planning 2 hw 6

7/21/2019 planning 2 hw 6

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Traditional Neighbourhood Development

Definitions:

• Traditional Neighbourhood Development (TND) is a planning concept that calls for

residential neighbourhoods to be designed in the format of small, early 20th centuryvillages and neighbourhoods. Those traditional formats were characteried by one!family and two!family homes on small lots, narrow front yards with front porches andgardens, detached garages in the bac"yard, wal" able #$ain %treet& commercial areas

with shops lining the sidewal", and public par"s, town greens, or village s'uares.

• Traditional Neighbourhood Development (TND) is a human scale, wal" able community

with moderate to high residential densities and a mied use core. ompared withconventional suburban developments, TNDs have a higher potential to increase modalsplit by encouraging and accommodating alternate transportation modes. TNDs alsohave a higher potential for capturing internal trips, thus reducing vehicle miles travelled.

* dense networ" of narrow streets with reduced curb radii is fundamental to TND designThis networ" serves to both slow and disperse vehicular traffic and provide a pedestrian friendlyatmosphere. %uch alternate guidelines are encouraged by ND+T when the overall design ensures

that non!vehicular travel is to be afforded every practical accommodation that does not adverselyaffect safety considerations. The overall function, comfort and safety of a multipurpose or #shared& street are moreimportant than its vehicular efficiency alone. TNDs have a high proportion of interconnected streets,sidewal"s and paths. %treets and rights of ways are shared between vehicles (moving and par"ed),bicycles and pedestrians. The dense networ" of TND streets functions in an interdependent manner,providing continuous routes that enhance non!vehicular travel. $ost TND streets are designed tominimie through traffic by the design of the street and the location of land uses. %treets are designedto only be as wide as needed to accommodate the usual vehicular mi for that street while providingade'uate access for moving vans, garbage truc"s, fire engines and school buses.

ompact, mied use, pedestrian!oriented development is the hallmar" ofTND, as with Transit +riented Development (T+D). ut TND placesmuch greater emphasis on the physical layout of the neighborhood andthe design of buildings and public spaces. The following tools areintended to help create an environment that is fully accommodating toand comfortable for pedestrians.

Compact Mixed-Use Development. $any of the tools used to promotecompact, mied!use development in a TND area are the same as thosethat would be applicable in the contet of T+D.

Minimum Residential Density. -or T+D, the minimum densities in astation area are partly determined by transit ridership considerations. nTND, the determination of density is more a 'uestion of communitycharacter. Typically, 'uarter acre single!family lots (resulting in about /units per acre) are the minimum necessary to create a reasonably wal"able area that loo"s and feels li"e a traditional neighborhood, asopposed to a subdivision. There is no upper limit on density for a TNDarea. owever, when densities start to eceed about 10 to 1 units pernet acre3, multi!family apartment buildings with internal corridors andelevators become necessary, and the area ta"es on a more urban



flavour. These density levels may or may not be appropriate, dependingon the goals established for the area4s character.

• Narrower Front Setbacks. n many conventional residential subdivisions, re'uired front

setbac"s are often /0 feet or more. $oreover, the garage is often located toward the front ofthe house, with the front door set even father bac" from the street. *long commercial streetsshopping centers are typically set bac" several hundred feet from the street, with largepar"ing lots in front. %uch patterns of development are primarily oriented to auto access and

preclude effective pedestrian access and circulation. 5lacing buildings closer to the sidewal"would help ma"e those streets more pedestrian!oriented.

• Residential Areas. *side from reducing the front setbac" re'uirement, narrower front yards

can be promoted by imposing maimum front setbac"s or built!to lines (which would re'uirethat the front fa6ade be placed a certain distance from the front property line). * built!to line isa more rigid re'uirement than the maimum setbac" approach, resulting in a different aestheticeffect, but either approach can be effective in promoting a more pedestrian!friendlyenvironment.

• Commercial Areas. *s for residential structures, commercial buildings can be re'uired to be

closer to the street by maimum setbac"s or built!to lines. 5ar"ing lots would then be locatedto the side of or the rear of buildings, and ideally, par"ing would be bro"en up into a series ofsmall lots, interspersed with landscaping and buildings. 7reater -ront %etbac"s for 7arages$any conventional subdivisions have streetscapes that are visually dominated by large two! orthree!car garages. n addition to creating a dull streetscape, such a design favours theautomobile. y placing the garage farther bac" from the street, the garage is visually andfunctionally diminished from a design perspective, and the pedestrian entrance is highlighted.+ne approach is to re'uire that the garage fa6ade be set bac" farther from the front propertyline than the fa6ade of the rest of the house. * more strict approach would be to re'uire or provide incentives for detached garages, which must be placed in the bac"yard.

• "In-Scale" uilding Design. 8cessively out!of!

scale or buildings can seem imposing anduninviting to pedestrians. 7enerally, pedestriansgravitate toward realms where buildings are orappear to be smaller in scale with somearchitectural variety and detailing. This is not tosay that large buildings cannot be built, but thatbuilding massing and facades should be in!scalewith their surroundings and inviting topedestrians. 9e'uired design standards orrecommended design guidelines can be used topromote more sensitive architectural design.

• !rientation of uildings to the Street ommercial streets with entrances off the

sidewal" and display windows that allow views into the stores tend to be popular withpedestrians. 9esidential streets where houses have front porches, prominent front doors, andsmaller or less prominently placed garages, are attractive for wal"ing. n commercial areas,

oning provisions could re'uire principal entrances to face the street, rather than the par"ing lot, anda minimum proportion of the ground!floor fa6ade could be re'uired to have windows. n residential



areas, main entrances can also be re'uired to face the front yard, and front porches can beencouraged by not counting them toward building or lot coverage limitations.

#al$ able Street %atterns. Dead!end cul!de!sacs and curvilinear streets, combined with low!density

development patterns, ma"e pedestrians undergo circuitous routes in order to reach theirdestinations. *s a result, people have a natural incentive to use their cars instead. %treet gridsgenerally allow better pedestrian circulation because they have more intersections and moreconnecting streets. %ubdivision regulations could be revised to re'uire a minimum number of

connecting streets to eisting roads and:or a limitation on the number of cul!de!sacs, or a similarregulation the encourages pedestrian!friendly street patterns. *nother option is for towns to adopt aroadway plan as part of the local municipal plan. *ccording to %tate law, subdivisions can then bere'uired to comply with the roadway plan.

• &illage-St'le Road(a' Design. n conventional subdivision standards, it is not uncommon

for new residential areas to have street widths of 0 to ;0 feet. This disproportionately widecart way (relative to the typical number on cars on local streets) tends to encourage speedingand generally ma"es the neighborhood less conducive to wal"ing or bi"ing. n addition, %tateroads are sub<ect to epansion as development and traffic levels increase, because of the%tate D+T4s emphasis on vehicular flow. n TND areas, roadway standards = throughsubdivision standards and %tate D+T policy = should promote narrower streets withsidewal"s, crosswal"s, traffic!calming measures, streetscape amenities, landscaping, and

other features necessary to slow down cars and encourage wal"ing.

• %edestrian Amenities. %treetscape design is also a critical factor in pedestrian circulation.

Through oning and subdivision re'uirements, streets in new residential and commerciaareas can be designed with sidewal"s, lighting, benches, and other amenities that areconducive to pedestrian activity. +n eisting commercial streets, such streetscapeimprovements can be implemented through a combined effort of the municipal governmentand local businesses.



• Design and )andscaping of %ar$ing )ots. >oning provisions can be used to regulate the

design of par"ing lots and landscaping. The location of par"ing lots behind or besidecommercial buildings can help ma"e sidewal"s more pedestrian! oriented. onsolidatingpar"ing lots and reducing curb cuts along the street frontage can reduce the potential forautomobile:pedestrian conflicts. n addition to such basic site planning, par"ing lotsthemselves should be designed in close coordination with landscaping, pedestrian wal"ways,and pedestrian amenities, such that large areas of asphalt are attractively bro"en up. 5ar"inglots can even be outfitted with electrical and water outlets, such that they can be easily

converted into plaas for special events, performances, and farmers mar"ets.

• %ublic %ar$s* To(n +reens* and &illage S,uares . 5ar"s and public spaces are critica

components of TND. n New 8ngland towns, there is a long history of coordinated town andpar" development. The #town green& = intended in early olonial times for a number of uses,including animal graing, public mar"ets, and public meetings = were eventually convertedinto public par"s and are still used for a variety of activities and events nowadays. %uch publicspaces are absolutely essential in TND areas, where houses have smaller private yards. naddition, such par"s and public spaces are attractive in the midst of the pedestrian!orientedshopping area, because they provide a place for resting, having a picnic lunch, or holdingevents that attract business to the nearby shops. They also provide visual #brea"s& in the built

environment.

e's to Success

• Identif' potential areas for TND. ontrary to some of the promotional literature, TND

need not be superimposed on all parts of a town. * town could benefit from having arange of different living and shopping environments that capture different segments ofthe real estate and retail mar"ets. ?hile compact housing in a TND setting may appeato seniors, singles, and young couples, low!density single!family homes should still beprovided elsewhere, as they tend to be the housing of choice for families with young

children. ?hile there are mar"et niches that are well!suited to a @$ain %treet@environment (anti'ues, restaurants, cultural activities), there is still a place for auto!oriented commercial development. n addition, the lac" of infrastructure (i.e., water orsewer) might ma"e compact TND!style development difficult or impossible. Thus, thefirst step must be to identify areas where TND might be appropriate.

• Develop a communit'-based vision and plan for TND areas * long!range planning

effort is necessary to determine the appropriate densities, housing types, commercialdevelopment, character, and amenities for the TND area, as well as how the TND isrelated to other parts of town. The plan should play close attention to circulation. Trafficflow and pedestrian:bi"e circulation should be balanced, and development should beclosely integrated with transit services (whether bus or rail). The planning effort shouldinvolve "ey sta"eholders (residents, business leaders, property owners, transit riderstransit officials, and so on) and should result in a detailed TND plan that is ultimatelyincorporated into the municipality4s comprehensive plan.

• .stablish or reinforce a "/ain Street" spine. 5edestrian oriented stores should be

clustered together along a @$ain %treet@ corridor that encourages cross!fertiliation ofcustomers between stores, restaurants, and other attractions. TND development caneither be clustered around an historic $ain %treet, or a new @$ain %treet@ setting can becreated, in the model of $ashpee ommons. *lthough auto!oriented and pedestrian!



oriented commercial areas can co!eist, they should be distinctly separated. *uto!oriented uses should not encroach into the pedestrian!oriented realm, lest trafficcongestion and speeding diminish the @$ain %treet@ environment.

• Concentrate public institutions on or near "/ain Street" $ain %treet is not only a

commercial area, but a civic center as well. To the etent that public institutions areprovided in the TND area = such as libraries, schools, museums, etc. = they shouldhave a $ain %treet address or should be located <ust off $ain %treet. This would helpreinforce the civic role and commercial strength of $ain %treet.

• Conduct a public education campaign. The concept of TND development, while

attractive to many people, still meets with resistance from developers, property ownersand residents. n addition to fears of urbaniation (traffic, noise, low!income populations)there is the fear that high!density development reduces the value of surroundingproperties. * public education campaign should #sell& TND based on its 'uality!of lifeadvantages, such as the presence of local services and facilities (i.e., corner stores,par"s, schools) within wal"ing distance of homes and a pedestrian!orientedenvironment that reduces automobile dependency. These features can increaseproperty values, provided that development is well designed. The visioning and planningprocess mentioned above provides an opportunity to engage in an education campaignand to ensure that TND fits into its surroundings.

D.SI+N +0ID.)IN.S



Relationship to NCD!T Standards A ?here TND specific design guidelines have been establishedthese shall super cede any related design standards contained in #%ubdivision 9oads $inimumonstruction %tandards,& as well as standards and guidelines for utilities, landscaping and similarconsiderations. n the absence of TND specific design guidelines, the eisting standards, criteria,guidelines or policies shall be applied.

Design Speed A Design speed should closely match the street type, vehicle use and the proposedspeed limit. The ma<ority of street types are #streets& and #lanes,& which provide direct access to

housing and which have a desired upper limit of actual vehicle speeds of approimately 20 mph.

Street t'pes and (idths A Dimensions provided in the graphic eamples are from curb face to curbface. The specific dimension of each street element is as followsB

Street T'pe )ane %ar$ing ic'cle1 +utter /edian +utter

Cane E E na 3E na%treet FE ;E na 2E na

*venue 33E ;E ;E 2E 3E$ain %treet 33E ;E ;E 2E 3E:na

oulevard 33E ;E ;E 2E 3E5ar"way 32E na na 2E:na 3E:na* bicycle lanes are optional if alternate routes to the same destination are provided

Designers must recognie the implications of shared street space and an interconnected streetnetwor". The most fre'uent and numerous users of TND street networ"s are motorists, bicyclists andpedestrians. Gse by oversied vehicles, such as delivery truc"s, moving vans, school buses and firetruc"s, is generally infre'uent, particularly on residential streets and lanes. * street should be nowider than the minimum width needed to accommodate the usual vehicular mi desired for that street.+n a properly designed TND street the occasional oversied vehicle may cross the centreline of astreet when ma"ing a right turn.

* properly designed street networ" should provide at least two routes of access to any property withinthe TND. * high level of accessibility is offered to emergency vehicles by an interconnected TNDnetwor". The framewor" of main streets and avenues should provide appropriate service area routingfor school buses and transit vehicles. Designers should coordinate with and involve all appropriateparties to ensure that oversied and emergency vehicles are accommodated while facilitating theneeds of the most fre'uent users.

Stopping Sight Distances ! $inimum stopping distances should conform to the design speed for theparticular street and the stopping distances re'uired for wet pavement conditions, as followsB

20 mph 32 feet2 mph 30 feet10 mph 200 feet

These sight distances should be provided by both vertical and horiontal alignment. ?here gradesvary from level conditions, stopping sight distances can be decreased for uphill grades and must beincreased for downhill grades.

&ertical Curve Design 2 H values for vertical curve design should be consistent with design speed.$aimum centreline grades should also be consistent with design standards.



Centreline Radii A The criteria for minimum centreline radius for design speeds of 2 mph and less(no super elevation) areB

20 mph F0 feet2 mph 3I feet

Curb Radii A -or design speeds of 20 mph the criteria for curb radius is 3 feet. %ome intersectionson avenues, main streets and boulevards may re'uire curb radius of up to 2 feet. ?ith larger curb

radii sidewal"s may be set bac" ; to 30 feet from curbs and on!street par"ing may be restricted 10feet bac" from the intersection on each street.

Intersection sight triangles A The minimum sight triangle for stop conditions at street intersectionsshall be I0 feet along the ma<or road right of way and 30 feet along the minor road right of way. Theintersection sight triangle shall be permanent right of way. This may be reduced for lower designspeeds on lanes and streets.

Curb construction. *ll curbed streets shall be built in accordance with ND+T re'uirements forvertical curb and gutter construction. *s noted under #%treet types and widths& above, most guttersare anticipated to be 2 feet in width. 7utters for lanes and street medians are anticipated to be 3 feet.

%avement Design - ?hen the developer proposes to construct alleys, the facility should meet locallyapproved design criteria. ?here alleys are to be unpaved, a minimum paved apron of at least 0 feetfrom edge of pavement shall be re'uired at the tie in with any paved facility. Canes, %treets,oulevards, and 5ar"ways shall meet the pavement design criteria established in the #%ubdivision9oads $inimum onstruction %tandards.&

Side(al$s and %edestrians A $inimum width for a sidewal" is feet. %idewal"s which directly abutcurbing shall be a minimum of ; feet. %idewal"s may need up to an additional 2 feet of width if theydirectly abut fences, walls and buildings. ?ithin commercial areas and places with high pedestrianvolumes, sidewal"s should be sied and surfaced appropriately for anticipated pedestrian traffic

volumes and to meet or eceed *D* guidelines.

ic'clists A +n lower volume streets bicyclists should be considered a normal part of the vehicle mion the street. +n higher volume streets bicyclists should be accommodated with ; feet wide bi"elanes, but separate routes for less eperienced bicyclists may be considered as well. 9outingbicyclists within and through TNDs may include signage and striping, including changing the colour ofthe entire bi"e lane, as appropriate.

Transit A TND design should be inherently compatible with transit. Transit should be addressedwherever it is present and should be appropriately planned where it may not yet eist. Transitservices are typically provided within core areas and along avenues, main streets and higher capacity

roads. Due to sie and interconnected street pattern, residents often do not need to wal" more than Jmile to the nearest transit stop.

!n-street %ar$ing 2 #nformal par"ing& refers to par"ing that is allowed along lanes and residentialstreets, but is not designated or mar"ed as par"ing areas. +n!street par"ing along ma<or streetsshould be signed, mar"ed or otherwise clearly designated.

%lanting Strips and Street Trees A 5lanting strips, located between the curb and sidewal" parallewith the street, shall be ; feet or more in width. are should be used to ensure that larger plantingstrips do not push pedestrian crossing areas bac" from intersections by re'uiring a larger curb radius.+n streets with design speeds of 20 mph or less, or on streets with on!street par"ing small street



trees may be planted within 1 feet of the bac" of curb and should generally be planted along thecentreline of the planting strip. ?ithin commercial areas and other sidewal"s with high pedestrianvolumes, grated tree wells may be used in lieu of planting strips. To maintain sight lines, trees andother ob<ects should be restricted from corners for distances of 10 feet on all sides. *long all plantingstrips the area between 2 feet and I feet above ground shall be maintained as a clear one topreserve sight lines and accommodate pedestrians.

0tilities A *ll utility installations within rights!of!way shall be consistent with ND+TEs current Gtility

5olicy. -or residential subdivision streets, herein defined as #lanes& and #streets,& and residentialcollector streets, herein defined as #avenues& and #main streets,& underground utilities may crossunder or run longitudinally under the pavement, provided future utility stub!outs are installed prior topaving. -or all other streets and highways, underground utilities may cross under but may not runlongitudinally under the pavement, ecept in unusual situations approved by the Division 8ngineer.

-or installations outside of rights!of!way, utilities (either above or underground) may be located inalleyways. f utilities are not to be placed in alleyways the developer should consider providing a foot (minimum) utility easement behind the sidewal".

)ighting A *s a general rule, more and shorter lights are preferred to fewer, taller, high!intensity

lights. The scale of lighting fitures and the illumination provided must be appropriate for bothpedestrian and vehicular movements.

Resolution of Conflicts A ?henever the reviewer, after due consideration of all relevant factorsdetermines that an irreconcilable conflict eists among vehicular and non!vehicular users of a TNDstreet space, that conflict should be resolved in favour of the non!vehicular users, unless the publicsafety will truly be <eopardied by the decision.

Technological Institute of the %hilippines3ue4on Cit'

Architecture 5 Drafting Technolog' Department

AR678A2 %)ANNIN+ 9ASSI+N/.NT ;



"T<. TRADITI!NA) N.I+<!R<!!D D.&.)!%/.NT"

Submitted b':Coronado* Nerinel /

AR67=A7

Submitted to:Arch )a(rence Dolores II

Instructor

Submitted on:>ul' 79* 9?76 @Tuesda'

Significance of the Stud':

*s defined in the research Traditional Neighborhood Development is a planning concept

that calls for residential neighborhoods to be designed in the format of small, early 20th century

villages and neighborhoods. The study tac"led all about neighborhoods being pedestrian friendly. t

can be through the planning of residential, commercial, and other types of buildings, and with

concern to different design parameters that will ma"e it pedestrian friendly. +ne eample is the

location of par"ing lots behind or beside commercial buildings rather than in front of it because it

can help ma"e sidewal"s more pedestrian! oriented and people will not have to wal" long li"e for

eample supermar"ets that have massive par"ing lots if front of it which ma"es pedestrians wal" avery long path and it does have sunshade which ma"es it very uncomfortable for the people who

have no vehicle. The study also covered the topic about sidewal"s and the idea of a @$ain %treet@. -irst

sidewal"s should be spacious enough for pedestrians and also accessible to 5?Ds it should meet

standards for the harmonious flow of circulation of the pedestrians. %adly some sidewal"s here in

the 5hilippines are poorly designed, and thin" that the sidewal" in 7 is <ust the one that is

really pedestrian!oriented. hope the government will also pay attention to the small things that are



also a necessity in our daily lives. The idea of @$ain %treet@ in this research is li"e the center or

focal point where commercial, civic and institutional buildings are located, it is said that it should be

near or on the $ain %treet altogether for the ease of access of the public mostly pedestrians. 8ven

though they are close or at the same street, the traffic:vehicle circulation and pedestrian circulation

should be balanced and not compromised.The Traditional Neighbourhood Development advocates or promotes narrower streets

with sidewal"s, crosswal"s, traffic!calming measures, streetscape amenities, landscaping, and

other features necessary to slow down cars and encourage wal"ing. Today we live in a polluted

world where the air is full of carbon dioide coming from vehicles, people don4t eat healthy and

don4t even eercise that much, that is why thin" it4s good to have narrower roads, it may have

disadvantages but it will also change the way people feel and also helping ourselves to live in a

world were pollution is lessen. hope when time comes, every city in the 5hilippines will be pedestrian!oriented and be

well planned for everyone4s accessibility and comfortability without having to compromise the

vehicular circulation. really wish one day that the different urban planning concept will be applied

to cities in our country by either foreign but much better if local architects:urban planners.

References:

• Grban planning for dummies by Kordan Lin

• 9+7 est 5ractices $anual• Traditional Neighborhood Development (TND) 7uidelines

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planning 2 hw 6