Editing Edge city (section)

==History==
[[File:2019-06-28 12 14 48 View south along Interstate 495 (Capital Beltway) from the overpass for Virginia State Route 694 (Lewinsville Road) in Mclean, Fairfax County, Virginia, with the skyline of Tysons Corner visible in the distance.jpg|thumb|[[Tysons, Virginia]] is an edge city of [[Washington, D.C.]] whose rapid urbanization has been aided by the extension of the [[Washington metro]] [[Silver Line (Washington Metro)|Silver Line]], which opened four stops in Tysons in 2014.]]
Garreau shows how edge cities developed in a U.S. context. Starting in the 1950s, businesses were incentivized to open branches in the suburbs and eventually in many cases, leave traditional downtowns entirely, due to increased use of the automobile and move of middle and upper class residents to suburbs, which in turn led to frustration with downtown traffic and lack of parking. Escalating [[land value]]s in central downtown areas, and the development of communications (telephone, fax, email and other electronic communication) also enabled the trend.{{sfn|Garreau|1991|p=105-113}}

Despite early examples in the 1920s, it was not until car ownership surged in the 1950s, after four decades of fast, steady growth, that it was possible for edge cities to emerge on a large scale.  Whereas virtually every American [[central business district]] (CBD) or secondary downtown that developed around non-motorized transportation or the [[streetcar]] has a pedestrian-friendly grid pattern of relatively narrow streets, most edge cities instead have a [[street hierarchy|hierarchical street arrangement]] centered on pedestrian-hostile [[arterial road]]s, making most of this generation of edge cities difficult to get to and get around with public transportation or by walking,{{sfn|Garreau|1991|p=105-113}} although transit was sometimes added in later decades, such as the [[Silver Line (Washington Metro)|Silver Line metro]] linking [[Downtown Washington, D.C.]], with [[Arlington, Virginia|Arlington]] and [[Tysons Corner, Virginia|Tysons]] edge cities, and government-planned edge cities in London ([[Canary Wharf]]) and Paris ([[La Défense]]) integrated transit from the start.{{sfn|Garreau|1991|p=235-238}}

The first edge city was [[Detroit|Detroit's]] [[New Center]], developed in the 1920s, three miles (5&nbsp;km) north of downtown, as a new downtown for Detroit.{{sfn|Garreau|1991|p=99}} New Center and the [[Miracle Mile, Los Angeles|Miracle Mile]] section of [[Wilshire Boulevard]] in [[Los Angeles]] are considered the earliest automobile-oriented urban forms.{{sfn|Garreau|1991|p=261}} However the two were built with radically different purposes in mind (New Center as an office park, the Miracle Mile as a retail strip).  Garreau's classic example of an edge city is the [[information technology]] center [[Tysons, Virginia]], west of Washington, D.C.{{sfn|Garreau|1991|p=362-422}}

===Outside the U.S.===
Garreau shows how edge cities have also developed in other countries, specifically citing Canada, Mexico, Australia, and cities such as [[Paris]], [[London]], [[Karachi]], [[Jakarta]], and [[Tianjin]]. In the cases of London and Paris he notes how these edge cities developed with government planning and with integrated public transportation.{{sfn|Garreau|1991|p=235-238}}