The effect was recognized as early as 1930, when an executive of a St. Louis, Missouri electric railway company told a Transportation Survey Commission that widening streets simply produces more traffic, and heavier congestion. In New York, it was clearly seen in the highway-building program of Robert Moses, the "master builder" of the New York City area. As described by Moses' biographer, Robert Caro, in "The Power Broker": During the last two or three years before entrance of the United States into World War II, a few planners had...begun to understand that, without a balanced system transportation, roads would not only not alleviate transportation congestion but would aggravate it. Watching Moses open the Triborough Bridge to ease congestion on the Queensborough Bridge, open the Bronx-Whitestone Bridge to ease congestion on the Triborough Bridge and then watching traffic counts on all three bridges mount until all three were as congested as one had been before, planners could hardly avoid the conclusion that "traffic generation" was no longer a theory but a proven fact: the more highways were built to alleviate congestion, the more automobiles would pour into them and congest them and thus force the building of more highways – which would generate more traffic and become congested in their turn in an ever-widening spiral that contained the most awesome implications for the future of New York and of all urban areas. The same effect had been seen earlier with the new parkways that Moses had built on Long Island in the 1930s and 40s, where ...every time a new parkway was built, it quickly became jammed with traffic, but the load on the old parkways was not significantly relieved. Similarly, the building of the Brooklyn-Battery Tunnel failed to ease congestion on the Queens-Midtown Tunnel and the three East River bridges, as Moses had expected it to. By 1942, Moses could no longer ignore the reality that his roads were not alleviating congestion in the way he expected them to, but his answer to the problem was not to invest in mass transit, it was to build even more roads, in a vast program which would expand or newly create of roads, including additional bridges, such as the Throgs Neck Bridge and the Verrazano Narrows Bridge.