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and low-rise retail facilities with offices above, could be more difficult to finance. Although there are numerous precedents for this kind of development, the concern of · the lending community in financing such projects is the difficulty that goes with having to take back such a building in the event of a foreclosure. There. are also real and perceived difficulties that result from operating two or more uses in a single structure. Residential Density: The goal of creating a balanced mix of uses within walking distance of each other necessitates a higher density than occurs in most outlying residential areas. Where housing is included in a area, medium and high density housing would be located closest to commercial services in the neighborhood center with single family houses located at the periphery. Higher densities could be achieved with a variety of housing types including detached single family homes On small lots, attached single family homes, townhouses, garden apartments, and multifamily developments. Higher densities are often dictated by the objective of locating uses within, one-quarter mile of .one another to achieve a walkable community. Minimum densities would be applied to all residential types within nodes. Most housing units would be located within a 5 to t0 minute walk of the neighborhood center2core commercial area, where commercial services and offices would be concentrated. Street Patterns: Street pattern is also important, to this strategy. The street pattern strives to provide an interconnected street network that give drivers alternate and direct rOutes to their.destination. The pattern discourages funneling all vehicles onto a few collector and arterial streets. This interconnected network is intended to reduce congestion on main roads by Providing local streets to local, destinations.' Auto use-is, facilitated for local triPs by connecting local streets with transit and local shopping destinations. Grid, modified grid, and CUrving streets are used in .combination, depending on the geographic features and development, plan for the area. Culrde~sac streets are avoided in favor of an interconnected street system that provides numerous possibilities for connections between travel destinations. Pedestrian Circulation: People can be expected to walk no'more than 1/4 mile to transit · ' . or commercial services. The closer b°th the beginning and end of a trip are .to a bus stop or station, the greater the' likelihood of people using transit for the trip. Nodal Developments are designed· for the benefit of the pedestrian. Appeal. to .the pedestrian is at the heart of street design, .structure design and site planning. To make the street more inviting, sidewalks are constructed on all streets throughout the node; streets widths 'are often reduced - especially .for residential streets; houses and other buildings are pushed closer to the curb to .create the perception of narrower, more pedestrian- friendly streets; and structures are built to a human scale. Street trees and other pedestrian amenities invite pedestrian use. On-street parallel parking is sometimes employed to give pedestrians a sense of protection from passing cars and to reduce the need for large-scale parking lots on development sites. In some plans, garages are placed at the rear of the'lot and are accessed'by long driveways or from alleys in the rear. This reduces the negative effect of garages on the streetscape and minimizes the Land Use Measures Strategies Page 8