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North America has shifted from being a continent of city dwellers to one of suburbanites. Since 1997, the absolute majority of the population has lived in suburbs, and the 2010 Census reported 55% of the U.S. population as suburban. Canadian figures are similar.

While everyone seems to sense what a suburb is, there is no universal consensus on its definition. The Census Bureau sidesteps the issue by simply referring to the “Metropolitan Statistical Area outside the city” (see http://www.census.gov). In this entry, suburbs are generally defined as incorporated or unincorporated spatial communities of moderate residential density that are heavily automobile dependent and lie outside the central city but within the metropolitan area and whose economic activities are nonagricultural.

Suburbs are not only the modal areas where most people live; but also they are where they work, shop, and recreate. The suburban revolution has changed suburbs from being residential commuter areas on the periphery of the city to being the core economic, commercial, and residential centers of the metropolitan area. A role reversal has taken place. Suburban nonfamily households now outnumber married-with-children households. Cities still have a higher percentage of those in poverty, but as of 2010, suburban poor outnumbered city poor by 1.6 million persons. It can be argued that suburbs have become the centers, demographically and economically, of metropolitan areas.

Such a trend seemed unlikely in the mid-20th century. At the end of World War II, the American city was at its peak. It was the industrial, commercial, and cultural center of the world, and only 20% of Americans were suburbanites. Urban writers of the time did not foresee that suburbs would contain over two thirds of metropolitan office space and manufacturing jobs or that retail trade would be concentrated in over 50,000 suburban shopping malls.

Nineteenth- and Early Twentieth-Century Patterns

Although the existence of peripheral suburban places can be traced back to antiquity, prior to the mid-19th century, American “suburban” places were largely self-contained villages only loosely economically and socially bound to the nearby city. The 19th-century American city was compact and congested. The railroad for the first time made possible selective out-migration of those businessmen and professionals who could afford the temporal and financial costs of commuting. Philadelphia's Main Line, for example, located along the main line of the Pennsylvania Railroad, or Chicago's North Shore, was essentially a collection of upper-class villages of substantial “country” homes.

What the railroad did for the affluent, the horse, and after 1888 the electric streetcar, did for the middle class. By 1902, electric streetcars accounted for 97% of all streetcar mileage. Electric streetcars, with their 5-cent fare, meant it was no longer necessary for middle-class families to live within walking distance of their place of work. The middle class could separate where they lived from where they worked. During the first decades of the 20th century, economically and socially homogeneous housing developments were built along the streetcar right-of-ways. Streetcars fueled the early 20th century suburban real estate growth machine. While cities were becoming more ethnically and religiously diverse, the new suburbs were overwhelmingly White, Anglo-Saxon Protestant (WASP). City residents who feared “rum, Romanism, and rebellion” could now remove themselves from city taxes, city schools, and the political control of the immigrant-dominated urban political machines.

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