Talking to the former chief engineer of the DOT about highway nightmare scenarios and the long, long road to a real fix.
do not appear to have an audience with the mayor.) To better understand the situation, I chatted with Schwartz, who put together a traffic-engineering assessment for the 2020 panel, about the BQE’s structural situation and how stressed we should actually be about, if not total collapse, falling cement.The most likely scenario is that some concrete falls — which is called “spalling” — because the structure has been salted a great deal and the reinforcing bars within the concrete have corroded.
There’s no shortage of plans. The question is, Can they be built without disrupting the community to such an extent? Brooklyn doesn’t have any other truck-route expressways that go through it, so this is the only route from the western United States via the Verrazzano Bridge. You can’t send trucks through Manhattan because the highways there don’t allow them.
on the BQE. And congestion pricing will take between 7 and 10 percent of the traffic off the triple cantilever. Remember, I’m only talking about the triple-cantilever section.The state decided the structure was in dire need of replacement years and years back, and after two years of working with the community, it gave up. The city started this process back up in 2015 or so and could not come to a decision.
With climate change and trying to reduce our reliance on cars overall, why don’t you think we should just get rid of the BQE altogether? The problem is we still rely way too much on trucks, and we’re gonna be relying on trucks certainly for the next 30 years. I’m recommending fewer lanes and not encouraging car traffic. Congestion pricing will work, but I don’t see a way of taking this expressway out at this time. Narrowing it to two lanes in each direction is a very modest expressway; it’s not what they do in Texas — the Katy Freeway there is now up to 26 lanes and it’s still congested.
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