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New York City’s Brooklyn-Queens Expressway is falling apart. Built between 1946 and 1964, the urban highway runs 12.1 miles through the heart of the two boroughs to connect on either end with the interstate highway systema relic of midcentury car-oriented infrastructure, and a prime example of the dwindling lifespan of roads built during that time. The degradation is most visibleand most pressingin a section running alongside Brooklyn Heights known as the triple cantilever. This 0.4-mile section, completed in 1954, is unique among U.S. highways in that it juts out from the side of a hill and stacks the two directions of traffic on balcony-like decks, one slightly overhanging the other. A third level holds a well-loved park, the Brooklyn Heights Promenade. This unusual layer cake of a freeway was a marvel of engineering in its day, though not without controversy. Masterminded by Robert Moses, the citys all-powerful, often ruthless city planner for more than four decades, the roadway bisects working-class and immigrant neighborhoods that grapple with the health and environmental fallout to this day. Like the reputation of the man who built it, the triple cantilever has aged poorly. Its narrow width, (33.5 feet for the roadway in either direction) has made all but the most basic maintenance incredibly difficult, and its 71-year-old structure is constantly battered by the ever heavier automobiles and trucks. Designed to accommodate around 47,000 vehicles per day, it now carries more than three times that amount. Deteriorating deck joints and failing steel-reinforced concrete have led many to worry the triple cantilever is on the verge of collapse. An expert panel warned in 2020 that the triple cantilever could be unusable by 2026. [Photo: Alex Potemkin/Getty Images] The mounting concern comes amid a 50-year decline in direct government spending on infrastructure in the U.S., according to a recent analysis by Citigroup. Simply maintaining existing infrastructure is a challenge, the report notes. Meanwhile, the American Society of Civil Engineers grade for the countrys infrastructure has improved, from a D+ in 2017 to a C in 2025. Now even private credit firms are circling: As reported in Bloomberg, Apollo Global Management estimates that a boom in infrastructure deals help could grow the private debt market up to a staggering $40 trillion. Independent urban designer Marc Wouters has an idea on how to fix BQEs cantilever. Hes been working on it for years. “My process is that I always interview people in the community before I do any drawings,” he says. So I really have listened to pretty much everybody over the past few years.” Unsolicited and developed in his own spare time, Wouters has designed an alternative for the triple cantilever that he named the BQE Streamline Plan. BQE Streamline Plan [Image: courtesy Marc Wouters | Studios/2025] His concept, based on decades of experience in urban planning, infrastructure, and resilience projects in communities across the country, is relatively simple: extend the width of the two traffic-bearing cantilevers and add support beams to their outside edge, move both directions of traffic onto four lanes on the first level, and turn the second level into a large freeway cap park. Instead of major rebuilding efforts, Wouters’s proposal is more of a reinforcement and expansion, with a High Line-style park plopped on top. Though he’s not an engineer, Wouters is confident that his design would shift enough strain off the existing structure to allow it to continue functioning for the foreseeable future. (What actual engineers think remains to be seen.) “What I’ve done is come up with a plan that happens to be much less invasive, faster to build, a lot cheaper, and it encompasses a lot of what the community wants,” he says. “Yet it still handles the same capacity as the highway does right now.” So what will it take for this outsider’s idea to be considered a viable design alternative? This idea had been brewing in his mind for years. Wouters, who lives near the triple cantilever section of the BQE in Brooklyn Heights, has followed the highway’s planning process for more than a decade. As complex infrastructure projects go, this one is particularly convoluted. The BQE is overseen by both the state of New York and New York City, among others, with the city in charge of the 1.5-mile section that includes the triple cantilever. This dual ownership has complicated the management of the highway and its funding. The city and the state have launched several efforts over the years to reimagine the highways entire length. In winter 2018, the citys Department of Transportation (NYC DOT) released two proposals to address the ailing cantilever. Not seeing what they wanted from either one, Brooklyn Heights Association, a nonprofit neighborhood group, retained Wouters and his studio to develop an alternative design. He suggested buildin a temporary parallel bypass that would allow a full closure and repair of the triple cantilever. That proposal, along with competing ideas developed under the previous mayoral administration, went by the wayside in 2022, when the latest BQE redesign process commenced. Wouters found himself following yet another community feedback and planning process for the triple cantilever. The ideas being proposed by the city’s DOT this time around included a plan that would chew into the hillside that currently supports the triple cantilever to move the first tier of traffic directly underneath the second, and add a large girding structure on its open end to hold it all up. Other options included reshaping the retaining wall that currently holds up the triple cantilever, moving traffic below grade into a wide tunnel, or tearing the whole thing down and rebuilding from scratch. Each would be time-consuming and disruptive, and many of them cut into another well-loved public space immediately adjacent to the triple cantilever, Brooklyn Bridge Park. None of these options has anything close to unanimous support. And any of them will cost more than $1 billiona price tag that hits much harder after the Federal Highway Administration rejected an $800 million grant proposal for fixing the BQE back in early 2024. BQE Streamline Plan [Image: courtesy Marc Wouters | Studios/2025] Wouters is no highway zealot. In fact, he’s worked on a project heading into construction in Syracuse that will replace an underutilized inner-city highway with a more appropriately sized boulevard and developable land. But he felt sure there was a better way forwarda concept that would work as well in practice as on paper. “I just kept going to meetings and waiting to see what I thought was a progressive solution,” Wouters says. Unimpressed and frustrated, he set out to design it himself. Wouters released the Streamline Plan in March. The concept quickly gathered interest, receiving a flurry of local news coverage. He has since met with various elected officials to discuss it. But as elegant as Wouters’s concept may be, some stakeholders remain unconvinced that the city should be going all in on a reinterpretation of the triple cantilever. What might be more appropriate, critics say, is to make necessary fixes now to keep the triple cantilever safe and functional, and to spend more time thinking about whether this section of highway is even what the city needs in the long term. A group of local organizations is calling for a more comprehensive reconsideration of the BQE under the premise that its harms may be outnumbering its benefits. Launched last spring, the Brooklyn-Queens Expressway Environmental Justice Coalition wants any planning for the future of the BQE to include efforts to address its health and environmental impacts on neighboring communities and to seek an alternative that reconnects communities that have been divided by the corridor. One member of this coalition is the Riders Alliance, a nonprofit focused on improving public transit in New York. Danny Pearlstein, the group’s policy and communications director, says implementing a major redesign of the triple cantilever would just reinforce car dependency in a place that’s actually well served by public transit. The environmental justice coalition’s worry is that rebuilding this one section in a long-term fashion could make it harder for change across the length of the entire BQE and could increase the environmental impact the highway has on the communities that surround it. “This is not just one neighborhood. This is communities up and down the corridor that don’t resemble each other very much in income or background who are united and are standing together for something that’s transformative, rather than doubling down on the old ways,” Pearlstein says. [Photo: NYC DOT] Lara Birnback is executive director of the Brooklyn Heights Association, representing a neighborhood of roughly 20,000 people. Her organization, which worked directly with Wouters in the past, is circumspect about his latest concept. “It’s certainly more interesting and responsive to the kinds of things that the comunity has been asking for when thinking about the BQE. It’s more of those things than we’ve seen from any of the designs that New York City DOT has presented to us through their engagement process,” she says. “But at the end of the day, it’s still a way of preserving more or less the status quo of the BQE as a major interstate highway running through the borough.” She argues it makes more sense to patch up the triple cantilever and use the extra years of service that buys to do a more radical rethinking of the BQE’s future. (For example, one 2020 proposal by the Brooklyn-based architecture studio Light and Air proposed a simple intervention of installing buttresses on the open-air side of the triple cantilever, propping it up with a relatively small addition of material.) “We really strongly encourage the city to move forward immediately with a more short-term stabilization plan for the cantilever, with repairs that would last, for example, 20 to 25 years rather than spending billions and billions of dollars rebuilding it for the next 100 years,” Birnback says. Birnback says a major rebuilding plan like the one Wouters is proposingfor all its community benefitscould end up doing more harm to the city. “I think going forward now with a plan that both embeds the status quo and most likely forecloses on the possibility of real transformation across the corridor is a mistake,” she says. NYC DOT expects to begin its formal environmental review process this year, laying the necessary groundwork for deciding on a plan for what to do with the triple cantilever, either for the short term or the long term. The environmental process will evaluate all concepts equally, according to DOT spokesperson Vincent Barone, who notes that the department is required to review and respond to all feedback that comes in through that process. There is technically nothing holding back Wouters’s proposal from being one of the alternatives considered. And he may have some important political support to help make that happen. Earlier this month, Brooklyn’s Community District 2 board formally supported the plan. They are calling for the city’s transportation department to include it in the BQE’s formal environmental review process when it starts later this year. [Photo: Sinisa Kukic/Getty Images] Wouters argues that his proposal solves the pressing structural problems of the triple cantilever while also opening resources to deal with the highway’s big picture challenges. “The several hundred million dollars of savings is now funding that could go to other parts of the BQE. And there are other parts that are really struggling,” he says. “I’m always thinking about the whole length and about all these other communities, not just this one.” With a new presidential administration and a mayoral primary election in June, what happens with the triple cantilever is very much up in the air. But if the environmental review process begins as planned this year, it only makes sense for every option to fall under consideration. What gets builtor torn down, or reconstructed, or reinterpretedcould reshape part of New York City for generations.
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The perfectly manicured grass at the pitch of Munich’s Allianz Arena is ready for action thanks in part to its use of a hybrid system of natural and synthetic materials. Paris Saint-Germain and Inter Milan will have the perfect groundwork laid out for them as they face off in the UEFA Champions League Final today (Saturday, May 31, 2025). Lets recap some team history and developments before we dive into how to watch the big game live. Key stats for Paris Saint-Germain and Inter Milan Inter has three European Champion Clubs’ Cups to their name, which makes them the second most winning Serie A team in the competitions history. The team was victorious in 2010 and faced defeat in the final in 1967, 1972, and 2022. Paris Saint-Germain has never taken home the trophy. In 2020, the organization came close, but were ultimately defeated by Bayern München in Lisbon. They are determined to upgrade their record during their second appearance in the final. Experts have given them slightly better odds to win it all, but it truly is anyones game. How the two teams reached the final In the Champions League, 32 teams are divided into groups of four and face off six times against the other members of their group. The teams are ranked in a point system for wins and draws, with the top two advancing to a knockout round. The third place team is relegated to the Europa League. The remaining 16 teams battle it out for a place in the final. Paris Saint-Germain had a bumpy road to the finals. They were ranked 15th in the league phase but managed to squeak by. Their impressive 10-0 win against Brest helped turn the tide in the knockout round. They went on to beat Liverpool, Aston Villa, and Arsenal to secure their spot. Inter Milan had a smoother ride into the final. The organization finished fourth in the league phase and was only defeated once. They defeated Feyenoord, Bayern, and Barcelona to earn their place in the final. How can I watch or stream the final? For soccer fans in the United States, CBS Sports is the media outlet of the moment, offering 10 hours of Champions League coverage across various platforms. The big game takes place on Saturday, May 31, at 3 p.m. ET. Here’s how coverage breaks down: 1 p.m. ET: Pre-match coverage will begin, live from Munich, on Paramount+ and CBS Sports Golazo Network. 1:30 p.m. ET: Coverage begins on CBS. 3 p.m. ET: The game airs live on CBS and streams on Paramount+. CBS is available for traditional cable viewers and free with an over-the-air antenna. Cable subscribers can also watch CBS live through the CBS website. Cord-cutters (or anyone else) also have the option to subscribe to Paramount+, and may be eligible for a free trial. The Spanish-language channel TUDN is also an option. For football fans in the UK, tune into TNT Sports or stream on discovery+ at 8 p.m. BST.
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Lyse Martel is a Berlin-based Color, Materials, and Finish (CMF) designer and strategist in the mobility and consumer electronics industries. Her work combines craftsmanship and emerging technology to shape design strategy, drive material innovation, and create new sensory experiences. Lyse is fascinated by designs power to shape how people feel and act. She believes design can foster emotional connection and wellbeing at a time when AI and automation are making their way into many new consumer product experiences, from the car to the living room. Below, Martel explores the emotional dimension of circular design and how the CMF field is evolving to meet the global challenges of circularity and sustainability. Fast Company: Please introduce yourself to our readers.Lyse MartelLyse Martel: Im Lyse Martel, a CMF designer and design strategist, working primarily in automotive and consumer electronics. CMF, which stands for Color, Materials, and Finish, is about how a product looks, feels, and connects emotionally. So my work focuses on those elements as well as on strategy, brand identity, and sustainability. Although I mainly work in automotive and consumer electronics, CMF can apply to many different areas. Over the years Ive worked with brands like Bang & Olufsen, Hopium, and NIO. And most recently I was directing a circular design project at Volkswagen Groupdesigning for circularity from the start with a large team of designers from different disciplines. How did you find your way into this field? It was step by step. My love for design was always there, even before I knew what to call it. It was shaped by my familys craftsmanship, as well as my own curiosity for shapes, textures, colors, and sensory experiences. On my fathers side, I grew up around a lot of woodworking and carpentry. And on my mothers side are generations of tailors. So that gave me an appreciation for textiles and textures and detailing and crafts. And Ive always loved illustration and drawing and building small architectures with natural elementseverything that could involve materials and aesthetics. And I think that brought me to materiality and storytelling and eventually to CMF design. Were you able to find an educational path that encouraged your interests? I went to a specialized high school for applied arts and design, where I grew immensely as a creative person, and had a teacher who supported me and saw my potential with conceptual thinking. At university another teacher encouraged me to apply to a design internship in the automotive sector in Paris, and thats how I formally entered the CMF design field. I was immediately drawn to the innovation and complexity of using material and color to shape the brand identity for a mobility project. [Photo: Lyse Martel]How do you stay on top of trends in color and material?Much of it is intuitive, but we also learn to connect the dots and see trends. Im very much inspired by psychology and by whats going on in the worldanything that could possibly impact human experiences and emotions. Im paying attention to developments in architecture, interiors, digital and physical design, and material innovation. Im also looking at global trends that have nothing to do with the design industry, including culture and the natural world. Nature plays a big role because you can look at how light interacts, how materials evolve with time, the functioning of ecosystems, and agriculture. Im also very interested in how CMF design intersects with concepts like wellbeing and happiness, so I follow influential practitioners like Ivy Ross from Google, and Susan Magsamen, who works on neuroaesthetics, and Carol Gilligan, the psychologist and philosopher. Could you share more about neuroaesthetics? Neuroaesthetics looks at how design makes people feel: how beauty and art and design influence our brain, and how things like color, textures, light, and sound make us react cognitively or emotionally. We know that certain visual experiences will calm or excite us, while others make us feel uncomfortable. Designers can leverage those insights to create more meaningful and intuitive interactions. Ive always been fascinated by how design makes people feel, and neuroaesthetics gives us the scientific reasoning behind those ideas. For instance, when Im working with color and material for a car interior, I can decide to craft a more calming atmosphere with natural materials, or use soft lighting or a color gradient that can guide the users eye. I can think about how textures and tactility will influence the users feeling of comfort, or their perception of product quality or durability. When it comes to sustainability, there are a lot of materials that may not be readily acceptable to a user. In that case it can be helpful to lean into the authenticity of that material, perhaps by making it warmer or softer, or relating it to nature through colors or grain. So if we can somehow elevate or upscale the experience with that material, then we can start to shift the mindset to embrace sustainable materials or choices. Earlier you mentioned your work in circular design. Could you share more about that? Circular design is rethinking how we create and use products. It means designing for longevity, adaptability, and regeneration. We seek out the right materials, we design for easy reuse and repair, and we try to ensure that the product stays in circulation for as long as possible. Longevity is the number one criteria, because the longer you use a product, the less impact it has in terms of greenhouse gas emissions and other waste metrics. With circularity do you encounter pushback from industries that simply need consumers to keep buying more stuff? It does clash with short-term profit models, so its not easy for businesses to embrace it completely. But there is momentum for circular design, which is driven by consumer expectations, tighter regulations, and a growing recognition that resource efficiency is also smart business. Ive seen mobility and consumer electronics firms try out concepts like modularity, repairability, and designing with disassembly in mind. Neuroaesthetics seems to be a strategy for tapping into peoples innate prefrences for certain colors, materials, and finishes. But could also instigate behavior change, by tapping into the emotional layer of circularity? Absolutely, it can be surprisingly comforting, even if the materials are unexpected. When designing a circular product, youre often working with waste, like a polymer thats meant to circulate between cars. The challenge is making that material feel good, both emotionally and physically. What works is embracing the materials character, maybe it has a soft texture or a slight irregularity, like a grain or uneven thread. Or it comes in a natural color that feels ultra-fresh. These little details shift the focus from what it is to how it makes you feel. You might not even realize its recycled plastic, but it just feels right. Sometimes, a car interior can feel like a cozy cabin, all because of the right textures and tones. That emotional layer is what really connects circularity.How could neuroaesthetics help make people comfortable with something new, like self-driving cars? Its really about how shapes, colors and textures support the digital experience; all the micro-details working together to help the user feel at ease. Ive been testing self-driving vehicles recently, and its surprising how much the environment impacts your reaction. In one case, the layout was minimal, with just the right number of buttons, and that simplicity helped me relax. But I also tested a car that was entirely gray, and it felt dull and dated. Light tones or soft gradients, something that evokes a sunrise or sunset, can go a long way in making the space feel more inviting.With automation, trust becomes a key part of the brief. How easily will someone understand whats happening? Are they okay letting go of the wheel? Thats where CMF design needs to be fully integrated. I have to work closely with the interior and UX designers so that everything speaks the same language. If I propose a soft, natural palette and the shapes are cold or aggressive, it creates a disconnect.[AI Image: courtesy Lyse Martel]Can you share how you use AI in your work, or how AI factors into the CMF design process? Its part of my creative process in that it helps me visualize materials, colors, and sensory experiences Im considering for a project. Its a great way to communicate an idea visually, and also to put it out there so someone else can pick it up and build on it. So for me, its really a tool that helps us be more precise in how we express and share ideas.There are also really promising use cases in circular design, where AI can help us map local resources and integrate them more intelligently into products. For example, theres a lot of bamboo in China, linen in the north of France, or paper waste around Berlin. So what can we do with that knowledge? We can see where materials are available, but also think about how to reduce waste, predict life cycles, or imagine new reuse scenarios. Anything that involves localizing or optimizing can be supported by AI.And as the digital world increasingly shapes the physical one, I think theres real potential in using these new, hyper-sensory AI-generated visuals to inspire physical experiences. Neuroaesthetics helps us design for emotion, and AI can help translate those emotional cues into visual concepts that, when made real, feel meaningful and multi-sensory. Do you ever get any pushback for the decisions that you or your team might make as CMF designers? Sometimes theres a strong reaction to a particular color or material choice. I remember working on a concept car called Eve, developed with a strong focus on emerging markets and innovative design languages. I proposed an exterior in a rose gold tone, which could be read as pink. That sparked some discomfort in the room. I think it challenged certain expectations of what a car should look like, especially in Western automotive culture. But in China, rose gold is often associated with refinement and quality. Its not seen as gendered in the same way. So for me, it was an opportunity to bring a fresh, culturally relevant aesthetic into the project. I understood the hesitation, but thats part of the role. Sometimes CMF invites us to gently shift the visual language and open up new emotional possibilities.[Image: Felix Godard Design]Are there certain colors and finishes that are timeless and others that are more transitory? In the last decade we used a lot of neutrals, like beige and gray. Many brands also decided to shape themselves around their core colorsour black, our white, etc. And they would build up from there to include more exciting colors into their identity. Today I see those approaches being challenged. Gen Z is coming in and they have other ideas about whats fresh. In the past few years we saw a lot of yellows. Recently, dark reds have been popping up everywhere, and theyre a powerful, timeless choice that adds richness and sophistication. These colors grab attention and can work well, but we need to be mindful of their relevance for long-term products.I believe there is still a need for that core timelessness. You might use black as a core color, but you might tint it blue to make it more interesting or less intense. When I was at Bang & Olufsen, we often discussed how to stand out from typical black consumer electronics. For a more lifestyle-oriented, subtle design in the home, why not use gray?[Image: courtesy NIO]Are you ever surprised when a particular color takes off? The latest Pantone color of the year is a brown-beige shade, which honestly surprised me. Ive used warm grays before when I wanted to give a product a cozier, inviting feel, but this one doesnt feel as fresh to me. Im not sure it resonates with the moment in the same way other trends do. I love when a heritage brand takes an unexpected turn, like the paper company GF Smith, which recently rebranded with vibrant, poppy colrs and introduced a bespoke, rounded sans-serif typeface, GF Smith Homie. I like to see they are brushing off the history to embrace different values and just be human. They want to stand for inclusivity, so theyre going to speak up about that and make sure its seen in the brand.Where do you draw creative inspiration? Its really what makes me burn, what is calling my heart. I also need to talk to peoplenot only creatives, but people from all walks of life. I enjoy traveling through my city and looking at how people live. I learn a lot simply from riding the train, overhearing conversations, and observing how the mood changes with the seasons. I also read the news and check out certain magazines. Theres one I like, Imagine5, that focuses on how to make sustainability joyful. It explores that from all angles and its very accessible. You dont have to be a sustainability expert to enjoy it. [Image: courtesy NIO]Could you share some of the projects youve worked on that youre most proud of? I joined the global smart EV brand NIO in its early stages, when the brand vision was still taking shape, and contributed to the initial direction of color, materials, and finishes as part of the design team. The objective was to align with their vision of Blue Sky Coming, so we had to come up with progressive aesthetics and human-centered design, which later evolved into design principles. Shaping that brand was extremely rich for me in terms of learning and collaborating with so many talented designers. I also led a couple of projects one was the previously mentioned concept car called Eve. I had the opportunity to introduce more natural materials and different colors that were not commonly used in the automotive space.Introducing new aesthetics became an important theme for my later work with Bang & Olufsen, which was about connecting the dots between sound and material and design. And then more recently, the circularity project Ive been leading for Volkswagen Group is really close to my heart. The brief was to introduce longevity, adaptability, and recyclability across all design touch points for Volkswagen. To that end we provided creative direction that considered everything from exterior design, interior, user experience, and materiality.It was an interesting challenge to find the emotional layer of circularity, while staying on brand for Volkswagen. Circularity has a lot of very technical aspects, but as designers we can make circularity tangible. How do you deal with mistakes or failure in the creative process? I view mistakes or failure as an opportunity to test more, to rethink, and to reframe. If a design doesnt work, how can we regroup and find a solution thats way more interesting and beyond the obvious? In the creative process there can be a lot of fear associated with going against the grain. What Ive noticed is that if we stay in that fear space, we close ourselves off to opportunities. Its important to be in an open space of creativity and curiosity. Allow mistakes and failure to happen. When there is joy in the process and a strong intuition, you produce better results in the end. What advice would you give to aspiring designers, but also anyone who wants to enter the world you inhabit? Great design comes from a constantly growing and inspired mind. Stay curious and know that inspiration comes from everywhere. Embrace your uniqueness, but also be able to evolve from that. Be open to change and to new perspectives. There will be tough feedback and creative disagreements, but the important thing is how you receive those situations. Maintain a mindset of abundance and try to see the positive in anything you do. Finally, as creatives its important for us to take time alone to recharge, to reflect, and to work on our magic. When youre feeling well and thriving individually, your creativity also does. At that point its crucial to rejoin the collective, where you have a chance to collaborate and experience the diversity of perspectives that fuels creativity. It can be a tough road for aspiring designers, but I would encourage them to proceed with care and openness, and to leave their fears behind.
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