With the Big Dig construction on the Central Artery in Boston coming to a close, developers and construction professionals are wondering about the future of building in the Bay State.

When Big Dig construction began in 1991, about 500,000 U.S. troops were fighting Saddam Hussein in the Persian Gulf, Michael Bolton had the No. 1 song on the charts and “Ghost” topped the list of most popular movies. More than 12 years later, work on the 1950s-era Central Artery is on its way out of the headlines and into the history books as well.

Now, developers and construction professionals want to know: What’s next?

A group of panelists including a member of Congress and the chairman of the Massachusetts Turnpike Authority met last week to explore the future of area construction post-Big Dig. The event was sponsored by Boston-based O’Neill and Assoc., a public affairs group founded by former Lt. Gov. Thomas P. O’Neill.

The Big Dig, dubbed the largest, most complex transportation project in America, has cost more than the Panama Canal and the Alaska Pipeline, when adjusted for inflation. In late 1999, the construction force reached more than 3,000 designers and construction workers, bringing the total number of full-time Big Dig-dependent jobs to 5,000.

But as the project winds down – a ceremony for the opening of Interstate 93 South will be held on Dec. 19 – industry experts wonder about the future of the construction industry in Massachusetts, particularly at a time when unemployment wavers between 8 percent and 10 percent in Boston and between 15 percent and 20 percent in the remainder of the Bay State.

“We’ve felt the brunt of the economic slowdown, the state and federal budget crunches,” said Joseph A. Dart, president of the Massachusetts Building Trades Council. “When the economy slows down, you expect more public investment. We’re not sure if that will take place.”

Optimistic Views

But with two new bills earmarking millions of dollars for infrastructure improvements at the state and federal levels, some are optimistic. They see a potential for good news developing out of the state’s crumbling infrastructure and hope that the trickledown of state and federal funding will mean more construction jobs for Massachusetts.

According to a report compiled by the American Society of Civil Engineers, 61 percent of roads in Massachusetts are in poor or mediocre condition. The potholes and disrepair cost each motorist a reported $361 a year in repair and operating costs. About 60 percent of the Bay State’s bridges are more than 43 years old and quickly approaching the end of their life expectancy of 50 years.

“Our infrastructure needs to be improved in Massachusetts,” said Rep. James P. McGovern, D-Mass. “We have some bridges that are older than other states in this country.”

There may be help on the way. In September, the U.S. Congress extended the expiration of the Transportation Equity Act for the 21st Century, or TEA-21, until Feb. 29. In the meantime, leaders are crafting a replacement that would provide more than $375 billion in funding for improvements over six years. The proposed number reflects a recommendation from the U.S. Department of Transportation, which said it will take at least that to address the country’s aging infrastructure. McGovern said the funding would represent a 72 percent increase over previous TEA-21 funding.

“That’s the direction we need to keep on going,” he said.

But the big debate now is where lawmakers will pull $375 billion. McGovern said reinstituting the federal gas tax would generate enough revenue, costing the average household $45 annually or $268 for the life of the bill.

Some industry experts said that whatever reaches Massachusetts’ coffers should be divvied up among Greater Boston and Western Massachusetts communities. Boston’s Big Dig has received more than its share of state funding.

“Whether people want to admit it or not, everything outside the city was getting short-changed,” McGovern said. “The well-being of the economy depends not only on Boston doing well but other cities as well.”

With less than 10 percent of residents using public transportation to get to work, transit funding should be a top priority, according to McGovern. The commuter rail must be expanded and extended in communities such as Worcester and New Bedford. In addition to helping commuters, the funding also would encourage development outside of Greater Boston, McGovern said.

Panelists mentioned other possible future projects, including a monorail line from Boston to New York City.

Matthew J. Amorello, chairman and chief executive officer of the Massachusetts Turnpike Authority, said that 50 percent of the artery has been dismantled. While that work continues, Amorello said future work will focus on covering parcels by Rowe’s Wharf and continuing with air-rights developments, including the Columbus Center mixed-use project, which will eventually connect Back Bay, Bay Village and the South End.
Kristie DiSalvo may be reached at kdisalvo@thewarrengroup.com.