Figure 24.4 Town center.
be easily accessible to both consumers and deliveries without disrupting the look, function, and feel of the town itself.
• Major residential LLM branch roads function as neighborhoods, with small neighborhood parks, elementary schools, and some shops in a neighborhood center.
• Suburban single-family homes are not restricted by policy; instead, the transportation system integrates these dwellings with the rest of the community to create a coherent town.
• Unlike conventional street systems, which divide and separate communities and generally do not promote a pleasant street life, the LLM network facilitates access, promotes interaction, and integrates the town, helping to create the sort of "unified street space" advocated by some urban designers and town planners (e.g., Southworth and Ben-Joseph 2004b).
Under this plan, the transportation system and the urban form are able to coexist. Due to the interpenetrating radial-arm system (with an inner ring road for LLMs and an outer beltway for FHVs), it is logical for major nonresidential (and non-neighborhood) destinations to be located near the center.
By contrast, consider current urban designs that are based on a sprawling grid. Within a grid, there is no real functional community center. Thus, by nature, these designs promote fragmented, nonintegrated development patterns and results in tracts of housing interspersed with strip malls.
The proposed plan discussed here, however, offers the social benefits of organized development and low-impact transportation, while providing the widest possible range of travel and lifestyle choices—including unrestricted suburban living and automobile travel.
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