million, and for an interchange at the Blandford Service Plaza, $34 million.

It was determined that while toll revenue would cover the operation and maintenance of a new interchange, it would not cover construction costs. Toll revenue generated from a new interchange is projected to be $6 million over 10 years, while the cost of operation and maintenance for all alternatives was projected to be $4.5 million, leaving little for construction costs.

The report details potential funding sources for the capital costs of construction, while making clear that funding from each source would be highly competitive.

The Commonwealth Bond Cap is listed as one potential funding source. A portion of Commonwealth general obligation bond proceeds are allocated to transportation, and an interchange project would use funds allocated to the MassDOT Highway Division. These funds are first directed to existing projects, then programmed for new projects. New projects are considered by the MassDOT Project Review Committee, which scores and ranks submitted projects.

Federal funding through a Metropolitan Planning Organization (MPO) is another traditional funding source for construction listed in the report. MassDOT annually allocates a certain amount of federal funding to each MPO based on a formula determined by the Federal Discretionary Funding.

The U.S. Department of Transportation also provides funding opportunities for the construction, maintenance, and operation of the Interstate Highway System, primary highways, and secondary local roads through federal discretionary grant programs, such as the Better Utilizing Investments to Leverage Development (BUILD) transportation discretionary grant; and Infrastructure for Rebuilding America (INFRA).

Federal funding, however, comes with a big caveat. The construction of the Western Turnpike predates the majority of I-90 in the Commonwealth and surrounding states; built in the 1960s as a part of the Federal Aid Highway Act of 1956, and followed by the Boston extension in 2003 under the Central Artery/Tunnel Project.

Despite its eventual incorporation into the Interstate Highway System, the portion of the Western highway stretching from I-95 to the New York border is not designed up to Interstate Highway System standards, such as uniform geometric and construction standards, number of travel lanes, lane widths, and left and right paved shoulder widths.   

In order to use federal funding to build an interchange, it would be necessary to bring the entire Western Turnpike up to federal standards, according to the report.  

Only project elements not of the interchange itself, such as the secondary local roads that the interchange on and off-ramps would connect to, and any necessary upgrades to those roads, could be eligible for federal funding.

While public support and lobbying of area legislators led to the study, there are voices on both sides, in support of and opposed to construction of a new interchange in Blandford.

At the October outreach meeting, Blandford Selectman Eric McVey said that the residents of the town did a home rule petition in 2014 that showed 80 percent were in favor of an exit.

Also at the meeting, Gateway Hilltowns Economic Development Director Jeanne LeClair said she was hired to help stabilize the economy in the hilltowns, with its  aging and declining population. She stressed the need for new families to move into the area; and said a lot of working people and young families would take advantage of the exit.

In a Jan. 26 letter to the editor of The Westfield News, Gateway Regional Superintendent David B. Hopson, who also serves as Blandford Town Moderator, outlined some of the positives to the area contained in the report, including park & ride, intercity bus service, reductions in travel time, reductions in fuel costs, reductions in pollution, access to more markets and services, shorter travel time to health care and emergency care, and increased opportunities for employment.

“The economic growth of our towns is intertwined with the success of our schools, and the state funding of our schools is tied closely to student enrollment. The hope that’s been expressed by the Hilltown Collaborative is that a combination of ubiquitous broadband, increased collaboration between towns, and a turnpike exit between Westfield and Lee would bring about another economic revival in our member towns,” Hopson wrote.

Recently, Andy Myers, co-chair of the Hilltown Collaborative, said a turnpike exit would be a positive step towards restoring vitality in the hilltowns.

“The Hilltown Collaborative represents the hilltowns of Blandford, Chester, Huntington and Middlefield, as well as the Gateway Regional School District. Our mission is to help our area reverse the downward trend of economic decline and loss of young families. A turnpike exit in Blandford would significantly enhance the necessity of attracting new businesses and young families,” Myers said.

Opponents to the interchange speak about the impact of the construction on the environment.

In a letter on Feb. 1, Eileen FitzGerald of Chester said that the turnpike exits would cause “permanent ecological damage from the road work.”

 “This proposed exit would require improvements on Blandford and Chester road. It would irrevocably harm land… valuable to our state’s biodiversity at a compelling time for our world’s ecological future,” wrote FitzGerald.

Vocal opponent Jeffrey Scott Penn of Huntington said at an earlier outreach meeting that he was grateful “to be born and raised in paradise,” and unhappy the process even took place.

“We hilltowners like the fact that we take a deep breath when we leave Westfield. We like our dark skies,” Penn said, alluding to the lack of street lamps and light pollution in many areas. “The best, most efficient solution is for Westfield and (Lee) to fix their traffic,” he added.

Blandford Town Administrator Joshua Garcia said there are currently no meetings planned to discuss the turnpike exit, which he said is now in the hands of the legislators.

“Unless they tell us they’re looking for Blandford’s permission, or it requires a vote; we’ll absolutely pursue that if necessary,” Garcia said, adding that usually lobbying is beneficial when it comes to any legislation.

The final report, including comments submitted during the 30-day comment period will be posted on the website at www.mass.gov/massdot/i90study  and submitted to legislators.

For all questions related to the I-90 Interchange Study, contact Cassandra Gascon Bligh, MassDOT Project Manager, at cassandra.bligh@dot.state.ma.us or (857) 368-8852.