Form: The streets of the Traditional
Pattern are arranged in a grid. This system of neighbourhood "blocks"
bounded by regularly spaced streets running at ninety at a ninety
degree angle to each other results in the characteristic "gridiron"
pattern common to most North American neighbourhoods built
prior to 1940. The most common block form is 180 by 90 metres
(600 by 300 feet), or roughly 5.5 ten long blocks to a kilometre
(10 long blocks to a mile). Commercial services are located within
two blocks of the study site. In neighbourhoods like this one commercial
corridors are usually available within walking distance. Grids
afford many different paths to any particular destination. The arterial
streets can be avoided by bicycles and pedestrians, as necessary.
Although automobiles can travel on interior streets when and if
arterial streets are blocked, residents sometimes object to this
outside traffic. In response to this objection, traffic calming
elements have recently been installed just one block to the east
of the study site. On average there are In this study site
5 metres (16 linear feet) of paved road surface per dwelling unit.
Density: The site, including streets, contains 33
dwelling units per hectare (13.4 dwelling units per acre). The Traditional
pattern in this study site would generate 3,300 dwelling units per
square kilometre where it to fill one square kilometre for a population
of 8,250 people (assuming an average of 2.5 people per dwelling
unit). The actual surrounding community of Kitsilano, which includes
open spaces, commercial zones, institutional uses, and other non
residential uses, has a residential density of 5,660 people per
Infrastructure: Of the total site area, 24 percent is paved
road, driveway, or sidewalk. For our purposes we have
assumed that the lanes remain in their original unpaved condition
(note: Vancouver's lanes, traditionally gravel surfaced, are slowly
being paved. One of the two lanes on this study site was recently
paved). This produces 66 square meters (710 square feet) of
pavement per dwelling unit on average. Right of ways (ROW)
in this area include the following elements across the right of
|Residential Road A
||30.1m (99) ROW, 5.8m
(19) boulevard, 1.8m (6) sidewalk, 2.1m (7) boulevard, 10.7m
(35) paved street with parking on both sides, 2.1m (7) boulevard,
1.8m (6) sidewalk, 5.8m (19) boulevard.
||20m (66) ROW, 1.8m
(6) boulevard, 1.8m (6) sidewalk, 2.3m (7.5) tree lined boulevard,
8.2m (27) paved street with parking on both sides, 2.3m (7.5)
tree lined boulevard, 1.8m (6) sidewalk, 1.8m (6) boulevard.
|Residential Road C
||20m (66) ROW, 4.1m (13.5)
boulevard, 1.8m (6) sidewalk, 8.2m (27) paved street with
parking on both sides, 1.8m (6) sidewalk, 4.1m (13.5) boulevard.
|Residential Road D
||20m (66) ROW, 1.2m (4)
boulevard, 1.8m (6) sidewalk, 2.1m (7) tree lined boulevard,
2.1m (7) gravel shoulder (used for parking), 5.6m (18) paved
street, 2.1m (7) gravel shoulder (used for parking), 2.1m (7)
tree lined boulevard, 1.8m (6) sidewalk, 1.2m (4) boulevard.
||6.1m (20) ROW
Private front walks often extend through the side yard to the entrance
of a dwelling unit located at the rear of the lot. On average, there
are 20 square meters (215 square feet) of privately owned paved
surface per dwelling unit. Private, paved driveways are atypical
of the Traditional Pattern.
The storm drain system in the Traditional Pattern is entirely subsurface.
Run off is collected by roadside catch basins which feed into a
combined storm/sanitary system. Significant water quality problems
are associated with this system as treatment plant capacity is exceeded
when rain water is added to typical septic flows (thus necessitating
the discharge of untreated effluent into receiving waters during
The utility infrastructure of the Traditional Pattern follows the
roads and lanes. There are, on average, 5 metres (16 linear
feet) of utility run per dwelling unit.
Coverage and Permeability: On average, 6 percent of
each individual lot is paved sidewalk, with a further 43 percent
covered by house, storage, and garage structures. Forty nine
percent of the total site is permeable surface, which includes lawn,
planting beds, and unpaved lanes.
Recreation Space: Local recreation for the study
site is provided by nearby schools and neighbourhood parks.
These provide a mix of field and court sport areas as well as semi-natural
areas. There are approximately 14 square meters (151 square
feet) per dwelling unit of recreation space located in the immediate
neighbourhood, as determined using a 10 minute walking radius. On
average it would take 2 minutes to walk to the nearest recreation
area, assuming a pace of 1 kilometre per 5 minutes. Virtually
100% of residents are located within a 5 minute walk to the
closest recreational space.
Commercial and Transportation Nodes: Commercial nodes
in the Traditional Pattern are linear in form and typically located
along commercial corridors following transit routes. The study area
is located within a three minute walk of a major commercial/transit
corridor. Not all of the traditional neighbourhoods in Vancouver
are quite so convenient to transit and services; however, additional
secondary commercial nodes occur at regular intervals throughout
the city, placing convenience retail outlets within a five minute
walk of almost all residents. Commercial buildings are usually
built to the sidewalk edge in this pattern. Most customers who arrive
by car use on-street parking. Increasingly parking is provided underground
beneath the larger and newer structures that front the main thoroughfare.
Public transit is typically provided by busses along commercial
streets. For the average resident of the Kitsilano area, it
would take 2 minutes to walk to the nearest commercial and transportation
node (assuming a pace of 1 kilometre per 10 minutes). Practically
100% of residents are located within a 5 minute walk to the closest
commercial and transportation node.
Multi-Modal Transportation: In the Traditional Pattern there
is no comprehensive alternative system for moving pedestrians
and bicycles; however, if so desired all destinations may be reached
via internal residential streets, rather than arterial streets.