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After World War II, design changed from pedestrian scale to auto scale.
The car became the primary form of transportation, so the design of spaces focused mainly on providing for vehicular access. 
The most important consideration became the free flow of traffic, and new development was therefore built for the scale of people traveling in cars.
Design modifications made for auto scale include signs that are larger… 
…and taller…
…so they can be seen from far away…
…and when we’re driving fast.
Windows and window displays have become less important. 
Advances in technology such as air conditioning mean that we don’t require windows for air circulation.  Stores don’t need to have window displays because people are driving to get there, not walking by.
It’s cheaper and easier to build a large one-story building than a multi-story building.
Individual identity and regional architecture are seldom a consideration.
Many of our new commercial buildings are constructed by national chains and franchises, and they are interested in a single, homogenized look that can be recognized anywhere, creating “anyplace” in the country. 
The buildings are designed for function only; low cost of design, materials and construction; and a short life expectancy. 
The parking lot replaces the street and block as the primary  orientation for the building.  Zoning codes were changed to reflect the importance of providing vehicle access to a parking lot.  The codes usually require large building setbacks which places parking in front of the building. 
Now it is the accepted marketing practice to provide drivers with a view of “plenty of free parking” so the parking lot is in front…and BIG! 
Each building therefore becomes an island “pod” of development  floating in its own sea of asphalt parking, so there is no longer a relationship between a building, neighboring buildings and the street. 
The comfortable and inviting  streetscape has vanished, leaving places that are bleak and stark.
The parking lot is often a confusing visual tangle of where to look for cars and pedestrians since there are no streets and blocks to organize and separate traffic flow and pedestrian movement.  Painted lane markers and directional arrows in parking lots can be ignored easily to take short cuts, and it can be a chaotic free-for-all during busy times.
Pedestrians become pesky obstructions as we try to navigate our way through the parking lot.  The irony of this design pattern is that once we park our cars at our destination, all of a sudden we become pedestrians and are subject to the danger of being overlooked by people driving.
Trees and landscaping are not an important part of most shopping centers. 
There is usually no outside space that feels welcoming to the public in newer commercial developments, so there is no gathering place for visiting, celebrations or public memory.  Is a parking lot the place for a parade?  NO!--
It belongs on Main Street!
All these changes to our buildings and streetscape have worked together to create a new type of development.  Many zoning codes call it “highway commercial;” it’s more commonly known as “strip development.” 
Now we’ll look at how we build our streets.
The pedestrian-scale block is the central element of the traditional community street pattern.  Before World War II, streets were usually built to intersect with one another at regular intervals to form an interconnected network made up of individual blocks.  In the mountains or areas with geographic constraints such as rivers, the block pattern is less regular. 
Streets were also built with sidewalks and crosswalks, so pedestrians were on an “equal footing” with cars and trolleys.
One major advantage of the network block pattern is that it is predictable.  In town, drivers know where to expect to see other cars, cyclists and pedestrians.  Pedestrians and cyclists know where they are supposed to be and have an expectation of safety if they travel there.
Another advantage is that there are many ways to travel from one place to another. With the interconnected block network, if one road is congested there are alternate routes available. 
Landscaping with large canopy trees was an important element in street design and construction in the early 20th century.
Although they were small when planted, the trees were carefully chosen so they would form a canopy overhead when they matured.
We still benefit from this foresight in the older parts of our communities today.
However, after World War II road design changed.
Instead of accommodating pedestrians, transit and cars equally, the focus changed to moving vehicular traffic as the top priority; traffic engineers call this “mobility.” 
This means that streets rarely have sidewalks and cross walks, and most traffic signals are not timed to allow pedestrians to cross the street. 
The interconnected block network where most left turns took place at intersections has been changed to multi-lane roads with center turn lanes. 
And each business wants access to the traffic traveling by, which leads to multiple entrances and exits.  This slows down traffic, causing confusion and congestion in the center turn lane.  It also is difficult for cars trying to turn left from a business onto a multi-lane road.
Thus, constructing more lanes has created more congestion and slower traffic—which is contrary to the original idea that wider roads with more lanes equals better  traffic flow. 
The interconnected block network consisting of many two-lane roads with on-street parking and slower travel speeds has been changed to a few major multi-lane roads where parking is prohibited and speed limits are higher. 
Large-canopy shade trees are rarely planted on high-volume, higher speed arterial roads—those with speed limits 35 mph and higher—because  traffic engineers view them as hazards. 
These newer roads are noisy, hostile and dangerous places to be unless we are in a car.  This means that even for short trips—“just across the street” or “next door”—we have to be in a car.
With all these changes in road design, it is becoming increasingly dangerous, inconvenient, and unpleasant to travel to most places unless we  are in a car.
As a result, it can feel like we’re spending more and more of our time in a car, and traffic statistics prove in fact that we are. 
This graph compares the statewide rates of increase for population and vehicle miles traveled; you can see how dramatic the increase has been for VMT, and how that rate has accelerated in the past few years.  In fact, DOT statistics show that the current rate of increase in VMT is now 3.8 times the rate of population growth.
In our desire to accommodate the needs of drivers, we have let cars overwhelm too many of our places.
What can we do to make better places that people and cars can share?
Many of the elements that create “anyplaces” are part of most typical zoning codes and road design standards. The solution goes beyond merely changing a single element…
…such as requiring parking lot landscaping for example, although that is one part of the answer. 
Here are some examples of tools available to help us begin the task of addressing codes and design standards, and some of the communities who have started the process.  It is possible to design buildings that fit in with neighboring structures and are oriented towards pedestrians. 
Design codes can ensure that buildings have pedestrian-scale design features such as windows, ornamentation, articulation and landscaping to make the community more walkable.  The City of Hendersonville, NC recently amended its zoning ordinance to establish a new zone of Central Mixed Use.  It stresses “sensitivity to urban design, pedestrian environment, urban open spaces and streetscapes.” 
The Town of Cary, NC adopted design guidelines in the fall of 2001.  They revolve around implementing seven design principles:  create human scale, create sense of place, connect uses, provide transitions, reduce parking impacts, plan for pedestrians, bicyclists and transit users, and provide open space.  The guidelines are now being used by the Town to review new projects. 
The City of Raleigh, NC has also adopted design guidelines.  They address site, streets, streetscapes and building design and “are intended to bring order, clarity and a pleasing harmony to the public realm of towns and cities.”
It is also possible to build large-scale developments such as multi-family housing and shopping centers that welcome both pedestrians and motorists—these are apartment buildings.  
These pictures are from the Fort Collins, Colorado “Community Design Solutions” document, which narrates their land use code standards. 
An innovation in the code is the “street-like parking lot drive.”  Here is the site plan…
..and here is the “as-built” result.
One requirement of the code is to make sure that pedestrians have a clear travel way in the parking lot; here is the sketch…
…and this is the completed construction.  The code requires that there be a difference in color and texture between the parking lot pavement and the material for the pedestrian way.
The land use code lays out comprehensive design specifications and guidelines to ensure that the needs of pedestrians, cyclists and motorists are met…
…while creating “places” that are comfortable and inviting. 
We can build roads that meet the needs of motorists, pedestrians and cyclists.
NCDOT has developed road standards for streets in traditional neighborhood developments.  The intent is to “encourage walking and biking, enhance transit service opportunities, and improve traffic safety through promoting low speed, cautious driving while fully accommodating the needs of pedestrians and bicyclists.” 
The Center for Livable Communities, an initiative of the Local Government Commission in California, has published a similar guidebook entitled “Healthy Neighborhood Street Design Guidelines.” 
Its standards are intended to serve for streets in all kinds of developments, not just for traditional neighborhoods.
Access management is also part of the answer.  The Northwest Regional Planning Commission in St. Albans, Vermont has published a guidebook on this topic.
These illustrations show how it is possible to have buildings that line up along the street, creating a streetscape.  The parking lots are placed at the side or rear of the building.
The sites can be designed in such a way so that the parking lots line up in the rear and inter-connect.  This creates an internal collector road, allowing for right-in/right-out turns on the main road and providing opportunities for left turns from the collector road at intersections. 
more places like this…
…or this?