- Traffic density decreases with distance from the C.B.D.
I also believed that the traffic density decreased with distance from the C.B.D. This is due to the fact Burgess of the routes presumably lead to the C.B.D. in this case therefore, it must mean that the city centre is extremely densely populated opposing the outer city which will then get gradually more sparsely populated as it reaches the edge of the city I which there will not be many cars due to the lack of things to do.
- Environmental quality increases with distance from the C.B.D.
I also considered the theory that the environmental quality will increase with distance from the C.B.D. This also links in to the green space theory, due to the fact that in the transition zone, there are many factories and industrial areas which will give off intoxicating fumes causing pollution. The C.B.D will also have a poor score for environmental qualities as it contains many youths who tend to deposit litter on the floor instead of in a waste bin unlike the other side of the city in which there is a calmer surrounding where the noise does not exceed a drastic level and the area surrounding will not be vandalised.
- House prices increase with distance form the C.B.D.
I also believed that house prices will increase with distance from the C.B.D. This is due to the face that as explained before the wealthier people live in the outskirts of the city and as the housing quality, environmental quality, and amount of greens pace raises, so will the price.
- road density increases with distance from the C.B.D
I also came up with the theory that car ownership quantity will increase with distance from the C.B.D. This is due to the fact that once again the richer people will live in the posh outskirts of a city, and with a big house, typically the amount of cars per road will follow.
Burgess and the Burgess Land Use Model
The Burgess land use model was conceived by a man named Ernest Burgess. He was born in 1886 and was born on the sixteenth of May in Tilbury, Ontario. He then later died in 1966 on December the twenty-seventh. He was educated at the University of Chicago in which he studied sociology (the scientific study of society). He and his partner Robert Park invented the Burgess land use model.
He based his maiden model on the city of Chicago, as he believed that is
The Burgess land use model was a layout of how Burgess presumed a city would be dispersed. It was laid out into rings with the centre ring being the C.B.D. This is the central business district or the town centre. Burgess believed that centre of a city is characterised by the functions of shops, offices, and other administrative services.
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He believed that secondary ring would be filled by the industrial estates also known as the transition zone. In which all of the factories and industrial estates will be constructed, and sometime include office and residential areas that await renovation.
He believed that the third ring consisted of the lower class residential and those who are on a low income. These areas are normally crammed with houses down each road making it a very densely populated area, but noticeably all of the houses have the same design and layout.
He blieved that the fourth ring along was filled with the middle class residential in whom the people in life who have a medium amount of money and can afford to live in a regular sized house . These houses tend to be inter war period.
He believed that the outer ring was the high class residential. This is full of the people who are earning lots of money on an annual salary who have large houses, many garages and many cars. These houses tend to be modern.
Other Types of Land Use Models
Hoyt
As well as Burgess there are other types of land use models that have been created. The other main land use model is named the Hoyt model after the man named Homer Hoyt. The Hoyt model runs similarly like the Burgess model in that it as distance from the C.B.D increases, all benefits lead from the centre of a town, but Hoyt believed that the zones followed
transport, motorways, railways and other forms of public transport. He believed that the less wealthy families would coincide with the railways and commercial establishments. His theory was that the city will emerge in sectors from the C.B.D and that higher levels of transport meant higher values of land. Therefore the C.B.D will remain as it is whereas the industrial areas will follow the transport paths. He believed that the low income people would live around these areas whereas the middle and high class people will live opposed from this settlement.
Ullman and Harris
The Ullman and Harris model was supposed to be a bit more specific than the other two models and unlike the Hoyt model or the Burgess Model, The Ullman and Harris model has the High class residential areas around the C.B.D.
Altrincham and Its History
Altrincham has been authenticated as a main town since 1290 in which it was declared as a “market town “ it was at that point in time granted a royal charter. This is where a city is made lawful by a Sovereign. Although Altrincham was a market town , it was established in 1290, a time in which the Romans ruled and towns were mainly built upon agriculture. In 1340, the town of Altrincham was passed over to the Earl of Stamford and just eight years later, Altrincham was then extended by a huge amount levelling the size with Stockport. In 1765 the bridge water canal which now runs through Worsley and the surrounding areas was
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extended through Altrincham therefore causing a sudden rise in the growing of vegetables and other gardening ideas. The canal then extended from Manchester through Altrincham and continued until it reached the Irish Sea. The canal was like a birth of a new era as it created a path from Manchester through Altrincham to the Irish Sea. This then became the ideal place for an industrial domain, and in 1776, the canal was completed and Altrincham began its first stage to industrialization. Within weeks warehouses were being built along the side of the canal. As the canal was built, Altrincham advanced more to what we would define as a normal town. In 1849 the first form of public transport had departed form Altrincham railway station and was on course for Manchester station. As time passed the railway developed and more stations were built and by the 1860s, hundreds of railway stations were built producing paths to many different places. In the 1900s a startling surge of people flooded the city. There was a population increase of 4411 people in just 10 years from 1901 - 1910. This was an increase of 35 %. This was due to the amount of factories that were built in the recent years. Due to the wars, there were not many significant alterations to Altrincham during the 1900s. There are still many aspects left of Altrincham in its older days. For example the market place and the town hall are still erect and are still there to see today .
Altrincham Today
Altrincham can be found in greater Manchester narrowly southwest of the city centre by 4.2 and marginally south of the river Mersey by 7.7 miles. The current population is around 67000.It I known as one of the four main urban areas in Trafford. There are many different attractions such as Stamford Park dedicated to Altrincham by the earl of Stamford. There is also the old market place. Altrincham is also well known for its transport. It holds frequent metrolink services in which arrive every six minutes and run from 7:15 a.m and 18:30 and every 12 minutes throughout the rest of the day. This therefore concludes my introduction of Altrincham.