As public transportation continually experienced budget cuts, the investments in the automobile infrastructure increased. The social context during this time had transitioned from wanting an automobile to needing for all of life’s functions. The Interstate Highway Act of 1956 would provide the freeways and interstates that would again alter the urban and suburban American landscape. Growth in the suburban areas increased as the freeways extended outward. A network that once created to serve as a bypass of congestion in the urban areas; today more times than not serve as a beltway. This expansion in freeway system network no longer made it necessary for residents to live in specific areas based on their employment sector. They now choose their location based on the social and cultural context the area has to offer. The automobile serves as a mode where individuals can ignore the societal elements they don’t want to believe exist.
Hartshorn and Muller researched the spatial evolution of the freeway era to be able to analyze the spatial economy of the suburban landscape. Out of this research they identified five distinct growth stages. First was the formulation of the bedroom community (1945-1955). The residential construction during this stage was caused by the postwar demand. The commercial expansion to the suburbs during this time was rather limited. The independence stage (1955-1965), where the economic activity increased dramatically because of the relocation and creation of office/industrial parks on the periphery. Between 1965-1980, was classified as the catalytic growth in which they believe was the most transformative of the landscape because of the increase in services, jobs, and retail (the shopping malls). The fourth ...
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... the system to recover all or some of the investment. This raises brings up a difficult situation dealing with mainstream society and consumer demands. If the technology is invented, and there is a demand, it is important that communities take the necessary actions to ensure the safety of its citizens. However, investments should not be made as soon as it becomes readily available because it is hard to determine the longevity of the technology because of numerous variables of possibilities.
The alterations these transportation adaptations make to the natural and built environment are significant. Transportation decisions that are made have the ability to shape the lives of individuals in the local community, as well as communities in the metropolitan area. It is important that planners consider the greater scope and implications to mitigate any issues or concerns.
In the book The Great Inversion, author Alan Ehrenhalt reveals the changes that are happing in urban and suburban areas. Alan Ehrenhalt the former editor of Governing Magazine leads us to acknowledge that there is a shift in urban and suburban areas. This revelation comes as the poorer, diverse, city dwellers opt for the cookie cutter, shanty towns at the periphery of American cities known as the suburbs. In similar fashion the suburbanites, whom are socioeconomic advantaged, are looking to migrate into the concrete jungles, of America, to live an urban lifestyle. Also, there is a comparison drawn that recognizes the similarities of cities and their newer, more affluent, residents, and those cities of Europe a century ago and their residents. In essence this book is about the demographic shifts in Urban and Suburban areas and how these changes are occurring.
The 1950s can be seen as a time of unprecedented family values, in which young, white, middle-income nuclear families arrived en masse in the pre-planned community living areas of suburbia. In the article "Joyride", Kunstler identifies the reasons for, and attraction of, a grand public relocation to previously uninhabited areas outside main city centres. Kunstler argues that it was, in part, the replacement of the streetcar (or trolley), and later the automobile, from the horse-powered transit of earlier 20th century life, that ignited weekend traffic to expand outside urban centres.
“Could suburbs prosper independently of central cities? Probably. But would they prosper even more if they were a part of a better-integrated metropolis? The answer is almost certainly yes.” (p. 66)
In The Folklore of the Freeway: Space, Culture, and Identity in Postwar Los Angeles, Eric Avila discusses the history of the construction of the freeway in Los Angeles and the effects that this transformation had on communities of color. The construction of the freeway further increased the contrast between white space and non whitespace as white people moved toward the suburbs and communities of color were displaced to the inner city metropolitan areas. Avila explains that the impact of the freeways was not only economic, but also physical. The construction entailed immense destruction and displacement among inner-city communities. Boyle Heights, for example, experienced one-tenth of its population being displaced by the freeways. What I found
Now, a normal sized town contains fast-food joints, supermarkets, malls, and superstores, but a small town lacks that appeal. The small-town could be the most beautiful landscape known to man, but lack the necessary luxuries in life that a typical American would benefit from. Carr and Kefalas make this statement that emphasizes the town’s lack of appeal, “Indeed the most conspicuous aspects of the towns landscape may be the very things that are missing; malls, subdivisions, traffic and young people” (26). The authors clearly state that they realize that towns, such as the Heartland, are hurting because of the towns’ lack of modernization. For all intents and purposes, the town’s lack of being visually pleasing is driving away probable citizens, not only the native youth, and possible future employee’s away from a possible internship with the town. The citizens with a practice or business hurt from the towns inability to grow up and change along with the rest of the world, yet the town doesn’t realize what bringing in other businesses could potentially do for their small town. Creating more businesses such as malls, superstores and supermarkets would not only drive business up the roof, but it’ll also bring in revenue and draw the
Kotkin, Joel. “Suburbia’s Not Dead Yet.” Latimes.com. Los Angeles Times. 6 July 2008. Web. 23 April 2012.
Ford, General Motors, and Chrysler surfaced as the “Big Three” auto companies heading into the 1920’s. The invention of the automobile revolutionized transportation; by the 1920’s cars made places easier to access to people. Many of the traditionalists did approve of the automobiles, but some of them just favored the old way of walking places. The traditionalists were fearful of car accidents with the upbringing of the automobile. During the 1920’s a driver’s license was not needed in most states, and there weren’t really any “rules of the road” quite yet. No signs, signals, or traffic guards, and the roads were not ready for automobiles or pedestrians yet. Some traditionalists were not for these life risking ways of automobiles, but they were accepted among most for an increase in transportation and their easy access to even those who were not rich. The modernists at this time were known to want the exciting new changes and risks, so they were all for the automobiles. This rebellious group knew the advancement of technology with automobiles meant transportation to explore, and not be stuck in the same places within walking distance. The 1920’s
...hing, more prominent than the effect on the farms. The automobile has radically changed city life by accelerating the outward expansion of population into the suburbs. The suburban trend is emphasized by the fact that highway transportation encourages business and industry to move outward to sites where land is cheaper, where access by car and truck is easier than in crowded cities, and where space is available for their one or two story structures. Better roads were constructed, which further increased travel throughout the nation. As with other automobile-related phenomena, the trend is most noticeable in the United States but is rapidly appearing elsewhere in the world.
We take them for granted when driving miles to the closest mall. We are unconscious of their usefulness when traveling to see a distant relative by car. We can't take a moment to stop and admire their beauty and usefulness; the architectural wonders that are highways and their interchanges; which have such a rich history embedded in the American suburbia of today. Let's go back to the early 1900's, when the automobile was starting to become a dominate part of the American life (Morton, 2014). Around this time; a shift began to occur towards private transportation over public by influencing policies in their favor (Nicolaides and Wiese, 2006). One of these polices was created by the Federal Aid Highway of 1925; the United States Highway System which basically expanded the highways across the United States connecting one another, creating new opportunities for growth in many areas (Weingroff, 1996). This had many effects on different factors of the American way of life; specifically suburbia (Morton, 2014). After the war, the private home that was a luxury a few years prior, was now becoming affordable for many thanks to low interest rates and flexible payments through the National Housing Act of 1934, created by the Federal Housing Administration (Fishman, 1987). Perfect example of a policy acting towards private over public was the Los Angles Master Plan of 1941, which pushed the direction of private automobiles and singles households: there being 1.16 million cars (2.4 people per car) and having 31 percent of the city land dedicated for single family homes, this was really solidifying the post suburbia lifestyle (Fishman, 1987). In Los Angeles alone around this time, 900 square miles were transformed to tract development homes ...
Creation of highway networks outside the city and subsequent growth of suburban communities transformed the way citizens worked lived and spent their leisure time. Downtown businesses closed or moved to malls inducing a reduction in downtown shopping and overall downtown commercial traffic.
“Motor Age Geography” describes land use practices and new transportation policies, which in turn helped reshape roads. These key aspects helped centralized rural America, while urban areas in America were decentralized. Specific landscapes from then to now required that people of America would have to own a motor vehicle to function effectively on a day to day basis. “Fueling the Broom” goes into detail about oil wells, pipelines, service stations, and so forth. This term explains how taxes on gas became a significant source of funding for road building. “The Paths Out of Town” examines mass production and how it increased the demand for the iron ore, wood, rubber, and many other raw materials. As the need for automobiles steadily increased, American construction workers built one mile of road per square mile of land. When Americans built highways, soil erosion came into the picture along with the natural habitat for wildlife. At this time planners focused on creating a “car friendly nature” (Wells). The book informs the reader on the historical period from 1940-1960 where the government granted housing to the suburban area and highways
After World War II, the United States of America became a much wealthier nation. As America gained wealth and the populations in urban cities and transportation technology increased, many Americans spread out, away from the urban cities, to fulfill the common dream of having a piece of land to call their own. The landscape constructed became known as the suburbs, exclusive residential areas within commuting distance of a city. The popularity and success of the suburban landscape caused suburbs to sprawl across the United States, from the east coast to the west coast and along the borders between Canada and Mexico. By the 1990s, many suburbs surrounding major urban cities developed into being more than merely exclusive residential areas. The new kind of area developed out of suburbia, the post-suburban environment, has the characteristics of the suburbs and the characteristics of the central city, or what postmodern political geographer and urban planner, Edward Soja calls, ‘the city turned inside out' (Foster 1). The post-suburban environment, is “a fundamentally decentralized spatial arrangement in which a variety of commercial, recreational, shopping, arts, residential, and religious activities are conducted in different places and are linked primarily by private automobile transportation” (Kling 1). The multifaceted aspects of the post-suburban environment make it an attractive and dynamic space with opportunities of employment. Topanga Canyon, near Los Angeles, California, is such an example of a suburb space that's developed into a dynamic post-suburban space. Since the post-suburban space of Topanga Canyon is dynamic and filled with employment opportunities, it's attractive to Mexican immigrants who wish to have a better l...
The Suburbanization of the United States. New York. Oxford University Press, 1985. Lemann, Nicholas. The.. The Promised Land.
Sociologist … explained that open pattern of suburb is because of seeking environment free noise, dirt and overcrowding that are in the centre of cities. He gave examples of these cities as St. John’s wood, Richmond, Hampstead in London. Chestnut Hill and Germantown in Philadelphia. He added that suburban are only for the rich and high class. This plays into the hands of the critical perspectives that, “Cities are not so much the product of a quasi-natural “ecological” unfolding of social differentiation and succession, but of a dynamic of capital investment and disinvestment. City space is acted on primarily as a commodity that is bought and sold for profit, “(Little & McGivern, 2013, p.616).
Imagine having to choose to reside in one place for the rest of your life. Which would you opt for? Some people would argue that the hyperactive lifestyle that a big city has to offer has more benefits than living in the country. However, others would contend that the calm and peaceful environment of the countryside is much more rewarding. Several people move from the city to a farm to get away from the hustle and bustle. Likewise, some farmers have traded in their tractors and animals to live a fast paced city life. Of course, not all large cities are the same nor are all of the places in the country identical. Realizing this, ten years ago, I decided to hang up the city life in Indiana to pursue a more laid back approach to life in rural Tennessee. Certainly, city life and life in the country have their benefits, but they also have distinguishable differences.