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Trans Principle 1

Trans Principle 1

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Published by Vena Cava

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Published by: Vena Cava on Jun 03, 2011
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Principle One: Orientation & Connectivity
o really be a vibrant node of activity, aneighborhood center must be connectedto other destinations in the neighborhoodand other opportunities throughout the Districtand the region. It must be easy to access, acces-sible through multiple routes and pathways,and serviced by a variety of transportationmodes.
Orientation toward the neighborhood center and connections to and from it…
Provides multiple routes to transit and other destinations.Creates easy and convenient connections with other modes oftravel. Enhances sightlines to transit and other destinations to makeconnections easily visual and logical.Minimizes physical barriers to walking and transit use.Links neighborhood centers together to maximize access togoods, services and opportunities throughout the region
Washingtons traditional street grid is a model of connectivity. All streets converge on a common center and provide easy andlogical access across the neighborhood.
Principle One: Orientation & Connectivity
Not all neighborhood destinations or amenitiescan or should be concentrated in the neighbor-hood center. Schools, large parks, large-scale retail, or low-density residential developmentsmay be more appropriately located outside ofthe neighborhood center. Access to and linkagesbetween local and regional destinations isimportant to the vitality of the core transit center.
A. Provide multiple routes to transit and des-tinations in the defined center.Neighborhood centers are most successfulwhen they can be accessed easily and logi-cally from many different points in the sur-rounding neighborhood.
Strengthen or reintroduce an interconnectednetwork of streets and pathways.Break up “super blocks” with streets or path-ways. Blocks of extensive length limit pedes-trian movement and convenient access totransit. Strengthen or reintroduce a simple street andblock pattern radiating from the neighbor-hood center; avoid cul de sacs, curvingroads, or dead ends. Street patterns shouldbe simple and memorable.Use the intersection of major streets or path-ways as opportunities interesting architec-ture, uses, or destinations.Provide clear, concise, and reliable maps ofthe neighborhood at transit stops and inother locations in the neighborhood.Improve signage to neighborhood destina-tions such as schools, parks, recreation cen-ters, and historic resources.Increase lighting and other safety measuresto ensure that a number of different routesprovide safe pedestrian pathways to transitand neighborhood destinations.
Neighborhoods can take advantage of transit by high- lighting easy routes to important local destinations suchas historic sites to attract visitors to the community.LEnants historic plan for Washington DC (left) laid out the city in a grid of streets with diagonal connec-tions to other important destinations in the District.
B.Provide clear connections from transit toother modes of travel including walking,biking, and transit transfers.
Design transit-area plazas and public spacesto integrate bus access and transfer points.Incorporate bus shelters into public spacesand the architecture of buildings along transitroutes. Provide safe bicycle facilities close to transitareas, such as lockers and paths.Adjust the connection between bus and railservices so that buses do not idle for extend-ed periods or obstruct pedestrian pathways.
Principle One: Orientation & Connectivity
Neighborhood centers should be designed to facilitate connections between diff erent modes of travel includ-ing transit, bike, and auto.Transit centers provide directaccess to bus service, majorpedestrian routes and neighbor-hood destinations making transitconvenient and easy to use.Buildings can be designed to incorporate bus stops or othertransit amenities into the façade of the building itself toenhance connections to transit.

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