streetcar suburb Concepts

The Rise and Fall of American Growth: The U.S. Standard of Living Since the Civil War (The Princeton Economic History of the Western World)

by Robert J. Gordon · 12 Jan 2016 · 1,104pp · 302,176 words

. These newly built areas, two or three miles from the city center, were made possible by horse-drawn streetcars and from the beginning were called “streetcar suburbs.” Observers noted that the new streetcars could “‘enable everyone to have a suburban [home].’”30 Because they were the first step in the upgrading of

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working class, they were also called “the zone of emergence.”31 Even in the late nineteenth century, developers in places such as Chicago were building streetcar suburbs on large tracts of land and selling them on installment plans, and some developers had interlocking financial relationships with the developers of streetcar lines, for

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cities in the 1880s owned substantial homes large enough to require the services of at least one servant. Many of these houses were in the streetcar suburbs, which were laid out between 1850 and 1900. Suburban housing from the start was designed to house different classes and income levels in the same

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to the needs of middle and upper-class families. “Unlike post-World War II suburbs, which are relatively homogenous socioeconomically, those of the tracked city [streetcar suburbs] were not restricted to a single economic class.”43 Early maps of these suburbs, such as of Hinsdale and Evanston, Illinois, show that they were

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theaters in, 199; population of, 368; rail transport between New York and, 133, 135, 136, 140; residential segregation in, 369; slaughterhouses, 267; streetcars in, 147; streetcar suburbs in, 105; traffic flows through, 137 childbirth, 229–30; cost of, 231; in hospitals, 274; of low-birthweight infants, 484 children: births of, 229–30

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, George, 568 stereoscopes, 198 Stevenson, Robert Louis, 141 stock exchanges, 582 stock options, 619 stove, 358 streetcars, 146–47, 149, 159; replaced by automobiles, 160 streetcar suburbs, 105, 107–8 street lights, 116–17 Streightoff, Frank, 45–46 streptomycin, 466 student loan debt, 512–13, 626, 648; delayed marriage tied to, 632

The Race Underground: Boston, New York, and the Incredible Rivalry That Built America's First Subway

by Doug Most · 4 Feb 2014 · 485pp · 143,790 words

, 1894), 292. He was on his way toward investing more than $800,000: Barbara J. Sproat, “Boston Studies in Urban Political Economy, Henry Whitney’s Streetcar Suburb, Beacon Street, Brookline, 1870–1910,” (working paper, no date, c. 1973), 4. On August 9, 1886: Legislative Committee on Roads and Bridges, Beacon Street, Its

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. Frank J. Sprague and the Edison Myth. New York: William Frederick Press, 1947. Sproat, Barbara J. Boston: Studies in Urban Political Economy: Henry Whitney’s Streetcar Suburb: Beacon Street, Brookline, 1870–1910. Center for the Study of Metropolitan Problems, 1974. Strong, Samuel Meredith. The Great Blizzard of 1888. New York: Samuel Meredith

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. When in Boston. Boston: Northeastern University Press, 2004. Walker, James Blaine. Fifty Years of Rapid Transit. New York: Law Printing, 1918. Warner, Sam Bass Jr. Streetcar Suburbs: The Process of Growth in Boston, 1870–1900. Cambridge: Harvard University Press, 1962. Weinstein, Asha Elizabeth. “The Congestion Evil: Perceptions of Traffic Congestion in Boston

Straphanger

by Taras Grescoe · 8 Sep 2011 · 428pp · 134,832 words

were still making a nod to community life by building in features like parks and sidewalks. In fact, Valley Village started out as a classic streetcar suburb, the transit-oriented development of its day. As I left, I started walking down the sidewalk at the edge of Kotkin’s lot, but the

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become highly sought-after urban neighborhoods. Cleveland’s Shaker Heights, Berkeley’s Ashby Station, Boston’s Roxbury, and the Glebe in Ottawa are all classic streetcar suburbs, with lively mixes of row houses, closely spaced bungalows with front porches, and small shops, located within walking distance of the main arteries where electric

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.”) In Lakewood, south of Los Angeles, similar methods allowed developers to erect fifty preassembled, balloon-frame houses a day. Half as dense as the old streetcar suburbs, the new car-based subdivisions ran roughshod over indigenous architectural styles, as Modified Colonials appeared on the outskirts of Edmonton and split-level ranches dotted

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extended their tracks to “electric parks,” the fairgrounds they owned miles from the center of great cities; the space in between was filled in by streetcar suburbs. In early twentieth-century Japan, the attractions at the end of the lines tended to be outdoor baths, giant statues of seated Buddhas, and parks

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while watching the cherry blossoms fall. While freeways in the United States supplanted streetcars, in Japan they never stopped laying tracks. Modern Tokyo is the streetcar suburb, writ large. The pattern for all development to come was set in Osaka. In 1910, the Hankyu rail company built a department store at its

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Schuylkill River from Center City, it evolved, between the Civil War and the Depression, from a fashionable upper-class country retreat to a middle-class streetcar suburb. Trolleys still fan out through the neighborhood, and apartment blocks parallel the elevated, which reached West Philadelphia in 1907. The housing stock, stately three-to

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’s Hillhurst, Boston’s Roxbury, and Washington, D.C.’s Anacostia (which is now being gentrified by middle-class African American professionals) are all classic streetcar suburbs, with highly walkable streets.* Even Phoenix has the F. Q. Story neighborhood, which was served by the city’s small prewar streetcar network, and is

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, play safely in local parks and streets. Given its walkable streets, I wasn’t surprised to learn that Outremont, like West Philadelphia, was once a streetcar suburb. Up until the 1950s, a trolley ran up the main thoroughfare, and when the summer gets hot enough for the friction of rubber tires to

City on the Verge

by Mark Pendergrast · 5 May 2017 · 425pp · 117,334 words

buried and terribly polluted as it runs north toward the Chattahoochee River. In the early twentieth century, most of these neighborhoods were upper-class white streetcar suburbs, as was Adair Park. After World War II, when whites fled to the suburbs and poorer African Americans moved in, neighborhood stores and industries failed

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of coca leaf and kola nut: it went by the name Coca-Cola. The combination medicine/soft drink would fund many Atlanta fortunes and philanthropies. Streetcar Suburbs In the late nineteenth and early twentieth centuries, trolley lines contributed mightily to the municipal expansion. In 1871 Richard Peters and George Adair inaugurated the

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and Esther, 233–234 Stone, Clarence, 274 Stone Mountain, 17, 76, 78, 183, 192, 254, 257–259 Storrs School, 65 Street Railway Journal, 36–37 streetcar suburbs, 7, 34–42 streetcars, 91, 100, 102, 109 Atlanta Streetcar, 158, 166–167, 192, 277, 281 Brian Leary and, 121–122, 127 C-Loop, 25

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Trail, 231–232, 235 racial tensions and, 67, 73, 79–80 Ryan Gravel and, 9, 15, 18–23, 51, 280 in Strategic Implementation Plan, 158 streetcar suburbs, 7, 34–42 Tim Keane and, 277, 283 Wayne Mason property and, 58, 94 Westside Trail, 157–158, 280 Street-to-Home program, 112 Studioplex

Happy City: Transforming Our Lives Through Urban Design

by Charles Montgomery · 12 Nov 2013 · 432pp · 124,635 words

could. After the first electrical streetcar was introduced in Richmond, Virginia, in 1887, rail lines rapidly spread across hundreds of cities, luring commuters to new streetcar suburbs from Boston to Toronto to Los Angeles. Almost no one owned a car before World War I, so land developers wishing to attract homebuyers first

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people per acre, the length of each block, the distance to the nearest market street, and the mixing of all kinds of different activities. The Streetcar Suburb Long after its streetcars were replaced by trolley buses, this district in East Vancouver balances density and land-use mix in a way that responds

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our own complex associations with places, scents, and memories. But the systems in which we live undeniably influence our emotional lives. The lesson of the streetcar suburb or N Street is not that cities need to be organized in grids, or that they need streetcars, or that we must all tear down

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live in or near a core that could offer them an easier, richer, more resilient existence. They would get what people in old downtowns and streetcar suburbs have enjoyed all along. By their very proximity, they would provide the body heat to support businesses, vibrant streets, and a commuter train station on

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of his life, and he was desperately unhappy. His malaise matched that of his neighborhood. With its modest lots and treelined streets, Sellwood approximated the streetcar suburb sweet spot, yet it was the kind of place where you could walk the sidewalks and never meet anyone. Most people drove when they had

The Great Railroad Revolution

by Christian Wolmar · 9 Jun 2014 · 523pp · 159,884 words

opening new residential tracts whose appeal would be to people of some means who were repelled by conditions in the central city. They were called streetcar suburbs.” Until the First World War, streetcars were highly profitable: “The expectation— actually, the faith—was that ridership and profits, even with the 5 cent fares

A Brief History of Motion: From the Wheel, to the Car, to What Comes Next

by Tom Standage · 16 Aug 2021 · 290pp · 85,847 words

for local governments. Second, streetcars’ flat-rate pricing meant that short-distance riders were subsidizing long-distance ones, making it more affordable to live in streetcar suburbs farther from city centers. Municipal governments liked this model because it allowed cities to expand by making commuting cheaper, thus increasing the taxable population. Jitneys

Road to Nowhere: What Silicon Valley Gets Wrong About the Future of Transportation

by Paris Marx · 4 Jul 2022 · 295pp · 81,861 words

other issues, but also to streetcar operators and private construction interests who profited from building the new communities. Streetcars were run by private companies, and streetcar suburbs gave them reliable passengers. The suburbs of the time looked nothing like their modern counterparts since they did not need to make room for cars

Triumph of the City: How Our Greatest Invention Makes Us Richer, Smarter, Greener, Healthier, and Happier

by Edward L. Glaeser · 1 Jan 2011 · 598pp · 140,612 words

and sometimes out on their own in the middle of the Sunbelt. Even the shifts in the late nineteenth century, when skyscrapers rose higher and streetcar suburbs were built, seem small relative to the massive creation of spaces built around the automobile. Some have suggested that American sprawl represents an English cultural

Where We Want to Live

by Ryan Gravel · 2 Feb 2016 · 259pp · 76,797 words

more equitable, if still imperfect, capital of the American South. The network of private transit lines that originally brokered the development of Atlanta’s oldest streetcar suburbs like Inman Park and West End were consolidated into a more cohesive system owned by the Georgia Railway & Electric Company in 1902. By the time

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public good by creating a flexible system that can adapt for future generations. Sometimes we built according to an official city plan, but in later streetcar suburbs, like Atlanta’s Virginia-Highland, developers assembled walkable grids because that is what the market demanded. Residents wanted access to streetcar stops, and landowners near