In the above chapter, we analyze the relationship between traffic and urban structure, and give a more detailed introduction of the urban structure design method: what is the current popularizing urban structure form, and take this as the basis. We found that urban structural design was influenced by a wide variety of influences, including the professional persuasion involved and their social backgrounds - including those originally designed by professionals. When it comes to clear design guidance, we see a clear lack of guidance in the overall form that a street model should take. In the absence of such model guidance, juxtaposing the road hierarchy with a clear direction may traditionally encourage the default use of a tributary layout.

The analysis is based on the investigation of certain specific forms, considering what kind of overall model values the design guidance of urban structure, and secondly, the quality of the survey synthesis model should be possessed. First of all, it is worthwhile to consider the design environment. This is done by investigating the values that influence design. Where does the influence of different types of design come from? Secondly, the professional background of urban structure design and its relationship with other design processes are considered.

4.1 The importance of urban structure design

We see street patterns in design often from the design manual for street patterns. And street patterns come from the imagination of the designer. These raise the question of further guidance: what are the concepts that guide designers, and what are the motivations for creating different solutions? Here, we explore the ways in which urban structure design is related to culture, including different professional cultures and different design concepts. This can help explain the different approaches to design expertise and how we achieve the ideal type of urban structure and street patterns.

4.1.1 Urban Structure and Culture

As with any physical or non-physical design that may be considered a product of its time, place and culture, the design of streets and street patterns can also be seen as a reflection of cultural or social ideology.

Social ideology is one of the main ways to influence urban design, which is the degree of control of urban regional master planning. However, as previously mentioned, the lack of formal planning may lead to irregular development forms, while in the social form types of the overall urban planning, it may lead to more orderly forms.

At the most basic level of social organization, the emergence of agriculture leads to fixed settlements, division of labor, and centralized or hierarchical control of society. This combination will pave the way for what we understand as urban planning, as they allow for the creation of cities and planners.

The designers made a distinction between "agricultural and feudal urban planning", forming a direct connection between the society and the street pattern. Similarly, "social production city" and "social reproduction city" also make a distinction.

As a meaningful design symbol in urban planning, traffic network can be used in combination. Urban structure is usually the expression form of some cities, which has its own characteristics and historical development significance. The urban design layout formed in various forms has specific cultural connotation. Even during periods of rapid colonial development. Street traffic network model is equal to be created from the tradition, he quickly established a refinement of streets and the traffic system, because of the rapid change of industrialization is the traditional form of network broken colony and military requirements, industrialization and the traditional form of transport interweave together, formed a special cultural connotation in colonial times. With the external influence of culture and the development of technology in the new era, the traffic network as a complex layout gradually increased its external influence. Road grade expresses and strengthens social grade through the division of design. Different historical periods, culture and design blend. The broad historical period related to the production of construction and transportation is divided into four parts: the establishment period of the early colonial period and the era of globalization. It can also be understood as a description of the characteristics of the classical modern post-modern structure. The design of street plan cannot be completely divorced from the development of social and historical background. The situation and development of new construction environment is the inevitable reaction of the progress A0qh8TWDeBps9LcS/QKWgw==of historical, cultural and artistic design. Of course, such progress refers to a certain development direction.

The traffic grid may be a "reasonable" layout, rather than one based on capricious traditions, mysticism or historical events. But choosing to adopt reason first, the plan itself can be said to be capricious. In extension, promoting the choice of street layouts based on "functional" criteria as sanitary facilities, ventilation or traffic capacity can be seen as an act of political will. The background of the colony may be thought to indicate the superiority of technology, the introduction of rational planning, and the transcendence of native traditions. Indigenous forms may have other qualities, such as beauty, intimate scale, tradition, spiritual meaning, and whether all of these would give lower priority and would be devalued by implication - to replace the "reasonableness" of colonial times. Of course, indigenous forms may also exist functionally and have advantages in providing shading, security, opportunities, etc. Informal trade and cultural exchanges, which may have a more recent similarity in promoting "rational" traffic. Engineering value is higher than "soft" urban design quality, which can also be seen as a reflection, especially in the era of modernism. Whatever the culture of a society is, there will be a more specific design "culture", which will directly affect the form of urban planning and the purpose of street pattern. Therefore, planners and designers themselves should be subject to some scrutiny.

4.1.2 The nature of the problem

With the emergence of more and more design ideas, the concept of creating order seems to have the essential feature of "plan". Creating orderly layouts and orderly towns seems to be largely an affirmation of urban planning. And to some extent, the idea of creating towns ahead of time, it seems that when a town is specifically called a "planned town," it usually means that one's design is somewhat orderly and prescient. If creating order is the positive side, then eliminating chaos and chaos is the negative side. As a result, much of the talk about the plan has to do with complaining about "chaos" in the existing state.

Perhaps a response to contemporary modernist planners. The town's traffic reviles the irregularity of the "unsatisfactory" road model as the irregular description of it as the "nature of the problem". How do we plan across the board and not keep the current mess going. The designer comes up with a market-led approach or a nice embellishment of an older program.

Of course, the planning literature is full of cities and towns that speculate on the aspiration and quality of the ideal. These ideas about cities have led to normative statements and advice about what should be done to turn today's sub-optima into a better tomorrow.

But what style, thought, and philosophy do planners represent, and where do their aesthetic judgments come from? There is no clear specification and identification. Most planning decisions are largely based on intuition, or, rather, on oversimplified aesthetic ideas and physical implications for urban form and layout. Embodies the determinist assumptions about how best to adapt to a diverse economy and society.

At the same time, transportation planning is sometimes seen as an expense for technical research based on rational principles. Plans can be made on the basis of actual inputs. However, as mentioned earlier, this fear is precisely because effective functionalism can also be considered irrational moralism. Technically reliable transportation solutions are modified repeatedly to make the design reasonable.

Therefore, the problem cannot be attributed to direct opposition and irrational barriers between planning. As the outlook has changed, design thinking in the planning industry has gone from loathing chaos to accepting complexity.

4.1.3 Planning complexity

Paradoxically, the creators of the traditional order, planners may now want to ensure the "vitality" of the city through diversity and complexity. This dynamism is certain, albeit at the cost of chaos. Neat towns may no longer be the designers' goal. Create mixed-use and differentiated cities. In a sense, this argument might be equivalent to an argument against the "plan." In this case, planning is equivalent to general proposition and customization. We can say, however, that in the current situation, planners would aim for a more complex order, perhaps equating organizational complexity.

The chaos of the old street model is resolved through another modernist order.

4.1.4 Implications for city design

The way living in urban planning seems to depend not only on how it is implemented, but it may be influenced by them.

Early settlements would be marked on the ground, that is, without planned procedures; The plan was not conceived on a drawing board. We can imagine how these methods will work in the incremental process of urban growth, as it has no "top-down" geometry. The master plan involves preparing a plan on paper and transferring it to the ground by setting up the technology.

The form of towns seems to be influenced not only by the way they are laid out, but first they need to be conceptualized.

The pujq1NaR9i7JtfWDOivTiww==lanning idea seems to filter all the historical factors and the emotions behind the city into something rough, and then come up with different designs after careful consideration, reorganizing them into independent and clear entities. These design achievements reflect the regional and block planning concepts and the key foundations that make up the city, rather than the city concept based solely on route structure layout, which reflects the different traditions of the design industry.

The road network di3ssPnJqu3BMPmJ2ZdSszig==agram drawn by traffic engineers is undoubtedly a simplified urban design. But this is an abstract design of actual salient features. The transit route, though, may only show a specific part of the city, because it shows the border where there is no border, showing something where homogeneity does not exist. This approximation is actually misleading. This is not just a commentary on the views and ways of different professions, but is also used as a basis for design.

The basic "skeleton" of traffic routes is formed by combining the layout of buildings and other functions. And it can be done on the ground. However, if similar "eggs" are used as a starting point for design, the result could be a town plan similar to the egg-shaped or evenness limits.

Jane Jacobs thinks the traditional city represents organized complexity. Modernist planning seems to assume that the complex parts are chaotic, with only the organization left, and ultimately creating organized simplicity. In other words, the preconceived idea of modernist urban planning may be consistent with the universal desire for orderly towns, but in fact, modernist planning seems to be inconsistent with the desire to create organizational complexity. The implications of different planning and design approaches will be revisited. However, for the time being, we are more concerned with the differences between the two, and the relationship between different professional approaches to design.

4.2 Interdisciplinary design

The street is located at the intersection of several academic disciplines. Cultural geographers, urban historians, anthropologists, economists and retail analysts all study the street from a variety of points of view. When it comes to actually designing streets, the list of disciplines is less eclectic, but it still encompasses a variety of designers, planners and engineers of one sort or another. One of the main points of conflict that arises between planners and engineers is in the area of urban structure: this represents an intersection between highway engineering and urban design approaches.

We have seen how modernism accompanied a schism between design professions, which separated design processes between different professions. This created the potential for conflict。Though, in the cOcZmcv0reUFBf1sZACtmw==purest form of modernism itself, the division of labor held: as long as there were to be no streets, as such, there could be no street pattern. Street pattern became a kind of no-man's land in design terms.

However, the advent of neo-traditional urbanism and the revival of the street have changed all this: planners and urban designers are showing renewed interest in transport in general and street pattern in particular. In a sense, the planners and urban designers wish to 'reclaim the street', and with it, street pattern. From being largely the preserve of the engineers, the issue of street pattern has become an inter-professional battle for the control of design territory.

4.2.1 Disputed areas

Just as a city structure can take many forms. The urban planning process can be equated with different professional requirements for the design fields involved. Highway engineers are most closely related to traffic network structure and highway layout. Planners and urban designers may be more concerned with urban development structures, spatial organization or street patterns.

The street pattern is effectively the area between the wide attention of the highway alignment and the attention of two or three aspects of urban planning and design. This makes it a bit of a design conflict. Road engineers usually only care about the route itself, and similarly, traffic engineers or traffic planners will mainly consider the movement of traffic over the network and only consider the land use as traffic. By contrast, city planners duly considered all of these surface elements, while city designers also considered physical forms, such as how to use buildings to surround public Spaces to create streets and squares.

The street form reflects the two dimensional layout and three dimensional architectural form, which is in a sense the overlapping of highway engineering and urban design. For a while, however, the theoretical field has been blank, because there has not been much attention paid to the field in the sense of the intentional composition of the overall pattern.

Generally speaking, if the street pattern is equal to the highway layout, the highway project should control the territory. If the street itself is not a mainstream design, planners and architects will turn their attention elsewhere. Planners and architects may regret giving up land to highway engineers.

In fact, there are cross-domain design ranges in the middle of design priorities. In other words, what urban designers leave to traffic and highway engineers is the main thread of traffic, such as railroads or highways, in the selection and hierarchy of traffic paths. Engineers allow urban designers to participate in the detailed rectification and identification of the traffic design of the main content. The area of road design between the two is a major cause of concern and conflict.

By convention, the method of traffic design leads to traffic hierarchy and, although not necessarily theoretical, the layout of these traffic designs effectively becomes the norm of traditional suburbs and is successfully applied to the comprehensive reconstruction of new fields. Once these traffic designs are implemented, the basic structures of new areas or settlements are more or less set up, limiting the ability of urban designers or architects to create arrangements for buildings and Spaces. As a result, growing discontent with the suburbs has led to accusations of new urbanism that point in the direction of highway engineers.

4.2.2 Reasons for differences

In the concept of urban development, traffic engineers are described as uncontrollable negators of urban design development. Highway engineers have been criticized, or even ignored, by city designers for their disruptive, orthodox career status.

However, negative criticism of road projects is not limited to responses to urban destruction, as new road infrastructure undermines existing urban structures while also targeting non-planning buildings generated by a road-led layout.

Non-planning may be related to the loss of the sense of city and place in traditional cities, as well as the breaking of the traditional relationship between architecture, public space and movement. This is due to the impression of narrow roads, lack of service facilities and inconvenient traffic in villages on the outskirts of the city.

While architectural forms and land use are mentioned here, it seems to have a lot to do with regulations in this regard due to the impact of the highway in controlling the layout of development. Therefore, because of the unimaginative and standardized road layout of highway design, highway engineers are often criticized by many people.

Of course, highway engineers are responsible for only part of the overall design, but the construction and planning industries continue to claim to be leading the way in development. They cannot credibly claim both responsibility and innocence. While highway engineers have virtually no interest in discussing other urban design features and have sole control over the street model, other professionals may be interested in the street model, even under the slogan of being responsible to customers, and in fact have no control. So it's not just a question of the design methodology, it's a question of the design industry, or at least the differences of opinion.

As a result, highway engineering professional designers may be envied or hated for the degree of influence they have on key areas of the design process, particularly the design of the street pattern, because they control the layout of the road. Although the highway budget spending capacity for substantial positive intervention in the urban structure provides adequate funding. The negative impact of the highway intervention has not been recognized by the city's designers, substantial or otherwise.

In fact, highway considerations have been the dominant influence in the creation of urban structures. The type of road hierarchy not only determines the route framework of an urban area, but also affects route control, the relationship between space and architecture, the function of streets and the structure of architectural forms.

Highway engineering regulations do not always interfere with good design. It can be said that any professional designer lacks imagination in applying rules and adapting to constraints. In other words, it's always possible to be more creative in existing rules. However, the time seems ripe to consider the extent to which planning and urban design can have a greater impact on matters previously entirely within the hands of engineers, an outcome that could lead to engineers abandoning some areas of design.

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4.2.3Design conflicts

Some highway engineers believe that cities are more than just traffic and road grade, using their skills and experience to subvert the destructive orthodoxy of their profession. Therefore, designers can persuade highway engineers to reach some sort of compromise on some of the issues related to roads and planning. This situation is already present in traffic design, in which the goal of passage and safety is resolved through integration rather than isolation. Therefore, the transportation industry can regard urban design principles and their relationship with transportation as opportunities rather than threats.

However, there are still some unsolved obstacles in the implementation of urban planning. Some understandings that cross the professional divide seem necessary, and designers in various fields should better understand the legitimate concerns of both sides through exchanges in overlapping fields. Part of the problem, as we have seen, is that some design fields fall between the jurisdiction of road engineers and urban designers, who often approach the problem from very different angles. To do so, we need a new profession that combines skills in traffic network management and urban design.

Or let a profession take over or take on some more responsibility across the professional spectrum. For example, the possibility of a professional shift in responsibility for residential street design. Since these roads are the ones least affected by traffic, their field is more about architecture than engineering and should therefore be designed by architects, landscape architects and planners.

Highway architects planned the entire business of designing highways, and they will oversee the entire highway design process. In this vision, highway engbb2c8acb47d26fd1cc86903395d090affc61349e7437965ed17e4b61776760ffineers may play an ancillary technical role. However, there are also many problems. Road engineers have no training in space composition and can only design the overall urban layout according to the rules of road engineering, while architects and planners without training in transportation have not provided the layout that can convince engineers. The process of planners on formal and structural issues is too vague or restrictive, and architects and engineers design abstract formal or structural solutions, ignoring processes and user feelings.

As a result, no profession seems to have the upper hand. What is clear, however, is that whoever ends up in charge of urban structures must be able to successfully integrate with neighboring disciplines, rather than simply annexing territory, if it is to achieve harmonious results.

4.2.4 Discussion

From the above discussion, it can be seen that the design problem of street patterns can definitely be helped by design professionals and design process considerations. The inter-professional competition across the professional design field can be seen as the competition for the priority of the design object or the design object. Urban designers and planners often take the moral high ground because they deal with "human Spaces" and "public Spaces", and road engineers are often seen as serving the interests of private cars. This apparent imbalance of priorities is gradually being corrected, as reflected by the contemporary paradigm. However, disputes remain between designers and urban designers and highway engineers.

In tandem with this are competing design fields. For planners and urban designers, the battle is on the streets. This means that the street ACTS as a place of activity, and the street ACTS as an integral part of the public space and urban domain. For highway engineers, it's more about roads and road standards than it is about streets. However, through these standards, people's actions and safety are guaranteed. The competition in the design field is partly because street patterns reflect the design of public Spaces, the design of building facades and the consideration of road layout.

The design of expressways is based on a set of principles different from urban space design and architectural forms, so there is a lack of potential creative power to go beyond the technical problems of highways and create good street forms and street patterns. At least part of the reason can be attributed to differences between the professions and the mismatch between creation, control and responsibility.

Whatever the outcome of the professional design field, what form the city structure should take remains a problem. Whoever does the design, we need to know what patterns are needed. How the desire of contemporary urbanism translates into concrete design quality and design guidance will be discussed later.

4.3 Design Guidance

Highway is the road in the urban area or between the city and the city, planning should combine with the overall layout of the urban system and regional planning to reasonably choose the direction of the route and its station location. It is necessary to satisfy the development of highway traffic flow, guarantee the smoothness and safety of highway sections, adapt to the economic and technological requirements of highway construction, and make reasonable planning arrangements. So we need to focus on the aggregation of traffic, whether it's an abstract network configuration or a street plan on the ground.

4.3.1 Overview of design guidance

Road design guidelines generally determine road standards by route, lane layout, intersection type and construction standards. While this allows for regulation of road nodes, there is little guidance on the overall composition of traffic network patterns. The issue of general reference work transportation in urban environments is barely mentioned, reflecting a more general trend in highway engineering texts. This situation does have a degree of flexibility. However, it could also leave a creative vacuum. In the absence of specific recommendations, there may be a tendency to equate the system with a tree-like road pattern on the ground. However, these patterns do not necessarily follow the rules themselves. This comes not from highway or traffic engineering methods, but from the traditions of urban design and planning.

The source of design principles and guidance may be national, such as urban traffic, roads, and traffic in urban areas or in urban environments. They may be national, but they also apply to local areas, such as) the layout of residential roads and sidewalks. Local sources of information include guidance from local authorities, and other sources come from specific sustainability campaigns.

To adapt to different types of venues and different design concepts of urban, suburban and rural environments, designers need a lot of road and trail arrangements.

(a) linear structures to assist in the creation of formal environments, making roads prominent elements in the landscape;

(b) curves and other informal structures help to create picturesque environments where roads are not obtrusive;

(c) streets, avenues, new moons, squares and courtyards of all shapes and geometry;

(d) roads with geometric irregularities such as closures and roadways;

(e) a hierarchical layout with a tree or network structure or other geometrically more complex arrangements.

It's worth noting that the street design (such as itself) is handled according to the traditional residential road layout. For mixed-use urban streets, there is no national code or instruction manual that is the same as for traditional urban centers. Although streets and activities try to cater to mixed-use streets in the name of residential road layouts.

The dramatic shift from regional, street, and activity descriptions as tree road layouts to more traditional network configurations. Therefore, it is easy to create a more traditional urban landscape, including the re-introduction of traditional urban landscapes into new design elements, although there is no explicit mention of the actual application of the formation. In the same way, a clear discussion of network patterns is like a cross road. As we have seen, considering entities such as "tree road layouts" and "traditional network" configurations is the key to understanding urban structures, and the interpretation of configurations will help to consider how to design urban structures.

Recommended urban design principles include readability, node, landmark and edge use. It was also suggested that the area should be concentrated in the core areas where the street system should radiate.

Overall, the street model should be permeable, so the traditional suburban loop and cul-de-sac is avoided. However, it does not necessarily mean pure grid. We only demonstrated how to keep pedestrian and bike routes transparent, even if some vehicle routes were restricted.

The designer integrates the road layout into the overall site design through different types of layout forms such as "permeable" layout, "traditional network configuration" and "layered layout". But creative integration patterns are what we need to discuss.

4.3.2 Design guidance

Because there are different rules and recommendations for various aspects of layout and spatial structure. But there is little clarity about what the overall pattern should be. There seems to be a lack of design guidance in this regard. Any monotonous effect is definitely the result of the designer's lack of imagination. Particularly in terms of permeability and readability, there is not much suggested component involved in street layout design, which has no reference in terms of guiding road types that can be standardized.

Neither the us regulations on the relationship between street and adjacent street systems, rules on trial trials of street intersections and cul-de-sacs, nor the UK's preference for favoring non-segregated street systems have clear guidance on the overall layout of pedestrian or vehicular traffic networks.

Locations, streets and movements, including the "hierarchy" of street types, do not have a clear hierarchy theory to give a general guide to the overall pattern.

Even if various useful principles and charts are pointed out in the design, these do not necessarily constitute a coherent picture of the preferred structure. This is partly because of the ambiguous terms used to describe the structure, and partly because of the anti-road type hierarchy and traditional road levels.

Therefore, urban work seems to lack or at least lack design guidance for the overall urban structure composed of network form or street pattern. However, the guidance we have seen does involve or imply some desired characteristics or qualities that these patterns should have, and these characteristics or qualities are sometimes described using specific standard samples.

4.4 Expected value of urban structure

The study, in general, is an attempt to find out what kind of transportation facilities can contribute to urban structural design. This requires going beyond current practices and design guidance by exploring the principles and expectations behind it. In doing so, it must take into account the established priorities of urban designers and planners on urban structures.

4.4.1 Consistency in design philosophy

Kevin lynch has proposed making every intersection of the road clearly visible, giving every road a coherent form. Terms such as coherence, clarity and readability permeate the planning guidance and frequently appear in the design conception and guidance work. They are often widely used to describe the expected value of urban structural features, such as street patterns and spatial networks.

Charter For New Urbanism clearly suggests that interconnected street networks should be designed to "encourage walking, reduce the number and length of car trips, save energy, and more." In Manchester's design guide, to create a "clearly identifiable street hierarchy with appropriate proportions of buildings with different urban characteristics". The designers expect a clear distinction between main roads and local streets through high street connectivity and an extensive transport network. At the same time, the clear public transport structure, as a key urban design objective of MT16gIF0a94JRaqyfnoGhqHrPgj01m3jfjlGVGX9kaQQ=anchester city center, is reconstructed, and the realization of urban functions plays an expected role in the form of transport.

When we design, we usually select classic and latest design resources to achieve our desired desires and instructions. However, this choice is not exhaustive. This concept is usually inspired by a particular case. But the meaning of such terms as "coherent" is not always clear. So we still don't know what we're thinking about, but there's obviously something important that's trying to be expressed. Although this can be a bit ambiguous and repetitive. We pursue consistency in design, which reflects the fact that urban designers pursue.

Furthermore, although concepts such as "coherent" are often used, in general, these statements do not have diagrams attached to them to illustrate patterns with these characteristics. Or these qualities, which are essential to design guidance, are absent.

Planners yearn for a street with a clean and coherent spatial network, but do not know how. If the words "easy to read" or "easy to understand" are used only as abstract principles, the traditional loop and dead-end arrangement may not be more "structured." If "legibility", "clarity" and "coherence" are taken seriously as design qualities, then they must be proven in design. In other words, street patterns that are clear and unclear, coherent and incoherent, clear and unrecognizable should be distinguishable.

4.4.2 Preferred and Discouraged Layouts

In design, it is not clear what patterns can be used as examples of "preferred" and "discouraged." Lack of clear schema definition or demonstration makes it difficult to know when clarity might become artificial clarity. Conversely, while it is common to promote "" clearly-defined" "street systems, any accompanying recommendations may show particularly unclear layouts, meaning those layouts are more ambiguous at a level than traditional loop and dead-end layouts or traditional grid networks. While a pure regular grid may not have a distinct hierarchy, an interrupted grid will be set to an informal hierarchy at least through different continuations of individual streets.

Traditional transportation networks, in terms of the proportion of intersections and cul-de-sacs, some of the new traditional designs could be similar to traditional suburbs, like traditional grid communities. So, if we think of the psychology of taking a step in the right direction, it provides a narrative plan, but these plans usually only provide a fairly rough picture of the differences between extreme types, such as the differences between grids and tributary systems. In fact, there will be a range of types between these extremes, although so far, design guidance has tended not to draw or define more subtle differences.

So there is a sense that there is a lack of guidance to the network model, which can be an overly complex entity that cannot be captured with some simple quantification. The fact that pf7211d4cca4af54e1f45d68125d0ef7faradigms like theirs have to be graphically displayed to convey information may reinforce the concept of complexity.

As a result of the simplicity of the road network in different structural forms (network, loop, loop and dead-end combination), the type of street model disputes continue, as evidenced by the ongoing debate on the street model. The debate may be more prone to objective assessments of precise engineering, such as the debate between "traditional suburbs" and "new traditions". In fact, neighborhood types often include a range of other variables associated with it, such as development age and density, each of which has a personal or collective impact on travel patterns. So while the debate in the form of the Internet may actually be at the centre of the debate, it tends to complicate or even polarize the arguments for and against permeable street patterns.

Traditional street design based on cul-de-sac without clear structure, and network street design based on tree more clear structure, have no more standards on model clarity and regular analysis. But the two expressed a view often associated with new and traditional design and planning, pointing out that the route options provided by the grid "scattered" traffic, rather than forcing all traffic onto increasingly crowded collectors and main roads. These, however, oversimplify the dynamics of transportation networks and fail to realize that grid networks can create more conflicts and accidents, not to mention their own tendency to cause congestion.

The new traditionalist view argues for better transport. If the intersection is used to impede the flow of vehicles, then the irregular t-junction, from the perspective of traffic flow and congestion, will lead to the tree-like mode, which is inferior to the network mode. But that doesn't make it an argument against the tree-like model of pedestrians and public transit. Although the network pattern above the tree pattern lacks consistent theoretical basis. Beyond these specific arguments, however, there is a potential problem that the alternative is not adequately formulated. Without sufficiently high-resolution city structure descriptors, the debate over street patterns is likely to continue, as one side is a polarizing, infinitely permeable grid and the other is a tributary at the end.

4.5 Discussion

The design of urban structures is subject to a variety of influences, including the interdisciplinary persuasiveness involved, as well as their different professional and social backgrounds in designing urban structures. When it comes to clear design guidance, the overall form that a street pattern should take is clearly lacking guidance. Due to the lack of this pattern guidance, juxtaposing the road hierarchy with a clear direction may traditionally encourage the default use of the tributary layout.

Such guidance does involve the form of the overall pattern, often from an urban planning or design perspective, and generally means that streets or space networks should be coherent, but the meaning of these terms is not always clear. In a sense, the new conventional rhetoric has proved rather vague. It also means that it's hard to understand what kind of theory might lie behind the rhetoric. When a particular type of desired pattern is clearly understandable - such as a simple rectangular grid - its theoretical argument is not clear or consistent.

While the standards for engineers may be "strict," at least they are transparent. There is a danger that some of the quality of urban design seems to have some sort of mystical status that only professional connoisseurs can explain. This exclusivity may hinder the delivery of information, if the information can indeed be clearly agreed at the outset.

The design guide itself must strike a careful balance between being too vague and too prescriptive. This is partly because patterns are difficult to describe in language. Often, verbal descriptions run the risk of being too vague, and illustrated patterns can seem too specific and limited. The result is often polarization, suchb273eb7c82d0605803880532deb50b369dd2eebba076c281647f673435a6063c as support grids and cul-de-sacs, which cannot handle the intricacies of the choice between the two. Effectively, there is a general pattern that lacks feasibility that can be used to capture key attribute structures of similar types or some quantification. For example, setting up a target that can be wide or narrow, allowing flexibility, within a specific scope.

Therefore, we need to have a solid description pattern that can be more clearly specified, and a test that demonstrates the operability of this pattern across different design preferences.

However, before dealing directly with the overall schema specification, there is another issue involved, which is the issue of hierarchy. As the fundamental organizing principle of structure, hierarchy has been considered part of the design pattern problem, at least in the context of road hierarchy. But it is also seen as part of a "solution", where planners advocate a "clear hierarchy" of urban structures. Therefore, it would be instructive to study the problem of the hierarchy before discussing the different types of patterns that can adapt and are adapted by this hierarchy.