There have been many factors in the growth of transportation over the centuries. Some have been the increase in automobile ownership and the highway system. There have also been many events that have impacted economic development. Some of the factors that determine the development is the financial help being received and the bills being passed that allow certain developments. Both transportation and economic planning have helped the United States flourish.
After World War II there was more real personal income, which enabled more people to own their own vehicle. This time period was the start of the large increase in vehicle ownership. As a result, more people were able to live further away from the Central Business District. Most of the people that moved out further were usually the higher income families. This led to decentralization in the CBD and suburbanization in the suburbs. More Suburbs were being developed and more people started to work closer to their home. There were some pros and cons to this suburbanization and decentralization. Some positives to suburbanization were that more jobs were being created away from the CBD, which made it easier for people living in the suburbs to commute to work. Some cons were the higher chance of accidents on the roads or highways, more emissions in our atmosphere, and increased transportation costs like gas and yearly vehicle tune ups. Decentralization also had its own pros and cons. Some cons of decentralization were that manufacturing companies moved to the suburbs, which took some of the residents along with them as well and some of the local customers. Another one was that the potential transit customers moved out from the CBD. A positive is that CBDs are now known for their specialized services (Is that the word?), which are for example accounting and IT firms and paratransit like Uber and Lyft are now starting to grow. All the moving around shaped the CBDs and Suburbs. Suburbs have a more spread out type of land-use pattern. Transportation and land-use planning go hand in hand. When a large-scale transportation planning is taking place there is a model with four steps that need to be followed and they are: 1. Estimating trip generation: This estimates how many trips an assumed place will produce in spite of where those trips end. 2. Estimating trip distribution: The total number of trips that a place will make can be estimated, but in what way the trips will be dispersed amid potential destinations is what is questioned. 3. Estimating modal split: Where there are several different types of transportation accessible, it is important to allocate by modes the trips dispersed in the earlier stage. 4. Predicting trip assessment: Predicting how trips will be dispersed amongst different routes from the same starting point to the same destination. The model is then adjusted after it is made so that the final product replicates the actual travel activity of the region. …show more content…
Then we can use this to look into alternate modes of transportation. Transportation investments can also shape areas. Investments are usually a political matter. They can have a huge impact of the different neighborhoods, the way areas are laid out, and land values. The Intermodal Surface Transportation Efficiency Act (ISTEA) is of much importance to planners because its purpose was to create improved organization between transportation planning and urban and regional planning. Other than building more highway systems the transportation system management (TSM) and travel demand management (TDM) were used to attain more output from the road network that has already been created. There is only so much that could have been done in the past to prepare for future economic development. The federal government began to financially support local economic planning and development efforts that had a way on fighting structural unemployment. That all started in the 1960s. Every state makes their own kind of effort to help with the economic growth. Some of those ways are through different marketing techniques, capital expenditures, and subsidization. A systematic tactic to planning for economic development includes the following steps: 1. Needs assessment 2. Markey evaluation 3. Assessment of the consequences
After World War II there was more real personal income, which enabled more people to own their own vehicle. This time period was the start of the large increase in vehicle ownership. As a result, more people were able to live further away from the Central Business District. Most of the people that moved out further were usually the higher income families. This led to decentralization in the CBD and suburbanization in the suburbs. More Suburbs were being developed and more people started to work closer to their home. There were some pros and cons to this suburbanization and decentralization. Some positives to suburbanization were that more jobs were being created away from the CBD, which made it easier for people living in the suburbs to commute to work. Some cons were the higher chance of accidents on the roads or highways, more emissions in our atmosphere, and increased transportation costs like gas and yearly vehicle tune ups. Decentralization also had its own pros and cons. Some cons of decentralization were that manufacturing companies moved to the suburbs, which took some of the residents along with them as well and some of the local customers. Another one was that the potential transit customers moved out from the CBD. A positive is that CBDs are now known for their specialized services (Is that the word?), which are for example accounting and IT firms and paratransit like Uber and Lyft are now starting to grow. All the moving around shaped the CBDs and Suburbs. Suburbs have a more spread out type of land-use pattern. Transportation and land-use planning go hand in hand. When a large-scale transportation planning is taking place there is a model with four steps that need to be followed and they are: 1. Estimating trip generation: This estimates how many trips an assumed place will produce in spite of where those trips end. 2. Estimating trip distribution: The total number of trips that a place will make can be estimated, but in what way the trips will be dispersed amid potential destinations is what is questioned. 3. Estimating modal split: Where there are several different types of transportation accessible, it is important to allocate by modes the trips dispersed in the earlier stage. 4. Predicting trip assessment: Predicting how trips will be dispersed amongst different routes from the same starting point to the same destination. The model is then adjusted after it is made so that the final product replicates the actual travel activity of the region. …show more content…
Then we can use this to look into alternate modes of transportation. Transportation investments can also shape areas. Investments are usually a political matter. They can have a huge impact of the different neighborhoods, the way areas are laid out, and land values. The Intermodal Surface Transportation Efficiency Act (ISTEA) is of much importance to planners because its purpose was to create improved organization between transportation planning and urban and regional planning. Other than building more highway systems the transportation system management (TSM) and travel demand management (TDM) were used to attain more output from the road network that has already been created. There is only so much that could have been done in the past to prepare for future economic development. The federal government began to financially support local economic planning and development efforts that had a way on fighting structural unemployment. That all started in the 1960s. Every state makes their own kind of effort to help with the economic growth. Some of those ways are through different marketing techniques, capital expenditures, and subsidization. A systematic tactic to planning for economic development includes the following steps: 1. Needs assessment 2. Markey evaluation 3. Assessment of the consequences