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 century
villages and neighbourhoods. Those traditional formats were characterized by onefamily and two-family homes on small lots, narrow front yards with front porches and
gardens, detached garages in the backyard, walk able Main Street commercial areas
with shops lining the sidewalk, and public parks, town greens, or village squares.

Traditional Neighbourhood Development (TND) is a human scale, walk able community

with moderate to high residential densities and a mixed use core. Compared with
conventional suburban developments, TNDs have a higher potential to increase modal
split by encouraging and accommodating alternate transportation modes. TNDs also
have a higher potential for capturing internal trips, thus reducing vehicle miles travelled.

A dense network of narrow streets with reduced curb radii is fundamental to TND design.
This network serves to both slow and disperse vehicular traffic and provide a pedestrian friendly
atmosphere. Such alternate guidelines are encouraged by NCDOT when the overall design ensures
that non-vehicular travel is to be afforded every practical accommodation that does not adversely
affect safety considerations.
The overall function, comfort and safety of a multipurpose or shared street are more
important than its vehicular efficiency alone. TNDs have a high proportion of interconnected streets,
sidewalks and paths. Streets and rights of ways are shared between vehicles (moving and parked),
bicycles and pedestrians. The dense network of TND streets functions in an interdependent manner,
providing continuous routes that enhance non-vehicular travel. Most TND streets are designed to
minimize through traffic by the design of the street and the location of land uses. Streets are designed
to only be as wide as needed to accommodate the usual vehicular mix for that street while providing
adequate access for moving vans, garbage trucks, fire engines and school buses.
Compact, mixed use, pedestrian-oriented development is the hallmark of
TND, as with Transit Oriented Development (TOD). But TND places
much greater emphasis on the physical layout of the neighborhood and
the design of buildings and public spaces. The following tools are
intended to help create an environment that is fully accommodating to
and comfortable for pedestrians.
Compact Mixed-Use Development. Many of the tools used to promote
compact, mixed-use development in a TND area are the same as those
that would be applicable in the context of TOD.
Minimum Residential Density. For TOD, the minimum densities in a
station area are partly determined by transit ridership considerations. In
TND, the determination of density is more a question of community
character. Typically, quarter acre single-family lots (resulting in about 4
units per acre) are the minimum necessary to create a reasonably walk
able area that looks and feels like a traditional neighborhood, as
opposed to a subdivision. There is no upper limit on density for a TND
area. However, when densities start to exceed about 30 to 35 units per
net acre1, multi-family apartment buildings with internal corridors and
elevators become necessary, and the area takes on a more urban

flavour. These density levels may or may not be appropriate, depending

on the goals established for the area's character.

Narrower Front Setbacks. In many conventional residential subdivisions, required front

setbacks are often 40 feet or more. Moreover, the garage is often located toward the front of
the house, with the front door set even father back from the street. Along commercial streets,
shopping centers are typically set back several hundred feet from the street, with large
parking lots in front. Such patterns of development are primarily oriented to auto access and
preclude effective pedestrian access and circulation. Placing buildings closer to the sidewalk
would help make those streets more pedestrian-oriented.

Residential Areas. Aside from reducing the front setback requirement, narrower front yards
can be promoted by imposing maximum front setbacks or built-to lines (which would require
that the front faade be placed a certain distance from the front property line). A built-to line is
a more rigid requirement than the maximum setback approach, resulting in a different aesthetic
effect, but either approach can be effective in promoting a more pedestrian-friendly
environment.

Commercial Areas. As for residential structures, commercial buildings can be required to be

closer to the street by maximum setbacks or built-to lines. Parking lots would then be located
to the side of or the rear of buildings, and ideally, parking would be broken up into a series of
small lots, interspersed with landscaping and buildings. Greater Front Setbacks for Garages.
Many conventional subdivisions have streetscapes that are visually dominated by large two- or
three-car garages. In addition to creating a dull streetscape, such a design favours the
automobile. By placing the garage farther back from the street, the garage is visually and
functionally diminished from a design perspective, and the pedestrian entrance is highlighted.
One approach is to require that the garage faade be set back farther from the front property
line than the faade of the rest of the house. A more strict approach would be to require or
provide incentives for detached garages, which must be placed in the backyard.

"In-Scale" Building Design. Excessively out-ofscale or buildings can seem imposing and
uninviting to pedestrians. Generally, pedestrians
gravitate toward realms where buildings are or
appear to be smaller in scale with some
architectural variety and detailing. This is not to
say that large buildings cannot be built, but that
building massing and facades should be in-scale
with their surroundings and inviting to
pedestrians. Required design standards or
recommended design guidelines can be used to
promote more sensitive architectural design.

Orientation of Buildings to the Street. Commercial streets with entrances off the
sidewalk and display windows that allow views into the stores tend to be popular with
pedestrians. Residential streets where houses have front porches, prominent front doors, and
smaller or less prominently placed garages, are attractive for walking. In commercial areas,
zoning provisions could require principal entrances to face the street, rather than the parking lot, and
a minimum proportion of the ground-floor faade could be required to have windows. In residential

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

Walk able Street Patterns. Dead-end cul-de-sacs and curvilinear streets, combined with low-density
development patterns, make pedestrians undergo circuitous routes in order to reach their
destinations. As a result, people have a natural incentive to use their cars instead. Street grids
generally allow better pedestrian circulation because they have more intersections and more
connecting streets. Subdivision regulations could be revised to require a minimum number of
connecting streets to existing roads and/or a limitation on the number of cul-de-sacs, or a similar
regulation the encourages pedestrian-friendly street patterns. Another option is for towns to adopt a
roadway plan as part of the local municipal plan. According to State law, subdivisions can then be
required to comply with the roadway plan.

Village-Style Roadway Design. In conventional subdivision standards, it is not uncommon

for new residential areas to have street widths of 50 to 60 feet. This disproportionately wide
cart way (relative to the typical number on cars on local streets) tends to encourage speeding
and generally makes the neighborhood less conducive to walking or biking. In addition, State
roads are subject to expansion as development and traffic levels increase, because of the
State DOT's emphasis on vehicular flow. In TND areas, roadway standards through
subdivision standards and State DOT policy should promote narrower streets with
sidewalks, crosswalks, traffic-calming measures, streetscape amenities, landscaping, and
other features necessary to slow down cars and encourage walking.

Pedestrian Amenities. Streetscape design is also a critical factor in pedestrian circulation.

Through zoning and subdivision requirements, streets in new residential and commercial
areas can be designed with sidewalks, lighting, benches, and other amenities that are
conducive to pedestrian activity. On existing commercial streets, such streetscape
improvements can be implemented through a combined effort of the municipal government
and local businesses.

Design and Landscaping of Parking Lots. Zoning provisions can be used to regulate the
design of parking lots and landscaping. The location of parking lots behind or beside
commercial buildings can help make sidewalks more pedestrian- oriented. Consolidating
parking lots and reducing curb cuts along the street frontage can reduce the potential for
automobile/pedestrian conflicts. In addition to such basic site planning, parking lots
themselves should be designed in close coordination with landscaping, pedestrian walkways,
and pedestrian amenities, such that large areas of asphalt are attractively broken up. Parking
lots can even be outfitted with electrical and water outlets, such that they can be easily
converted into plazas for special events, performances, and farmers markets.

Public Parks, Town Greens, and Village Squares. Parks and public spaces are critical
components of TND. In New England towns, there is a long history of coordinated town and
park development. The town green intended in early Colonial times for a number of uses,
including animal grazing, public markets, and public meetings were eventually converted
into public parks and are still used for a variety of activities and events nowadays. Such public
spaces are absolutely essential in TND areas, where houses have smaller private yards. In
addition, such parks and public spaces are attractive in the midst of the pedestrian-oriented
shopping area, because they provide a place for resting, having a picnic lunch, or holding
events that attract business to the nearby shops. They also provide visual breaks in the built
environment.
Keys to Success

Identify potential areas for TND. Contrary to some of the promotional literature, TND
need not be superimposed on all parts of a town. A town could benefit from having a
range of different living and shopping environments that capture different segments of
the real estate and retail markets. While compact housing in a TND setting may appeal
to seniors, singles, and young couples, low-density single-family homes should still be
provided elsewhere, as they tend to be the housing of choice for families with young
children. While there are market niches that are well-suited to a "Main Street"
environment (antiques, restaurants, cultural activities), there is still a place for autooriented commercial development. In addition, the lack of infrastructure (i.e., water or
sewer) might make compact TND-style development difficult or impossible. Thus, the
first step must be to identify areas where TND might be appropriate.

Develop a community-based vision and plan for TND areas. A long-range planning
effort is necessary to determine the appropriate densities, housing types, commercial
development, character, and amenities for the TND area, as well as how the TND is
related to other parts of town. The plan should play close attention to circulation. Traffic
flow and pedestrian/bike circulation should be balanced, and development should be
closely integrated with transit services (whether bus or rail). The planning effort should
involve key stakeholders (residents, business leaders, property owners, transit riders,
transit officials, and so on) and should result in a detailed TND plan that is ultimately
incorporated into the municipality's comprehensive plan.

Establish or reinforce a "Main Street" spine. Pedestrian oriented stores should be

clustered together along a "Main Street" corridor that encourages cross-fertilization of
customers between stores, restaurants, and other attractions. TND development can
either be clustered around an historic Main Street, or a new "Main Street" setting can be
created, in the model of Mashpee Commons. Although auto-oriented and pedestrian-

oriented commercial areas can co-exist, they should be distinctly separated. Autooriented uses should not encroach into the pedestrian-oriented realm, lest traffic
congestion and speeding diminish the "Main Street" environment.

Concentrate public institutions on or near "Main Street". Main Street is not only a
commercial area, but a civic center as well. To the extent that public institutions are
provided in the TND area such as libraries, schools, museums, etc. they should
have a Main Street address or should be located just off Main Street. This would help
reinforce the civic role and commercial strength of Main Street.

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

attractive to many people, still meets with resistance from developers, property owners,
and residents. In addition to fears of urbanization (traffic, noise, low-income populations)
there is the fear that high-density development reduces the value of surrounding
properties. A public education campaign should sell TND based on its quality-of life
advantages, such as the presence of local services and facilities (i.e., corner stores,
parks, schools) within walking distance of homes and a pedestrian-oriented
environment that reduces automobile dependency. These features can increase
property values, provided that development is well designed. The visioning and planning
process mentioned above provides an opportunity to engage in an education campaign
and to ensure that TND fits into its surroundings.

DESIGN GUIDELINES

Relationship to NCDOT Standards Where TND specific design guidelines have been established,
these shall super cede any related design standards contained in Subdivision Roads Minimum
Construction Standards, as well as standards and guidelines for utilities, landscaping and similar
considerations. In the absence of TND specific design guidelines, the existing standards, criteria,
guidelines or policies shall be applied.
Design Speed Design speed should closely match the street type, vehicle use and the proposed
speed limit. The majority 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 approximately 20 mph.
Street types and widths Dimensions provided in the graphic examples are from curb face to curb
face. The specific dimension of each street element is as follows:
Street Type

Lane

Parking

Bicycle*

Gutter

Median Gutter

Lane
8
8
na
1
Street
9
6
na
2
Avenue
11
6
6
2
Main Street
11
6
6
2
Boulevard
11
6
6
2
Parkway
12
na
na
2/na
* bicycle lanes are optional if alternate routes to the same destination are provided

na
na
1
1/na
1
1/na

Designers must recognize the implications of shared street space and an interconnected street
network. The most frequent and numerous users of TND street networks are motorists, bicyclists and
pedestrians. Use by oversized vehicles, such as delivery trucks, moving vans, school buses and fire
trucks, is generally infrequent, particularly on residential streets and lanes. A street should be no
wider than the minimum width needed to accommodate the usual vehicular mix desired for that street.
On a properly designed TND street the occasional oversized vehicle may cross the centreline of a
street when making a right turn.
A properly designed street network should provide at least two routes of access to any property within
the TND. A high level of accessibility is offered to emergency vehicles by an interconnected TND
network. The framework of main streets and avenues should provide appropriate service area routing
for school buses and transit vehicles. Designers should coordinate with and involve all appropriate
parties to ensure that oversized and emergency vehicles are accommodated while facilitating the
needs of the most frequent users.
Stopping Sight Distances - Minimum stopping distances should conform to the design speed for the
particular street and the stopping distances required for wet pavement conditions, as follows:
20 mph 125 feet
25 mph 150 feet
30 mph 200 feet
These sight distances should be provided by both vertical and horizontal alignment. Where grades
vary from level conditions, stopping sight distances can be decreased for uphill grades and must be
increased for downhill grades.
Vertical Curve Design K values for vertical curve design should be consistent with design speed.
Maximum centreline grades should also be consistent with design standards.

Centreline Radii The criteria for minimum centreline radius for design speeds of 25 mph and less
(no super elevation) are:
20 mph 90 feet
25 mph 175 feet
Curb Radii For design speeds of 20 mph the criteria for curb radius is 15 feet. Some intersections
on avenues, main streets and boulevards may require curb radius of up to 25 feet. With larger curb
radii sidewalks may be set back 6 to 10 feet from curbs and on-street parking may be restricted 30
feet back from the intersection on each street.
Intersection sight triangles The minimum sight triangle for stop conditions at street intersections
shall be 70 feet along the major road right of way and 10 feet along the minor road right of way. The
intersection sight triangle shall be permanent right of way. This may be reduced for lower design
speeds on lanes and streets.
Curb construction. All curbed streets shall be built in accordance with NCDOT requirements for
vertical curb and gutter construction. As noted under Street types and widths above, most gutters
are anticipated to be 2 feet in width. Gutters for lanes and street medians are anticipated to be 1 feet.
Pavement Design - When the developer proposes to construct alleys, the facility should meet locally
approved design criteria. Where alleys are to be unpaved, a minimum paved apron of at least 50 feet
from edge of pavement shall be required at the tie in with any paved facility. Lanes, Streets,
Boulevards, and Parkways shall meet the pavement design criteria established in the Subdivision
Roads Minimum Construction Standards.
Sidewalks and Pedestrians Minimum width for a sidewalk is 5 feet. Sidewalks which directly abut
curbing shall be a minimum of 6 feet. Sidewalks may need up to an additional 2 feet of width if they
directly abut fences, walls and buildings. Within commercial areas and places with high pedestrian
volumes, sidewalks should be sized and surfaced appropriately for anticipated pedestrian traffic
volumes and to meet or exceed ADA guidelines.
Bicyclists On lower volume streets bicyclists should be considered a normal part of the vehicle mix
on the street. On higher volume streets bicyclists should be accommodated with 6 feet wide bike
lanes, but separate routes for less experienced bicyclists may be considered as well. Routing
bicyclists within and through TNDs may include signage and striping, including changing the colour of
the entire bike lane, as appropriate.
Transit TND design should be inherently compatible with transit. Transit should be addressed
wherever it is present and should be appropriately planned where it may not yet exist. Transit
services are typically provided within core areas and along avenues, main streets and higher capacity
roads. Due to size and interconnected street pattern, residents often do not need to walk more than
mile to the nearest transit stop.
On-street Parking Informal parking refers to parking that is allowed along lanes and residential
streets, but is not designated or marked as parking areas. On-street parking along major streets
should be signed, marked or otherwise clearly designated.
Planting Strips and Street Trees Planting strips, located between the curb and sidewalk parallel
with the street, shall be 6 feet or more in width. Care should be used to ensure that larger planting
strips do not push pedestrian crossing areas back from intersections by requiring a larger curb radius.
On streets with design speeds of 20 mph or less, or on streets with on-street parking small street

trees may be planted within 3 feet of the back of curb and should generally be planted along the
centreline of the planting strip. Within commercial areas and other sidewalks with high pedestrian
volumes, grated tree wells may be used in lieu of planting strips. To maintain sight lines, trees and
other objects should be restricted from corners for distances of 30 feet on all sides. Along all planting
strips the area between 2 feet and 7 feet above ground shall be maintained as a clear zone to
preserve sight lines and accommodate pedestrians.
Utilities All utility installations within rights-of-way shall be consistent with NCDOTs current Utility
Policy. For residential subdivision streets, herein defined as lanes and streets, and residential
collector streets, herein defined as avenues and main streets, underground utilities may cross
under or run longitudinally under the pavement, provided future utility stub-outs are installed prior to
paving. For all other streets and highways, underground utilities may cross under but may not run
longitudinally under the pavement, except in unusual situations approved by the Division Engineer.
For installations outside of rights-of-way, utilities (either above or underground) may be located in
alleyways. If utilities are not to be placed in alleyways the developer should consider providing a 5
foot (minimum) utility easement behind the sidewalk.
Lighting As a general rule, more and shorter lights are preferred to fewer, taller, high-intensity
lights. The scale of lighting fixtures and the illumination provided must be appropriate for both
pedestrian and vehicular movements.
Resolution of Conflicts Whenever the reviewer, after due consideration of all relevant factors,
determines that an irreconcilable conflict exists among vehicular and non-vehicular users of a TND
street space, that conflict should be resolved in favour of the non-vehicular users, unless the public
safety will truly be jeopardized by the decision.

Technological Institute of the Philippines

Quezon City
Architecture & Drafting Technology Department

AR413A PLANNING 2
ASSIGNMENT #6

"THE TRADITIONAL NEIGHBORHOOD DEVELOPMENT"

Submitted by:
Coronado, Nerinel M.
AR41FA1
Submitted to:
Arch. Lawrence Dolores II
Instructor
Submitted on:
July 12, 2014 (Tuesday)

Significance of the Study:

As 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 tackled all about neighborhoods being pedestrian friendly. It
can be through the planning of residential, commercial, and other types of buildings, and with
concern to different design parameters that will make it pedestrian friendly. One example is the
location of parking lots behind or beside commercial buildings rather than in front of it because it
can help make sidewalks more pedestrian- oriented and people will not have to walk long like for
example supermarkets that have massive parking lots if front of it which makes pedestrians walk a
very long path and it does have sunshade which makes it very uncomfortable for the people who
have no vehicle.
The study also covered the topic about sidewalks and the idea of a "Main Street". First,
sidewalks should be spacious enough for pedestrians and also accessible to PWDs it should meet
standards for the harmonious flow of circulation of the pedestrians. Sadly some sidewalks here in
the Philippines are poorly designed, and I think that the sidewalk in BGC is just the one that is
really pedestrian-oriented. I hope the government will also pay attention to the small things that are

also a necessity in our daily lives. The idea of "Main Street" in this research is like the center or
focal point where commercial, civic and institutional buildings are located, it is said that it should be
near or on the Main Street altogether for the ease of access of the public mostly pedestrians. Even
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 sidewalks, crosswalks, traffic-calming measures, streetscape amenities, landscaping, and
other features necessary to slow down cars and encourage walking. Today we live in a polluted
world where the air is full of carbon dioxide coming from vehicles, people don't eat healthy and
don't even exercise that much, that is why I think it's 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.
I hope when time comes, every city in the Philippines will be pedestrian-oriented and be
well planned for everyone's accessibility and comfortability without having to compromise the
vehicular circulation. I 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:

Urban planning for dummies by Jordan Yin

CRCOG Best Practices Manual
Traditional Neighborhood Development (TND) Guidelines