The Evolution of Transport Networks
Between 1900 and 2000, the length of paved roads in the United States increased from 240 km to 6,400,000 km (Peat 2002, BTS 2002) with virtually 100% of the U.S. population having almost immediate access to paved roadways. Similarly, in 1830 there were 37 km of railroad in the United States, but by 1920 total track mileage had increased more than ten-thousand times to 416,000 km miles, however since then, rail track mileage has shrunk to about 272,000 km (Garrison 1996, BTS 2002). The growth (and decline) of transport networks obviously affects the social and economic activities that a region can support; yet the dynamics of how such growth occurs is one of the least understood areas in transport, geography, and regional science. This is revealed time and again in the long-range planning efforts of metropolitan planning organizations (MPOs), where transport network changes are treated exclusively as the result of top-down decision-making. Changes to the transport network are rather the result of numerous small decisions (and some large ones) by property owners, firms, developers, towns, cities, counties, state department of transport districts, MPOs, and states in response to market conditions and policy initiatives. Understanding how markets and policies translate into facilities on the ground is essential for scientific understanding and improving forecasting, planning, policy-making, and evaluation.
|Date of creation:||2004|
|Publication status:||Published in Handbook of Transport Strategy, Policy and Institutions Volume 6 (Handbooks in Transport), (ed. Kenneth Button and David Hensher) Elsevier, Oxford. (Chapter 11 (pp 175-188))|
|Contact details of provider:|| Postal: Dept. of Civil Engineering, 500 Pillsbury Drive SE, Minneapolis, MN 55455|
Phone: +01 (612) 625-6354
Fax: +01 (612) 626-7750
Web page: http://nexus.umn.edu
More information through EDIRC
Please report citation or reference errors to , or , if you are the registered author of the cited work, log in to your RePEc Author Service profile, click on "citations" and make appropriate adjustments.:
- Aschauer, David Alan, 1989.
"Is public expenditure productive?,"
Journal of Monetary Economics,
Elsevier, vol. 23(2), pages 177-200, March.
- David Aschauer, 1988. "Is public expenditure productive?," Staff Memoranda 88-7, Federal Reserve Bank of Chicago.
- Noland, Robert B., 2001. "Relationships between highway capacity and induced vehicle travel," Transportation Research Part A: Policy and Practice, Elsevier, vol. 35(1), pages 47-72, January.
- Landis, John D., 1994. "The California Urban Futures Model: A New Generation of Metropolitan Simulation Models," University of California Transportation Center, Working Papers qt9pb6g3g6, University of California Transportation Center.
- Pavithra Parthasarathi & David M. Levinson & Ramachandra Karamalaputi, 2003. "Induced Demand: A Microscopic Perspective," Urban Studies, Urban Studies Journal Limited, vol. 40(7), pages 1335-1351, June.
- Pavithra Parthasarathi & David Levinson & Ramachandra Karamalaputi, 2003. "Induced Demand: A Microscopic Perspective," Working Papers 200301, University of Minnesota: Nexus Research Group.
- Bhanu Yerra & David Levinson, 2005. "The emergence of hierarchy in transportation networks," The Annals of Regional Science, Springer;Western Regional Science Association, vol. 39(3), pages 541-553, 09.
- Bhanu Yerra & David Levinson, 2005. "The Emergence of Hierarchy in Transportation Networks," Working Papers 200507, University of Minnesota: Nexus Research Group.
- J D Landis, 1994. "The California Urban Futures Model: a new generation of metropolitan simulation models," Environment and Planning B: Planning and Design, Pion Ltd, London, vol. 21(4), pages 399-420, July.
- J D Landis, 1994. "The California Urban Futures Model: A New Generation of Metropolitan Simulation Models," Environment and Planning B, , vol. 21(4), pages 399-420, August. Full references (including those not matched with items on IDEAS)