TRADITIONAL NEIGHBORHOOD DEVELOPMENTSECTION 1INFRASTRUCTURE DESIGN GUIDELINESNo portion <strong>of</strong> these Guidelines is intended to authorize, regulate or prescribe landuses or to supercede the Unified Development Ordinance. These criteria providea tool to the Public Works Department for reviewing Traditional NeighborhoodDevelopments that fall within the definition and intent <strong>of</strong> these GuidelinesTND DEFINED: A Traditional Neighborhood Development (TND) is a humanscale, walkable community with moderate to high residential densities and amixed use core. TND’s provide a variety <strong>of</strong> housing types, shopping, services,public facilities and work places in close proximity to each other to promote anintegrated community.A dense network <strong>of</strong> streets is fundamental to TND design. This network serves toboth slow and disperse vehicular traffic and provide a pedestrian friendlyatmosphere. TNDs have a high proportion <strong>of</strong> interconnected streets, sidewalksand paths. Streets and rights-<strong>of</strong> ways are shared between vehicles (moving andparked), bicycles and pedestrians.The dense network <strong>of</strong> TND streets functions in an interdependent manner,providing continuous routes that enhance non-vehicular travel. Most TND streetsare designed to minimize through traffic by the design <strong>of</strong> the street and thelocation <strong>of</strong> land uses.INTENT: That the development encourage walking and biking, enhance transitservice opportunities, and improve traffic safety by promoting low speed,cautious driving while fully accommodating the needs <strong>of</strong> pedestrians, bicyclistsand on street parking. A properly designed TND should have the potential toreduce the number <strong>of</strong> external vehicle trips, and thus vehicle miles traveled, by15% or more through provision <strong>of</strong> commercial, recreational and other residentorienteddestinations within a walkable community. Traffic impacts, both on-siteand <strong>of</strong>f-site, should be minimized. Public utilities should be placed in alleys whenpossible and to reduce the number <strong>of</strong> public utilities obstructing the public areasand walkways.
SECTION 2DESIGN GUIDELINES.Relationship to the <strong>Town</strong> <strong>Design</strong> and <strong>Construction</strong> <strong>Specifications</strong>– Once adevelopment, or portion there<strong>of</strong>, has been approved as a TND these designguidelines shall supercede any related design standards contained in otherSections <strong>of</strong> this manual. The TND design guidelines are intended to providegeneral information to the designing engineer, however, the design andconstruction standards, detail drawings, permits, policies, submittal andinspection procedures, etc. contained in this manual shall apply unlessspecifically superceded by guidelines set forth in the TND design guidelinessection. If a development or a portion there<strong>of</strong> has not been approved as a TND,this section will not apply.Property Owner Covenants - The property owners covenants for any TND shallbe submitted to the Public Works Department and Planning Office at a minimumthree (3) weeks prior to recording the final plat for review and approval.<strong>Design</strong> Speed – <strong>Design</strong> speed should closely match the street type, vehicle useand the proposed speed limit. The majority <strong>of</strong> street types are “streets” and“alleys,” which provide direct access to housing and which have a desired upperlimit <strong>of</strong> actual vehicle speeds <strong>of</strong> approximately 25 mph.Street types and widths – <strong>Design</strong>ers must recognize the implications <strong>of</strong> sharedstreet space and an interconnected street network. A properly designed streetnetwork should provide at least two routes <strong>of</strong> access to any property within theTND. A high level <strong>of</strong> accessibility is <strong>of</strong>fered to emergency vehicles by aninterconnected TND network. The framework <strong>of</strong> streets should provideappropriate service area routing for school buses, garbage trucks, emergencyand transit vehicles. <strong>Design</strong>ers should coordinate with and involve all appropriateparties to ensure that oversized and emergency vehicles are accommodated.The specific dimension <strong>of</strong> each street element is as follows:Refer to roadway drawings included in this sectionStreet Width Parking C&G MedianAlley (2-way) 16’ EP/EP N/A 2’ Valley Type N/ANeighborhood St 28’ F/F Informal 2.5’ Standard N/ANeighborhood Center St 34’ F/F Formal 2.5’ Standard OptionalCommercial District St 38’ F/F Min Formal 2.5’ Standard OptionalParkway/BoulevardAs approved by the Public Works DirectorNotes:1) Bicycle lanes are optional in all roadways, minimum lane width shall be 4’, lane shall be designated as bike route.2) Where optional items are added, such as, medians, bike routes, alleys etc, utility easements will vary and must beapproved by the public works department prior to platting.3) Where Parking is anticipated to occur on one side only, the Neighborhood Center and Commercial District Streets maybe reduced to 28’ F-F and 32’ F-F respectively.