Of course you're all right, insofar as you go.
It is probably most correct to say that transportation technology enabled the rise of suburbs.
Before the 1930s, suburbs were fueled by commuter rail. This was true in cities from as diverse a collection as Chicago, New York, London, Paris, Tokyo, Seoul, Berlin, St. Petersburg, Philadelphia, Sydney, several Chinese cities (especially in Manchuria when occupied by Japan), several Indian cities, Toronto, Buenos Aires, etc. Most of the suburbs created by or supplemented by rail service were built for a human, pedestrian-driven environment much like the larger cities they connected to. This was out of necessity since people had to be able to get to the train station for it to be useful.
With the democratization of the automobile starting in the 1920s the stage was set for a new style of suburb. The Great Depression and then the Second World War delayed the practical implementation of this new paradigm, but once World War Two ended and soldiers returned home, scores of new families wanted quiet, clean neighborhoods with their own house and a yard to be enjoyed within the private confines of the family. Initially many of these suburbs were still built fairly densely because it was assumed they would still make use of the commuter rail system for commuting, but as expressways enabled fast access to city centers and those with car discovered the speed and convenience of the point-to-point travel the automobile enabled, pedestrian access to commuter rail became to be seen as unnecessary and antiquated. Neighborhoods, subdivisions, and entire new suburbs were suddenly built in a way that not only enabled the automobile but suddenly required it. This was largely seen as inevitable and the future of transportation, with little heed given to the consequences and eventual inconvenience that mandatory participation in the age of the automobile would bring.
As the inevitable congestion and limitations of the automobile finally becoming unavoidably apparent, various localities began to realize that in their rush to embrace the automobile they'd ignored its limitations and slowly they started taking steps to reign in the ubiquity of cars. Some regions have been better at doing this than others, but there is at least a near-universal understanding that planning on 100% use of automobiles for transportation isn't possible, let alone desirable. BRT, expansion of commuter rail, creation and expansion of light rail systems have all had an impact on at least providing as an option communities with transportation choice, no longer assuming that 100% automobile dependency is desirable.
With the advent of autonomous automobiles, it will be interesting to see how communities adapt to yet another transportation technology. There are ways it will impact community design that we know of, but there will probably be unforeseen impacts, too. Some of these may be new uses that are surprisingly helpful, and some maybe situations that turn out to be far more negative than we can currently predict.
One thing is certain - transportation technology drives a constant evolution of how we live. Desired density will ebb and flow, with desired attributes of transportation constantly adapting to both practical and opinion-based considerations.
__________________
[SIZE="1"]I like travel and photography - check out my [URL="https://www.flickr.com/photos/ericmathiasen/"]Flickr page[/URL].
CURRENT GEAR: Nikon Z6, Nikon Z 14-30mm f4 S, Nikon Z 24-70mm f/4 S, Nikon 50mm f1.4G
STOLEN GEAR: (during riots of 5/30/2020) Nikon D750, Nikon 14-24mm F2.8G, Nikon 85mm f1.8G, Nikon 50mm f1.4D
[/SIZE]
|