1. Use is predominantly determined by the safety, street furniture, aesthetics, accessibility, surrounding land use, and quality of the street.

2. Streets designed for people induce demand in land use and behavioral changes, maximizing productivity.

3. Streets and third places are where communities are built, one social connection at a time.

4. Pedestrian and biker fatalities/serious injuries are preventable with improvements to street/road design. The acceptable number of fatalities/serious injuries on Clarksville’s transportation network is zero.

5. The most effective way to reduce speeding on streets is primarily changes to street design with manual enforcement as a secondary for the worst offenders.

6. Streets and roads are a liability, not an asset, because their long-term maintenance costs are a permanent promise with the lifecycle costs far exceeding the initial cost of construction/widening.

7. Streets are for low-speed access, roads are for high-speed distant mobility. The hybrid of these, stroads, are dangerous and achieve neither efficient access nor efficient mobility. Stroad examples: Wilma, Tiny Town

1. Allowing mixed-use and density increases within city limits, especially closer to downtown and commercial centers/corridors, helps reverse sprawl and protect the rural areas.

2. A variety of housing types allows people to grow and shrink their housing as family size changes.

3. Increasing housing supply in a supply-constrained housing market allows more Clarksvillians to buy homes.

4. Housing based on walkability and bikeability will have stronger communities than those that aren’t.

5. Residential accessibility to daily-needs met by light commercial and common destinations by walk or bike can have significantly less traffic impact on major roads.

6. No neighborhood can be exempt from change. No neighborhood should experience sudden, radical change.

7. Commercial follows rooftops (housing).

1. Land Use and Transportation are inextricably linked as two sides of the same coin. The success of mass transportation projects is interrelated to the density and walkability within the walkshed of stops.

2. Sprawl must be reversed to ensure prosperity for current and future generations of Clarksvillians.

3. Locating common destinations such as new schools at the extremities induces demand for sprawl and increases burden on the transportation system.

4. Allowing density increases within city limits, especially closer to commercial centers/corridors, helps protect rural areas outside city limits from urban sprawl.

5. Low-density residential is often unable to pay for the infrastructure supporting it.

6. Big box stores and Parking lots are one of the lowest value land uses.

7. Redevelopment does not need to be large. Encouraging many small opportunities can achieve good results.

8. Parking minimums disadvantage local small businesses and advantage out-of-town big businesses. Parking minimums are also a significant contributor to sprawl and increased distances between destinations.

1. Ridership/use is predominantly determined by the safety, dependability, accessibility, existing land use, and quality of the infrastructure/service. Conversely, transportation induces demand in land use and ridership. Done well, a positive feedback loop is created.

2. Transportation (of all kinds) creates value through economic business activity and increased land values, both of which cannot be captured at the revenue farebox.

3. Funding from other sources is not really subsidization; it is returning part of the value created that would not exist without the transportation. No form of transportation is unsubsidized, including automobiles.

4. Because of induced demand and space inefficiency of automobiles, the only fiscally sustainable way to solve traffic is with a variety of high-quality transportation options, including mass and active transportation both of which are space and cost efficient.

5. Widening roads induces residential demand farther out, eventually negating the benefits of widening the road.