Civil Engineering Reference
In-Depth Information
Fig. 23.4 Modifying strip development to support transit and pedestrian access.
Source
Reference
[
19
], p 33. Figure 3.8
Figure
23.5
shows how a hypothetical large mixed-use activity center can
become more transit and pedestrian friendly. A major off-street transit way with
a centrally located station penetrates the center of the development. A system of
pedestrian ways links the developments with the transit station, surrounding
streets, and outlying commercial development along an arterial street. A
landscape buffer separates the development from the nearby freeway.
To provide multimodal access to large new developments land use and trans-
portation actions must be coordinated from the initial planning stages to the
final site design stage.
10. Promote more densely developed and walkable areas within cities. Compared
to low-density developments, households in developments with
twice the
density, diversity of uses, accessible destinations (by modal alternatives to the
private auto), and interconnected streets, drive about 33 % less
“
[
21
].
Provide taxation policy incentives for high-density developments thereby
reducing the per capita vehicle miles of travel. Also promote land use patterns
that attract growth in in
”
ll areas of the city, allow for mixed use development,
for higher densities, and for compact neighborhoods where walking/biking turn
out to be a convenient mode choice.
11. Encourage transit oriented development at major transit stops and stations.
These developments will
c
requirements, and increase transit ridership. Based on data from 25 sites.
Table
23.10
, based on data from twenty
improve walk-ability, reduce parking and traf
oriented
development generate about half of the vehicle trips associated with typical
suburban developments [
22
].
five sites, shows that transit
-
