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i <br /> B �, <br /> i <br /> g <br /> .$ 1.l' # 447-014,4• 4 a <br /> A „. <br /> '- 4,21011111.1P i <br /> • When justified by higher land prices, <br /> introduce structured parking to open <br /> up parking lots for new development a — u <br /> in more urban settings. ...1 1 ' •--► .,1 , <br /> • Avoid charging for parking. It is +t . <br /> 0.1 1 <br /> inconsistent with the nature of a strip I -* <br /> center and is likely to be effective onlya , <br /> in exceptional circumstances. <br /> Pedestrian Access. Commercial strips CL <br /> 7 <br /> are not usually thought of as pedestri- & <br /> an environments, but pedestrian trafficiii <br /> seems to be evolving into an important <br /> tool to add to the attractiveness and economic vitality of ,.. t <br /> Z. <br /> suburban strips. Communities should recognize the impor- A leit. ;. <br /> nce of a pedestrian-friendly environment and reserve space l , r s� -�"' r <br /> ensure that pedestrians can be accommodated. Pedestrian .; g .- . 7) '. <br /> connections should be provided primarily within the pulse :x .40:-.4V,04 .;*:-.. , ' <br /> nodes of intense activity, among major activity centers, and ..5 , X <br /> along corridors that are designated for future retail growth. .i. ' 4 } • w <br /> In most cases, it is preferable not to build pedestrian high- aow _+_ a. , � ` o <br /> way bridges or tunnels, since it is usually more convenient tort\ ,. - ,l,, ,'�,_,, �'. z <br /> cross at grade, and some people associate an element of dan- •s* <br /> ger with bridges or tunnels. <br /> Transit. Transit stations obviously are not the solution to most strips'problems, <br /> but some strips have matured and densified enough to become urban places with <br /> opportunities for transit. In fact, it is the increased density that makes transit <br /> feasible and reduces dependence on the automobile. Although some low-density <br /> strips may always be auto dependent, transit can enhance the denser nodes of a <br /> "pulsed" strip and strengthen the market for residential and office development, <br /> adding to the strip's urban synergy. As a result, strip design, and even its loca- <br /> tion (where it is possible to plan for it), should be conducive to transit. <br /> • <br /> 15 <br />