Robert Moses

One of Moses's first steps after Impellitteri took office was killing the development of a city-wide Comprehensive Zoning Plan, underway since 1938, that would have restrained his nearly uninhibited power to build within the city, and removing the existing Zoning Commissioner from power. Impellitteri enabled Moses in other ways, too. Moses was now the sole person authorized to negotiate in Washington for New York City projects. He could now remake New York for the automobile. By 1959, Moses had built 28,000 apartment units on hundreds of acres. In clearing the land for high-rises in accordance with the tower in a park scheme, which at that time was seen as innovative and beneficial, he sometimes destroyed almost as many housing units as he built.

From the 1930s to the 1960s, Robert Moses was responsible for the construction of the Throgs Neck, the Bronx-Whitestone, the Henry Hudson, and the Verrazano Narrows bridges. His other projects included the Brooklyn-Queens Expressway, the Staten Island Expressway, the Cross-Bronx Expressway, the Belt Parkway, the Laurelton Parkway, and many more. Federal interest had shifted from parkway to freeway systems, and the new roads mostly conformed to the new vision, lacking the landscaping or the commercial traffic restrictions of the pre-war ones. He was the mover behind Shea Stadium and Lincoln Center, and contributed to the United Nations headquarters.

Moses had direct influence outside the New York area as well. City planners in many smaller American cities hired Moses to design freeway networks for them in the 1940s and early 1950s. Few of these were built; initially postponed for lack of funding, projects still unbuilt by the 1960s were often defeated by the awakening citizen-led opposition movement. The first successful examples of these freeway revolts were in New Orleans. Original plans for Interstate 10 followed U.S. Route 90through Uptown, but instead the Interstate through the western part of the city was routed along the Pontchartrain Expressway.

Following that adjustment was the blocking of New Orleans' Vieux Carré Riverfront Expressway, an elevated highway that would have sliced through the French Quarter, resulting in an even greater impact on the city's sense of history. Later, successful freeway revolts that saw highway projects either scaled back or cancelled outright also occurred in Portland,Oregon (see Mount Hood Freeway and Harbor Drive), San Francisco, San Diego, Washington, D.C., Baltimore, Phoenix,Memphis, Toronto,^[12][13] and eventually Los Angeles.^[14] Moses was more successful with some design elements of thePenn-Lincoln Parkway in Pittsburgh during the city's Renaissance Project, but wanted a beacon at Point State Park instead of the fountain that would eventually go there.^[15]

Car culture

Moses knew how to drive, but because he didn't have a license, many sources say that he did not know how to drive.^[16] His view of the automobile was shaped by the 1920s, when the car was thought of as entertainment and not a utilitarian lifestyle. Moses's highways in the first half of the 20th century were parkways, curving, landscaped "ribbon parks," intended to be pleasures to drive in and "lungs for the city".

Brooklyn Dodgers

Brooklyn Dodgers owner Walter O'Malley wanted to build a new stadium to replace the outdated and dilapidated Ebbets Field. O'Malley determined the best site for the stadium was on the corner of Atlantic Avenue and Flatbush Avenue in Brooklyn at the end of the Long Island Rail Road. O'Malley pleaded with Moses to help him secure the property in a cost effective manner, but Moses wanted to use the land to build a parking garage. Moses envisioned New York's newest stadium in Flushing Meadows on the former (and as it turned out, future) site of the World's Fair in Queens. O'Malley was vehement in his opposition, stating "we are the Brooklyn Dodgers, not the Queens Dodgers!" Moses won this clash of egos and would not be moved on this issue. After the Dodgers left for Los Angeles and the New York Giants left for San Francisco, Moses was able to build Shea Stadium in Queens on the site he planned for stadium development. Construction began in October 1961 and the stadium opened in April 1964 to house the National League's New York Mets, who played there until the end of the 2008 season, when they moved to the adjacent Citi Field.

End of the Moses era

View of the 1964/1965 New York World's Fair as seen from the observation towers of the New York State pavilion. The Fair's symbol, the Unisphere, is the central image.

Moses's reputation began to wane in the 1960s as public debate on urban planning began to focus on the virtues of intimate neighborhoods and smallness of scale. Around this time, Moses also started picking political battles he could not win. His campaign against the free Shakespeare in the Park received much negative publicity, and his effort to destroy a shaded playground in Central Park to make way for a parking lot for the expensive Tavern-on-the-Greenrestaurant made him many enemies among the middle-class voters of the Upper West Side.

The opposition reached a crescendo over the demolition ofPenn Station, which many attributed to the "development scheme" mentality cultivated by Moses^[17] although the impoverished Pennsylvania Railroad was actually responsible for the demolition.^[18] The casual destruction of one of New York's greatest architectural landmarks helped prompt many city residents to turn against Moses's plans to build a Lower Manhattan Expressway, which would have gone through Greenwich Village and what is now SoHo.^[19] This plan and the Mid-Manhattan Expressway both failed politically; to this day no superhighway goes through the heart of Manhattan. One of his most vocal critics during this time was the urban activist Jane Jacobs, whose book The Death and Life of Great American Cities was instrumental in turning opinion against Moses's plans; the city government rejected the expressway in 1964.^[20]

Moses's power was further sapped by his association with the 1964 New York World's Fair. His assumption of aggregate attendance of 70 million people for this event proved wildly optimistic, and generous contracts for Fair executives and contractors did not help the economics. His repeated and forceful public denials of the Fair's considerable financial difficulties in the face of the evidence eventually provoked press and governmental investigations, which eventually found accounting deceptions.^[21] In his organization of the fair, Moses's reputation was tarnished by his disdain for the opinions of others, his high-handed attempts to get his way in moments of conflict by turning to the press, and the fact that the fair was not sanctioned by the Bureau of International Expositions (BIE), the worldwide body supervising such events.^[22] Moses refused to accept BIE requirements, including a restriction against charging ground rents to exhibitors, and the BIE in turn instructed its member nations not to participate.^[23] The United States had already staged the sanctioned Century 21 Exposition in Seattle in 1962. According to the rules of the organization, no one nation could host more than one fair in a decade.) The major European democracies, as well as Canada, Australia and the Soviet Union were all BIE members and they declined to participate, instead reserving their efforts for Expo 67 in Montreal.

After the World's Fair, New York City mayor John Lindsay, along with Governor Nelson Rockefeller, sought to use toll revenues from the Triborough Bridge and Tunnel Authority's (TBTA) bridges and tunnels to cover deficits in the city's then financially ailing agencies, including the subway system. Moses opposed this idea and fought to prevent it.^[18] Lindsay removed Moses from his post as the city's chief advocate for federal highway money in Washington.

But Moses could not so easily fend off Rockefeller, the only politician in the state who had a power base independent of him. The legislature's vote to fold the TBTA into the newly-created Metropolitan Transportation Authority (MTA) could technically have led to a lawsuit by the TBTA bondholders, since the bond contracts were written into state law and under Article 1, Section 10 of the U.S. Constitution states may not impair existing contractual obligations, and the bondholders had right of approval over such actions. However, the largest holder of TBTA bonds, and thus agent for all the others, was the Chase Manhattan Bank, headed then by David Rockefeller, the governor's brother. No suit was filed or even discussed. Moses could have directed TBTA to go to court against the action, but having been promised certain roles in the merged authority, Moses in turn declined to challenge the merger.

On March 1, 1968, the TBTA was folded into the MTA and Moses gave up his post as chairman of the TBTA. He eventually became a consultant to the MTA, but its new chairman and the governor froze him out - the promised roles did not materialize, and for all practical purposes Moses was out of power.

Moses had thought he had convinced Nelson Rockefeller of the need for one last great bridge project, a span crossing Long Island Sound from Rye to Oyster Bay. Rockefeller did not press for the project in the late 1960s through 1970, fearing public backlash among suburban Republicans would hinder his re-election prospects. While a 1972 study found the bridge was fiscally prudent and could be environmentally manageable, the anti-development sentiment was now insurmountable and in 1973 Rockefeller canceled plans for the bridge. In retrospect, NYCroads.com author Steve Anderson writes that leaving densely-populated Long Island completely dependent on access through New York City may not have been an optimal policy decision.^[24]

The Power Broker

Main article: The Power Broker

Moses's image suffered a further blow in 1974 with the publication of The Power Broker, a Pulitzer Prize-winning biography by Robert A. Caro. Caro's 1,200-page opus (edited from over 3,000 pages long) largely destroyed the remainder of Moses's reputation; essayist Phillip Lopate writes that "Moses's satanic reputation with the public can be traced, in the main, to...Caro's magnificent biography."^[25] For example, Caro described how insensitive Moses was in the construction of theCross-Bronx Expressway, and how he willfully neglected public transit. Moses's reputation today is in many ways attributable to Caro, whose book won both the Pulitzer Prize in Biography in 1975 and the Francis Parkman Prize, which is awarded by the Society of American Historians, and was named one of the 100 greatest non-fiction books of the twentieth century by the Modern Library.^[23]

Caro's depiction of Moses's life gives him full credit for his early achievements, showing, for example, how he conceived and created Jones Beach and the New York State Park system, but he also shows how, as Moses's desire for power came to be more important to him than his earlier dreams, he destroyed more than a score of neighborhoods, by ramming 13 huge expressways across the heart of New York City and by building huge urban renewal projects with little regard for the urban fabric or for human scale. Yet the author is more neutral in his central premise: the city would have been a very different place — maybe better, maybe worse — if Moses had never existed. Other U.S. cities were doing the same thing as New York in the 1940s, 1950s, and 1960s. Boston, San Francisco and Seattle, for instance, each built highways straight through their downtown areas. The New York City architectural intelligentsia of the 1940s and 1950s largely believed in such prophets of the automobile as Le Corbusier and Mies van der Rohe had supported Moses. Many other cities, like Newark,Chicago and St. Louis, also built massive, unattractive public housing projects.^[26]

Caro argues that Moses also demonstrated racist tendencies.^[27] He, along with other members of the New York city planning commission, were vocal opponents against black war veterans moving into Stuyvesant Town, a Manhattan residential development complex created to house World War II veterans.^[28]

People had come to see Moses as a bully who disregarded public input, but until the publication of Caro's book, they had not known that he had allowed his brother Paul to spend much of his life in poverty. Paul Moses, who was interviewed by Caro shortly before his death, claimed Robert had exerted undue influence on their mother to change their will in his favour shortly before her death. Caro notes that Paul was on bad terms with their mother over a long period and she may have changed the will of her own accord. Caro suggested that Robert's subsequent treatment of Paul may have been legally justifiable but was morally questionable.^[29]

Death

During the last years of his life, Moses concentrated on his lifelong love ofswimming and was an active member of the Colony Hill Country Club.

Moses died of heart disease on July 29, 1981, at the age of 92 at Good Samaritan Hospital in West Islip, New York. The headings in his New York Timesobituary package form both a found poem and a thumbnail sketch of his life and influence: "Robert Moses, Master Builder, Is Dead at 92; Robert Moses, Builder of Road, Beach, Bridge and Housing Projects, Is Dead; Associate of High Officials; The Grand-Scale Approach; Not a Professional Planner; Part of 'Our Crowd'; Into the Orbit of Power; Fur Coat or Underwear?; An Overwhelming Success; Long Court Fights; Drafted Park Legislation; Moses' Tactics Were Both Extolled and Criticized; Badly Beaten in Election; Built to His Own Tastes; A Sampler of Quotations by Moses; The Face of a Region; and How One Man Changed It."