United States

From about 1850 to 1920 the success of new cities and the further growth of older ones in large part were dependent on their location within the new steam railroad system and on their ability to dominate a large tributary territory. Such waterside rail hubs as Buffalo; Toledo, Ohio; Chicago; and San Francisco gained population and wealth rapidly, while such offspring of the rail era as Atlanta, Georgia; Indianapolis, Indiana; Minneapolis; Fort Worth, Texas; and Tacoma, Washington, also grew dramatically. Much of the rapid industrialization of the 19th and early 20th centuries occurred in places already favoured by water or rail transport systems, but in some instances—such as in the cities of northeastern Pennsylvania’s anthracite region, some New England mill towns, and the textile centres of the Carolina and Virginia Piedmont—manufacturing brought about rapid urbanization and the consequent attraction of transport facilities. The extraction of gold, silver, copper, coal, iron, and, in the 20th century, gas and oil led to rather ephemeral centres—unless these places were able to capitalize on local or regional advantages other than minerals.

A strong early start, whatever the initial economic base may have been, was often the key factor in competition among cities. With sufficient early momentum, urban capital and population tended to expand almost automatically. The point is illustrated perfectly by the larger cities of the northeastern seaboard, from Portland, Maine, through Baltimore, Maryland. The nearby physical wealth is poor to mediocre, and they are now far off-centre on the national map, but a prosperous mercantile beginning, good land and sea connections with distant places, and a rich local accumulation of talent, capital, and initiative were sufficient to bring about the growth of one of the world’s largest concentrations of industry, commerce, and people.

New factors in municipal development

The pre-1900 development of the American city was almost completely a chronicle of the economics of the production, collection, and distribution of physical commodities and basic services dictated by geography, but there have been striking deviations from this pattern. The physical determinants of urban location and growth have given way to social factors. Increasingly, the most successful cities are oriented toward the more advanced modes for the production and consumption of services, specifically the knowledge, managerial, and recreational industries. The largest cities have become more dependent upon corporate headquarters, communications, and the manipulation of information for their sustenance. Washington, D.C., is the most obvious example of a metropolis in which government and ancillary activities have been the spur for vigorous growth; but almost all of the state capitals have displayed a similar demographic and economic vitality. Further, urban centres that contain a major college or university often have enjoyed remarkable expansion.

With the coming of relative affluence and abundant leisure to the population and a decrease of labour input in industrial processes, a new breed of cities has sprouted across the land: those that cater to the pleasure-seeker, vacationer, and the retired—for example, the young, flourishing cities of Florida or Nevada and many locations in California, Arizona, and Colorado.

The automobile as a means of personal transportation was developed about the time of World War I, and the American city was catapulted into a radically new period, both quantitatively and qualitatively, in the further evolution of physical form and function. The size, density, and internal structure of the city were previously constrained by the limitations of the pedestrian and early mass-transit systems. Only the well-to-do could afford horse and carriage or a secluded villa in the countryside. Cities were relatively small and compact, with a single clearly defined centre, and they grew by accretion along their edges, without any significant spatial hiatuses except where commuter railroads linked outlying towns to the largest of metropolises. Workers living beyond the immediate vicinity of their work had to locate within reach of the few horse-drawn omnibuses or the later electric street railways.