Chapter 39 – The Highwayman

In 1948, automobile production had begun and petrol ceased to be rationed. Traffic increased rapidly and soon New York had serious congestion problems. Moses hit the press with new plans for highways and river crossings. Existing highways and parkways were to be widened. The program announced was to dwarf all previous plans. However, there were increasing calls for a balanced transport system, not one obsessed with the automobile. Mass highways had to complement mass transportation facilities, not compete with them.

Highways influenced housing development differently from transport systems like the subway. Subways required concentrated housing to allow stations to be in walking distance to the stations. Highways served car-owning residents, allowing the development to be more spread out into suburbs further away from the city. But these drivers still needed to work in the city and they would travel there by car and find somewhere to park.

New York’s press was still enamoured with Moses and were failing to express alternatives to Moses’s plans. There were planners and others with more informed opinion who recognised the importance of a more balanced program, but the series of post-war Mayors continued to be persuaded by Moses.

Moses did not seem to be fully aware of the impact of his planning decisions. He was insulated from the people who had to use his highways and move to make space for them. He was especially blind to the poor who could not afford cars and relied on public transport to get to work and live their lives. Despite the clear evidence that more highways meant more traffic and slower progress, Moses continued his highway programs without change.

Analysis & Key Takeaways

• Paying attention to the poorest people seems to not be his priority….what did Jane Jacobs have to say about him? Oh!
• Transit in subways was challenging and cars filled the express way.  The Lexington Avenue LRT line was an example of a crammed commuter struggling with a model of commuter transport that led to traffic jams. So turns out that they save money by doing fewer inspections in the transit system to save money so Robert Moses from 1934 to 1968 did not emphasize public transport. As a result, Robert Caro argues that the quality of public transport was in serious decline throughout with swearwords written in graffiti everywhere on the train system because they didn’t prioritize spending on mass transit. Instead New York prioritized upper middle class commuters who use the roadways;
• Robert Caro (the author) believes that mass transit is the solution to all of New York’s transit problems. Bob Moses believes that investing in car pathways highways is the solution. There’s no clear answer for the time frame in question since the care was just starting to become mainstream when Moses was pushing for highways to cross over Manhattan but Caro has very strong inclination. So the biography of Bob Moses is fantastic detailed, amazing but of course there will be biases.

Chapter 1	Chapter 2	Chapter 3
Chapter 4	Chapter 5	Chapter 6
Chapter 7	Chapter 8	Chapter 9
Chapter 10	Chapter 11	Chapter 12
Chapter 13	Chapter 14	Chapter 15
Chapter 16	Chapter 17	Chapter 18
Chapter 19	Chapter 20	Chapter 21
Chapter 22	Chapter 23	Chapter 24
Chapter 25	Chapter 26	Chapter 27
Chapter 28	Chapter 29	Chapter 30
Chapter 31	Chapter 32	Chapter 33
Chapter 35	Chapter 36	Chapter 37
Chapter 38	Chapter 39	Chapter 40
Chapter 41	Chapter 42	Chapter 43
Chapter 44	Chapter 45	Chapter 46
Chapter 47	Chapter 48	Chapter 49
Chapter 50

Chapter 40 – Point of No Return

By 1952, capital revenues from the highway and bridge tolls was half a billion dollars. Moses now had more money for development than the city. Allied to this, the U.S. government were proposing a new Federal Highways fund. Moses increased his plans to use up the money.

Only the Port Authority had more funds than Moses. Moses decided to cooperate with his old enemy in order to tap into their funds to carry out his new programs. The Port Authority realised they had an identification of interest with Moses. Both their plans could only be achieved by cooperation. They agreed to build three new bridges and a connected series of new expressways across the city and stretching out into the suburbs. The two authorities were to make vast profits out of the road tolls; in effect out of the traffic chaos they were creating. Behind Moses was the coalition of special interests: oil companies, the motor industry and politicians, known colloquially as “The Highwaymen.”

In 1955, the two authorities had combined funds of one and a quarter billion dollars, more than enough to create a mass transit system, serving the city into the future and removing thousands of cars from the choked roads. Instead, the two authorities spent their money on the automobile. Not a cent was spent of mass transportation.

Travel on the subways were inhuman. The crowds pushed and shoved on the platforms before being crammed like sardines into ageing trains. By 1965, crowds were being jammed into the trains just short of suffocation. Because of lack of ventilation systems, the subways almost too hot to bear. Trains were constantly breaking down. From being one of the safest subways in the world, the New York system had degenerated into one of the most dangerous.

The floors were filthy. Walls were covered in abhorrent graffiti. Trips into the city from the suburbs took more than an hour.

Railroads were in a bad way as well. Moses’s highways had sucked all the funding away, the highwaymen providing the lobbying and support. The railroads grew poorer and started showing losses. Fares had to be raised and services cut back. This pushed even more people onto the highways in their clean, air-conditioned cars rather than use the crushed, dirty carriages.

The total cost of Moses’s treatment of the railroads and subways needs to be measured in the effect on commuters’ lives. A new illness was diagnosed, “Commuter Stress Syndrome”, and one in four commuters suffered from it. The commute on the starved subways and railroads dominated peoples’ lives. Many considered it more taxing than their actual work. The lives of the residents of New York were being eaten up by the attempt to move from one place to another.

Another effect of the highways was the spreading out of New York into suburbs with spaced out housing but little local infrastructure such as stores and theatres. With this type of low-density housing, mass transit is un-economic. There would need to be a change to high-density housing to allow enough people to use the stations. Building expressways no longer make sense. Only mass transit – the combination of buses, railroads and subways – made any sense. Robert Moses was planning to build a new highway costing $500M. If only $20M were spent on a new railroad, the impact on reducing congestion would be far greater.

Robert Moses was not interested in mass transit. It would mean revising his plans. He quashed all discussion of rapid transit plans, even though they had been fully worked out. The highways and bridges went ahead and as each section opened the congestion got worse. In fact, the bridges had been deliberately built with such low clearance that buses couldn’t pass through as it would have ruined Moses’s original concept. One man’s dream had become a nightmare for generations to come.

Analysis & Key Takeaways

• Moses loved power not to become wealthy because he was already wealthy for the most part. He wanted the grandeur of building amazing things. The Borough presidents are powerful at least they thought they were but they aren’t actually and so in the 1965; this turns out wrong under Moses; the board of estimate should have more power…borough courtesy was the logic that borough presidents should only push something that was approved by the borough mayor;
• He was not beholden to public opinion; Moses used economic forces rather than political bias. Non Democratic forced was the machine.

Chapter 1	Chapter 2	Chapter 3
Chapter 4	Chapter 5	Chapter 6
Chapter 7	Chapter 8	Chapter 9
Chapter 10	Chapter 11	Chapter 12
Chapter 13	Chapter 14	Chapter 15
Chapter 16	Chapter 17	Chapter 18
Chapter 19	Chapter 20	Chapter 21
Chapter 22	Chapter 23	Chapter 24
Chapter 25	Chapter 26	Chapter 27
Chapter 28	Chapter 29	Chapter 30
Chapter 31	Chapter 32	Chapter 33
Chapter 35	Chapter 36	Chapter 37
Chapter 38	Chapter 39	Chapter 40
Chapter 41	Chapter 42	Chapter 43
Chapter 44	Chapter 45	Chapter 46
Chapter 47	Chapter 48	Chapter 49
Chapter 50

Chapter 42 – Tavern in the Town

This chance came when an engineer left his blueprints in a little glen in Central Park. This place was popular with mothers and children, despite being disfigured by a restaurant and carpark by one of Moses’s schemes. It was the centre of the local neighbourhood.

One day, one of the mothers saw some surveyors in the glen. After they had left she walked over and picked up a blueprint they had left behind. The blueprint was for a new carpark to be built on the glen.

When a petition was raised, some notable residents in the area added their names. One of the mothers’ husband was a reporter, who pushed the story. Initially, Moses ignored the protests and planned to go ahead with the development. Twenty-three mothers protesting about a small glen was nothing to worry about, seeing as he had already displaced thousands of mothers building his highways. The Deputy Mayor was interested however.

This protest was different. The protestors were well-heeled, including a number of lawyers, and the issue was clear-cut. A park was being torn up for a carpark serving a posh private restaurant. Central Park was special to New York, frequented by some of its most influential residents. It was also a positive symbol, championed by the press, proclaiming that every part of it was sacred. Not even Moses could convince the city that this was a good idea.

Work started in April 1956. Residents who overlooked the park noticed a bulldozer. A group of women rushed out and went to the site, stopping the earth-moving machine. Reporters and photographers arrived from many papers and media outlets. Within hours, the story was on every TV newscast. The headline became “The Battle of Central Park.” The tactics Moses was using were the tactics he had used for thirty years. But this time, the whole city was aware of it.

For Moses, things had gone far enough. The builders came back under cover of darkness. They surrounded the site with a fence and then the bulldozer arrived. By the time daylight arrived, a tree had already been felled. The women surrounded the site in tears. Papers labelled the Parks Commissioner a bully. The pictures taken were just as devastating to Moses’s reputation. Weeping women were on the front page of every newspaper, dripping of drama and pathos. On a single day, Mayor Wagner received four thousand letters. The image of Moses had been maintained for decades, but now the image was cracked. For the first time he had been portrayed not as a creator but as a destroyer.

This did not stop the work going ahead. An injunction was granted to the mothers, temporarily stopping the work. Moses was confident that this setback was purely temporary, but the lawyers were at work. Any restaurant in the park was meant to be affordable. When the prices of the new restaurant were shown to be far beyond the means of most New Yorkers, another weapon was available to thwart the plan. On top of that, the profits made by the owner of the Tavern on the Green were shown to be the result of paying minimal rent, a concession from Moses. The hint of scandal was in the air.

While Moses blithely went on holiday, the protests raged behind him. The Mayor came into the firing line. The criticism became more wide ranging. The slum clearances were highlighted. On Moses’s return he was door-stepped by the press. His temper broke. He criticised the protestors with his usual vitriol, but this time the protesters were able to respond. Worst was to come. A trial look set to go ahead and many other Moses projects were likely to be aired. For once, Moses had to back down. He hatched a plan with the city council to delay the work to let the furore die down and then offer to build a new playground rather than a car park. The Tavern on the Green fight was over, but Moses’s reputation was never to be regained.

Analysis & Key Takeaways

• Moses miscalculated the power of the mothers and the press. Robert Moses went so far as to attack the mothers of Central Park to prevent them from taking down his plans. And there was a television debate with Bob Moses where he said one of the key protesters didn’t even have children so what does she know. And that obviously backfired;
• Political organizing was becoming a thing. This furore was a critical moment because the democratic forces were able to channel their dis-approval into the mainstream. Probably because of the race and gender of the protesters as well as the timing of liberation in the late 50s. Optics is democracy’s double-edged sword. Poorly informed but powerful in shutting down projects and progress because the flash of a camera bulb made the front pages of the broad-sheets.

Chapter 1	Chapter 2	Chapter 3
Chapter 4	Chapter 5	Chapter 6
Chapter 7	Chapter 8	Chapter 9
Chapter 10	Chapter 11	Chapter 12
Chapter 13	Chapter 14	Chapter 15
Chapter 16	Chapter 17	Chapter 18
Chapter 19	Chapter 20	Chapter 21
Chapter 22	Chapter 23	Chapter 24
Chapter 25	Chapter 26	Chapter 27
Chapter 28	Chapter 29	Chapter 30
Chapter 31	Chapter 32	Chapter 33
Chapter 35	Chapter 36	Chapter 37
Chapter 38	Chapter 39	Chapter 40
Chapter 41	Chapter 42	Chapter 43
Chapter 44	Chapter 45	Chapter 46
Chapter 47	Chapter 48	Chapter 49
Chapter 50