Oklahoma City, so far, has sought to preserve the image of the street grid — new east-west streets are expected to be numbered in accordance with their position on the grid — but hasn’t demanded greater traffic connectivity in new subdivisions. And they probably won’t, since neighborhoods fear additional traffic, especially if it’s above the speed limit and/or involves people who Don’t Live Here.

I heard recently about a family that has what sounds like an ideally quiet living situation — on a cul-de-sac, backing up to a park, in a well-regarded suburban school district. But their house has been burglarized and vandalized repeatedly. Neighboring homes have been hit as well. The park, open only to homeowners, makes it easy for idle youths to sneak unobserved into someone's backyard. They wouldn't be noticed from the street, as few cars or pedestrians would go past — it's not on the way to anywhere. (See Jane Jacobs' Death and Life of Great American Cities for more about the problem with parks that extend too far from the nearest traffic.)

The state has decided that all new subdivisions must have through streets linking them with neighboring subdivisions, schools and shopping areas. State officials say the new regulations will improve safety and accessibility and save money: No more single entrances and exits onto clogged secondary roads. Quicker responses by emergency vehicles. Lower road maintenance costs for governments.

On the other hand, nine of the 10 least walkable cities are inland. In most of them, largely unfettered expansion and low densities were possible from the get-go. Boston’s growth was restricted by the presence of the Atlantic Ocean, and San Francisco’s growth was restricted by the Pacific Ocean; Oklahoma City’s growth was restricted by, well, the Atlantic Ocean and the Pacific Ocean.