Influence of Passenger Rail on the BosWash Megalopolis Corridor ...

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<strong>Influence</strong> <strong>of</strong> <strong>Passenger</strong> <strong>Rail</strong> on the BosWash Megalopolis Corridor Figure 14- Revisited Megalopolis Map (Morrill, 2006) As depicted on the revisited map, the growth <strong>of</strong> the Megalopolis corridor continued to be based on the highway mobility in and around the centralized cities rather than limited by the original fixed passenger rail lines. In addition to congestion and urban sprawl, the decline <strong>of</strong> the passenger rail system in Megalopolis affected the social and economic structure <strong>of</strong> the corridor. Once the automobile was established as the new form <strong>of</strong> mobility, those that could afford a vehicle were able to live outside the city. However, those that couldn’t afford to buy a car were forced to remain within a close distance <strong>of</strong> their workplace, typically located in the urban districts, and relied heavily on the passenger train for mobility between cities (Hanlon et al., 2006). This relationship is still apparent today where the suffering passenger rail system provides service (mass transit) to riders that simply cannot afford personal vehicles (Todorovich and Vallabhajosyula, 2007). Due to the economic influence on transportation mobility, a formation <strong>of</strong> urban clusters within the 19
<strong>Influence</strong> <strong>of</strong> <strong>Passenger</strong> <strong>Rail</strong> on the BosWash Megalopolis Corridor Megalopolis corridor developed. Figures 15 and 16, shown below, display the current arrangement <strong>of</strong> urban clusters throughout the Megalopolis corridor. Wilmington Baltimore Figure 15- Urban Clusters in Southern Megalopolis (Hanlon et al., 2006) Camden Figure 16- Urban Clusters in Northern Megalopolis (Hanlon et al., 2006) 20
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