3.4 Chapter Discussion

In this chapter, we see that modern approaches in three areas, through a comprehensive approach to transport supply and urban design, have addressed the pursuit of planning goals such as sustainable mobility, urban quality and vitality. These regions are complementary and are actually nested with each other to some extent. Thus, the combination of pedestrian-specific areas or“pockets”with the concept of public transport- oriented pedestrian catchment areas, all of which can be incorporated into the category of new traditional urbanism. The latter also designs the general traffic layout and the relationship between the road and the building, which is solved in the street promotion.

In terms of urban structure, some of the recurring desirable properties may be noted. For pedestrians, it is about convenience, connectivity of routes and continuity of trails. These all relate to network connectivity, which boils down to the minimization of distance. The design minimizes the distance as a key pedestrian constraint; This basic locomotive characteristic seems to be a major consideration in network architecture. In the public transport system, the short to middle length and regular spacing of public transport routes are the key attributes, and the same connection parameters are conducive to pedestrian traffic. Grid may be an ideal form of representation, which is of course favored by the new traditionalists as a structural medium to realize their overall information.

In general, configuration seems to be important for public transportation: strings are largely configuration solutions. For pedestrians, while configuration properties like connectivity can help reduce distances, absolute composition will be critical. Therefore, the detailed layout of water catchment“beads”will be of great significance to the entire public transport/pedestrian system.

While there is now a degree of consensus among industries, not all issues have been fully resolved. After carefully examining these solutions, some questions have been raised about the precise form of street patterns that might best serve the goals of public transport walkable catchment areas. For example, using a quasi-radial trajectory may not necessarily be better than other patterns such as grids. For the pedestrian model itself, we have seen that immediacy and permeability may be important, but so far we have not directly observed what kind of pedestrian network is envisaged. And the linear design concept does not guarantee that these routes will play their due role at the top of the pedestrian level. In the end, we have seen some new and traditional design aspirations and claims, but, again, we have not looked carefully at how these are represented in design and design guidance. We can see that new urbanists use traffic forms to build cities, especially in the layout of public transport-oriented settlement design. New traditional urbanism seems to have grown up in a direct response to creation, and therefore seems to be an improvement-at least one to the mediocre application of modernism.

The new traditional urbanism focuses on sustainable“new traditional”transport facilities and urban design, and in many ways seems to form a consensus. So far, we have seen that new traditional urbanism may have replaced many of the independent parts of the modernist system, but there is still doubt that some of the structure or spirit of the modernist design method still exists.