NYC considers 'capping' parts of Cross Bronx 'to make the community whole again'
The Cross Bronx Expressway is seen from an airplane on Dec. 8, 2010. Credit: Getty Images/Bruce Bennett
Parts of the Cross Bronx Expressway could be capped under a plan being considered by New York City’s Department of Transportation to reconnect neighborhoods, increase green space, reduce noise and mitigate traffic pollution that helps cause the nation’s worst asthma rates.
The department is eyeing 13 sections of the Cross Bronx to be considered for capping, "to help undo the injustice of Robert Moses, who bulldozed through the communities to build the Cross Bronx Expressway," Ydanis Rodriguez, the transportation commissioner, said this week at an event about the plans.
The capping project's aim is "to make the community whole again," Rodriguez said.
Capping would entail constructing a pedestrian walkway or green space above sections of the expressway. Certain longer sections might need a ventilation structure.
Moses, the region’s master builder responsible for highways, parks, public housing and numerous other public works projects during the 20th century, remains a controversial figure and oversaw development of the Cross Bronx Expressway, built between 1948 and 1972. The construction displaced tens of thousands of families.
The city’s proposal to cap or otherwise redo the Cross Bronx was debuted around the same time as another — for Manhattan’s Fifth Avenue. Under that plan, some 20 blocks on Fifth Avenue below 60th Street, between Bryant Park and Central Park, would see two of the five traffic lanes removed, to be replaced with widened sidewalks, more places for seating and hundreds of trees.
The capping plan of the Cross Bronx, among the nation’s first highways threaded through a densely populated cityscape, is estimated to cost about $2 billion per section.
"Just because a highway cap is bigger does not mean it will cost more or take longer to build," a transportation department report on the project says. "Some highway caps may cost more or take longer to construct due to constrained staging areas, topography, and existing infrastructure."
There are engineering complexities, and constraints, that complicate the construction of a cap: height differences on each side of the highway, a road width that's too small to support a foundation, insufficient vertical clearance (a problem that's exacerbated if a ventilation system is needed). And, the portion of the highway must be below ground, and can’t be elevated.
Meera Joshi, Mayor Eric Adams’ deputy for operations, said this week the cap plans had her feeling hopeful.
"Tomorrow is about green space. Tomorrow is about covering up the highways, and tomorrow is about more trees to bring cleaner air to this entire borough," Joshi said.
Among the other areas being considered for capping: between University and Jerome avenues, University/EL Grant Highway to Macombs Road, East 174th Street Bridge, Hugh J. Grant Circle and Virginia Park.
One of the proposals calls for capping an area from Crotona Park to Walter Gladwin Park.
"The highway cap could provide an opportunity to expand Walter Gladwin Park and Crotona Park and improve infrastructure for residents in the densely populated neighboring communities that have been historically underserved and experience health disparities," the department said in a news release.
Matthew Chayes, a Newsday reporter since 2007, covers New York City.
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