“In the wake of the tax bonanzas for new commercial projects, roadside strips boomed. Private developers responded to the lack of planned centers, public space, and public facilities in suburbs by building malls, office parks, and industrial parks as well as fast-food restaurants and motels.”

“Malls in the late forties and early fifties were risky. Suburban customers still believed in making major purchases in the central business districts of cities and towns, where they expected to find the greatest selection of merchandise and the most competitive prices. After the tax laws of 1954, this changed. Shopping mall developers were among the biggest beneficiaries of accelerated depreciation, and they most often located projects where the older strips met the new interchanges of major projects. With the new tax write-offs, over 98 percent of malls made money for their investors.”

“By the mid-1950s real estate promoters of the commercial strip were attaching it to the centerless residential suburb. Both strips and tracts expanded under the impact of federal subsidies to developers, but since these subsidies were indirect, it was hard for many citizens or local officials to know what was happening.”

“Since the Leeburg Pike [at Tyson's Corner] carries six to eight lanes of fast-moving traffic and the mall lacks an obvious pedestrian entrance, I decided to negotiate the street in my car rather than on foot. This is a problem planners call the 'drive to lunch syndrome,' typical of edge nodes where nothing is planned in advance and all the development takes place in isolated 'pods'.”

“In the 1954 Internal Revenue Code, a Republican Congress changed forty-year, straight-line depreciation for buildings to permit 'accelerated depreciation' of greenfield income-producing property in seven years. By enabling owners to depreciate or write off the value of a building in such a short time, the law created a gigantic hidden subsidy for the developers of cheap new commercial buildings located on strips. Accelerated depreciation not only encouraged poor construction, it also discouraged maintenance...After time, the result was abandonment.”

“In 1995 Bank of America issued a famous report on sprawl in California. The bank pronounced: 'Urban job centers have decentralized to the suburbs. New housing tracts have moved even deeper into agriculturally and environmentally sensitive areas. Private auto use continues to rise. This acceleration of sprawl has surfaced enormous social, environmental, and economic costs, which until now have been hidden, ignored, or quietly borne by society.”

“The activities of automobile manufacturers, commercial real estate developers, and the federal government have been far more important in determining patterns of transportation than consumer choice.”