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:
A. 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.
B. 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.
C. Minor streets. Minor streets shall be so designed as to discourage
through traffic.
D. 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.
E. 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.
F. 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.
G. 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.
H. 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.
I. 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.
J. 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.
K. Sight triangles. Sight triangles shall be provided as required in Article
47, Sight Triangles.
L. 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.
M. 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.
N. 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.
O. 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.
P. 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.
Q. 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.
R. Four-way intersections. Four-way intersections connecting a local
residential street with another local residential street or with a
residential collector shall be prohibited.
S. Private streets. Private streets shall be prohibited in major developments.
T. 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.
U. Multiple intersections. Multiple intersections involving a junction
of more than two streets shall be prohibited.
V. 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.
W. 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.