The primary object of this study is to analyze the specific character of the American urbanization for which the term “open-country suburbanization”, more specifically “open-country suburban residential development”, could be used, in relation to the transportation network well characterized by the combination of radial and gridiron road patterns. It is the author's hope that some characteristics of American medium-sized cities such as Lansing having nearly a population of 100, 000 within its municipality, and, in addition to that, having also approximately 100, 000 people within the area 35 kilometers from the downtown outside the municipality. The open-country suburban residential development is one of the most significant aspects of the American urbanization at the mid-twentieth century. For a Japanese observer, it is an almost entirely novel experience to see it. Analysis of such a phenomenon might contribute to the understanding of present-day American regional structure at large. Figure 1 shows the general pattern of highways in the southern peninsula of Michigan. Figure 2 illus trates how non-farm residences are located in so-called rural areas. Figure 3 was designed to show thedetail of all public roads together with some other major characteristics of transportation. Figure 4 is the map revealing the urban spread of Lansing, especially its open-country suburban residetial development, in relation to the road network. This map was made by counting the numbers of farmsteads and non-farm residences respectively for each section that appear in the General Highway Maps of Ingham, Eaton, Clinton, Shiawassee, and Ionia Counties. It is quite easy to see that the open-country residences are distributed in all directions almost equally, although there is a general tendency for them to cluster along the major radiating highways. Railroads do not play an important role in the selection of their sites. Notable is the relation of such residential devel-opment to the road network including minor public roads constructed in a gridiron pattern for the most cases according to the General Land Office survey. Figure 5 was constructed by drawing concentric circles around the downtown of Lansing five kilometers apart, and counting the numbers of all farmsteads and non-farm residences respectively for each zone. In order to substitute this diagram, Table 1 was made, in which (A) is the number of non-farm residences and (B) is that of farmsteads. It is worth noting that the non-farm residence ratio decreases until the 20-km, circle, is reached beyond that it levels off. If the 20-km. circle should correspond to the outer limit of urban Lansing, this urban complex would cover 1256 square kilometers. Even if the urban Lansing is limited merely to the area delineated by the 5-km. circle, in which nearly 100, 000 people reside, it covers 80.5 square kilometers. These figures make a sharp contrast to Japanese cities such as Shizuoka having about 200, 000 people within its central urbanized area of slightly over 10 square kilometers. Practically no non-farm suburban residences are found in rural areas outside this compactly urbanized area, although there are many commuters living in farm houses or in urban residences in smaller towns. This kind of immense suburban development is recognized in different parts of the United States of America today where a tremendous urban spread as what Jean Gottmann called Megalopolis or what Allen K. Philbrick has revealed in a map form. This is not an extreme character of American urbainization, but an ordinary or common nature of it. The author wishes to express his sincere thanks to Fulbright Commission for their financial assistance that enabled him to conduct a series of field work in America.
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