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 Overview In 1961, Jean Gottmann recognized the importance <strong>of</strong> the string <strong>of</strong> cities including Boston, Providence, New York, Philadelphia, Baltimore, and Washington D.C., and named the corridor “Megalopolis” (Gottmann, 1961). The northeastern United States had become an area <strong>of</strong> political, economic, and social supremacy (Gottmann, 1961). Characteristics such as high density, increased infrastructure, population growth, technological advancements, and intricate transportation systems enabled the northeastern corridor, specifically from Boston to Washington, to become a significant geographical region (Gottmann, 1961). Gottmann (1961) defined the Megalopolis corridor based on the overlapping suburban areas that connected to form one metropolitan corridor. The northeastern suburbanization was predominantly a result <strong>of</strong> the increase in automobile ownership and highway construction, after World War II. However, although Gottmann emphasized the role <strong>of</strong> the automobile in the development <strong>of</strong> Megalopolis, this paper argues that the initial regional structure and transportation “spine” <strong>of</strong> Megalopolis was established by the passenger rail system that dates back to the late nineteenth century. The Megalopolis corridor’s growth patterns were based on the transportation “skeleton” provided by the development <strong>of</strong> the passenger rail system. Moreover, the development <strong>of</strong> the passenger rail system in the northeast was a strategic decision made by the railroads to provide mobility to the public. As such, it also served as the backbone for the future development <strong>of</strong> the highway system. The growth <strong>of</strong> the Megalopolis corridor relied heavily on mobility and interconnectivity between the cities which was provided by the mid-nineteenth century development <strong>of</strong> passenger rail. <strong>Passenger</strong> rail was a success at first, providing opportunities for travel and expansion; however, by the 1920’s, the automobile and development <strong>of</strong> the highway system quickly 1
<strong>Influence</strong> <strong>of</strong> <strong>Passenger</strong> <strong>Rail</strong> on the BosWash Megalopolis Corridor overshadowed the rail system and decline was imminent (Von Eckardt, 1964). The development and regression <strong>of</strong> the passenger rail system in the northeastern United States greatly influenced the growth <strong>of</strong> the BosWash Megalopolis corridor and has allowed it to become one <strong>of</strong> the most productive regions on earth (Von Eckardt, 1964). Megalopolis, meaning “large city”, describes the 455-mile region stretching from northern Boston to southern Washington D.C. crossing the boundaries <strong>of</strong> ten states (Miller, 1975). It represents a chain <strong>of</strong> northeastern metropolitan areas, that each grew around a substantial urban nucleus (DeCerreno, 2007). Figure 1 displays the six major cities that were defined as the urban nuclei for the Megalopolis corridor (Hanlon et al., 2007). Figure 1- Six major cities in the Megalopolis corridor (Hanlon et al., 2007) As the metropolitan areas grew around the urban nuclei, overlapping and expansion occurred leading to a continuous megapolitan region incorporating the following states: New Hampshire, Massachusetts, Connecticut, New York, Rhode Island, New Jersey, Pennsylvania, 2
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Influence of Passenger Rail on the BosWash Megalopolis Corridor ...

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