PAYING THE TOLL

Trouble at the Port Authority: Chris Christie's Bludgeon/Cash Cow in Jeopardy?

2014-01-14T10:38:00.000-08:00

The Port Authority of New York and New Jersey is a major player in the evolving scandal surrounding Chris Christie, but unsurprisingly, the specifics of its officials' involvement remain obscure. Recent events might well change how we view authorities, the notorious quasi-public "shadow governments" of urban America.

Recent investigations of the Pennsylvania Turnpike, the Delaware River Authority, and the Maine Turnpike Authority have added to the mountains of dirt on these agencies that has piled up in the historic record since they became popular in the mid-twentieth century.

While traditionally, scholars and investigators have pointed to financiers as the main source of undue influence on these agencies, Christie's record could indicate the power of political pressure on the sensitive levers of secretive bureaucratic decision-making.

My book on the Golden Gate Bridge documented petty corruption and mismanagement of one California authority. Many readers commented that a single case is inadequate to draw conclusions about an entire sector of government. The story, unfortunately, continues to unfold.

The George Washington Bridge: Has Christie lost his claim on this cash cow?

For more on the (rather shocking) record of the Pennsylvania Turpike, see my recent Planning History article, "Tolls and Control," or email me for a copy.

Big Day for the Bay Bridge!

2013-09-02T19:48:00.000-07:00

A little over a year since my last post, and a lot has changed in the world of transportation and infrastructure. A lot has changed in my life, as well—I am now a student at Berkeley Law. It's wonderful to be back in California.

Please take a look at the fantastic article in ACCESS by my UC Berkeley colleague Karen Trapenberg Frick, released ahead of print for the big occasion.

Pursuing the Technological Sublime: How the Eastern Span of the San Francisco-Oakland Bay Bridge Became a Megaproject

The Question of Regional Government

2012-07-03T06:36:00.002-07:00

I can see many sides of many issues, and as a historian it's nice to have the freedom to take a stance or to avoid one. But on the question of regionalism, I am a passionate advocate for authoritative and democratic government. And I do mean government--public, accountable, and transparent--not some mish-mash of public/private "governance." This week, some of my research was published in ACCESS magazine, which reaches large numbers of people who face this question on a regular basis. Hopefully, it will contribute to the larger discussion.

http://uctc.its.berkeley.edu/access/40/access40_defeatofgg.shtml

Urban Infrastructure Podcast: Penna Turnpike and the Chicago Skyway

2012-03-11T06:25:00.001-07:00

GCOI have been a fan of the Great Cities Institute at the University of Illinois Chicago since my days at the Keston Institute at USC. This week, I had the chance to share some of my recent work in a GCI seminar. And, for the first time, I am now featured in a podcast! You can download my talk at the GCI podcast Web Site.

I discuss some of the issues related to toll financing and highways, looking back at the experience of the Penn Turnpike and the Chicago Skyway. It includes some of the material in my most recent article, "Tolls and Control" in the Journal of Planning History. There are a lot of other fascinating lectures available from the GCI. I know what I will be listening to on my next drive south!

Rachel Weber organized the seminar--she does some amazing work related to urban development and finance. I highly recommend her article "Selling City Futures" in Economic Geography, as well as her various other articles related to tax increment financing. I am also looking forward to some of her new research on the Skyway specifically, with Marc Doussard and Phil Ashton, which should be forthcoming soon.

Chicago Skyway: Past, Present, Future?

2012-01-28T10:51:00.000-08:00

I just returned from my first Transportation Research Board meeting, which was an amazing experience. Thousands of academics and professionals--engineers, planners, mostly, but at least three historians--met in Washington to discuss transportation. Apparently, this meeting has been growing quickly over the last decade, and it is now one of the largest subject-specific conferences there is. I think it testifies to the need for vibrant interdisciplinary forums, and I am sure it could be a model for many areas of inquiry.

I produced my first poster for the event. It is a preview of one of my current projects: a book on the Chicago Skyway.

New Article on Toll Road Privatization!

2011-12-07T16:06:00.000-08:00

My new article comparing recent efforts to privatize major toll roads was just release online by the Journal of Planning History!

Tolls and Control: The Chicago Skyway and the Pennsylvania Turnpike

And, expect much more in the future. I am developing a book on the history of the Skyway, which provides an exciting glimpse into Chicago infrastructure politics over the last fifty years, a subject not for the meek, believe me. I'll be presenting some of the new research in Washington at the meeting of the Transportation Research Board (the 800 lb gorilla of transportation conferences) in January. Be sure to look for me!

Chicago Skyway History presentation in Berkeley May 4

2011-05-02T08:39:00.000-07:00

I will be presenting research on the history of the Chicago Skyway, including its 2004 lease, on May 4 at noon at UC Berkeley, room 304 in Wurster Hall. Chicago is known for its, shall we say, interesting municipal politics. Skyway history is no exception. MORE INFORMATION available on the IURD website!

TO RAY LAHOOD: More than one Path to Transportation Safety

2009-11-16T05:59:00.000-08:00

Ray LaHood came out with a statement over the weekend calling SAFETY his "No. 1 Priority when it comes to planes, trains and automobiles." That's nice. Who is not in favor of safety? Actually, he's focusing on trains, talking about developing new federal oversight and standards for the nation's decentralized, motley and pathetically inadequate mass transit systems. Certainly, recent incidents in Los Angeles and Washington DC (especially Washington DC) have highlighted the fact that these systems are not always adequately maintained or operated.

Now, I am not one to automatically denounce federal action based on a knee-jerk opposition to "big government." I have no problem with a little broad, well-targeted regulation here and there, especially when it comes with carrots as well as sticks. We've yet to see if this initiative involves carrots, but certainly no amount of funding can be enough to bolster the skeletal, aging, and often (already) embattled mass transit systems of urban America. And, according to the Washington Post, there is a gaping lack of oversight protecting light rail and subway riders.

But, if safety truly is the biggest concern here, I want to suggest two approaches to reducing passenger risk that I urge Mr. LaHood to consider.

First, the safest way to travel is NOT TO TRAVEL. No matter how safe those "planes, trains and automobiles" are, there is an inherent element of risk in their use. I guess you can call this the ABSTINENCE approach to transportation safety. LaHood's recent statement reflects the chasm transportation and land use in American policy--chasm that needs to be bridged if we are going to develop policies that promote sustainability in the long-term. For too long, policy-makers in transportation have accepted blindly that the goal of transportation policy should be the efficient and inexpensive movement of passengers and goods. Making the vehicles of that movement more efficient and safer is a laudable goal, but reducing the need to move is a much more cost-effective way to reduce the need for spending on infrastructure, reduce pollution, and of course to reduce the number of accidents and failures overall. How do we do that? Adopt policies that allow for dense residential development, the revitalization of central cities, and easy access to jobs, services, recreation, shopping and other amenities. For the movement of freight: how about promoting local farming and manufacturing? Rather than cultivating suburbs and subsidizing endless movement, we could be cultivating local jobs and businesses. LaHood should be building ties and lending support to the local and regional planning initiatives that promote these goals.

Secondly, let's see some policies that encourage people to use the safest mode of travel. According to my calculations, based on numbers from the Bureau of Transportation Statistics, (which I should say are rather inconsistent, come with lots of caveats, and don't seem to necessarily match up with their supposed sources), there is a highway fatality for about every 121 million passenger miles traveled in the United States--and this represents a recent improvement. In contrast, there is one fatality for every 285 million miles of transit--and that includes buses. However, I think it's fair to say that safety improvements are needed for rail of all sorts, particularly in terms of grade crossings. There are a shocking number of fatalities due to collisions of trains with cars, bicycles, pedestrians, etc. as a recent report from Transportation For America documents. Perhaps Mr. LaHood should be talking about the safety of streets, roads, and railroads rather than the vehicles that operate on them (I know that LA could sure use some grade separations, for example).

Certainly, one way to promote safety in transportation is to encourage people to use the safest means of travel. Improved safety standards and oversight that come with real and substantial funding for investments in infrastructure and better rolling stock would also be an enormous boon. Even better would be money for improved and expanded transit service that can lure people out of their dangerous automobiles. And, let's also think about encouraging walkable neighborhoods--overcoming entrenched local opposition to density and affordable housing is certainly something that could reduce fatalities and injuries associated with transportation. If safety is your No. 1 priority, make it a priority that helps break down barriers and obsolete paradigms for transportation policy.

A Novel Abuse of the California Environmental Quality Act

2009-09-16T13:32:00.000-07:00

An angry group of misanthropes are suing to stop a suicide barrier on the Cold Spring Canyon Bridge in Santa Barbara County.

UPDATE: Report that this is the deadliest year to date for this remote bridge, seven deaths so far. Time to take action.

California Constitutional Convention Gaining Momentum, Opposition

2009-07-22T07:13:00.000-07:00

I'm glad to see new analysis of the Constitutional Convention proposal, from the New America Foundation and Repair California. As my readers know, I've been optimistic about this idea since it was proposed by the Bay Area Council's Jim Wunderman last year. However, there seems to be a cohort organizing against a convention, using strong language in support of continued piecemeal reform without directly denouncing the convention proposal. California Forward seems to be the organization representing this approach. I imagine that a convention is seen as too risky for minority party members (and other conservatives) who have an interest in maintaining the vacuum of governance at the state level and the ongoing shift of authority to the local level where they still have pockets of power. I think we do need an effective state government, however, now and in the long-term. And, it is obvious that the piecemeal approach to reforming state government has failed. I hope that the convention movement can overcome inertia and weak reform measures designed to dampen its momentum.

Reconstructing Transportation

2009-07-20T15:23:00.000-07:00

I know many of you will be glad to hear that my much-anticipated essay on transportation policy is finally available! The July issue of Technology and Culture has been released. It coincides with efforts to hammer out the terms of surface transportation legislation. Brace yourself for the same old battles between modes over the next two months. My hope is that if enough people start thinking about how modes are really an artificial and inadequate categorization of transportation they might start to think about systems rooted local and regional patterns of movement--and to develop policy to support efficient and effective multi-modal systems.

WARNING TO CITIES: push too hard for more federal transportation funding without reforming the way it is spent and we’ll end up with more of this:

2009-07-09T08:13:00.000-07:00

Great article in the New York Times today pointing out that cities are getting way less than a fair share of transportation stimulus money. Of course, this is old, old news. I'm in DC right now looking into this very issue as it played out mid-century. City leaders knew that they should be getting more money from the feds, and they fought hard to get a bigger cut. But, their efforts backfired. The problem was, the funds that were coming out of Washington through state highway departments were earmarked for only one form transportation infrastructure. And, that form was very, very problematic for the physical reality of cities. After fighting so hard to get a bigger share, cities ended up with horrific, destructive highways shoved through their dense urban cores. They were dying for the money, wanted to spend it but could only spend it on highways, and rationalized the destruction by saying they were "renewing" urban neighborhoods by bulldozing slums. And, as was so painfully obvious even then and certainly now, all of this was shaped by deeply racist motivations and and carried out with devastating consequences for minority communities. The reaction to this disaster was manifest in nation-wide freeway revolts. And, we've been left with scarred, gutted city cores as a result.

Now, the very same problems that led to the urban transportation fiasco of the 50s and 60s still plague transportation policy. Funds are still earmarked by mode, planning still takes place separately by modes, urban transportation planning is still inadequate and weak. We need change the structures and procedures that shape transportation appropriations and planning to integrate modes.

My article in the July issue of Technology & Culture goes into more detail on ways to do this. Also, Raymond A. Mohl of the University of Alabama, Birmingham has done some great work on this subject and I believe will be coming out with a book soon. If you want to read more, I suggest looking up his numerous articles on the subject, including his contribution to a special issue of the Journal of Urban History on freeway revolts, vol. 30 no. 5 (2004). You'll find several other fantastic pieces in that issue, as well. I've got a freeway revolt piece, as well, but it's a suburban study, focusing on the origins of Marin County's growth control regime.

Bridge Suicide Statistics

2009-05-06T12:31:00.000-07:00

Recently, I gave a talk at the Huntington about Golden Gate Bridge suicide. I just want to share the statistics I compiled for the presentation. The data is as accurate as I could manage using a variety of sources, as of May 2009.

I don't think the large number of suicides from the Golden Gate Bridge is the result of any special fame or beauty--the vast majority of victims are local, just as they are on other structures. Rather, it reflects the unusually long time that has elapsed since the bridge earned a reputation for suicide. That, in my opinion, is to a large degree due to the administration of the bridge. The Golden Gate Bridge, Highway and Transportation District is too narrowly focused and its leaders too insulated from pressure or accountability. The problem of suicide falls outside what they consider to be legitimate bridge district concerns. If the bridge were operated by a general-purpose government, as are most such structures, consideration of the larger consequences of thousands of suicides for the region and its residents--not just for the immediate interests of the agency--would come into play.

UPDATE: The All-America bridge in Ohio has developed a reputation as a suicide magnet, with 28 deaths since 1997. Local officials are talking about a net. Here's an article in the New York Times. I love the quote from the mayor of Akron: “I think that for a community to have, and I’m going to use this word, an icon that represents suicide, and then not to take some action, do something — we’d really look like an uncaring community." The problem with the Golden Gate bridge district is that it's set up to operate the bridge, based on a corporate, business model. Concern for the image of a community isn't part of the program.

New Huffington Post Blogger

2009-04-10T11:33:00.001-07:00

Take a look at this short piece by yours truly in the Huffington Post today. Looking at the comments, it strikes me that we're still very much stuck in old patterns of understanding transportation, and especially mass transit. Mass transit systems have never stood alone as successful self-supporting enteprises. During their private heyday, they were almost invariably linked with real estate development or electric utility ventures. They are too closely integrated with places, development patterns, economic activity to be analyzed as independent systems today, as well. But nevertheless, they are. One of the points I was trying to make with that post was is that it's probably more important to recognize that mass transit creates places--dense, urban places like Manhattan and SF--than it is to observe that dense places are a prerequisite for "successful" transit. Transportation is about connections--and their success depends on institutional connections that reflect the significance of the physical connections.
I develop these themes much more in a piece that will be coming out in the July issue of Technology and Culture. Don't miss it.

ANOTHER EXCITING CSA CONFERENCE!

2009-03-17T11:37:00.000-07:00

The California Studies Association invites you to our 2009 conference, "Debugging the Silicon Dream: Real Life in a Virtual World."

The one-day event will be held on Friday, April 24th, from 9:00 am to 5:00 pm, at DeAnza College (21250 Stevens Creek Blvd., Cupertino).

For more information please see the attached flyer, or visit us at the California Studies Association website. The conference is free to all students with a valid ID.

Nelson Rockefeller as Transportation Visionary?

2009-03-07T20:36:00.000-08:00

I've been reading several of Jameson Doig's books lately, combing through them for details about the origins of NY city's astounding and atypical mass transportation system. I am beginning to suspect that there is one relatively unsung hero who maneuvered mass transportation into a sustainable position within the larger transportation system: Gov. Nelson Rockefeller. He double-crossed Robert Moses into dedicating bridge toll money to transit, AND he managed to squeeze subsidies out of Austin Tobin. He was one of the last of a generation of progressive Republicans who pursued what they considered to be the public interest by promoting active, strong government at all levels. Yes, once the idea of "progressive Republican" was not an oxymoron. I will write more about this fascinating character in the coming months, as I comb the libraries for more information. Bloomberg might do well to take a lesson or two from one of his predecessors as he pushes for congestion pricing. For that matter, so would the "leaders" of today's disastrous Republican Party.

UPDATE on the CONSTITUTIONAL CONVENTION MOVEMENT

2009-03-07T11:23:00.000-08:00

Last week, I attended the summit on a constitutional convention hosted by the Bay Area Council in Sacramento (see my last post, below). It was a great show. There was standing-room only in the huge Sheraton Sacramento ballroom. One compelling speaker after another outlined the case for a convention, explained why now is the time to pursue one, and addressed the obstacles and problems that must be overcome before it is reality. We're going to see a lot more about this in the coming months.

One of the important challenges is building support in Southern California. My impression right now is that there's little awareness or enthusiasm. For example, when I asked Jack Knott, the dean of the USC School of Policy, Planning and Development at USC, if he had an opinion on the idea recently, he dismissed it as unlikely or impossible citing the opinions of historian Kevin Starr. Both of these men are influential among the moderate-to-conservative crowd that is so important in southern California. They are exactly the sort of people who could help the cause tremendously if they can be convinced that it's worthwhile. This should be a bipartisan cause--everyone is hurt by the disastrous system we have now, with the sole exception of the extreme libertarians who would like to do away with state government altogether.

A CONSTITUTIONAL CONVENTION: The Only Hope for Saving State Government in California?

2009-02-06T09:39:00.000-08:00

Recently, two political science professors from CSU Sacramento and one UC Davis law professor published a slew of editorials recently (ok, two that I know of) asserting that it is too easy to amend the California constitution. They are absolutely right, but they need to take it one step further.

There's a potential solution to that problem, and it's more promising than you might expect: hold a Constitutional Convention and rebuild our broken state government from the bottom up.

The Bay Area Council, probably the most cohesive, influential, and progressive business association in California, along with the Courage Campaign, Common Cause, the League of Women Voters, and the New America Foundation, all VERY CREDIBLE and highly respected groups, have called a summit to discuss this possibility.

There have been efforts in the recent past to undertake a comprehensive revision of the California Constitution, as the state government has been building up to its current crisis for a long time. Most recently, in 1993 the Legislature formed a California Constitutional Revision Commission (chaired by Bill Hauck) to study and recommend a cohesive set of amendments. Its recommendations included more budget restrictions, more executive power for the governor, and greater independence for local government. You can get the executive summary of that report here, and a whole lot more information on the commission's archived website here. For a sense of the political orientation of the commission, take a look at the biographical sketches of the members (including those who were replaced in 1996).

Another resource available online is 1995 brief by Bruce Cain and Roger Noll. They edited a lengthy book on the subject of constitutional revision, as well. For an overview of prior constitutional attempts, take a look at this 1991 brief by Eugene Lee.

If anyone tells you that the problem in Sacramento is a lack of "political will" they don't understand the situation. There is PLENTY of political will in the state to operate a strong and sound state government. It's that welack the tools and procedures to manifest that political will. The way the state government and the decision-making process is structured now is profoundly and deeply anti-democratic. The problems are structural, and a comprehensive structural remedy is the only path to a long-term solution. Noting short of a major change will be enough; decades of incremental amendments, many with very significant negative consequences, have proven that. Of course, there is no way that members of the minority part in Sacramento are going to support a constitutional revision if it means losing their disproportionate power. There arre major, but not insurmountable, obstacles to success.

So, readers, please attend the constitutional convention summit in Sacramento on February 24 if you can. Or, write your representatives to urge them to support the proposal, and keep your eyes and ears open as the effort progresses.

Launch Successful

2008-12-11T00:43:00.000-08:00

It has been a while since I last posted, but I have been busy with the final stages of book production. I've also been teaching a lecture course at usc on the history of planning and development. But, I am glad to be able to report that Paying the Toll is now finished. I've been saying that for a while now, as I reach various landmarks--final review, final draft, copy edits, review of copy edits, etc. but now it's official. I finished the index last night, added a few minor changes, and sent them to the press. I won't be looking at the manuscript again until I have a bound copy in my hand.

It has been about a decade since I first started harassing the bridge district to gain access to their records, and a lot has happened. I've had a baby, gotten a PhD, completed three years of postdoctoral work, started two other books, taught a variety of classes, and moved four times. The world has changed as well--I don't know that I could have started the project after Sept. 11 and actually gotten access to many of the revealing historical records stashed away in their vaults and closets. Just as significant are recent economic and political events, in my view. I have a lot of hope--and some concern--about Obama's infrastructure plans. We need to do it right--there is a huge amount at stake as we invest in new physical structures (or reinforce old ones) and shape the enduring institutions associated with them. And, a lot has happened at the Golden Gate Bridge--it finally looks like there will be significant safety improvements with a suicide barrier, traffic separation, and Doyle Drive reconstruction. All LONG overdue.

I will get back to developing this blog as a forum on transportation policy and Bay Area history now, but I have to admit, I have a lot on the agenda. I'm developing articles on CEQA and on the history of bridge suicides. I'm also starting a big project on, you guessed it, TOLLS. More on that soon.

Marin County Freeway Revolt

2007-09-11T18:28:00.001-07:00

Hello everyone! If you just heard me on West Marin Community Radio and would like a preview copy of my article, just send me an email: louise.dyble@gmail.com
For those of you who missed it, I talked about the 1966 freeway revolt in Marin County, the turning point in local politics that transformed its government from a traditional "growth machine" into a powerful, monolithic growth control regime.