(中英文對照版)雅典憲章

1、雅典憲章I. 城市基本建設(shè)1.城市都構(gòu)成一個地理的，經(jīng)濟的，社會的，文化的和政治的區(qū)域單位的一部分，城市 即依賴這些單位而發(fā)展。2. 人類的心里和生理與經(jīng)濟、 社會和政治價值同等重要， 上升為個人與社會關(guān)系的問題。生命與個人、社會這兩個對立因素同等重要。3. 心理和生理常數(shù)受環(huán)境影響：地理和地貌狀況以及經(jīng)濟和政治局勢。地理和地貌情況 是最重要的，包括自然資源，土地和水，植物，土壤，氣候等。4. 接下來是經(jīng)濟狀況，與外界溝通的手段包括本地區(qū)的自然資源或人造資源。5. 第三是政治局勢以及政府和管理制度。6. 自有歷史以來，城市的特征，均因特殊的需要而定：如軍事性的防御，科學(xué)的發(fā)明， 行政制度生產(chǎn)和

2、交通方法（公路，水路，鐵路，航空）的不斷發(fā)展。7. 影響城市發(fā)展的基本因素是經(jīng)常在演變的。8. 現(xiàn)代城市的混亂是機械時代無計劃和無秩序的發(fā)展造成的，改變了人的習(xí)慣，居住地 點和工作類型，機械運輸?shù)陌l(fā)展，造成城市的混亂。II. 城市四大功能A. 居?。?. 歷史上，城市中心區(qū)的人口密度太大，甚至有些地區(qū)每公頃的居民超過一千人。英畝 400-600 人） 。10. 在過度擁擠的地區(qū)中，生活環(huán)境是非常不衛(wèi)生的。這是因為在這種地區(qū)中，地皮被 過度的使用，缺乏空曠地，而建筑物本身也正在一種不衛(wèi)生和敗壞的情況中。這種情況，因 為這些地區(qū)中的居民收入太少，故更加嚴重。11. 因為市區(qū)不斷擴展，圍繞住宅區(qū)的

3、空曠地帶亦被破壞了，這樣就剝削了許多居民享 受鄰近鄉(xiāng)野的幸福。12. 集體住宅和單幢住宅常常建造在最惡劣的地區(qū)，無論就住宅的功能講，或是就住宅 所必需的環(huán)境衛(wèi)生講，這些地區(qū)都是不適宜于居住的13. 比較人煙稠密的地區(qū)，往往是最不適宜于居住的地點，如朝北的山坡上，低洼、潮 濕、多霧、易遭水災(zāi)的地方或過于鄰近工業(yè)區(qū)易被煤煙、聲響振動所侵擾的地方。14. 人口稀疏的地區(qū)，卻常常在最優(yōu)越的地區(qū)發(fā)展起來，特享各種優(yōu)點：氣候好，地勢 好，交通便利而且不受工廠的侵擾。15. 這種分區(qū)不合理的住宅配型，至今仍然為城市建筑法規(guī)所許可。16. 在交通頻繁的街道上及路口附近的房屋，因為容易遭受灰塵噪音和臭味的侵擾，

4、已 不宜作為居住房屋之用。17. 在住宅區(qū)的街道上對于那些面對面沿街的房屋，我們通常都未考慮到它們獲得陽光 的種種不同情形。18. 社會公共服務(wù)用房被隨意設(shè)置。19. 學(xué)校，經(jīng)常設(shè)于繁忙的交通干道上，遠離所服務(wù)的住宅區(qū)。20. 郊區(qū)發(fā)展沒有計劃，沒有良好地組織與城市的聯(lián)系。21. 現(xiàn)在，將郊區(qū)納入城市管轄范圍的嘗試都顯得太晚了。22. 目前，向郊區(qū)收取公路基礎(chǔ)稅金很困難。建議23. 住宅區(qū)應(yīng)該占用最好的地區(qū)，我們不但要仔細考慮這些地區(qū)的氣候和地形的條件， 而且必須考慮這些住宅區(qū)應(yīng)該接近一些空曠地，以便將來可以作為文娛及健身運動之用。24. 居住區(qū)的選擇應(yīng)考慮健康的因素25. 在每一個住宅區(qū)中，

5、須根據(jù)影響每個地區(qū)生活情況的因素，訂定各種不同的人口密 度。26. 每個居住單元最少擁有一小時日照。27. 為了居民的健康，應(yīng)嚴禁沿著交通要道建造居住房屋28. 在人口密度較高的地區(qū)，我們應(yīng)利用現(xiàn)代建筑技術(shù)建造距離較遠的高層集體住宅29. 高層住宅間留出必需的空地。游憩30. 在今日城市中普遍地缺乏空地面積。31. 空地面積位置不適中，以致多數(shù)居民因距離遠，難得利用。32. 因為大多數(shù)的空地都在偏僻的市外圍或近郊地區(qū)，所以無益于住在不合衛(wèi)生的市中 心區(qū)的居民。33. 通常那些少數(shù)的游戲場和運動場所占的地址，多是將來注定了要建造房屋的。這說 明了這些公共空地時常變動的原因。34. 周末去空地休閑

6、的行為變得困難。建議35. 所有住宅區(qū)域應(yīng)提供足夠的休憩用地，以滿足兒童，青少年和成人娛樂和體育運動需要。36. 在人口稠密的地區(qū)，將敗壞的建筑物加以清除，改進一般的環(huán)境衛(wèi)生，并將這些清 除后的地區(qū)改作游憩用地，廣植樹木花草。37. 新建住宅區(qū)，應(yīng)該預(yù)先留出空地作為建筑公園運動場及兒童游戲場之用。在兒童公 園或兒童游戲場附近的空地上設(shè)立托兒所、幼兒園或初級小學(xué)。38. 它應(yīng)該是可能的花費在方便和有利的地方周末空閑時間39. 公園適當(dāng)?shù)牡攸c應(yīng)留作公共設(shè)施之用，設(shè)立音樂臺、小圖書館、小博物館及公共會 堂等，以提倡正當(dāng)?shù)募w文娛活動。40. 在城市附近的河流、海灘、森林、湖泊等自然風(fēng)景幽美之區(qū)，我們

7、應(yīng)盡量利用它們 作為廣大群眾假日游憩之用。工作41. 工作地點（如工廠、商業(yè)中心和政府機關(guān)等）不再合理分布在城市綜合體42. 工作地點與居住地點的連接不合理，這樣使兩者之間浪費的時間過長。43. 在上下班時間中，車輛過分擁擠，即起因于交通路線缺乏有秩序的組織。44. 由于在城市規(guī)劃方案缺乏遠見的情況下，地價高昂，賦稅增加，交通擁擠及城市無 管制而迅速的發(fā)展，工業(yè)常被迫遷往市外。45. 辦公樓都集中在市中心商業(yè)區(qū)，其中作為城市最優(yōu)越的部分，提供通信系統(tǒng)最完整 的服務(wù)，只能在巨款購置和拆毀周圍的建筑物的情形下，方能擴展。46. 工作地點與居住地點之間的距離，應(yīng)該在最少時間內(nèi)可以到達。47. 工業(yè)區(qū)

8、與居住區(qū)（同樣和別的地區(qū)）應(yīng)以綠色地帶或緩沖地帶來隔離。48. 重要的工業(yè)地帶應(yīng)接近鐵路線、港口、通航的河道和主要的運輸線。49. 與日常生活有密切關(guān)系而且不引起擾亂危險和不便的小型工業(yè)，應(yīng)留在市區(qū)中為住 宅區(qū)服務(wù)。50. 公共和私人商業(yè)區(qū)應(yīng)有專人管理，應(yīng)保證城市中住宅區(qū)與工業(yè)區(qū)有著良好的聯(lián)系。交通都是為徒步與行駛馬車而設(shè)計的；51. 今日城市中和郊外的街道系統(tǒng)多為舊時代的遺產(chǎn)， 現(xiàn)在雖然不斷的加以修改，但仍不能適合現(xiàn)代交通工具（如汽車電車等）和交通量的需要。都是為徒步與行駛馬車而設(shè)計的；52. 今日城市中和郊外的街道系統(tǒng)多為舊時代的遺產(chǎn)，53. 現(xiàn)在雖然不斷的加以修改，但仍不能適合現(xiàn)代交通工

9、具（如汽車電車等）和交通量 的需要。54. 交叉路口過多55. 城市中街道寬度不夠，引起交通擁擠。56. 目前顯然不合理的街道布局缺乏效率和靈活性，分化和秩序，使得今日新的交通工 具（汽車電豐等）不能發(fā)揮他們的效能。57. 一個主要追求特殊紀(jì)念意義的城市設(shè)計，往往會使得交通情況變得更為復(fù)雜。58. 鐵路線往往成為城市發(fā)展的阻礙，它們圍繞某些地區(qū)，使得這些地區(qū)與城市別的部 分隔開了，雖然它們之間本來是應(yīng)該有便捷與直接的交通聯(lián)系的。建議59. 我們實在需要一個新的街道系統(tǒng)，以適應(yīng)現(xiàn)代交通工具的需要。同時為得準(zhǔn)備這新 的街道系統(tǒng)，需要一種正確的調(diào)查與統(tǒng)計資料，以確定街道合理的寬度。60. 街道上的行

10、車速率，須根據(jù)其街道的特殊功用，以及該街道上行駛車輛的種類而決 定。61. 行車速率亦為道路分類的因素，以決定為快行車輛行駛之用或為慢行車輛之用，同 時并將這種交通大道與支路加以區(qū)別。62. 人行道與車行道應(yīng)該分開設(shè)置。63. 道路應(yīng)根據(jù)其功能區(qū)別：住宅街道，海濱長廊，通過公路，主要公路等64. 各種建筑物，尤其是住宅建筑應(yīng)以綠色地帶與行車干路隔離。有歷史價值的建筑和地區(qū)65. 有歷史價值的古建筑均應(yīng)妥為保存，不可加以破壞。66. 真能代表某一時期的建筑物，可引起普遍興趣，可以教育人民者。67. 但是保護文物不代表人們必須保持低水平的生活。68. 在所有可能條件下，將所有干路避免穿行古建筑區(qū)，

11、并使交通不增加擁擠，亦不使 妨礙城市有轉(zhuǎn)機的新發(fā)展。69. 在古建筑附近的貧民窟，如作有計劃的清除后，即可改善附近住宅區(qū)的生活環(huán)境， 并保護該地區(qū)居民的健康。70. 以美觀為借口將歷史建筑風(fēng)格應(yīng)用在新建筑上，會造成災(zāi)難性的后果，繼承或引進 這種風(fēng)氣，將不被允許?？偨Y(jié)71. 我們可以將前面各章關(guān)于城市四大活動之各種分析總結(jié)起來說：現(xiàn)在大多數(shù)城市中 的生活情況，未能適合其中廣大居民在生理上及心理上最基本的需要。72. 自機器時代開始以來，這種生活情況是各種私人利益不斷滋長的的一個表現(xiàn)。城市 的滋長擴大，是使用機器逐漸增多所促成 -一個從工匠的手工業(yè)改成大規(guī)模的機器工業(yè)的變 化。73. 雖然城市是經(jīng)

12、常的在變化，但我們可以說普遍的事實是：這些變化是沒有加以預(yù)料的，因為缺乏管制和未能應(yīng)用現(xiàn)代城市計劃所認可的原則，所以城市的發(fā)展遭受到極大的損害。74. 一方面是必須擔(dān)任的大規(guī)模重建城市的迫切工作，一方面卻是市地的過度的分割。這兩者代表了兩種矛盾的現(xiàn)實。75. 城市范圍內(nèi)的一切因素都應(yīng)考慮人口的規(guī)模。76. 城市規(guī)劃的關(guān)鍵點是城市四大功能：居住、工作、休憩、交通。77. 將各種預(yù)計作為居住、工作、游息的不同地區(qū)，在位置和面積方面，作一個平衡的 布置， 同時建立一個聯(lián)系三者的交通網(wǎng)。 訂立各種計劃， 使各區(qū)依照它們的需要和有機律而 發(fā)展。78. 建立居住、工作和游息各地區(qū)間的關(guān)系，務(wù)使在這些地區(qū)間

13、的日?；顒涌梢宰罱?jīng)濟 的時間完成。在建立城市中不同活動空間的關(guān)系時，切不可忘記居住是為首的要素。,阻礙交流 ,危害健康79. 機械化的運輸速度破壞了城市環(huán)境，造成將長期存在的危險80. 市區(qū)和郊區(qū)流通的原則，必須修改。一個可接受的速度必須建立分類。一個類型區(qū) 劃改革必須建立能夠帶來成一個和諧的關(guān)系， 城市的主要功能和發(fā)展它們之間的連接。 這些 連接可以發(fā)展成為一個理性的主要公路網(wǎng)絡(luò)。81. 城市規(guī)劃的三個層面為基礎(chǔ)的科學(xué)，而不是兩班倒。這引入了元素的高度釋放提供 了現(xiàn)代的交通和空間作康樂用途的可能性- 城市區(qū)域82. 檢查的城市應(yīng)該是在其區(qū)域范圍內(nèi)的影響力。一個經(jīng)濟單位的總計劃 必須替換一個簡

14、單的城市總體規(guī)劃83. 城市應(yīng)該能夠成長為一個和諧運作，其所有不同的部分城市統(tǒng)一按預(yù)定的開放空間 及連接手段，而是一種平衡狀態(tài)，應(yīng)該存在于它的每一個發(fā)展階段。84. 這是迫切需要每一個城市的規(guī)劃方案編制說明哪些法律將需要使計劃的實現(xiàn)。85. 規(guī)劃方案的基礎(chǔ)必須是由專家進行了嚴格的分析研究。它必須預(yù)見到在時間和空間 發(fā)展的階段。它必須協(xié)調(diào)該網(wǎng)站的自然資源， 其地形的優(yōu)勢， 它的經(jīng)濟資產(chǎn)，其社會需要和 其精神的愿望。86. 從事城市規(guī)劃的建筑師應(yīng)確定與人性化的規(guī)定的。87. 對所有的城市規(guī)劃的出發(fā)點應(yīng)該是單一住宅或單元格，并將其納入適當(dāng)?shù)拇笮∴徖?單位分組。88. 隨著這些居委會為依托單位，城市綜

15、合體可以設(shè)計成帶出住宅之間的關(guān)系，工作場 所和地方用于娛樂。89. 現(xiàn)代科技的全部資源都需要進行這項艱巨的任務(wù)。這意味著獲取豐富的專家合作， 用科學(xué)創(chuàng)新團的建筑藝術(shù)。90. 這些事態(tài)發(fā)展的進展情況將極大地影響了政治，社會和經(jīng)濟因素91. 不僅如此，它還是建筑體系結(jié)構(gòu)問題中最終的解決手段92. 該城市的緊急整治任務(wù)的艱巨，以及城市土地所有制過度細分提出了兩個對立的現(xiàn) 實。93.這種尖銳的矛盾造成了我們這個時代最嚴重的問題之一：迫切需要規(guī)范和法律上的它的基平等的基礎(chǔ)上， 土地配置，以滿足社會和個人的基本需求。 這個尖銳的矛盾，在我們這個時 代造成了一個最為嚴重的問題： 這個問題是使我們急切需要建立

16、一個土地改革制度， 本目的不但要滿足個人的需要，而且要滿足廣大人民的需要。94.私人利益要服從社會的利益Charter of Athens (1933)I. THE CITY IN ITS REGIONAL SETTING 1. The city is only a part of the economic, social and political entity which constitutes the region.2. Economic, social and political values are juxtaposed with the psychological and phys

17、iological attributes of the human being, raising problems of the relations between the individual and the community. Life can only expand to the extent that accord is reached between these two opposing forces: the individual and the community.3. Psychological and biological constants are influenced

18、by the environment: its geographic and topographic situation as well as its economic and political situation. The geographic and topographic situation is of prime importance, and includes natural elements, land and water, flora, soil, climate, etc.4. Next comes the economic situation, including the

19、resources of the region and natural or manmade means of communication with the outside world.5. Thirdly comes the political situation and the system of government and administration.6. Special circumstances have, throughout history, determined the character of individual cities: military defense, sc

20、ientific discoveries, different administrations, the progressive development of communications and methods of transportation (road, water, rail, air).7. The factors which govern the development of cities are thus subject to continual change.8. The advent of the machine age has caused immense disturb

21、ances to man's habits, place of dwelling and type of work; an uncontrolled concentration in cities, caused by mechanical transportation, has resulted in brutal and universal changes without precendent sic in history.Chaos has entered into the cities.II. THE FOUR FUNCTIONS OF THE CITYA. Dwelling9

22、. The population density is too great in the historic, central districts of cities as well as in some nineteenth century areas of expansion: densities rise to 1000 and even 1500 inhabitants per hectare (approximately 400 to 600 per acre).10. In the congested urban areas housing conditions are unheal

23、thy due to insufficient space within the dwelling, absence of useable green spaces and neglected maintenance of the buildings (exploitation based on speculation). This situation is aggravated by the presence of a population with a very low standard of living, incapable of initiating ameliorations (m

24、ortality up to 20 per cent).11. Extensions of the city devour, bit by bit, its surrounding green areas; one can discern the successive rings of development. This ever greater separation from natural elements heightens the harmful effects of bad sanitary conditions.12. Dwellings are scattered through

25、out the city without consideration of sanitary requirements.13. The most densely populated districts are in the least favorable situations (on unfavorable slopes, invaded by fog or industrial emanations, subject to flooding, etc.)14. Low in density developments (middle income dwellings) occupy the a

26、dvantageous sites, sheltered from unfavorable winds, with secure views opening onto an agreeable countryside, lake, sea, or mountains, etc. and with ample air and sunlight.15. This segregation of dwellings is sanctioned by custom, and by a system of local authority regulations considered quite justi

27、fiable: zoning.16. Buildings constructed alongside major routes and around crossroads are unsuitable for dwellings because of noise, dust and noxious gases.17. The traditional alignment of houses along the sides of roads means that good exposure to sunlight is only possible for a minimum number of d

28、wellings.18. The distribution of community services related to housing is arbitrary.19. Schools, in particular, are frequently sited on busy traffic routes and too far from the houses they serve.20. Suburbs have developed without plans and without well organized links with the city.21. Attempts have

29、 been made too late to incorporate suburbs within the administrative unit of the city.22. Suburbs are often merely an agglomeration of hutments where it is difficult to collect funds for the necessary roads and services.IT IS RECOMMENDED23. Residential areas should occupy the best places in the city

30、 from the point of view of typography, climate, sunlight and availability of green space.24. The selection of residential zones should be determined on grounds of health.25. Reasonable densities should be imposed related both to the type of housing and to the conditions of the site.26. A minimum num

31、ber of hours of sunlight should be required for each dwelling unit.27. The alignment of housing along main traffic routes should be forbidden sic28. Full use should be made of modern building techniques in constructing highrise apartments.29. Highrise apartments placed at wide distances apart libera

32、te ground for large open spaces.Recreation30. Open spaces are generally insufficient.31. When there is sufficient open space it is often badly distributed and, therefore not readily usable by most of the population.32. Outlying open spaces cannot ameliorate areas of downtown congestion.33. The few s

33、ports fields, for reasons of accessibility, usually occupy sites earmarked for future development for housing or industry: which makes for a precarious existance sic and their frequent displacement.34. Land that could be used for week-end leisure is often very difficult of access sic.IT IS RECOMMEND

34、ED35. All residential areas should be provided with sufficient open space to meet reasonable needs for recreation and active sports for children, adolescents and adults.36. Unsanitary slums should be demolished and replaced by open space. This would ameliorate the surrounding areas.37. The new open

35、spaces should be used for well-defined purposes: children's playgrounds, schools, youth clubs and other community buildings closely related to housing.38. It should be possible to spend week-end free time in accessible and favorable places.39. These should be laid out as public parks, forests, s

36、ports grounds, stadiums, beaches, etc.40. Full advantages should be taken of existing natural features: rivers, forests, hills, mountains, valleys, lakes, sea, etc.C. Work41. Places of work are no longer rationally distributed within the urban complex. This comprises industry, workshops, offices, go

37、vernment and commerce.42. Connections between dwelling and place of work are no longer reasonable: they impose excessively long journeys to work.43. The time spent in journeying to work has reached a critical situation.44. In the absence of planning programs, the uncontrolled growth of cities, lack

38、of foresight, land speculation, etc. have caused industry to settle haphazardly, following no rule.45. Office buildings are concentrated in the downtown business district which, as the most privileged part of the city, served by the most complete system of communications, readily falls prey to specu

39、lation. Since offices are private concerns effective planning for their best development is difficult.46. Distances between work places and dwelling places should be reduced to a minimum.47. Industrial sectors should be separated from residential sectors by an area of green open space.48. Industrial

40、 zones should be contiguous with railroads, canals and highways.49. Workshops, which are intimately related to urban life, and indeed derive from it, should occupy well designed sic areas in the interior of the city.50. Business districts devoted to administration both public and private, should be

41、assured of good communications with residential areas as well as with industries and workshops within the city and upon its fringes.D. Transportation51. The existing network of urban communications has arisen from an agglomeration of the aidssic roads of major traffic routes. In Europe these major r

42、outes date back well into the middle ages sic, sometimes even into antiquity.52. Devised for the use of pedestrians and horse drawn vehicles, they are inadequate for today's mechanized transportation.53. These inappropriate street dimensions prevent the effective use of mechanized vehicles at sp

43、eeds corresponding to urban pressure.54. Distances between crossroads are too infrequent.55. Street widths are insufficient. Their widening is difficult and often ineffectual.56. Faced by the needs of high speed sic vehicles, present the apparently irrational street pattern lacks efficiency and flex

44、ibility, differentiation and order sic.57. Relics of a former pompous magnificence designed for special monumental effects often complicate traffic circulation.58. In many cases the railroad system presents a serious obstacle to well planned urban development. It barricades off certain residential d

45、istricts, depriving them from easy contact with the most vital elements of the city.IT IS RECOMMENDED THA T59. Traffic analyses be made, based on accurate statistics, to show the general pattern of circulation in the city and its region, and reveal the location of heavily travelled sic routes and th

46、e types of their traffic.60. Transportation routes should be classified according to their nature, and be designed to meet the rrquirements sic and speeds of specific types of vehicles.61. Heavily used traffic junctions should be designed for continuous passage of vehicles, using different levels.62

47、. Pedestrian routes and automobile routes should follow separate paths.63. Roads should be differentiated according to their functions: residential streets, promenades, through roads, major highways, etc.64. In principle, heavy traffic routes should be insulated by green belts.E. Legacy of History65

48、. Fine architecture, whether individual buildings or groups of buildings, should be protected from demolition.66. The grounds for the preservation of buildings should be that they express an earlier culture and that their retention is in the public interest.67. But their preservation should no sic e

49、ntail that people are obliged to live in unsalubrius sic conditions.68. If their present location obstructs development, radical measures may be called for, such as altering major circulation routes or even shifting existing central districts - something usually considered impossible.69. The demolit

50、ion of slums surrounding historic monuments provides an opportunity to create new open spaces.70. The re-use of past styles of building for new structures in historic areas under the pretext of asthetics has disastrous consequences. The continuance or the introduction of such habits in any form shou

51、ld not be tolerated.III. CONCLUSIONS71. Most of the cities studied present an image of chaos. They do not correspond in any way to their ultimate purpose: to satisfy the basic biological and physiological needs of their inhabitants.72. The irresponsibility of private enterprise has resulted in a dis

52、astrous rupture of the equilibrium between strong economic forces on one side and, on the other, weak administrative controls and powerless social interests.73. Although cities are constantly changing, their development proceeds without order or control and with no attempt to apply contemporary town

53、 planning principles, such as have been specified in professionally qualified circles.74. The city should assure both individual liberty and the benefits of collective action on both the spiritual and material planes.75. The dimensions of everything wi thin sic the urban domain should relate to the

54、human scale.76. The four keys to urban planning are the four functions of the city: dwelling, work, recreation (use of leisure time), transportation.77. The city plan sould sic determine the internal structure and the interrelated positions in the city of each sector of the four key functions.78. Th

55、e plan should ensure that the daily cycle of activities between the dwelling, workplace and recreation (recuperation) can occur with the utmost economy of time. The dwelling should be considered as the prime center of all urban planning, to which all other functions are attached.79. The speeds of me

56、chanized transportation have disrupted the urban setting, presenting an ever-present danger, obstructing or paralyzing communications and endangering health.80. The principle of urban and suburban circulation must be revised. A classification of acceptable speeds must be established. A reformed type

57、 of zoning must be set up that can bring the key functions of the city into a harmonious relationship and develop connections between them. These connections can then be developed into a rational network of major highways.81. Town planning is a science based on three dimensions, not on two. This int

58、roduces the element of height which offers the possibility of freeing spaces for modern traffic circulation and for recreational purposes.82. The city should be examined in the context of its region of influence. A plan for the total economic unit - the city-region - must replace the simple master plan of a city.83. The city should be able to grow harmoniously as a fun