|
From A Rural Society to An Urban Society
When the United States was established in 1789, only 5% of the population lived in urban areas. Until 1840 migration from
rural to urban areas was slow; however, migration accelerated during the next seventy years, and by 1910 urban residents accounted
for 46% of the population. During the twentieth century, migration has continued at such a rapid pace that by 1962, 88% of
the population resided in urban areas.
Upon moving to urban areas, people became dependent on urban services. These services, some of which rural residents themselves
provided, included paved streets, sidewalks, water, electricity, gas, sewage, garbage collection, mass transportation,- and
police and fire protection. One of the services, urban mass transportation, appeared as early as 1850 with horse-drawn busses
and streetcars. Several years later suburban railroads were introduced in the larger cities, and by 1890 cable and electric
streetcars were in operation. Subways, motor busses, commuter trains, and monorails were introduced in the twentieth century.
Mass transit systems enabled the growth of cities, but they did so in such a way that the growth followed the routes of the
transit systems."
The Trend Toward Municipal Ownership of Bus Lines
"Beginning in 1946, privately owned bus lines throughout the United States were faced with a reduction in profit brought about
by a decrease in patronage and an increase in the cost of labor and material. Many bus lines attempted to compensate for their
loss of profit by keeping investment and service at a minimum. When the bus lines could no longer make any profit, they sold
their business to the municipalities they served or they ceased operations altogether. The sale of the bus lines began a nationwide
trend toward municipal ownership of bus lines during the 1950's and the early 1960's.
Most municipalities borrowed money, usually at high interest rates, in order to purchase these privately owned
bus lines. Once having assumed ownership; the municipalities began replacing outdated equipment with new equipment or with
equipment leased at high interest rates; they also increased service with more and longer bus routes. The high interest rates,
new equipment purchases, greater service, and decreasing bus patronage constituted financial difficulties for the newly acquired
bus lines. Under these conditions, no municipal bus line made a profit immediately after beginning operations; and many of
them have never made a profit."
The Growing Use of the Automobile
By 1900 the automobile offered the public a means of transportation' in addition to the municipal mass transit systems. At
first only the upper income class could afford
the automobile; however, improved production techniques soon lowered its price and made possible its purchase by lower income
classes. As a result, more people than ever
before were exposed to the convenience of transportation at their doorsteps; they were freed from the time and route restrictions
of train and bus schedules.
Because of the popularity of the automobile, its registration skyrocketed from.8,000 in 1900 to 22,973,000 in 1930. As early
as 1922, San Francisco recognized that this growth in automobile ownership was a factor in the increase of traffic congestion
and in the reduction of
municipal mass transit patronage. The reduction of patronage continued to decline during the rest of the 1920's and all of
the 1930's.
World War II temporarily halted the decli ne in mass transit patronage. The suspension of automobile production and the rationing
of gasoline and tires compelled most automobile owners to patronize mass transit systems. Consequently, mass transit companies
recorded the greatest profits they had ever made; during their best.year, 1945, they carried 18,980,000,000 passengers. After
World War II, patronage began to dwindle again with the resumption of automobile production and the elimination of gasoline
and tire rationing. Patronage decreased from 13,850,000,000 passengers in 1950 to 7,200,000,000 in 1960 (a 48% decrease).
During the post-war period, the number of automobile trips surpassed mass transit trips. For instance,, in 1946 mass transit
made 24,000,000,000 urban trips, while the automobile made 25,000,000,000 similar trips. In 1960 mass transit made only 11,000,000,000
trips compared to the 50,000,000,000 automobile trips.' The reduction in mass..."
"The Fresno Municipal Bus Line: A Study of Solutions to Problems of Mass Transportation"
"Transit Improvement Program for Baltimore, Maryland" -The Fresno Municipal Bus Line: A Study of Solutions to Problems of
Mass Transportation [Pages 30-32] (1966)
| NEW PAGE - ALWAYS ADDING NEW INFORMATION & LINKS |
|
| DUE TO CONTINUING TO FIND BITS AND LINKS TO PUT INTO COMPLETE CONTEXT |
............................................................................................................................................................................................................................................................................................................................................................................................................................................................................
Mission Abound
Homes * Any Street * Baltimore * USA * 01234
Any Street * Anytown * Baltimore * USA * 01234
........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................
|
