Abstract
In the American South the automobile was never a luxury: it was a way of life. It was an inextricable part of the family patrimony and frequently, through various permutations, did indeed pass down through generations. The auto’s greatest impact on the South probably occurred in the region’s rural reaches where the new technology broke the chronic isolation and loneliness of life, made urban life and its attractions and distractions more readily available to country residents, and provided a means to get to that mill job while still retaining the family farm. The auto encouraged or, rather demanded, decent roads. In fact, the Good Roads Movement that energised Southern states during the 1920s attained its most loyal constituency in the rural districts. Good roads, in turn, encouraged the establishment of better services and industry. By bringing farms closer to market towns and cities, improved roads and the motor vehicles upon them transformed Southern agriculture in certain areas from the historically soil-leeching staple crop cultivation to dairying and truck farming.
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Notes
Anthony M. Tang, Economic Development in the Southern Piedmont. 1860–1950: Its Impact on Agriculture (Chapel Hill, 1958).
Robert S. and Helen M. Lynd, Middletown in Transition: A Study in Cultural Conflicts (New York, 1937), 26, pp. 265–7;
Lewis Mqmford, The Highway and the City (New York, 1964), pp. 244–5.
For a discussion of how Southern cities differed spatially from Northern cities, see David R. Goldfield, Cotton Fields and Skyscrapers: Southern City and Region, 1607–1980 (Baton Rouge, 1982), pp. 29, 96.
Homer Hoyt, One Hundred Years of Land Values in Chicago: The Relationship of the Growth of Chicago to the Rise in Its Land Values, 1830–1933 (New York, 1970), p. 32.
Howard L. Preston, Automobile Age Atlanta: The Making of a Southern Metropolis, 1900–1935 (Athens, Ga, 1979), pp. 25–35, 50–70.
David R. Goldfield, ‘North Carolina’s Early Twentieth-Century Neighborhoods and the Urbanizing South’, in Catherine W. Bishir (ed.), Early Twentieth-Century Suburbs in North Carolina (Raleigh, 1985).
Perkins J. Prewitt, ‘Making Birmingham Safe for Life and Property’, Birmingham, 1 (May 1925) p. 13;
Quoted in George B. Tindall, The Emergence of the New South, 1913–1945 (Baton Rouge, 1967) p. 257.
A. T. Robertson, ‘American Cities and the Criminal Classes’, Atlanta Christian Index, 105 (29 Oct 1925) p. 5;
see also David R. Goldfield and Blaine A. Brownell, Urban America: From Downtown to No Town (Boston, Mass. 1979) pp. 340–5.
see also, Blaine A. Brownell, ‘The Commercial-Civic Elite and City Planning in Atlanta, Memphis, and New Orleans in the 1920s’. Journal of Southern History, 41 (Aug 1975) pp. 339–67.
Arthur Raper, Preface to Peasantry: A Tale of Two Black Belt Counties (Chapel Hill, 1936): 174–5.
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© 1987 Theo Barker
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Goldfield, D.R., Brownell, B.A. (1987). The Automobile and the City in the American South. In: Barker, T. (eds) The Economic and Social Effects of the Spread of Motor Vehicles. Palgrave Macmillan, London. https://doi.org/10.1007/978-1-349-08624-5_6
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DOI: https://doi.org/10.1007/978-1-349-08624-5_6
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