Township of Edgewater Park, NJ Street Design Standards

Design criteria and policy shall at a minimum meet the standards established for comparable improvements installed by the Township. They shall, in addition, be subject to the following design requirements:

Major development street design. A major development shall be so designed as to provide a street pattern which is curvilinear in design. The design of the residential development street pattern shall be based upon a local residential street pattern connected to a residential collector street system.

Arrangement. The arrangement of streets not shown on the Master Plan or Official Map shall be such as to provide for the appropriate extension of existing streets.

Minor streets. Minor streets shall be so designed as to discourage through traffic.

Marginal service road. Development abutting arterial streets shall provide a twenty-five-foot buffer strip for planting or some other means of separation of through and local traffic as the reviewing agency may determine appropriate.

Entrance and access regulations. In all residential zones, development bounded by an arterial or collector street shall control access to said streets by having all driveways intersect minor streets. Where the size, shape, location or some other unique circumstance may dictate no other alternative than to have a driveway enter an arterial or collector street, the lot shall provide on-site turnaround facilities so it is not necessary to back any vehicle onto an arterial or collector street and abutting lots shall share a common access drive. All lots requiring reverse frontage shall have an additional depth to allow for the establishment of the buffers.

Right-of-way width.

(1)

In all developments, the minimum street right-of-way shall be measured from lot line to lot line and shall be in accordance with the following schedule, but in no case shall a new street that is a continuation of an existing street be continued at a width less than the existing street although a greater width may be required in accordance with the following schedule. Where any arterial or collector street intersects another arterial or collector street, the right-of-way and cartway requirements shall be increased by 10 feet on the right side of the street approaching the intersection for a distance of 300 feet from the intersection of the center lines.

Name	ROW (feet)	Cartway (feet)	Sidewalks Recommended	Parking Permitted in Right-of-Way
Industrial	60	40	No	No
Major arterial	120	60	Yes	No
Primary arterial	86	46	Yes	No
Collector street	66	46	Yes	Yes
Local feeder	60	40	Yes	Yes
Minor	50	34	Yes	Yes

(2)

The right-of-way for internal roads and alleys in multifamily commercial and industrial developments shall be determined on an individual basis and shall be subject to the approval by the reviewing board.

Dedication. In the event that a development adjoins or includes existing Township streets that do not conform to widths as shown on either the Master Plan or Official Map or the street width requirements of this chapter, additional land along both sides of said street sufficient to conform to the right-of-way requirements shall be anticipated in the subdivision design by creating oversized lots to accommodate the widening at some future date. The additional widening may be offered to the Township for the location, installation, repair and maintenance of streets, drainage facilities, utilities and other facilities customarily located on street rights-of-way and shall be expressed on the plat as follows: "Streets right-of-way granted to the Township of Edgewater Park permitting the Township to enter upon these lands for the purpose of maintaining a street and appurtenant uses such as storm drainage, sewer and water lines, streetlights, sidewalks and curbs. Additional dedication under this subsection shall be made at the time of final approval of a development application if the additional dedication bears a reasonable nexus to the needs generated by the development application." This statement on an approved plat shall in no way reduce the subdividers' responsibility to provide, install, repair or maintain any facilities installed in this area dedicated by ordinance or as shown on the plat or as provided for by any maintenance or performance guarantees. If the development is along one side only, 1/2 of the required extra width shall be anticipated.

Reserve strips. No development showing reserve strips controlling access to streets or another area, either developed, shall be approved except when the control and disposal of land comprising such strips has been given and accepted by the governing body.

Grades.

(1)

Longitudinal grades on all local streets shall not exceed 10% nor 4% on arterial and collector streets. No street shall have a longitudinal grade of less than 3/4 of 1%. Maximum grades within intersections shall be 4%. The slope of the cartway from the center line to the curbline or edge of the paving shall be 2%. Where the cartway is banked to facilitate a curve in the street alignment, the slope toward the curbline or shoulder shall conform to accepted engineering practices.

(2)

In general, continuous longitudinal downgrades shall not be run for more than 1,000 feet. Where the general ground slope makes longer runs desirable, such run shall be broken by a short upgrade of sufficient length to create a low point at least six inches in depth. Inlets shall be located at the low point.

Intersections. Intersecting street center lines shall be as nearly at right angles as possible and in no cases shall they be less than 75° at the point of intersection. The curblines shall be parallel to the center line. Approaches to all intersections shall follow a straight line for at least 100 feet measured from the curbline of the intersecting street to the beginning of the curve. No more than two street center lines shall meet or intersect at any one point. Streets intersecting another street from opposite sides shall not be offset unless, measuring from the point of intersection of the street center lines, the two intersections shall be spaced a sufficient distance to permit a minimum of two lot depths between the two street rights-of-way but not less than 250 feet between rights-of-way. Any development abutting an existing street which is classified as an arterial or collector street shall be permitted not more than one new street every 800 feet on the same side of the street within the boundaries of the tract being subdivided. In the spacing of streets, consideration will be given to the location of existing intersections on both sides of the development. Intersections shall be rounded at the curbline and right-of-way line with the street having the highest curb radius requirement as outlined below determining the minimum standard for all curblines: Arterial at 40 feet; collector at 30 feet; and local streets at 20 feet. No local streets shall be part of four-way intersections.

Sight triangles. Sight triangles shall be provided as required in Article 47, Sight Triangles.

Reverse curves. A tangent at least 200 feet long shall be introduced between reverse curves on arterial and collector streets. When connecting street lines deflect in any direction, they shall be connected by a curve with a radius conforming to standard engineering practice so that the minimum sight distances within the curbline shall be 160 feet for a local street, 300 feet for a collector street, and 550 feet for an arterial street.

Changes in grade. All changes in grade where the difference in grade is 1% or greater shall be connected by a vertical curve having a length of at least 50 feet for each 2% difference in grade, or portion thereof, and providing minimum sight distances of 160 feet for a local street, 300 feet for a collector street, and 550 feet for an arterial street. Intersections shall be designed with as flat a grade as practical with the advice of the municipal engineer.

Dead-end streets (culs-de-sac).

(1)

Dead-end streets (culs-de-sac) shall not be longer than 600 feet and shall provide a turnaround at the end with a radius of 60 feet to the outside edge of the cartway and 70 feet to the outside edge of the right-of-way and tangent whenever possible to the right side of the street. A landscaped island shall be provided in the center of the cul-de-sac which shall be designed to consider snow removal operations. The length of the cul-de-sac shall be measured along its center line from its intersection with the intersecting streets' center line to the center of the radius of the cul-de-sac.

(2)

If a dead-end is of temporary nature, a similar turnaround shall be provided and provisions made for future extension of the street and reversion of the excess right-of-way to the adjoining properties.

Street names. No street shall have a name which will duplicate or so nearly duplicate as to be confused with the names of existing streets. The continuation of an existing street shall have the same name. All street names shall be checked against the Township master file of street names.

Access road. Access roads and the area on each side for a distance of 10 feet measured perpendicular from the edge of pavement and for a height of 14 feet from the surface of the road shall be kept free and clear of tree limbs, vines, and other obstructions to permit free and unobstructed use of said access road by emergency vehicles.

Material. Streets shall be constructed in accordance with the following standards and specifications:

Type of Street	Surface	Base
Industrial	2 inches FABC-1	Bituminous stabilized base
Major arterial	2 inches FABC-1	Bituminous stabilized base
Primary arterial street	2 inches FABC-1	Bituminous stabilized base
Collector street	2 inches FABC-1	Bituminous stabilized base
Local feeder	2 inches FABC-1	Bituminous stabilized base
Minor	2 inches FABC-1	Bituminous stabilized base

(1)

In lieu of the above requirements, flexible roadway pavements may be designed using the procedure established in the publication entitled "THICKNESS DESIGN - Full Depth Asphalt Pavement Structures for Highway and Streets" Manual Series No. 1 (MS-1) published by the Asphalt Institute dated December 1969, except as herein modified, or by using the Structural Number System, which is taken from the Pennsylvania Department of Transportation Design Manual, and which is explained in subsequent subsections.

(2)

General.

(a)

All designs shall be based on the subgrade strength as measured by the California Bearing Ratio (CBR) Method. Design calculations shall be submitted to the municipal engineer for review and approval.

(b)

A qualified soils engineer shall be employed to investigate, classify, and thoroughly evaluate the subgrade soils and to determine the elevation of groundwater which may be present. A copy of his report and recommendations shall be included with the design calculations. Sufficient tests shall be performed to adequately determine the suitability and strength of each type of subgrade soil. Tests along proposed streets shall be of one-hundred-foot intervals, or less, as determined by the municipal engineer.

(c)

In cut areas, in-place field testing may be employed to determine the CBR of the subgrade. These tests shall be performed in accordance with the procedures established in Chapter VIII of the publication entitled "Soils Manual for Design of Asphalt Pavement Structures" Manual Series No. 10 (MS-10) published by the Asphalt Institute. The elevation of the ground surface at each test location shall be within 18 inches of the final subgrade elevation and the moisture content of the subgrade shall be approximately equal to the maximum expected during the life of the road. The moisture content at each test location shall be obtained and shall be submitted with the test report.

(d)

In fill areas, the California Bearing Ratio (CBR) shall be established by laboratory testing of representative samples of the proposed subgrade material. Each sample shall be compacted in a cylindrical mold to the approximate density and moisture content which will be specified for the placing of the actual fill material. The test shall be performed in accordance with the requirements of ASTM Test Designation D-1883-61 T, entitled "Bearing Ratio of Laboratory - Compacted Soils." Each test specimen shall be soaked prior to testing.

(e)

Both of the proposed methods of design are based on a design traffic number (DTN) which is the average daily number of equivalent eighteen-thousand-pound single-axle loads estimated for the design land during the design period. A design period of 20 years shall be used. The design traffic number shall be calculated by the methods of analysis outlined in Chapter III or Appendix C of Manual Series No. I (MS-1) published by the Asphalt Institute. The design traffic number shall be determined from actual traffic counts, from traffic studies of similar facilities, or from community or regional planning studies.

(f)

To protect against excessive frost penetration of the subgrade, a minimum total thickness of pavement structure of 8 1/2 inches shall be provided, except when bituminous stabilized base of full depth asphalt paving is placed on a non-frost-susceptible subgrade.

(g)

When other than full-depth asphalt paving or bituminous stabilized base course are used, a 2 1/2 inch FABC-2 minimum depth of asphalt paving shall be provided as the surface course.

(3)

Design using asphalt institute manual. Using the California Bearing Ratio and the Design Traffic Number as described above, the required thickness of full-depth asphalt paving may be obtained directly from the design charts contained in the Asphalt Institute publication Manual Series No. 1 (MS-1) (see standard detail drawings). If full-depth asphalt paving is to be used, the recommendations of MS-1 in regard to minimum thickness of paving shall be adhered to. If, however, the designer desires to substitute alternate materials for the base course or base and subbase courses in lieu of full-depth asphalt paving, the thickness of each course shall be determined using substitution ratios calculated from the relative strength coefficients for paving components shown in the standard details instead of the substitution ratios specified in MS-1.

(4)

Design using structural numbers. Using the California Bearing Ratio and the design traffic number as previously described, the required structural number (SN) shall be determined from the standard detail drawings as follows:

(a)

Enter the CBR scale with the CBR design value and project a line through the calculated design traffic number to the pivot line;

(b)

From this point on the pivot line project a line through the regional factor scale to the structural number (SN) scale. The regional factor shall be 1.5 unless higher values can be justified;

(c)

Read the required structural number (SN). A paving section shall be selected which has a construction number equal to, or higher than, the required structural number. The construction number for a paving section shall be the sum of the construction numbers for the surface, base and subbase course, if used. The construction number for each course shall be obtained by multiplying the relative strength coefficient for the proposed material by the proposed course thickness. The relative strength coefficients shall be obtained from the standard detail drawings.

Four-way intersections. Four-way intersections connecting a local residential street with another local residential street or with a residential collector shall be prohibited.

Private streets. Private streets shall be prohibited in major developments.

Half streets. New half or part streets shall not be permitted; except that wherever a proposed development borders a half or partial street, the Planning Board may require that the other part of the street be platted in the proposed tract if it is found that such a requirement would increase the effectiveness of the circulation system in the area.

Multiple intersections. Multiple intersections involving a junction of more than two streets shall be prohibited.

Intersections with arterial streets. To the fullest extent possible, local residential streets and residential collector streets shall not intersect with arterial streets less than 800 feet apart measured from center line.

Partial reconstruction of existing street. Where a portion of an existing street that abuts a proposed development is required to be reconstructed by the reviewing board, the developer shall overlay a minimum of one lane or 10 feet of the remaining undisturbed pavement width.