The following shall apply to all subdivision
and land development proposals:
A.
All portions of a tract shall be designated as to
their use (lots, roads, open space, parking areas, etc.).
B.
Whenever possible, applicants shall preserve scenic
areas, historic sites, other community assets and landmarks, and natural
amenities such as trees and waterways.
C.
Plans shall be designed to avoid excessive cut or
fill.
D.
Floodplain land areas shall be governed by additional
standards contained in this chapter, the Township's Zoning Ordinance,
and the Township's Building Code.[1]
E.
The applicant shall construct, install and guarantee,
at no expense to the Township, all improvements required as part of
plan approval, including, but not limited to, streets, curbs, sidewalks,
water and sewage facilities, stormwater management facilities, streetlights,
fire hydrants, road signs, monuments, lot pins, utilities, and landscaping.
G.
All traffic signals and flashing warning devices,
and their associated pavement markings and materials, shall be designed,
constructed, installed, operated and maintained in accordance with
the procedural requirements and technical specifications which are
set forth in detail in Exhibit A[3] hereof.
[Added 1-8-2013 by Ord. No. 2013-01[4]]
[3]
Editor's Note: Appendix A, Section 17, Technical specifications, is included at the end of this chapter.
[4]
Editor's Note: This ordinance also redesignated former Subsection
G as Subsection H.
H.
The Board
of Supervisors may require that development features exceed these
standards if conditions so warrant.
Waivers of requirements of this chapter shall comply with § 425-106 herein.
All new streets and extensions and widening
of existing streets:
A.
Shall be offered for dedication to the authority having
jurisdiction over the street at the time of plan approval. The Township
may accept dedication of lands that are not accepted by other jurisdictions.
B.
Shall conform with the transportation plan element
of the Upper Perkiomen Valley Regional Comprehensive Plan, the Upper
Hanover Township Functional Classification Map,[1] and county or state highway plans, and be coordinated
with existing streets in and adjoining the region.
[1]
Editor's Note: The Streets Functional Classification Map is included at the end of this chapter.
C.
Shall provide appropriate access between abutting
tracts of land for immediate or future use.
D.
Shall create a road hierarchy among interior subdivision
and land development streets and exterior streets to ensure proper
through-traffic flow, local access, and internal traffic distribution
and flow.
E.
Shall be related closely to existing topography to
assure reasonable grades, alignment and drainage, provide appropriate
access to lots, and minimize regrading and removal of vegetation.
G.
Shall be constructed to the width required for their functional classification, as contained in § 425-403E(1) through (7), and the Engineering Standards of Appendix A.[2] Where a subdivision abuts or contains an existing street
of improper width, grade or alignment, the Township may require:
(1)
The dedication of land sufficient to widen the existing
street or correct the improper grade or alignment.
(2)
And/or the construction of that improvement necessary
to correct the improper width, grade, or alignment.
[2]
Editor's Note: Appendix A is included at the end of this chapter.
All existing and proposed streets shall be classified
according to the functional classifications described in this section
and shown in Figure 1, Streets Functional Classification Map.[1] Street names are also listed by classification in § 425-403D herein. If there is any conflict between Figure 1 and § 425-403D, the higher classification shall apply. Each street shall comply with the requirements for its classification contained in § 425-403E(1) through (7). These classifications are based on standards established by the American Association of State Highway and Transportation Officials (AASHTO) and standards used by the Pennsylvania Department of Transportation (PennDOT). They encourage coordinated street functions and improvements among neighboring municipalities, the region and the state.
A.
Arterials. Arterials serve primarily as significant
transportation routes that carry the highest volumes of through traffic
at the highest speeds on an intercommunity, regional or higher level.
They serve major activity centers and longest trips and impose the
strictest access controls to give preference to through traffic.
(1)
Principal arterials. Principal arterials are the most
significant transportation routes and preference is given to major
through-traffic movements. Access to abutting lands shall be controlled
to the greatest extent possible within legal and practical limits.
(2)
Minor arterials. Minor arterials are less significant
transportation routes than principal arterials. They interconnect
with and augment principal arterials in serving major activity centers
but generally serve trips of more moderate lengths. Access to abutting
lands shall be subordinate to major through-traffic movements and
shall be controlled to the greatest extent possible within legal and
practical limits.
B.
Collectors. Collectors are less significant transportation
routes than arterials. They distribute traffic from arterials to lower
classified streets, and collect traffic from lower classified streets
to be carried to arterials. They carry moderate volumes of traffic
at moderate speeds. Access to abutting lands and through traffic movement
are both functions of collectors, but preference is given to through-traffic
movements by controlling land access to the greatest extent possible
within legal and practical limits.
(1)
Major collectors. Major collectors generally carry
higher volumes of traffic than minor collectors, and they serve rural,
residential, employment and commercial activity centers.
(2)
Minor collectors. Minor collectors are the least significant
transportation routes and carry lower volumes of traffic and primarily
serve rural and residential areas. The Board of Supervisors shall
require proposed streets to be classified as minor collectors when
they are determined by the Township Engineer to serve a minor collector
function.
C.
Local access streets. Local access streets are the
minor streets that carry the lowest volumes of traffic, generally
at the lowest speeds, and function primarily to provide vehicular
access to and street frontage for adjacent land uses, lots and/or
buildings. They are not significant transportation routes. Also known
as "local roads," they are further classified as follows:
(1)
Residential streets. Residential streets shall be
new streets in residential subdivisions or land developments or extensions
of similar existing streets. Any public or private vehicular way for
residential development that is projected to carry more than 200 vehicle
trips per day (ADT, average daily trips) using Institute of Transportation
Engineers (ITE) standards shall, at a minimum, comply with all standards
of this chapter for residential streets.
(2)
Rural residential roads: Rural residential roads are
existing roads that function primarily to provide vehicular access
and street frontage for properties and residences in the rural areas
of the Township. These roads are intended to maintain a more rural
character and minimize the extension of suburban-type services and
street improvements. Also known as "rural lanes."
(3)
Industrial streets. Industrial streets shall function
primarily to provide vehicular access and street frontage for industrial
lots and land uses within or adjoining industrial subdivisions and
land developments. Any street shown as a higher classification in
Figure 1 that provides frontage for industrial lots and/or land uses
shall be improved in compliance with the classification of the road
shown in Figure 1.[2]
[2]
Editor's Note: Figure 1, Streets Functional Classification Map, is included at the end of this chapter.
D.
List of street names by functional classification.
(1)
Principal arterials: Route 29 and Route 663.
(2)
Minor arterials:
|
Church Road (State Street to Schoolhouse Road)
| |
|
Geryville Pike
| |
|
Knight Road
| |
|
Kutztown Road
| |
|
Montgomery Avenue
| |
|
Schoolhouse Road
| |
|
Water Street
|
(3)
Major collectors:
|
Church Road (Schoolhouse Road to Kutztown Road)
| |
|
East Buck Road (Pennsburg to Geryville Pike)
| |
|
James Road
| |
|
Kraussdale Road
| |
|
Landis Road
| |
|
Otts Road
| |
|
Peevy Road
| |
|
Quakertown Road
| |
|
Sixth Street (Red Hill to James Road)
| |
|
State Street
| |
|
Third Street (East Greenville to Church Road)
|
(4)
Minor collectors:
|
Adams Road
| |
|
Bank Street
| |
|
Bauss Road
| |
|
Bethesda Church Road
| |
|
Bowers Mill Road
| |
|
Campbell Road
| |
|
Congo Road
| |
|
Corning Road
| |
|
County Line Road
| |
|
Eleventh Street
| |
|
Fennel Road
| |
|
Finland Road
| |
|
Fourth Street (Red Hill Boundary)
| |
|
Fruitville Road
| |
|
Frye Road
| |
|
Gehman Road
| |
|
George Road
| |
|
Grabers Road
| |
|
Gramm Road
| |
|
Hendricks Road
| |
|
Hillegass Road
| |
|
Hosensack Road
| |
|
Jacobs Sawmill Road
| |
|
Kings Road
| |
|
Markley Road
| |
|
Mill Hill Road
| |
|
Old School Road
| |
|
Palm Hill Road
| |
|
Paper Mill Road
| |
|
Parestis Road
| |
|
Red Hill Road
| |
|
Schwoyer Road
| |
|
Slotter Road
| |
|
St. Paul's Church Road
| |
|
Station Road
| |
|
Stauffer Road
| |
|
Tagart Road
| |
|
Tollgate Road
| |
|
Treichler Road
| |
|
Walt Road
| |
|
Walters Road
| |
|
Ward Road (Kings Road to Knight Road)
| |
|
Warner School Road
| |
|
Wasser Road
| |
|
Wentlings Schoolhouse Road
| |
|
Wild Run Road
| |
|
Wonzeigler Road
| |
|
Woods Road
|
(5)
Residential streets:
|
Andrews Lane
| |
|
Blaker Drive
| |
|
Briar Ridge Way
| |
|
Brooke Road
| |
|
Cindy Lane
| |
|
Devon Lane
| |
|
Edgeview Street
| |
|
Fifth Street
| |
|
Fox Hollow Lane
| |
|
Gene Road
| |
|
Grace Lane
| |
|
Hock Road
| |
|
Kingsward Road
| |
|
Klinerd Road
| |
|
Lakeshore Drive
| |
|
Lakeside Road
| |
|
Lantern Road
| |
|
Lloyd Lane
| |
|
Mack Road
| |
|
Maple Lane
| |
|
Meadow Lane
| |
|
Moyer Road
| |
|
Newman Road
| |
|
Oak Road
| |
|
Old Barn Road
| |
|
Perkiomen Street
| |
|
Ridge Way
| |
|
Rittenhouse Drive
| |
|
Second Street
| |
|
Silo Road
| |
|
Sixth Street (Montgomery Avenue to Pennsburg
Boundary)
| |
|
Spring Valley Road
| |
|
Stofflet Drive
| |
|
Stonehaven Drive
| |
|
Surrey Lane
| |
|
Valley Road
| |
|
View Road
| |
|
Wellington Way
| |
|
West Buck Road
| |
|
West Fourth Street
| |
|
Winchester Place
|
(6)
Rural residential roads and rural lanes:
|
East Buck Road (Geryville Pike to Bucks County
Line)
| |
|
Goshenhoppen Church Road
| |
|
Green Hill Road
| |
|
Heffner Road
| |
|
Kem Road
| |
|
Lesher's Mill Road
| |
|
Miller Road
| |
|
Soffa Road
| |
|
Stoudt Road
| |
|
Swinging Bridge Road
| |
|
Ward Road (Kings Road to New Hanover boundary)
| |
|
Ziegler Road
|
(7)
Industrial streets:
|
Blommer Drive
| |
|
Pillsbury Road
| |
|
Vic Lane
|
E.
Street standards by functional classification.
(1)
(2)
(3)
(4)
(5)
Local access residential.
(6)
Local access rural roads.
(7)
Local access industrial.
[1]
Editor's Note: The Streets Functional Classification Map is included at the end of this chapter.
The standards of this section regulate minor
and major sight distance analysis for all proposals with existing
or proposed vehicular access from a public street.
A.
Purposes.
(1)
To permit reasonable access to private properties
and guard the general public's right to safe and efficient travel
along public roads by requiring sufficient sight distance at street
and driveway intersections with public streets.
(2)
To identify safe and preferable locations for vehicular
access using the driveway or approach regulations that permit access
to public streets, while controlling the location, number and physical
layout of access points.
(3)
To reduce the degree of interference on traffic flow
and/or safety caused by a proliferation of driveway and/or street
intersections by minimizing the total number of access locations.
(4)
To encourage subdivisions and land developments to
use new local access roads for access rather than strip new lots and
access driveways along higher classification roads.
(5)
To encourage or require, as appropriate, the use of
a shared access point, paired driveways, or new local access streets
for vehicular access to proposed lots and/or development.
(6)
To encourage the use of flexible lotting for visual
benefits, preservation of natural features, and/or rural character
where they may contribute to safe and efficient vehicular access.
(7)
To encourage planning for entire tracts, blocks and
superblocks rather than piecemeal subdivision and/or development.
B.
Applicability.
(1)
Applicants shall submit a sight distance analysis
whenever a subdivision, land development, and/or other proposal would
result in one or more existing or proposed driveway or street intersections
with a public street for the following types of proposals:
(2)
Applicants are encouraged to prepare an access analysis
for residential preapplication sketch plans that propose 10 or more
lots or dwelling units so that access issues may be resolved before
preliminary plans are submitted.
C.
Minor sight distance analysis. A minor access analysis
shall be the minimum required for all subdivision and/or land development
plans.
(1)
Required information. The following information shall
be shown and labeled on the applicant's subdivision and/or land development
plan:
(a)
Safe stopping sight distance. For each existing
or proposed driveway or street intersection, the applicant's plan
shall identify the required and available safe stopping sight distance
for the subject road in compliance with current PennDOT standards.
(b)
Sight distance obstructions. The plan shall
identify all obstructions that interfere with the required sight distance
and label them as correctable (such as vegetation and obsolete, replaceable
or moveable structures) or not correctable (such as road grades or
curvature or structures to be retained).
(2)
Review by Township Engineer. The Township Engineer
shall review the submitted information in accord with current PennDOT
standards and accepted engineering principles.
(a)
Acceptable sight distance. If the available
sight distance is acceptable, or will be corrected by the applicant
to be acceptable, then no further analysis is required. The applicant
shall guarantee correction of obstructed sight distance as required
by the Township Engineer and maintenance of required sight distance
in a manner acceptable to the Board of Supervisors.
(b)
Unacceptable sight distance. If the available
sight distance is unacceptable, the applicant shall be required to
propose measures to provide acceptable sight distance or propose alternative
access locations with acceptable sight distance.
(c)
Severely limited sight distance. For any proposal
where the Township Engineer determines that existing conditions severely
limit sight distance, the applicant shall be required to conduct a
major sight distance analysis.
D.
Major sight distance analysis. When required in accord with § 425-404C(2)(c) herein, the applicant shall conduct an on-site survey along the entire frontage of the subject property to identify the physical characteristics that impede sight distance and/or suitable vehicular access, and provide the following information concerning those characteristics on the submitted plans:
(1)
Horizontal plan. The horizontal plan information may
be shown on the subdivision and/or land development plan or on a separate
horizontal plan and shall show the following at a scale not exceeding
50 feet to the inch:
(a)
Legal and ultimate rights-of-way and center
line.
(b)
Existing cartway and shoulder widths and conditions.
(c)
Existing contours drawn at two-foot intervals.
(d)
All existing natural and man-made features within
the ultimate right-of-way on the subject property's side of the street.
(e)
Existing natural and man-made features on the
subject property, beyond the ultimate right-of-way, that may impede
street or driveway access into the site, such as embankments, steep
slopes, watercourses, floodplains, wetlands, vegetation, buildings,
walls or other structures.
(f)
Any other information needed to establish sight
distances along the road frontage.
(g)
Minimum safe stopping sight distance required
by PennDOT standards for the road being accessed, regardless of road
jurisdiction.
(h)
Maximum sight distance available from each driveway
or street intersection proposed.
(2)
Profiles. Profiles shall be drawn along the following
lines at a horizontal scale not exceeding 50 feet to the inch, and
vertical scale of two, four or five feet to the inch, whichever is
most appropriate, to identify obstructions and limitations to sight
distances:
E.
Adjustments to existing street and driveway intersections. When the minor or major sight distance analysis shows that the designs and/or locations of existing street and/or driveway intersections do not satisfy sight distance, spacing, or other safety related considerations of this chapter, the applicant shall modify or relocate the existing intersections to comply with the standards herein, including §§ 425-406, 425-407 and 425-408, regarding intersection spacing, intersection design, and alignment of streets and driveways.
F.
Plan approval. No plan that requires a major sight
distance analysis shall be approved unless it satisfies the following:
(1)
Required information. All information required for
the major sight distance analysis shall be provided on the plans as
verifiable graphic evidence and explanatory notes.
(2)
Acceptable sight distance. The existing and proposed
street and/or driveway intersections shall provide at least the minimum
required safe stopping sight distances.
(3)
Resolution of other issues. The applicant's plan shall otherwise resolve all sight distance and vehicular access issues identified by the Township Engineer's review of the major sight distance analysis in a manner consistent with the standards of §§ 425-406, 425-407 and 425-408 herein regarding intersection spacing, intersection design, and alignment of streets and driveways.
This section regulates spacing of all proposed street and driveway intersections anticipated to generate more than 25 vehicular trips per day from all other existing and proposed intersections along all classifications of streets. Trip generation shall be projected in compliance with PennDOT and/or ITE standards. Section 425-406 regulates spacing for driveways anticipated to generate 25 or less vehicular trips per day (minimum-use driveways).
A.
Spacing criteria. Table A below lists the minimum
distance required between a proposed intersection and every other
existing and/or proposed intersection along the street being intersected,
according to the functional classification of the street being intersected.
Spacing shall be measured between the center lines of proposed intersections
and other intersections of streets and qualified driveways.
(1)
Greater spacing shall be required where appropriate
according to AASHTO or PennDOT standards and required by the Board
of Supervisors with the advice of the Township Engineer.
(2)
Nongrowth and growth areas are as defined in the Upper
Perkiomen Valley Regional Comprehensive Plan. Streets running along
the boundary of a growth area shall be subject to the growth area
standards.
B.
Spacing of intersections on opposite sides of the
street. In nongrowth areas, intersections on opposite sides of arterials
or major collectors shall satisfy the spacing listed in the table
below where practicable. However, spacing may be reduced to a minimum
of 400 feet if necessary and/or preferable in terms of sight distance
and other safety-related factors, as determined from the sight distance
analysis.
[Amended 6-14-2005 by Ord. No. 2005-08]
|
Table A
Intersection Spacing Standards by Functional
Classification
| ||||||
|---|---|---|---|---|---|---|
|
Principal Arterials
|
Minor Arterials
|
Major Collectors
|
Minor Collectors
|
Local Access Streets
| ||
|
Nongrowth areas
|
800 feet (same side or opposite side)
|
800 feet (same side or opposite side)
|
600 feet (same side or opposite side)
|
400 feet (same side or opposite side)
|
300 feet (same side or opposite side)
| |
|
Growth areas
|
400 feet (same side or opposite side)
|
400 feet (same side or opposite side)
|
300 feet (same side or opposite side)
|
300 feet (same side or opposite side)
|
300 feet (same side or opposite side)
| |
Intersections of proposed driveways anticipated
to generate 25 or fewer vehicular trips per day shall comply with
the standards of this section. Trip generation shall be projected
in compliance with PennDOT and/or ITE standards.
A.
Number of driveways per lot. To allow reasonable and
adequate access and minimize possible hazards or congestion caused
by new driveway intersections with arterial and collector streets,
no more than one minimum-use driveway shall be permitted per existing
and/or proposed lot per street.
B.
Spacing of minimum-use driveway intersections.
(1)
Individual driveways. Minimum spacing between proposed
individual minimum-use driveway intersections and all other existing
or proposed individual driveway intersections shall be 400 feet for
arterial streets and 300 feet for collector streets, measured from
center line to center line, whether located on the same side or opposite
side of the arterial or collector street.
(2)
Paired driveways. Where minimum-use driveways are paired in compliance with § 425-407F(2)(d) of this chapter, the minimum spacing of § 425-406B(1) above shall apply, measured between the common lot lines of two pairs of driveways or from the common lot line of one pair to the center line of the nearest unpaired minimum-use driveway.
(3)
Corner lots. Minimum-use driveways for corner lots shall be located as far from the street intersection as practical for all street classifications but need not exceed the spacing of § 425-406B(1) above. A narrow strip of land may be retained between the lot line and driveway for grading, drainage and/or landscaping.
The standards in this section apply to all proposed
street and driveway intersections with public streets and to all improvements
to existing street intersections.
A.
Number of legs. No intersection shall have more than
four legs. Three-way or "T" intersections shall be used instead of
four-way intersections unless the four-way intersection can be justified
in terms of necessary and desirable traffic movements.
B.
Angle of intersections.
(1)
All intersection approaches shall be designed at right
angles unless sufficient reason exists to justify a lesser angle.
However, no angle shall be less than 75° for intersections with
arterials or collectors or 60° for intersections with local access
streets, measured at the center line intersections.
(2)
Where angled intersections are used they shall be
designed so that the heavier traffic flow will make the obliquely
angled (less abrupt) turn rather than the acutely angled (more abrupt)
turn.
C.
Corrective changes to existing intersections. When
an existing intersection has oddly angled legs or more than four approaches,
the applicant shall make corrective changes to bring the intersection
into compliance with this chapter, as required by the Supervisors.
In determining the corrective actions, the Supervisors shall seek
the advice of the Township Engineer and Planning Commission and other
technical advisors or agencies, as appropriate. For state and county
highways, corrective changes shall comply with the requirements of
the appropriate agency.
D.
Approaches to intersections. Approaches to all intersections
shall follow a straight course for a minimum of 50 feet, except driveways
anticipated to generate less than 25 vehicular trips per day, in compliance
with PennDOT and/or ITE standards. Intersections with collectors or
arterials shall be required to provide a longer straight approach
in accordance with AASHTO or PennDOT standards. Measurement shall
be made from the intersection of curblines or edges of cartways for
each corner.
E.
Stopping areas. Regardless of classification, all
streets and driveways shall be provided with a stopping area within
which the grade shall not exceed 5%. The stopping area shall be measured
as follows:
[Amended 6-14-2005 by Ord. No. 2005-08]
(1)
The length of the stopping area for a driveway serving
one single-family detached dwelling on an individual lot and for residential
paired driveways shall be a minimum of 20 feet measured from the edge
of the cartway.
(2)
The length of the stopping area for all driveways other than those identified in § 425-407E(1) shall be a minimum of 30 feet or the length of the longest vehicles anticipated to use the driveway, whichever is greater, measured from the ultimate right-of-way line.
(3)
The length of the stopping area for all streets shall
be a minimum of 50 feet measured from the ultimate right-of-way line.
F.
Prevention of intersection problems.
(1)
The Board of Supervisors may prohibit any intersections that would create a problem related to the design, maintenance and/or drainage of the street, congestion, interference and/or hazards to traffic flow and safety by reason of street grades, land forms, vegetation, frequency of driveway intersections, limited sight distances, and/or high-speed traffic flow as identified in the sight distance analysis required by § 425-404 herein.
(2)
Where intersections are prohibited because of potential
problems, alternative vehicular access to the parcel of land shall
be provided by means of one or more of the following methods:
(a)
Alternative locations for proposed streets or
driveways.
(b)
Reverse frontage lotting.
(c)
Other means which are legally and technically
suitable in the opinions of the Township Solicitor and Engineer.
(d)
Paired driveways that comply with the following
standards:
[1]
Paired driveways shall be two individual driveways
located on opposite sides of a common lot line with each driveway
located entirely within 25 feet of the common lot line for a minimum
distance of 25 feet from the street ultimate right-of-way line.
[2]
Beyond 25 feet from the street ultimate right-of-way
line, the driveways may separate as needed for practical purposes.
[3]
Within the street ultimate right-of-way, the
two driveways may share a continuous paved access to the street's
cartway or be separated the same as within the private lot areas.
(3)
Where the Board of Supervisors prohibits driveway
intersections and alternative forms of vehicular access would cause
an undue burden upon an applicant, the Board of Supervisors may permit
an alternative interim access solution in compliance with the following:
G.
Driveways for individual residential lots.
(1)
Distance from street intersections. Driveways for
individual residential lots shall be located as far from street intersections
as is reasonably possible but not less than 75 feet, measured from
the point of intersection of the street ultimate right-of-way lines
(extended).
(2)
Choice of streets. When streets of different classes are involved, the driveway shall provide access to the street of lesser classification unless this requirement is waived by the Board of Supervisors for reasons of sight distance, incompatibility of traffic, grading, drainage or other major reasons, in accord with the sight distance analysis required by § 425-404 herein.
H.
Final approval. No driveway location, classification
or design shall be considered finally approved by the Township unless
permits have been granted by the state and/or Township and preliminary
plan approval has been granted by the Board of Supervisors for the
subdivision and/or land development that the driveway(s) will serve.
I.
Preapplication sketch plans. Applicants are encouraged to prepare a preepplication sketch plan for informal discussion and guidance in conformance with §§ 425-302 and 425-303 herein, preapplication sketch plan standards and procedure, in the following circumstances:
(1)
When lots are proposed to be subdivided along an existing
arterial or collector, with vehicular access to that street.
(2)
For all nonresidential proposals that require a new
driveway or upgrading of an existing driveway to handle larger volumes
of traffic than that which exists at the time of plan submission.
(3)
For all proposals whose driveways would generate 25
or more vehicular trips per day, based on ITE trip generation standards.
The standards in this section apply to all proposed
streets, improvements to or extensions of existing streets, and to
all driveways except those that serve one single-family detached dwelling
on one individual lot.
A.
General standards. Unless otherwise stated in the
chapter, sight distance, horizontal and vertical curvature, super-elevation,
intersection radii and maximum and minimum street grades shall comply
with the standards contained in "A Policy on Geometric Design of Highways
and Streets," published by the American Association of State Highway
and Transportation Officials, most recent edition, or PennDOT standards,
whichever is more restrictive, subject to approval by the Board of
Supervisors upon recommendation of the Engineer.
[Amended 6-14-2005 by Ord. No. 2005-08]
B.
Minimum horizontal curvature. Minimum horizontal curvature
for all local access streets and all driveways with an anticipated
traffic generation of more than 25 vehicular trips per day shall be
a one-hundered-fifty-foot radius, measured along the center line.
C.
Curve/tangent relationships. Curve-tangent relationships
shall follow accepted engineering guidelines for safety and efficiency.
As examples, short radius curves shall not be used at the ends of
long tangents and long radii; gentle curves shall be used in place
of a series of shorter radius curves connected by tangents.
D.
Grades. Grades shall be measured along the street
or driveway center line in accordance with the following:
[Amended 6-14-2005 by Ord. No. 2005-08]
(1)
Minimum grade shall be 1%.
(2)
Maximum grade shall be 10%.
(3)
Curve-grade combinations shall follow accepted engineering
guidelines for safety and efficiency. For example, minimum radius
horizontal curves will not be permitted in combination with maximum
grades.[1]
[1]
Editor's Note: Former Section 408.4.D, which
immediately followed this subsection, was repealed 6-14-2005 by Ord.
No. 2005-08.
The standards of this section regulate all permanent
and temporary culs-de-sac and all streets that are served by only
one intersection with a through street. These types of streets include
single culs-de-sac, multiple culs-de-sac, single-access loops, and
stub streets.
A.
Functional classification.
(1)
Permanent culs-de-sac and single access loops shall
be classified as local access streets.
(2)
Temporary culs-de-sac and stub streets shall be subject
to the requirements for their functional classification of street
upon completion of their extension, as determined during the plan
review process for the proposal creating the original cul-de-sac or
stub street.
B.
Culs-de-sac longer than 500 feet and all single access
loops shall be served by an appropriately located emergency access
when, in the opinion of the Township Engineer, the topography, layout,
proximity to other development, or like factors call for an emergency
access in the interests of public safety.
[Amended 3-12-2019 by Ord. No. 2019-03]
C.
Standards for all cul-de-sac streets.
(2)
Maximum length: 1,000 feet, measured along the cul-de-sac
street's center line from the edge of pavement of the through street
to the most distant point on the edge of pavement of the turnaround.
[Amended 3-12-2019 by Ord. No. 2019-03]
(3)
Intersections and signage:
(a)
Culs-de-sac shall be permitted only as side
streets extending from a through street.
(b)
Culs-de-sac may create a four-way intersection
only where two permanent cul-de-sac streets intersect directly opposite
one another along a through street.
(c)
A standard warning sign stating "No Outlet"
shall be installed at the intersection with a through street when
deemed appropriate by the Board of Supervisors to help avoid mistaken
turning movements.
(4)
A single cul-de-sac street may not provide access to more than
25 residential units, regardless of type of unit.
[Added 3-12-2019 by Ord.
No. 2019-03]
D.
Additional standards for temporary cul-de-sac streets. Temporary cul-de-sac streets may be permitted or required by the Board of Supervisors where it is logical to extend the street onto the abutting tract upon its development. Temporary culs-de-sac shall satisfy the requirements of § 425-409C herein and the following additional standards:
(1)
Location and grade. A temporary cul-de-sac shall be
built to the tract boundary line at a location and grade that are
logical for extension onto the abutting tract satisfactory to the
Engineer.
(2)
Connection to a through street. When a temporary cul-de-sac
is extended to be longer than 1,000 feet, it shall not be extended
as a cul-de-sac street but shall be connected to another through street
as a logical step in the circulation pattern of the area in which
it is located.
[Amended 3-12-2019 by Ord. No. 2019-03]
(3)
Extension standards. The developer responsible for
extension of the street shall also be responsible for the following:
(a)
Removal of all curbing and paving of the temporary
turnaround beyond the width of the street's cartway.
(b)
Installation of new sidewalk, curbing and cartway
paving to complete the street connection.
(c)
Extension of utilities as necessary.
(d)
Grading, installation and/or restoration of
lawn areas where affected by this removal and construction process.
(e)
Repair of any improvements damaged in this process,
including private driveways.
(4)
Upon extension of the street, ownership and the full
rights and responsibilities for the area formerly occupied by the
vehicular turnaround shall be transferred by simple conveyance to
the abutting lot owners, at no cost to those lot owners.
E.
Multiple cul-de-sac streets.
(1)
Single-access streets that terminate in more than
one vehicular turnaround are multiple cul-de-sac streets and shall
be avoided in favor of more desirable street layouts, when feasible.
(2)
Maximum length shall be 1,000 feet in length, measured
from the single through street intersection to each turnaround.
[Amended 3-12-2019 by Ord. No. 2019-03]
F.
Single-access loop streets.
(1)
Single-access streets that do not terminate in a vehicular
turnaround, but instead loop back to intersect with themselves, are
single-access loop streets.
(2)
The Board of Supervisors may permit single-access
loop streets when no alternative are determined to be feasible and
preferable, upon advice of the Township Planning Commission and Engineer.
(3)
Single-access loop street requirements:
For all subdivisions and land developments,
sidewalks, curbs and storm sewers shall be installed along both sides
of all existing and proposed public and private streets, common driveways,
and common parking areas in compliance with the Township Engineering
Standards.
A.
If an applicant requests a waiver of the sidewalk
installation requirement, the Board of Supervisors may use the following
factors as a guide in evaluating whether or not to grant the waiver:
(1)
Will proposed residential lot widths be 125 feet or
more?
(2)
Is there a destination to be reached by pedestrians
(e.g., shopping center, bus stop, employment, schools), or any anticipated
in the foreseeable future?
(3)
Would the sidewalk(s) be an extension of an existing
network that provides neighborhood or village circulation?
(4)
Can an alternative pedestrian circulation concept
be shown to be more desirable, especially when using open space areas,
provided that appropriate walks are provided between the open space
walkways and the pedestrian origins and destinations?
(5)
Does the rural character, density of the area, and/or
small size of the proposal preclude the purposeful use of sidewalks?
(6)
Is the waiver request supported by the Township Planning
Commission and Engineer?
B.
Regardless of the small size of a land development
or subdivision proposal, sidewalks, curbs and storm sewers shall be
required wherever they fill a gap in an existing network.
C.
If for any reason an interim waiver of these requirements is made, a sufficient guaranty shall be posted for the eventual installation of these items, subject to approval by the Supervisors, upon recommendation of the Township Engineer and Solicitor, in accordance with § 425-602, Financial security, of this chapter.
D.
Sidewalks shall not be less than four feet in width,
although the Supervisors may require additional width in commercial,
industrial, office or higher density residential areas where higher
volumes of pedestrian traffic are anticipated.
E.
Sidewalks shall be located a minimum of three feet
from the curbline or edge of cartway but shall not extend beyond the
right-of-way line of public streets or equivalent right-of-way line
of private streets and shall not interfere with monuments or pins
at lot corners.
F.
Sidewalks shall be provided in appropriate locations
to provide safe and efficient pedestrian access between parking areas
and buildings.
G.
Additional sidewalks shall be required where deemed
necessary by the Supervisors to provide access to schools, places
of worship, parks, community facilities, and commercial or employment
centers, and to provide necessary pedestrian circulation within land
development and/or subdivisions where otherwise-required sidewalks
would not be sufficient for public safety and convenience. Such additional
sidewalks may be constructed of alternative materials in compliance
with the Engineering Standards.
H.
Sidewalks shall be designed to facilitate access and
use by the handicapped in compliance with the Township Engineering
Standards and Americans with Disabilities Act (ADA) requirements.
I.
Driveway crossings of sidewalks shall be designed
in compliance with the Township Engineering Standards.
The following regulations govern the preparation of traffic impact studies for all preliminary plans for subdivisions and/or land developments and for other types of proposals when required by § 500-825 of Chapter 500, Zoning.
A.
Intent. A traffic impact study is intended to enable
the Township to assess the traffic impacts of a proposal. Specifically,
its purpose is to:
(1)
Identify any traffic problems that may be created
in the existing highway network as a result of the proposal.
(2)
Delineate solutions to potential problems and to present
improvements to be incorporated into the proposal or into the highway
and/or public transit systems within the study area.
(3)
Assist in the protection of air quality and the conservation
of energy and to encourage the use of public transit where available.
B.
Preparation of study. A qualified traffic engineer
and/or transportation planner shall prepare the traffic impact study,
with the cost borne by the applicant.
C.
Applicants shall prepare a traffic impact study for
all preliminary plans for subdivision and land development as well
as for zoning map changes or changes to the text of the zoning ordinance
where such change reasonably implicates the issue of traffic flow
as determined by the Board of Supervisors. Traffic impact studies
are not required for hearings before the Zoning Hearing Board.
[Amended 1-8-2019 by Ord.
No. 2019-01]
(1)
The applicant shall determine the anticipated number
of trips per day by using the Institute of Transportation Engineers'
(ITE) Trip Generation Report (third edition, as amended). The proposed
use or development shall be identified using the appropriate ITE land
use code. The Engineer shall make a final determination on the literal
application of these standards.
(2)
An application that requires a traffic impact study
shall not be considered complete until the traffic impact study is
submitted to the Township in accordance with the provisions of this
section.
(3)
The Board of Supervisors may, with the advice of the
Township Planning Commission and Township Engineer, waive the requirement
for a traffic impact study for a proposal that is not expected to
create a significant traffic impact.
D.
Site description. The site description shall include
the size, location, proposed land uses, construction staging, and
completion date of the proposed land development. If the development
is residential, types of dwelling units shall also be included. A
brief description of other major existing and proposed land development
within the study area shall be provided.
E.
Transportation facilities description. The description
shall fully document the proposed internal and existing external transportation
system.
(1)
This description shall include proposed internal vehicular,
bicycle and pedestrian circulation, all proposed ingress and egress
locations, all internal roadway widths and rights-of-way, parking
conditions, traffic channelizations, and any traffic signals or other
intersection control devices at all intersections within the site.
(2)
The report shall describe the entire external roadway
system within the study area. Intersections in the study area shall
be identified and illustrated. Any existing and proposed public transit
services and facilities within a one-mile radius of the site shall
also be documented.
(3)
All future highway improvements proposed by others,
including proposed construction and traffic signalization, shall be
indicated. This information shall be obtained from the Pennsylvania
Department of Transportation's Twelve-Year Highway and Bridge Program,
Montgomery County Department of Roads and Bridges, and from the Township.
Any proposed roadway improvements associated with surrounding proposed
development shall be noted.
F.
Existing traffic conditions. Existing traffic conditions
shall be measured and documented for all roadways and intersections
in the study area and shall include:
(1)
Current average daily traffic volumes, peak highway
hour(s) traffic, and peak development-generated hour(s) traffic.
(2)
Manual traffic counts at all intersections in the
study area, encompassing the peak highway and development-generated
hour(s), with documentation included as a technical appendix to the
report.
(3)
Delay analysis based upon existing volumes, performed
during the peak highway hour(s) and the peak development-generated
hour(s) for all roadways and intersections in the study area.
(4)
Volume/capacity (v/c) analysis for all intersections
having a level of service D, E or F or which should be reasonably
expected to have such a level of service after the proposed development
Volume/capacity ratios and delay levels of service shall be determined
for each location according to the 1985 Highway Capacity Manual, as
amended.
(5)
The date or dates when any and all traffic counts
were made.
(6)
Analysis of the adequacy of the existing roadway system
to serve the current traffic demand. Roadways and/or signalized intersections
experiencing level of service E or F and v/c ratios greater than or
equal to 1.0 shall be noted as deficient. Unsignalized or undersignalized
intersections with level of service E or F shall be noted as deficient.
G.
Impact of development. The traffic impact study shall
describe the impact(s) of the proposal on existing and proposed streets
in the study area, including the following:
(1)
Vehicular trip generation resulting from the proposal
shall be estimated for the average daily peak highway hour(s) and
peak development-generated hour(s). All turning movements shall be
calculated.
(2)
These calculated volumes shall be distributed to the
study area and assigned to the existing roadways and intersections
throughout the study area. The applicant shall provide documentation
of all assumptions used in the distribution and assignment phases.
Traffic volumes shall be assigned to individual access points.
(3)
Pedestrian volumes shall also be calculated, if applicable.
If school crossings are to be used, pedestrian volumes shall be assigned
to each crossing.
(4)
The applicant shall note any characteristics of the
site that may cause specific trip generation or distribution problems.
H.
Impact analysis. The applicant shall analyze the impacts
of the proposal's traffic generation in conformance with accepted
traffic engineering methods.
(1)
The total future traffic shall be calculated and shall
consist of the existing traffic volume expanded to the project completion
year using an annual background growth factor plus the development-generated
traffic and the traffic generated by other proposed developments in
the study area.
(2)
The annual background growth factor shall be determined
using the projected rates of population and employment growth as determined
by the Montgomery County Planning Commission and the average annual
traffic growth of the area's roadways as determined from the Delaware
Valley Regional Planning Commission's highway network coverage traffic
counts and current twenty-four-hour traffic counts.
(3)
Delay analysis shall be conducted using the total
future demand and the future roadway capacity. If staging of the proposed
development is anticipated, calculations for each stage of completion
shall be made.
(4)
Analysis shall include the peak highway hour(s) and
peak development-generated hour(s) for all roadways and intersections
in the study area. Delay calculations shall be completed for all intersections
and proposed access points to the development. A volume/capacity (v/c)
analysis shall be conducted for all intersections having a future
level of service D, E or F.
(5)
All access points and pedestrian crossings shall be
examined for the feasibility of installing traffic signals. This evaluation
shall compare the projected traffic and pedestrian volumes to the
warrants for traffic signal installation.
I.
Conclusions and recommendations. The traffic impact
study shall provide a clear and concise description of the study's
conclusions and recommendations, including the following:
(1)
Levels of service (LOS) and volume/capacity (v/c)
ratios shall be listed for all roadways and intersections. All roadways
and intersections showing a level of service E or F and v/c ratios
equal to or greater than 1.0 shall be considered deficient.
(2)
The proportion of site-generated traffic to total
future traffic shall be identified at each lane group that is considered
deficient. Specific recommendations for the elimination of all deficiencies
shall be listed and shall include: internal circulation design, site
access location and design, external roadway intersection design and
improvements, traffic signal installation and operation including
signal timing, and transit design improvements.
(3)
All physical roadway improvements shall be illustrated.
(4)
Signal timing shall be evaluated for any intersection
with a level of service D, E or F, but a volume/capacity (v/c) ratio
less than 1.0. Warrants for signalization shall be examined for unsignalized
or undersignalized intersections with level of service E or F.
(5)
Existing and/or future public transit service shall
also be addressed and any transportation management techniques available
to the proposed development shall be identified. A listing of all
actions to be taken to encourage public transit usage for development-generated
trips and/or improve existing service, if applicable, shall be included.
J.
Implementation of recommendations. The applicant shall
be required to implement the recommendations of the traffic impact
study. The Board of Supervisors may have an independent review done
of the applicant's traffic impact study, at the applicant's expense,
to make a final determination of the improvements that must be implemented.
Private streets shall not be permitted unless an applicant receives a waiver in compliance with § 425-106 of this chapter to permit a local access street to be privately owned and maintained. Private streets shall be permitted only in those applications specifically outlined in § 500-1304E(7)(d)[2], Age-qualified housing standards, and § 500-1406, Vehicular access standards (in R-3, High Density Residential District), of Chapter 500, Zoning. If the Board of Supervisors grants the waiver, the following requirements shall apply:
A.
Private streets shall comply with all the design,
construction and other requirements of this chapter that apply to
public streets.
B.
The applicant shall enter into such binding legal agreements as are determined necessary to ensure proper maintenance and functioning of the private street, including compliance with § 500-805, Private ownership and maintenance of common elements, of Chapter 500, Zoning, applicable construction standards, and maintenance bonds.
The length, width and shape of blocks shall
be guided by the following:
A.
Minimum dimensional requirements of the Zoning Ordinance.
B.
Respect for existing natural features that may constrain
subdivision or land development.
C.
Need to provide efficient, convenient and safe pedestrian
and vehicular circulation.
D.
Suitability of lotting pattern and building sites
created by the blocks.
All lots shall comply with the dimensional requirements
of the Zoning Ordinance and with the following:
A.
Access to a public street.
(1)
All lots shall abut a public street for at least 50
feet at the ultimate right-of-way line, and said 50 feet must be usable
for purposes of ingress and egress to the lot. For lotted dwellings
where zoning requires a minimum lot width narrower than 50 feet, this
requirement shall be reduced to equal the minimum lot width required
for the specific dwelling type.
(2)
For condominium and/or rental/leased development, the minimum 50 feet required by Subsection A(1) above shall be provided for the development as a whole, provided that suitable internal common driveways provide sufficient vehicular access to all units.
(3)
Preexisting landlocked parcels may be developed with
one single-family detached house provided with a fifty-foot-wide easement
of access, provided that the developable portion of the lot otherwise
complies with the lot size and dimensional requirements of the district
in which it is located.
B.
For single-family detached dwellings and all nonresidential
lots, lot depth shall be no less than one and no more than three times
the lot width.
C.
For two-family residential buildings (single-family
semidetached and duplex), lot depth shall be no more than five times
the lot width.
D.
For single-family attached dwellings (e.g., townhouses),
lot depth shall be no more than eight times the lot width.
E.
Every lot shall contain a building envelope suitable
for the type(s) of development proposed.
F.
Lot lines shall be drawn parallel, concentric, perpendicular
or radial to the right-of-way line whenever feasible and not otherwise
justifiable by existing, permanent, natural or man-made features.
The Board of Supervisors, in accordance with
the following standards and criteria, may permit rear lots or flag
lots as defined herein.
A.
Purposes of rear lotting.
(1)
To preserve existing farmland and/or rural appearance
and character by locating new development remote from existing road
frontage, especially when new development can be screened from view
by intervening topographic features such as hills and/or wooded areas.
(2)
To permit reasonable subdivision of land which is
physically constrained by unusual configuration of the tract and which
could not be subdivided in a desirable manner using conventional street
and lotting patterns.
B.
Parts of a rear lot. Rear lots shall be comprised
of two parts, the access strip and the body of the lot, in compliance
with the following standards:
(1)
The access strip is that portion of a lot that abuts
a public street right-of-way for access and that does not meet the
minimum lot width requirement for that zoning district. The access
strip shall be a minimum of 50 feet wide for its entire length, including
that portion which abuts a public street right-of-way for access.
(2)
In order to provide better grading or drainage or
to preserve natural features such as trees, the Board of Supervisors,
upon recommendation of the Township Engineer, may require that the
access strip be widened beyond the minimum requirement.
(3)
When the body of the rear lot is capable of being
further subdivided, its access strip shall be approximately located
for future use as a road right-of-way, unless further subdivision
is prohibited by a deed restriction or other legal instrument approved
by the Township Solicitor.
(4)
The access strip shall be a fee-simple part of the
rear lot and shall not be a separate parcel or easement.
(5)
The body of a rear lot shall comply with all the minimum
dimensional requirements of the zoning district in which it is located.
The area of the access strip shall not be counted toward the minimum
lot area requirement, nor shall the access strip be considered a buildable
portion of the lot.
(6)
Nested flag lots, where access strips are adjacent
and parallel to each other and the body of one flag lot is located
behind the body of another flag lot, shall not be permitted.
C.
Review factors. In reviewing applications for rear
lots, the following factors will be considered by the Board of Supervisors,
Planning Commission and Engineer:
(1)
The amount of road frontage and configuration of the
property being subdivided.
(2)
The sizes and number of lots proposed, including both
the total number of lots and the number of rear lots.
(3)
The type and character of road that the tract abuts. Section 425-415D(3) herein prohibits rear lots along arterial and collector streets for major subdivisions but permits them for minor subdivisions that cannot be divided into lots complying with the width requirements otherwise required by § 425-414.
(4)
The topography of the parcel being subdivided, with
an emphasis on trees and slopes.
(5)
The characteristics of the site and its surrounding
area:
(6)
The development status of the surrounding sites.
(7)
The visual character preferred for the tract; that
is, whether, to be consistent with development surrounding the tract,
it is more appropriate to have houses abutting the road or to develop
housing sites interior to the tract in order to screen the development
from the road, thus reducing the perceived density of the development.
(8)
Whether rear lots would set an undesirable precedent
for nearby sites.
(9)
The economic impact of requiring road construction
as compared to using rear lots.
(10)
The visual and physical impacts of road construction
as compared to the use of access strips.
D.
Design standards for rear lots.
(1)
The length of the access strip shall be kept to a
minimum.
(a)
The length should be approximately equal to
the depth of one lot that complies with the minimum lot width and
area requirements of the district in which it is located.
(2)
The location of the access strip should be appropriate,
relative to the body of the rear lot, surrounding property configurations,
and natural features of the land, and it shall intersect the public
street at a safe, visible location.
(3)
Access strips for rear lots shall be permitted to extend only from local access streets. For traffic safety reasons, access strips shall not be permitted to extend from arterial or collector streets. Access strips shall not be permitted to extend from culs-de-sac where the intent of that extension is to avoid exceeding the permitted cul-de-sac length as defined in § 425-409.
(4)
Turns greater than 60° should be avoided in access
strips.
(5)
Driveways serving access strips shall comply with
the Township's Engineering Standards for drainage and cartway from
the edge of road pavement to a distance of 50 feet beyond the ultimate
right-of-way line of the road.
(6)
No more than two access strips may abut one another.
(7)
The building setback line shall be measured from a
line drawn parallel or concentric to the street from which access
is drawn, at the point where the body of the lot begins. This point
is where the lot width meets the minimum requirements of the applicable
zoning district.
E.
Provisions for future roads. The Board of Supervisors
may permit the use of rear lots where one or more access strips are
intended to serve as a right-of-way for a road that will serve future
lotting. The following regulations shall apply:
(1)
Legal guarantees shall be provided to assure future
use of any access strip proposed for future use as a road, subject
to approval of the Township Solicitor.
(2)
The road shall be constructed or financially guaranteed
at the applicant's expense, in compliance with Township standards.
(3)
Access strips legally and financially guaranteed for
future use as roads may comprise the legal and physical access to
otherwise landlocked residual parcels only if the access is irrevocably
guaranteed.
(4)
An overall tentative sketch plan shall be submitted
as part of the proposed subdivision, to show how the rear lotting
and reservation of access strips for future roads forms a logical
and appropriate first phase in subdivision of the entire tract and/or
how it will allow interconnection with adjacent tracts.
(5)
When the road is constructed, any access strips that
are no longer needed shall revert to the owners of the abutting lots,
in accordance with the terms agreed to as part of the original preliminary
plan approval that created the access strips.
(6)
When an access strip is proposed for a future road,
the access strip shall be provided with appropriate street right-of-way
radii at the intersection with the existing street, provided that
the subdivider owns or has access to the land required for the radii.
Parking for land developments shall be governed
by the following regulations:
A.
General standards.
(1)
Off-street parking facilities shall be provided and
constructed in compliance with the parking requirements of the Zoning
Ordinance, the regulations contained herein, and the Township's Engineering
Standards (see Appendix A).[1]
[1]
Editor's Note: Appendix A is included at the end of this chapter.
(2)
No parking shall be permitted along public or private
streets or along driveways with an anticipated ADT of more than 200
trips in residential subdivisions and/or land developments or 300
trips in nonresidential subdivisions and/or land developments.
(3)
The term "parking" shall include "parking lot" and
"parking area." Parking includes the driveway that provides direct
access to parking spaces. However, for residential parking requirements,
the area of any driveway shall not be counted toward the fulfillment
of off-street parking space requirements.
B.
Standards for all parking lots.
(1)
No parking along entrance driveways. Parking shall
not be permitted along entrance driveways for parking areas with a
capacity of 50 cars or more. A minimum driveway length of 50 feet
shall be provided between the road ultimate right-of-way line and
the first parking space or internal driveway intersection.
(2)
Setbacks. Parking areas shall comply with the setback
requirements of the Zoning Ordinance where specified. In any other
situation, parking areas shall not be located closer than 25 feet
from any tract boundary line or ultimate right-of-way line.
(3)
Dead-ended parking lots. Dead-ended parking lots are
those served by only one access driveway. They shall comply with the
following standards:
(a)
No more than 20 parking spaces may be located
in a dead-ended parking lot if there is no more desirable alternative
feasible and sufficient backup areas are provided for the end stalls,
as recommended by the Township Engineer.
(b)
More than 20 parking spaces may be located in
a dead-ended parking lot only if a turnaround area is provided at
the closed end that provides convenient turning capability for the
largest types of vehicles expected to use the turnaround. The turnaround
area may be circular, "T" or "Y" shaped, or other configuration acceptable
to the Board of Supervisors.
(4)
All parking lots with 10 or more parking spaces shall be landscaped in compliance with the parking lot landscaping standards in Article V of this chapter.
(5)
Handicapped parking stalls shall be installed in all
parking lots as close and convenient to building entrances as is reasonable.
The specific number and locations of handicapped stalls shall satisfy
the requirements of the Americans with Disabilities Act (ADA).
C.
Residential parking lots.
(1)
In the center of a parking lot, parallel rows of parking spaces shall not abut one another but shall be separated from each other by a raised and curbed planting strip a minimum of 10 feet wide, landscaped in accordance with the parking lot landscaping standards in Article V of this chapter.
(2)
In the center of a parking lot, a single row of parking spaces shall not be permitted between two driveways unless it is separated from one of the driveways by a raised and curbed planting strip a minimum of 10 feet wide, landscaped in accordance with the parking lot landscaping standards in Article V of this chapter.
D.
Nonresidential parking lots.
(1)
Parking lots in nonresidential land developments shall be divided into sections by raised and curbed planting strips parallel to the rows of parking. These planting strips shall be landscaped in accordance with the parking lot landscaping standards in Article V of this chapter to serve the following purposes:
(a)
To separate entrance/exit driveways and other
major driveways (service drives, general internal circulation) from
rows of parking spaces and reduce random vehicular flow across parking
areas.
(b)
To add visual character, provide shade for parked
cars and improve the appearance of large parking areas by reducing
their massiveness into smaller units.
(c)
To create units of parking at reasonable intervals
of not more than four rows of parking stalls with each unit capacity
not greater than 100 cars.
(2)
For land developments with parking lots with a total
capacity for 100 to 299 cars, the curbed planting strips shall be
a minimum of 10 feet wide, located every four rows of parking stalls,
with each unit capacity not greater than 100 cars.
(3)
For land developments with parking lots with a total
capacity for 300 to 499 cars, the curbed planting strips shall be
a minimum of 15 feet wide, located every four rows of parking stalls,
with each unit capacity not greater than 100 cars.
(4)
For land developments with parking lots with a total
capacity for 500 or more cars, the curbed planting strips shall be
a minimum of 25 feet wide, located every six rows of parking stalls,
with each unit capacity not greater than 150 cars.
(5)
For all nonresidential parking lots, the ends of each row of parking shall be divided from other driveways by a raised and curbed planting island equal in area to one parking space and landscaped in accordance with the parking lot landscaping standards in Article V of this chapter.
(6)
The applicant may request the Township to permit an
alternative design that achieves the same purposes as these requirements
as well or better than the requirements herein. The final decision
to permit an alternative design shall be made by the Board of Supervisors,
with the advice of the Township Planning Commission and Engineer.
E.
Parking space and parking aisle standards.
(1)
Dimensions. Parking space and parking aisle driveway
dimensions shall comply with the following standards:
|
Parking Space
|
Aisle Width
| ||||
|---|---|---|---|---|---|
|
Parking Angle
|
Width
(feet)
|
Depth
(feet)
|
Two-Way
(feet)
|
One-Way
(feet)
| |
|
90°
|
10
|
20
|
24
|
NP
| |
|
60°
|
10
|
21
|
NP
|
18
| |
|
45°
|
10
|
19
|
NP
|
18
| |
|
NP — Not Permitted.
| |||||
(2)
Restrictions. One-way driveways and/or parking at less than right angles may be permitted in compliance with the dimensional standards of § 425-416E(1) only when right-angled parking and two-way driveways are not feasible because of site characteristics or when proven by the applicant to be superior for the particular development proposal.
F.
Handicapped parking spaces shall comply with the design,
location, and capacity standards of the Americans with Disabilities
Act.
The following requirements apply to all driveways
within all sites proposed for land development, as well as to other
sites proposed for development that will provide parking capacity
for 50 or more cars:
A.
A smooth transition shall be provided between the
driveway section required for access to a public street and the driveway(s)
required for internal site circulation.
B.
Entrance driveways. The primary function of entrance
driveways is to provide access to distribution driveways that lead
to and from parking aisle driveways. A secondary function may be to
provide access to driveways along the front of buildings as in a shopping
center or office complex.
(1)
Number and location of entrance driveways. The number and location of driveways proposed along the street frontage of a land development shall be in accordance with Table B, § 425-405. Vehicular access to all uses and buildings within the land development shall be from interior driveways only, with no independent driveway access to public streets.
[Amended 6-14-2005 by Ord. No. 2005-08[1]]
[1]
Editor's Note: This ordinance also repealed
original Section 417.2.B, which previously followed this subsection.
(2)
Internal intersections. To reduce hazards and congestion,
no driveway intersections shall be permitted along entrance driveways
within 150 feet of the ultimate right-of-way of the street from which
access is taken.
(3)
Cartway width. Entrance driveways shall be a minimum
of 30 feet wide for two-way traffic, widened appropriately for turning
lanes at intersections. Right-turn-only entrance drives shall be a
minimum of 15 feet wide for each right-turn movement. Intersections
with major streets may be subject to PennDOT standards regarding the
volume of traffic anticipated.
C.
Distribution driveways. The primary function of distribution
driveways is to distribute traffic between entrance driveways and
parking aisle driveways. Distribution driveways should be generally
parallel to the building-front driveway serving the principal building
in the land development (e.g., storefront driveway in a shopping center).
D.
Parking aisle driveways. The primary function of parking
aisle driveways is to provide direct access to parking spaces within
parking areas.
E.
Service driveways. The primary function of service
driveways is to provide access to loading and other service facilities
while minimizing interference with customer traffic circulation.
F.
Traffic movements. Wherever feasible, internal circulation
driveways shall permit and encourage entering traffic to turn and
enter the parking aisles without first traveling along a building-front
driveway. This feature is intended to reduce the volume of vehicular
traffic along building-front driveways to make it safer for pedestrian
traffic.
All existing buildings shall be shown on properties proposed for subdivision and/or land development as required by Article III of this chapter and in compliance with the following standards:
A.
Retention of buildings.
(1)
Setbacks.
(a)
Minimum building setbacks required by the Zoning
Ordinance shall be satisfied in respect to all new lot lines created,
even if this results in a lot area or dimensions in excess of the
otherwise applicable minimums.
(b)
Building setbacks larger than the applicable
minimums are encouraged when the height and/or bulk of the existing
building significantly exceeds that of existing or proposed abutting
development. For tall buildings, a setback equal to the height of
the building is suggested as a minimum. For wide or deep buildings,
a setback equal to 1/2 the width or depth of the building is suggested
as a minimum.
(2)
Rehabilitation.
(3)
Additions. Additions to retained buildings shall conform in all respects to the requirements of Chapter 500, Zoning, applicable to the district in which the building is located and shall be in harmony with the character, design, building materials, and other architectural features of the building.
(4)
Historic or cultural significance. Historic and/or
culturally significant buildings shall retain their respective characters
to the greatest extent practical.
(5)
New buildings. New buildings abutting the retained
building shall reflect the retained building's character to the greatest
extent practical.
B.
Removal of buildings.
(1)
The plan shall show the location and include a brief
description of the building(s) to be removed.
(2)
Plan approval will be granted for the expeditious removal of buildings, in conformance with demolition permits and upon receipt of a properly executed agreement. Alternatively, a financial guarantee may be posted for its removal, in compliance with § 425-602, Financial security, of this chapter.
(3)
Applicant shall comply with all applicable Township
requirements and procedures regarding demolition of buildings and
the disposal of the reusable parts and/or disposal of the rubble.
The standards of this section shall regulate
lighting for all residential and/or nonresidential land uses, subdivisions
and land developments.
A.
Purposes. Applicants shall provide lighting for safe
and convenient visibility for pedestrian, bicycle and motor vehicle
access to residential and nonresidential properties and for the legitimate
use of properties by residents, visitors, customers and/or employees.
B.
Luminaire mounting height. No part of any luminaire
mounted on a freestanding lighting standard or on a building wall
shall exceed 20 feet in height above the adjacent finished grade.
C.
Level of lighting. Illumination of all parking lots,
around all buildings and along all pedestrian walkways shall provide
a minimum maintained level of 1/2 footcandle and an average of one
footcandle and a maximum level of four footcandles. (One footcandle
equals one lumen per square foot.)
D.
Shielding. All luminaires shall comply with Illuminating
Engineering Society of North America (IESNA) full-cutoff criteria,
shall have flat lenses, and shall be aimed straight down.
E.
Lighting of building facades. Floodlighting of entire
building facades shall be prohibited. Partial lighting of building
facades for decorative and/or security purposes may be permitted,
provided that no more than 25% of any one facade is so lighted.
F.
Protection of poles with luminaries. Lighting poles
or standards that abut parking spaces shall be protected from damage
by vehicles by being placed on concrete bases or pedestals that are
at least 30 inches high above finished grade or by being placed at
least five feet behind the edge of the paved area, tire stops or curbing,
or by other suitable location within a raised island.
G.
Hours of operation.
(1)
Nonresidential development. Lighting shall be extinguished
within one hour after the close of business and remain off until dawn,
but in no case past 11:00 p.m. For all-night operations and/or all-night
security lighting, the Board of Supervisors may permit an appropriate
lighting scheme, with the advice of the Township Engineer and Planning
Commission.
(2)
Residential development. Security lighting and lighting
of common walkways, parking lots, and shared building entrances shall
be maintained from dusk to dawn for multifamily and single-family
attached dwellings.
H.
Light trespass. The amount of light trespassing onto
an adjacent residential use or property shall not at any time exceed
0.1 vertical footcandle line of sight from any location on the residential
property or use and shall not exceed 1.0 vertical footcandle line
of sight from any location on any nonresidential property or use.
I.
Hazards and nuisances. Violations of the standards herein shall be considered hazards and/or nuisances, and the person(s) responsible for the lighting violation shall be required to correct the violation, in conformance with §§ 500-400 through 500-403 of Chapter 500, Zoning, and/or § 425-803 of this chapter, as appropriate. Potential and/or apparent hazards and/or nuisances should be reported to the Zoning Officer.
(1)
Public roads. Where lighting appears to be a potential
hazard or nuisance along public roads, the Township Zoning Officer
shall determine the need to relocate, diminish, reorient, shield or
remove the luminaires in question, with the advice of the Township
Engineer. The determination shall be made mainly in terms of the effect
of the lighting on traffic safety, such as from glare or brightness
interfering with a driver's ability to see safely.
(2)
Abutting property. Where lighting appears to be a potential hazard or nuisance to an abutting property, the owner or tenant of the affected property shall notify the Zoning Officer, who shall then determine the need to relocate, diminish, reorient, shield or remove the luminaires in question, with the advice of the Township Engineer. The standards in § 425-419H, Light trespass, and the following shall be used as criteria:
(a)
No light shall shine directly into the windows
of a building on abutting property.
(b)
No light shall shine directly from a light source
onto the ground or improvements of an abutting property, although
incidental light may be permitted to fall on abutting property.
(c)
Where the abutting property is residentially zoned or used, nonresidential uses shall direct luminaires toward the nonresidential development and shield the residential properties from direct lighting or glare. An intensely lighted nonresidential use shall also require the installation of a landscaped screen buffer along the residential property line, in compliance with the landscaping regulations of this chapter (§ 425-500).
(d)
Luminaires closer to a side or rear lot line
than the side or rear yard setback shall be no more than 10 feet high
and shall be so constructed that all light shall be aimed perpendicular
to the side or rear lot line and in the direction of the nonresidential
development.
(e)
All luminaires for nonresidential uses shall
use the most current lighting industry technology to ensure that these
performance standards are satisfied.
J.
Intermittent lights. Flashing, blinking, moving or
any other forms of intermittent lighting, including lights on, near
or within signs or buildings, are prohibited.
[Added 6-14-2005 by Ord. No. 2005-08; amended 1-10-2006 by Ord. No. 2006-01]
Street names shall be chosen and street signs
shall be placed in accordance with the following.
A.
Assignment and approval. Street names shall be determined
in consultation with the Township and are subject to approval by the
Board of Supervisors upon recommendation of the Planning Commission.
Street names shall conform to the requirements of the Montgomery County
911 system and the postal service. Street addresses will be assigned
by the Township based upon proposed driveway locations.
B.
Extension of existing names. Proposed streets which
are in alignment with existing streets shall bear the name of the
existing street.
C.
Duplication of existing names. In no case shall the
name of a proposed street duplicate or be similar to an existing name
in the Township and/or the postal district. This is irrespective of
the use of a suffix such as street, road, avenue, boulevard, drive,
way, place, court, lane, etc. The Montgomery County 911 system shall
be contacted to ensure compliance with this requirement.
D.
Naming guideline. Street names that bear a relationship
to the significant natural features or history of the community or
region would be preferable.
E.
Street sign installation. The developer shall be responsible
for installing street signs at all street intersections per Township
specifications in Appendix A.[1] Street signs shall be erected prior to the issuance of
the first certificate of occupancy.
[1]
Editor's Note: Appendix A is included at the end of this chapter.
The items listed below shall be designed, constructed,
developed, installed and/or maintained in conformance with the Township
Engineering Standards as defined in Appendix A and the Township's
Stormwater and Erosion and Sedimentation Pollution Control Ordinance.[1]
A.
Street and driveway paving; emergency accessways.
B.
Curbing, sidewalks, and storm drainage related to
or needed for streets and driveways.
C.
Intersection radii for both curbs and rights-of-way.
D.
Erosion and sediment control.
E.
Stormwater runoff and other drainage facilities.
F.
Utilities.
G.
Sanitary sewer facilities.
H.
Public or centralized water supply.
I.
Fire hydrants.
J.
Bridges, culverts, dams, and/or other structures related
to watercourses.
K.
Wetland staking intended to assure an undisturbed
condition.
L.
All cutting, filling, grading, regrading and/or other
forms of earthmoving activities.
M.
All other items related to subdivision and/or land
development for which it is reasonable and prudent to require compliance
with accepted engineering principles and practices.
