What is the single transportation improvement in Newton that would benefit the most people on a daily basis? 

To answer that question, we need to look at the source of the biggest traffic congestion in the city. Within Newton, there is no greater source of traffic delays than on Route 9, the bustling corridor also known as Boylston Street.

By sinking Route 9 to create an underpass at its busiest local intersection – the Elliot-Woodward crossing – we could cut travel time and relieve much of the congestion.

Before I explain, here’s some important context: The latest traffic volume data on Route 9 were collected at Woodcliff Road last year. In this section, a pedestrian-activated traffic signal allows people to cross from the south side to the north side. The traffic counts were 34,440 vehicles eastbound and 29,891 westbound, for a daily total of 64,331. 

Other roads that traverse Newton also have high traffic volumes. Route 128 in Lower Falls has daily traffic counts of 171,952 vehicles and the Mass Pike at Newton Corner has daily traffic counts of 110,203, both on eight lanes of roadway. Although these roads can get congested, they are limited- access highways with many people traversing from community to community. So there is less local impact than Route 9. 

Route 9, on the other hand, is the major local east-west corridor for Newton traffic and has multiple intersecting roads. Along Route 9 in Newton, there are traffic signals in four locations: Woodward and Elliot Street; Langley Road (no left turn eastbound); Wegmans shopping center and Chestnut Hill Mall (limited, no left turn eastbound); and, Chestnut Hill at The Street (Tully Street U-turn only, eastbound side is in Brookline).

There are two grade-separated intersections in Newton on which Route 9 runs on an overpass, Chestnut and Centre Streets, and one, Parker Street, on which Route 9 passes as an underpass. And in addition to the traffic signal locations, there are two more pedestrian crossings: the MBTA bridge across Route 9 at the Eliot T station, and a pedestrian-activated signal at Woodcliff Road where pedestrians cross at street level.

People who drive on Route 9 have different priorities. One set of drivers is using Route 9 for mobility – they want to pass through Newton to get to their destination. Another set is using Route 9 for access. They want to get to a place on Route 9 in Newton or in adjacent parts of the city. 

Additional traffic occurs along Route 9 due to commercial and mixed-use developments in the corridor. There is a small amount of commercial development at Elliot Street and Langley Road. However, most development is on the far east side at the Chestnut Hill Mall and the Wegmans shopping and office plaza. 

The traffic may only get worse. There are currently several large housing complexes in Chestnut Hill adjacent to Route 9. A new development that is being built at 528 Boylston Street will have 184 housing units. A larger-scale new development is being planned just across the border in Brookline, and it will consist of three new buildings up to 14 stories high.

The source of the greatest traffic congestion and travel delays on Route 9 in Newton is the intersection of Route 9 and Elliot and Woodward Streets. This is the only location on Route 9 within Newton where traffic crosses the road from both sides and cars are allowed to turn left and right from all approaches.

A proposed underpass at the Elliot-Woodward intersection could ease congestion on Route 9. Drawing by Srdjan Nedeljkovic.

It’s where eastbound Route 9 traffic sometimes backs up one mile to Route 128 and traffic going westbound frequently backs up 1.5 miles to Langley Road. There are 250 cars in a backed-up lane of traffic per mile. At any one moment, there could be 500 cars backed up on one side of the Elliot-Woodward intersection and 750 cars backed up on the other side. That’s a lot of frustrated drivers spewing exhaust into adjacent neighborhoods. And a lot of people wasting their time stuck at a traffic light through multiple cycles.

Are we to be forever trapped into this traffic conundrum?

No. An obvious solution is to eliminate the conflicting traffic point and to create a grade separation at this Elliot-Woodward crossing. Just like the other grade-separated intersections at Chestnut, Parker, and Langley Road, Route 9 can be routed as an underpass at Woodward-Elliot. By sinking Route 9 into a trench, traffic on Woodward and Elliot Streets can cross Route 9 on an overpass, just as traffic does at Parker Street. Left and right turns to access Route 9 can be accommodated by ramps. 

Having a grade-separated intersection at Woodward/Elliot would have many advantages. Miles of traffic congestion on Route 9 would disappear. Traffic flow would be better on Woodward Street, where it currently can back up to the blinking red light at Lincoln Street. Travel time would be reduced and given back to people to spend more productively and enjoyably. The intersection would become much safer. The risk of head-on collisions would diminish. Pedestrians and bicyclists would see dramatic improvements in access, comfort, and safety. 

The new configuration may even make the adjacent underutilized commercial parcels more conducive to development, and this could become another location for moderate density, mixed-use projects that include housing and commercial space. By guiding Route 9 traffic underground, another north-south connection in Newton will be improved, and it will help knit the two sides of the community back together. 

Are we ready for the next big change on Newton’s most important east-west road?

Dr. Srdjan S. Nedeljkovic, a resident of Newton Highlands, serves on the Newton Transportation Advisory Group. He can be reached at snedeljkovic21@gmail.com.