Word: boyds
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Dates: during 1960-1969
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When he signed the bill creating the twelfth Cabinet-rank federal agency last month, Lyndon Johnson gave no nod, verbal or cranial, to the man who had worked hardest to create the Administration's long-sought Department of Transportation. Alan Stephenson Boyd stood stoically aside while the President praised others and declared gratuitously that he was looking for a "strong man" to head DOT. Last week Johnson announced his choice: Alan Boyd, 44, former chairman of the Civil Aeronautics Board who, as Under Secretary of Commerce for Transportation, had devoted his days since June 1965 to the task...
...typical keep-'em-guessing Johnsonian performance. Boyd, who was given no hint of his elevation, had been offered a $100,000-a-year job as head of the Association of American Railroads. Until Johnson pulled out Boyd's name, the front runner in the press guess-stakes had been White House Adviser Joseph A. Califano Jr., who with Boyd helped push the bill through Congress...
Cutting the Knot. Boyd faces a formidable task. He will attempt to unscramble the world's biggest, most bitterly competitive transportation complex, a Gordian knot of railroads (214,650 miles), airline routes (280,696 miles), and highways (3,600,000 miles). To cut the knot, Boyd's department aims to coordinate the responsibilities of 31 federal agencies. With 91,000 employees and a $5.5 billion budget, he will run the Government's fifth-largest department...
...traffic jams-slightly higher fares should make possible a comfort and convenience that commuters will feel are worth the price. So that fares do not rise out of hand, however, transit systems will need to embrace the cost savings of automation as quickly as possible. And, says Alan Boyd. Under Secretary of Commerce for Transportation, "there should be a maximum reliance on unsubsidized, privately owned facilities; we should rely upon competition rather than regulation to the greatest possible extent consistent with the public interest...
...already considering raising tolls for incoming bridge and tunnel traffic during rush hours. With the new emphasis on national beautification-and the successful citizen protests against ugly bridge and freeway plans in San Francisco and elsewhere-highway engineers also need to learn that transportation systems, as Under Secretary Boyd puts it, "must give a predominant emphasis to esthetics." If the U.S. is to head off its looming transportation crisis, the job has to be started soon. Otherwise, the penalty is sure to be a further erosion of that most cherished prerogative of the peripatetic American: the ability to go places...