Suburbanization and the Automobile
AbstractIn 1910 the average American city was a small and densely populated place where the dominant form of intracity transportation was the electric streetcar. Despite the release of the Model T in 1908, less than one percent of Americans owned a car. In contrast, by 1970, almost every family in the US owned at least one automobile. Not only did city size grow between 1910 and 1970, but city population became more evenly spread around the city center: suburbanization. Can the adoption of the automobile account for the decentralization observed throughout US cities during this period? A model of a linear city is developed in which agents choose both whether or not to own a car, and where to live. The model?s steady state is calibrated and estimated to the US data. Declining automobile prices are used to account for increased automobile ownership and suburbanization. The model is able to match the data on car ownership and decentralization for the period 1910 to 1970
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Bibliographic InfoPaper provided by Society for Economic Dynamics in its series 2004 Meeting Papers with number 134.
Date of creation: 2004
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Postal: Society for Economic Dynamics Christian Zimmermann Economic Research Federal Reserve Bank of St. Louis PO Box 442 St. Louis MO 63166-0442 USA
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Automobiles; Suburbanization; Cities;
Other versions of this item:
- E10 - Macroeconomics and Monetary Economics - - General Aggregative Models - - - General
- O11 - Economic Development, Technological Change, and Growth - - Economic Development - - - Macroeconomic Analyses of Economic Development
- N1 - Economic History - - Macroeconomics and Monetary Economics; Industrial Structure; Growth; Fluctuations
- R1 - Urban, Rural, Regional, Real Estate, and Transportation Economics - - General Regional Economics
This paper has been announced in the following NEP Reports:
- NEP-ALL-2004-08-02 (All new papers)
- NEP-GEO-2004-08-02 (Economic Geography)
- NEP-URE-2004-08-02 (Urban & Real Estate Economics)
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