Geography Reference
In-Depth Information
Table 21
(continued)
(8) The physical organization of the region should be supported by a framework of transporta-
tion alternatives. Transit, pedestrian, and bicycle systems should maximize access and mobility
throughout the region while reducing dependence upon the automobile
(9) Revenues and resources can be shared more cooperatively among the municipalities and
centers within regions to avoid destructive competition for tax base and to promote rational
coordination of transportation, recreation, public services, housing, and community institutions
B. The neighborhood, the district, and the corridor
(10) The neighborhood, the district, and the corridor are the essential elements of development
and redevelopment in the metropolis. They form identifiable areas that encourage citizens to
take responsibility for their maintenance and evolution
(11) Neighborhoods should be compact, pedestrian friendly, and mixed-use. Districts generally
emphasize a special single use, and should follow the principles of neighborhood design when
possible. Corridors are regional connectors of neighborhoods and districts; they range from
boulevards and rail lines to rivers and parkways
(12) Many activities of daily living should occur within walking distance, allowing indepen-
dence to those who do not drive, especially the elderly and the young. Interconnected networks
of streets should be designed to encourage walking, reduce the number and length of automo-
bile trips, and conserve energy
(13) Within neighborhoods, a broad range of housing types and price levels can bring people
of diverse ages, races, and incomes into daily interaction, strengthening the personal and civic
bonds essential to an authentic community
(14) Transit corridors, when property planned and coordinated, can help organize metropoli-
tan structure and revitalize urban centers. In contrast, highway corridors should not displace
investment from existing centers
(15) Appropriate building densities and land uses should be within walking distance of transit
stops, permitting public transit to become a viable alternative to the automobile
(16) Concentrations of civic, institutional and commercial activity should be embedded in
neighborhoods and districts, not isolated in remote, single-use complexes. Schools should be
sized and located to enable children to walk or bicycle to them
(17) The economic health and harmonious evolution of neighborhoods, districts, and corri-
dors can be improved through graphic urban design codes that serve as predictable guides for
change
(18) A range of parks, from tot-lots and village greens to ballfields and community gardens,
should be distributed within neighborhoods. Conservation areas and open lands should be used
to define and connect different neighborhoods and districts
C. The block, the street, and the building
(19) A primary task of all urban architecture and landscape design is the physical definition of
streets and public spaces as places of shared use
(20) Individual architectural projects should be seamlessly linked to their surroundings. This
issue transcends style
(21) The revitalization of urban places depends on safety and security. The design of streets
and buildings should reinforce safe environments, but not at the expense of accessibility and
openness
(22) In the contemporary metropolis, development must adequately accommodate automobiles.
It should do so in ways that respect the pedestrian and the form of public space
(23) Streets and squares should be safe, comfortable, and interesting to the pedestrian. Properly
configured, they encourage walking and enable neighbors to know each other and protect their
communities
