The meeting, the first with stakeholders in a year, showed that reaching a consensus on whether the state’s most controversial highway should be retained or demolished remains elusive.

The split between the proprietors of businesses in the Hunts Point food distribution center and the Southern Bronx Watershed Alliance, the collation seeking to tear down the highway, is as wide as ever.

And Mott Haven-based For a Better Bronx weighed-in with the charge that Hunts Point’s gain would be their community’s loss, if trucks that now use the Sheridan were rerouted onto the Deegan instead.

“We’re disappointed that land use and economic analysis is not going to be factored in,” said Veronica Vanterpool of the Watershed Alliance, which includes several South Bronx community groups, including Sustainable South Bronx, The Point CDC and Mothers on the Move.

But truckers and the businesses they serve in the market want to see the Sheridan remain. Demolishing the route so many delivery trucks take from the George Washington Bridge to the market would hurt and cost South Bronx residents jobs, they contend.

“I find the whole thing to be about a land use and park choice, not traffic,” said Matthew D’Arrigo, president of the Hunts Point Produce Market. He charged that the groups advocating removal of the Sheridan “don’t represent the neighborhoods; they represent themselves.”

Those who want the highway to remain found an ally in Jaime Rivera of For a Better Bronx. While the Watershed Alliance planners say trucks should reach the Hunts Point markets by turning south from the George Washington Bridge and taking the Major Deegan to the Bruckner, Rivera said increased traffic on the Deegan would make asthma problems worse for residents.

“We can’t support something that takes from one neighborhood to serve another,” he said. “The Sheridan is key.” Rivera added that his own father has worked as a trucker his entire life, including a stint at the Hunts Point market. He said, though, he would be supportive as long as truckers’ livelihoods are taken into consideration, “in a plan that’s not going to decrease their income.”

Hunts Point homeowner Jose Ortiz complained about the constant pollution from the traffic, and emphatically called for a park to be built where the highway now stands. Before the Sheridan was built in the early 1960s, “there was a park there and they took it off. The kids used to play there,” he said.

And those who want the Sheridan torn down said the DOT was exaggerating the impact of life without the highway.

“Looking at the modeling, we think they’ve overstated the numbers quite a bit,” said Kyle Wiswall, general counsel for the Tri-State Transportation Campaign. “The model is not exactly representative of what would happen.”

New ramps planned for the Bruckner and a new intersection at Oak Point Avenue, would help traffic flow, he argued. Coupled with the fact that most traffic to the Hunts Point market happens in the wee hours of morning, the Deegan would not see significant traffic spikes during peak travel hours, he said.

The DOT officials insisted that the state was committed to gathering as much community input as possible before making a decision in 2012.

More workshops and public sessions are in store, the DOT brass assured people, via community board meetings.

Much-needed repairs will be made to the aging roadway over Mott Haven, but the plan to extend the highway’s exit ramps in order to calm the traffic that backs up as cars merge onto Exterior Street is on hold indefinitely, said DOT spokesman Adam Levine.

Opponents were particularly incensed that the Deegan plan ignored the city’s desire to transform the Harlem River waterfront with a zoning plan passed last spring designed to attract developers to build high-rise apartments, new commercial buildings and a hotel.

Every speaker at a public hearing at Hostos Community College on Nov. 9 denounced the state proposal. Some speakers also expressed concern that efforts to ease congestion would simply attract more cars, and more pollution. Others criticized plans to use eminent domain to seize existing businesses in order to make room for the new ramps.

“We need more jobs, more affordable housing, more clean air, not more highway,” said Mychal Johnson, a member of Community Board 1 who initiated a petition campaign against the state plan. “The Deegan should be repaired, but not expanded,” he said in an interview.

Caro Samol, who heads the Department of City Planning’s Bronx office, said that the highway project would “cause a domino effect. It would severely hamper, if not outright preclude” healthy growth of the waterfront properties. She insisted that there were other alternatives that could both improve the highway and leave access to the waterfront open.

At the Nov. 9 hearing, Deputy Borough President Aurelia Greene insisted that while the highway needs work, “it cannot be at the expense of the surrounding community.” George Rodriguez, chairman of Community Board 1 and Arline Parks, who chairs the board’s land use committee, echoed the same cry.

The DOT capitulated at a meeting on Nov. 20 requested by the Bronx Borough President’s office, which brought together representatives of the state agency with staff of the city Department of City Planning department, members of Community Board 1 and local elected officials.

“We don’t want to be a bad neighbor in that area,” said Levine, the DOT’s director of public affairs. “What we heard from the community was that the widening would impede” waterfront development.

“They were very clear that at some point they will revisit the issue,” said Sam Goodman, a planner in the Borough President’s office, but not until the rezoning plan has a chance to spur development. Once the area has been built out, the state will consider its options again. In the meantime, said Goodman, other traffic-calming measures will be looked at.

Johnson, a long-time property owner in the neighborhood as well as a community board member, feels that all the work to inform his neighbors about the project and its implications paid off. “They actually listened to the community and public officials,” he said. “I feel wonderful.”

A version of this story appeared in the Winter 2009 edition of the Mott Haven Herald.

Community voices rang out in opposition to the plan to lengthen exit ramps, saying the new ramps would torpedo the city’s ambitious plan to build housing, parks, office buildings and a hotel on the waterfront, completed last summer when the City Council and the Mayor signed off on rezoning the Lower Grand Concourse.

In an hour of spirited discussion after state officials presented the proposal, every speaker denounced the plan.

“Blocking waterfront access would create a domino effect” that would “severely hamper, if not outright preclude” development on the affected plots of waterfront property, said Carol Samol, head of the Bronx office of the Department of City Planning.

She said the DOT had rejected alternative plans and charged that they had focused so narrowly on traffic issues that they had failed to consider the “public good.”

According to Syed Rahman, an engineer who presented the DOT plan, the short exit ramps cause extensive back-ups on the elevated highway. He said revamping the ramps from 138th Street to 149th Street northbound and from the Macombs Dam Bridge to 138th Street southbound would relieve traffic jams.

In addition, he said, a longer exit ramp would keep cars exiting onto Exterior Street from backing up traffic on the Deegan.

Arline Parks, chair of the land use committee of Community Board 1, noted that the planning department had worked diligently with her committee to come to an agreed-upon rezoning plan through “countless meetings.” In contrast, the DOT had emerged only recently, presenting a completed plan to the board.

“All our work will be lost if the DOT moves forward with the plan,” said Alice Simmons, a member of Community Board 1.

Speakers after speaker evoked the neighborhood’s history, recalling how Robert Moses slashed through whole sections of the Bronx to make room for expressways like the Deegan, which Moses began building in 1950 and completed in 1956.

Members of the audience were also incensed to learn that the state planned to use its power of eminent domain to buy out and eliminate businesses in the path of the new ramps.

Other speakers cited Mott Haven’s high asthma rates, and expressed concern that a rehabilitated highway would attract still more traffic, increasing air pollution.

In an interview, the DOT’s director of public affairs, Adam Levine, insisted that the community’s concerns were being taken seriously. While repairs to crumbling cement and support beams are essential, he said, the department wouldn’t go ahead with its plan to lengthen the exit ramps if it faced strong opposition.

“We won’t do it if we hear from the community and elected officials” that the expansion isn’t wanted, he said. “We’ll take the money elsewhere.”