The purpose of these regulations is
to:
| |
A.
|
Ensure that the design of streets conforms
to the recommendations of the Nashua Master Plan.
|
B.
|
Provide for the safety for both vehicular
and pedestrian or nonvehicular traffic.
|
C.
|
Provide for livable residential and
commercial environments.
|
D.
|
Provide economy of land use, construction,
and maintenance.
|
E.
|
Provide safe and efficient access to
property.
|
Unlike the situation in traditional
subdivision regulations, one intent of this section is to permit narrower
street widths while requiring greater connectivity in order to more
efficiently disperse traffic, protect pedestrians from high vehicular
speeds, and to enhance the streetscape.
|
This Part 4 implements the following
Master Plan recommendations:
| |
(1)
|
Ensure that new subdivision roads tie
into the existing road network in a way that eases the flow of traffic
and encourages the optimal distribution of trips throughout the City.
|
(2)
|
Separate through traffic from local
traffic to the maximum extent possible.
|
(3)
|
Seek to implement techniques such as
traffic calming measures as a preferred alternative to more traffic
signals and stop signs.
|
(4)
|
Ensure adequate on- and off-site traffic
circulation associated with commercial development.
|
(5)
|
Minimize curb cuts on collector and
arterial roads.
|
(6)
|
Ensure that every neighborhood in the
City has access to schools, community centers, parks and open space
areas via sidewalks or other trails.
|
(7)
|
Encourage pedestrian-oriented, mixed-use
neighborhoods as new subdivisions and developments are proposed.
|
(8)
|
Ensure proper site planning in order
to accommodate uses with a high level of pedestrian activity.
|
(9)
|
Adopt standard designs for sidewalks
to be included in subdivision regulations and in the site plan review
process.
|
Street design standards apply to applications
for subdivision approval or to site plans involving the construction
of public or private streets. Access management and driveway standards
apply to both subdivision plans and site plans.
The standards of this article are based
on the following design principles. The intent of this section is
to explain the rationale for the standards of this article, rather
than to impose independent standards for subdivision plan or site
plan approval. However, any request for a waiver from this article
shall include an explanation of how the alternative standards proposed
by the applicant relate to the principles discussed below.
|
A.
Generally. The arrangement and coordination of streets
shall be considered in their relation to existing or planned streets,
topographical conditions, public convenience and safety, the preservation
of natural character features, inclusion of pedestrian amenities,
and the proposed uses of the land to be served by such streets and
shall conform to the Official Map and the Master Plan.
C.
Required improvements.
(1)
Applicants for subdivision plan approval shall provide
internal street improvements as required by this Part 4.
(2)
Where a proposed development subject to subdivision
or site plan approval borders on or contains a limited-access highway
right-of-way, a railroad right-of-way, or an open watercourse, the
Board may require a street approximately parallel to and on one side
of such right-of-way or watercourse, at a distance suitable for the
appropriate use of the intervening land for park, residential, commercial,
industrial or other purpose. Such distance shall also be determined
with due regard for the requirements of approach grades and future
intersection grade separations.
D.
Circulation system design principles.
(1)
The street system shall respect the function of streets
as the shared domain of drivers, pedestrians, and bicyclists. Street
widths shall be adequate to accommodate vehicles and emergency services,
but not excessively wide so as to encourage speeding. The street system
shall incorporate pedestrian amenities such as sidewalks, center medians,
landscaping, street trees, and narrow intersection radii so as to
improve the walkability of the streetscape.
(2)
The street network shall respect the context of the
land use and design of the neighborhood it serves.
(3)
The street system shall balance the public goal of
connectivity with market demands for privacy.
(4)
The street system shall be designed to permit the
safe, efficient, and orderly movement of traffic; to meet, the needs
of the present and future population served; to have a simple and
logical pattern; to respect natural features and topography; and to
present an attractive streetscape.
(5)
In residential subdivisions, the street system shall
be designed to serve the needs of the neighborhoods while addressing
the needs of the City-wide circulation pattern necessary to functionally
move traffic.
E.
Street hierarchy.
Purpose: This section provides guidelines
whereby streets can be classified in a street hierarchy system with
design tailored to function.
|
(1)
This subsection applies only to applications for subdivision
approval.
(2)
The street hierarchy system shall fall into a four-category
grouping that, in descending order, includes principal arterial, minor
arterial, collector, and local streets. These streets may be classified
further as alleys, lanes, local streets, conservation streets, avenues,
main streets, boulevards, and parkways in accordance with the Street
Design Criteria, Table 207-1 below. Classification of an existing
or proposed street not already identified in the Master Plan or an
adopted major street plan, for the purpose of determining the appropriate
design of a street or development, or for the purpose of determining
the appropriateness of a location for a proposed use, shall be done
by the Administrative Officer in consultation with the City Engineer.
The functional description of each of these classes is as set forth
in Table 207-1.
(3)
All streets shall conform to the geometric design standards in § 190-208. These requirements apply to both public and private streets.
(4)
This section applies to internal streets and off-site
improvements. The Planning Board may waive the requirements of this
section where compliance would not be consistent with the purposes
of this section based on topographical conditions, natural or man-made
barriers, or similar conditions.
Table 207-1
Street Classification
| ||
---|---|---|
Class
|
Definition
| |
Principal arterial
|
•
|
Provides corridor movement suitable for substantial
state-wide or interstate travel and provides continuity for all rural
arterials that intercept the urban area.
|
•
|
Serves the major traffic movements within urbanized
areas such as between central business districts and outlying residential
areas, between major intercity communities or between major suburban
centers.
| |
•
|
Serves a major portion of the trips entering
and leaving the urban area, as well as the majority of the through
traffic desiring to bypass the central City.
| |
Minor arterial
|
•
|
Serves trips of moderate length at a somewhat
lower level of travel mobility than principal arterials.
|
•
|
Provides access to geographic areas smaller
than those served by the higher system.
| |
•
|
Provides intracommunity continuity, but does
not penetrate identifiable neighborhoods.
| |
Collector
|
•
|
Collects traffic from local roads and channels
it into the arterial system.
|
•
|
Provides land access and traffic circulation
within residential neighborhoods, commercial and industrial area.
| |
Local
|
•
|
Comprises all facilities not on higher systems.
|
•
|
Provides access to land and higher systems.
| |
•
|
Through traffic usage discouraged.
|
Source: Nashua 2000 Master Plan, Transportation
Element, "Functional Classification System" (page X-65).
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A.
Applicability. This section applies only to applications
for subdivision approval. The Planning Board may approve reductions
in the pavement widths specified in this section if it deems that
the deviation shall be in keeping with the surrounding area or neighborhood.
B.
Curbs.
Purpose: Curbing shall be required for
the purpose of drainage, safety, and delineation and protection of
the pavement edge. Curbing is required:
| |
•
|
For stormwater management.
|
•
|
To stabilize pavement edge.
|
•
|
To delineate parking areas.
|
•
|
Ten feet on each side of drainage inlets.
|
•
|
At intersections and at tight radii.
|
(1)
Curbing shall be designed to provide a ramp for wheelchairs
as required by federal law. Curbing shall be constructed according
to the Board of Public Works Specifications.
(2)
The developer shall construct granite slope curbs
on each side of the required street. Such curbs shall be backfilled
opposite the street side with either gravel, lawn or sidewalk to the
top of the curb grade, extending back a minimum of three feet. The
developer shall also be responsible for the provision of water mains,
manholes, sanitary sewers and catch basins.
C.
Pavement section. Street grade and intersection requirements,
and pavement thickness shall comply with the Board of Public Works
Specifications, which document is hereby incorporated by this reference.
D.
Sight distance. All season safe sight distance is
defined as a line which encounters no visual obstruction between two
points, each at a height of three feet nine inches above the pavement,
and 10 feet back from the road pavement as to represent the critical
line of sight between the operator of the vehicle using the access
and the operator of vehicle approaching from either direction. Safe
sight distance shall be compatible with the average observed speed
during a normal workday on the street as indicated in Tables 208-1,
208-2, and 208-3 below:
Table 208-1
Minimum Intersection Sight Distance
Stop-Sign and Signal-Controlled Intersections
| |||
---|---|---|---|
Sight Distance
(feet)(1)
| |||
Posted Speed
(mph)
|
2-3 Lane Stop Control(2)
|
4-5 Lane Stop Control(2)
|
2-5 Lane Signal Control(3)
|
20
|
200
|
225
|
225
|
25
|
250
|
275
|
300
|
30
|
300
|
350
|
375
|
35
|
350
|
400
|
475
|
40
|
400
|
450
|
575
|
45
|
450
|
500
|
700
|
50
|
500
|
550
|
850
|
55
|
550
|
625
|
1,000
|
60
|
600
|
675
|
1,150
|
Source: adapted from AASHTO, A Policy on Geometric
Design of Highways and Streets, 1990. All units rounded for design.
|
Rules of Interpretation for Table 208-1:
| |
---|---|
(1)
|
Measured along the center of the approaching
travel lanes, as observed from a point 15 feet back from the edge
of traveled way and measured from an eye height of 3.5 feet to a height
of approaching object of 4.25 feet.
|
(2)
|
Sight distance for a vehicle turning left into
a two-lane or four-lane roadway across a vehicle approaching from
the left or right.
|
(3)
|
Sight distance for a vehicle turning right into
a two- or four-lane roadway and attain 85% of design speed without
being overtaken by a vehicle approaching from the left and reduced
to 85% of design speed.
|
Table 208-2
Minimum Intersection Sight Distance
Yield and Uncontrolled Intersections
| ||
---|---|---|
Sight Distance(1)(2)
(feet)
| ||
Posted Speed
(mph)
|
Major Street
|
Minor Street
|
20
|
90
|
90
|
25
|
110
|
110
|
30
|
130
|
130
|
35
|
155
|
155
|
40
|
180
|
180
|
Source: adapted from AASHTO, A Policy on Geometric
Design of Highways and Streets, 1990. All units rounded for design.
|
Rules of Interpretation for Table 208-2:
| |
---|---|
(1)
|
Measured along the center of the approaching
travel lanes and measured from an eye height of 3.5 feet to a height
of approaching object of 4.25 feet.
|
(2)
|
If minimum sight distance requirements cannot
be obtained because the cost to do so is prohibitive, other traffic
control devices must be used to stop vehicles on one or both roads.
|
Table 208-3
Minimum Stopping Sight Distance
(Approval by City Engineer or Designee
Required)
| |||||||
---|---|---|---|---|---|---|---|
Stopping Sight Distance(1)
(feet)
| |||||||
Posted Speed
(mph)
|
-9%
|
-6%
|
-3%
|
Level
|
+3%
|
+6%
|
+9%
|
20
|
125
|
125
|
125
|
12
|
125
|
125
|
125
|
25
|
175
|
175
|
175
|
150
|
150
|
150
|
150
|
30
|
225
|
225
|
225
|
200
|
200
|
200
|
200
|
35
|
300
|
275
|
275
|
250
|
250
|
250
|
225
|
40
|
400
|
375
|
350
|
325
|
300
|
300
|
300
|
45
|
475
|
450
|
425
|
400
|
375
|
350
|
350
|
50
|
600
|
550
|
500
|
475
|
450
|
425
|
400
|
55
|
700
|
625
|
575
|
550
|
525
|
500
|
475
|
60
|
825
|
750
|
700
|
650
|
600
|
575
|
550
|
Source: adapted from AASHTO, A Policy on Geometric
Design of Highways and Streets, 1990. All units rounded for design.
|
Rules of Interpretation for Table 208-3:
| |
---|---|
(1)
|
Measured along the center of the approaching
travel lanes, as observed from a point 15 feet back from the edge
of traveled way and measured from an eye height of 3.5 feet to a height
of approaching object of 4.25 feet.
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E.
Cul-de-sac or dead-end streets.
(1)
Dead-end or cul-de-sac streets designed to be permanently
closed at one end shall not exceed 750 feet in length. The distance
of the cul-de-sac shall be measured from the edge of the right-of-way
for the through road and the center point of the turnaround at the
end of the cul-de-sac. A "through road" means a road with more than
one access.
(2)
In extreme cases where there are existing limitations
which prevent the construction of a second legal means of access to
a tract of land, the Planning Board may grant a further waiver to
the seven-hundred-fifty-foot maximum length of a cul-de-sac or dead-end
street if it determines that a reasonable second means of emergency
access will be provided and maintained to the property. This emergency
access shall be cleared to a minimum width of 20 feet and parking
prohibited on it. The emergency access shall be maintained by a homeowners'
association unless the City formally accepts the improvement. The
Board may also require a divided pavement of at least 16 feet in either
direction with a wider right-of-way, if necessary, provided for improved
access to the properties along it.
(3)
Closed ends of cul-de-sac streets shall be provided
with a radial-shaped turnaround having a minimum right-of-way radius
of 60 feet and a minimum radius to the outside edge of pavement or
curb of 50 feet. Culs-de-sac that have no potential for future extension
may have a permanent area in the center of the turnaround which shall
be suitably landscaped by the developer prior to street acceptance
in which case the minimum radius to the inside edge of pavement or
curb shall be 30 feet. A covenant, or other suitable legal instrument,
shall be placed on property deeds to all lots abutting the cul-de-sac
turnaround indicating that the owners of such lots shall maintain
the landscaped area. In cases where the center landscaped area is
to be owned and maintained by a homeowners' or other appropriate organization,
the minimum radius to the inside of the right-of-way shall be 20 feet.
Culs-de-sac which have the potential for future extension need not
have landscaped central areas installed but instead shall have a minimum
fifty-foot radius paved turnaround area.
(4)
Tee (T) or ell (L) shaped turnarounds at the closed
end of a dead-end street, in lieu of a radial shape, are not permitted
unless: 1) under unique and extreme circumstances of land ownership,
topography or lot layout, the design would provide greater traffic
safety, and 2) the Fire Department certifies that the design would
increase response times or create a fire safety hazard. If permitted,
the design conforms to the Board of Public Works Specifications. In
such cases the minimum turnaround right-of-way width shall be 40 feet
with a pavement width of 15 feet.
(5)
Turnaround requirements of this subsection may be
waived in whole or in part by the Planning Board for streets of record
prior to the adoption of the subdivision regulations of the City,
where the unavailability of sufficient land or other factors peculiar
to the proposed subdivision would prevent such requirements from being
met.
F.
Lighting. The developer shall be responsible for and shall bear any costs associated with the installation of streetlighting facilities. Such facilities shall be installed and spaced in accordance with requirements of Article IX of this chapter with guidance from the generally accepted practices as established by the Illuminating Engineering Society of North America, "American National Standard and Practice for Street Lighting" (ANSI/IES RP-8, 1977).
Purpose: This section establishes requirements
for ingress, egress openings in concrete, street curbing, commonly
referred to as "curb cuts" as well as other means of vehicular access
to and from private property shall be regulated in accordance with
the following requirements.
|
A.
Size and design of curb cuts and other access point.
(1)
Curb cuts or driveway approaches shall have minimum
and maximum width as follows for two-way driveway as follows, including
two-foot shoulders:
Table 209-1
Size of Curb Cuts
| |||
---|---|---|---|
Minimum Width
(feet)
|
Maximum Width
(feet)
| ||
One-way
|
12
|
15
| |
Two-way (includes two two-foot shoulders)
|
24
|
36
|
(2)
Driveways with four or more lanes planned shall include
a planted medians in order to reduce the visual impact of pavement.
(3)
Driveways crossing a sidewalk shall maintain and continue
the sidewalk, including the sidewalk pavement and texture.
(4)
The inside turning radii shall be a minimum of 15
feet and a maximum of 30 feet and meet the minimum and maximum requirements
of Table 209-2.
Table 209-2
Inside Turning Radii
| |||
---|---|---|---|
Land Use
|
Minimum Inside Turning Radii
(feet)
|
Maximum Inside Turning Radii
(feet)
| |
Residential only
|
15
|
20
| |
Commercial/industrial
|
20
|
28.3
| |
Mixed uses
|
15
|
28.3
|
C.
Driveways on corner lots. Driveways on corner lots
shall be located a minimum of 50 feet from an intersection.
D.
Driveway throat length. Driveway throat length shall
be measured from the edge of the property line to the end of the driveway.
The "end of the driveway" means the point at which a lane or opening
in the driveway permits vehicles to enter or exit the driveway lanes.
A minimum driveway throat length of 25 feet shall be required. Where
warranted, the Planning Board may require additional distance. The
purpose of the driveway throat length is to allow for traffic entering
the site to be stored on site in order to avoid a queue of traffic
on the street causing delays and potentially hazardous situation.
E.
Driveway approach angle. The angle of the driveway
approach shall be approximately 90° for two-way driveways and
between 60° and 90° for one-way driveways.
F.
Shared access.
(1)
Parking lots for single tenant commercial developments
shall utilize shared driveways and shall contact adjacent property
owners to obtain access easements. At the time of planting or site
plan approval, each development shall extend the easement to the next
property. The Planning Board may waive this requirement if it determines
that it is physically impossible to provide shared access to the lot
or if extenuating circumstances can be demonstrated and are approved
by the by the Planning Board.
(2)
Wherever a proposed development abuts unplanted land
or a future development phase of the same development, stubs-out shall
be installed in order to provide access to abutting properties or
to logically extend the street system into the surrounding area. All
street stubs shall be provided with temporary turnarounds or culs-de-sac.
The restoration and extension of the street shall be the responsibility
of any future developer of the abutting land. These standards may
be waived by the Administrator where specific finding is made that:
1) the peculiar nature of the property results in practical difficulties
or unnecessary hardships that impede carrying out the strict letter
of the requirement; 2) the property will not yield a reasonable return
or cannot be put to reasonable use unless relief is granted; and 3)
balancing the public interest in enforcing the setback requirements
and the interest of the owner, the grant of relief is required by
considerations of justice and equity.
(3)
Multitenant developments shall provide a central drive
entrance. Each development shall provide an "entrance throat" that
will direct traffic and provide for stacking space at intersections
with the corridor. This limited access will permit the City and state
to control traffic at this location. The development shall extend
access to adjacent properties in order to control access to the corridor.
A.
Streets shall be laid out so as to intersect as nearly
as possible at right angles and no street shall intersect any other
street at less than 75°.
B.
Property lines at street intersections shall be rounded
with a radius of at least 20 feet. The Planning Board may require
a greater, or allow a lesser, radius whenever lot layout, safety and
convenience will be served.
C.
Street jogs with center line offsets of less than
175 feet shall be avoided.
D.
A tangent shall be included between reverse curves
on all but residential streets. The length of the tangent shall comply
with the requirements of AASHTO, A Policy on Geometric Design of Highways
and Streets (1994), but in no case shall be less than 100 feet long.
E.
When connecting street lines deflect from each other
at any one point by more than 10°, they shall be connected by
a curve with a radius adequate to insure a safe sight distance.
F.
Street bounds shall be placed at all street intersections,
points of curves, angle points and at intermediate points as shall
be required by the City Engineer, and shall be of such material, size
and length as prescribed by the City Engineer.
B.
Design standards. The design standards and construction
specifications of private streets shall be the same as for public
streets, subject to the additional requirements established below.
C.
Certification. Upon completion of construction, the applicant shall provide the City Engineer with written a certification signed by a licensed professional engineer certifying that the private streets and sidewalks (as applicable) were designed and installed as required by the provisions of this chapter. In the case of lots with no frontage, access for vehicles, utilities and emergency vehicles shall be insured through the use of common area agreements or private easements. The minimum width of access easements shall conform to § 190-209.
D.
Maintenance.
(1)
Private streets and sidewalks shall be owned and maintained
by a homeowners association, corporation, community association, or
other legal entity established for this purpose. No subdivision or
site plan proposing a private street shall be approved unless documents
establishing the entity are provided to the Planning Board. A street
maintenance agreement to assure private responsibility of future maintenance
and repair shall be approved as to form and content by the City Attorney
and shall be recorded with the deed of each property to be served
by a common private street. The agreement shall provide for:
(a)
A method to initiate and finance a private street
and maintain that street in good condition;
(b)
A method of apportioning maintenance costs to
current and future users;
(c)
A provision that the City may inspect and, if
necessary, require that repairs be made to the private street to ensure
that safe access is maintained for emergency vehicles. If required
repairs are not made within six months of date of notice, the City
may make the necessary repairs and assess owners of parcels on the
street for the cost of all improvements plus an administrative fee,
not to exceed 25% of total costs;
(d)
A provision that the majority vote of all property
owners on the street shall determine how the street is maintained
except in the case of emergency repairs as outlined above;
(e)
A statement that no public funds shall be used
to construct repair or maintain the street;
(f)
A provision requiring mandatory upgrading of
the street if additional parcels are added to reach the specified
thresholds; and
(g)
A provision that property owners along that
street are prohibited from restricting or in any manner interfering
with normal ingress and egress by any other owners or persons needing
to access properties with frontage on that street.
(2)
All purchasers of property served by a private street
shall, prior to final sale, be notified that the property receives
access from a private street that shall be maintained collectively
by all property owners along that street; that the City shall not
be held responsible for maintaining or improving the private street;
and that a right-of-way easement to provide the only access to that
property has been recorded in the deed for that property.
(3)
By approving private streets, the City does not assume
any liability for snow plowing or other maintenance items, or for
any injuries, damages, or related liabilities associated with maintenance
of the streets. All such responsibilities and liabilities shall remain
with the landowner or homeowners' association.
A.
Location.
(1)
Sidewalks shall be located on at least one side of
the street. In standard single-family developments, sidewalks shall
be placed parallel to the street, with exceptions permitted to preserve
natural features or to provide visual interest. In planned developments,
sidewalks may be placed away from street systems, but they may also
be required parallel to the street for safety reasons. The Planning
Board may require sidewalks on both sides of the street on high volume,
collector or arterial streets.
(2)
Sidewalks may be placed directly over a portion of
the utility easement; and/or behind the planted area provided for
street trees.
(3)
For parkways, the sidewalks shall take the form of
multi-use trails that may meander at a distance of between six to
15 feet from the paved section of the street. In planned developments,
sidewalks may be located away from the street system to link dwelling
units with other dwelling units, the street, and on-site recreation
areas and parking areas.
B.
Pavement section. Sidewalks and graded areas shall
be constructed according to the Board of Public Works specifications.
Sidewalks shall include additional width where required by the Americans
with Disabilities Act.
C.
Pedestrian rights-of-way. Pedestrian rights-of-way
not less than 14 feet wide may be required where deemed essential
to provide circulation or access to schools, playgrounds, shopping
centers, transportation or other community facilities. Where such
pedestrians rights-of-way are provided, the developer shall clear
the areas of obstructing rocks, trees and undergrowth, bring the right-of-way
to suitable grade, and construct a bituminous concrete sidewalk for
bicycle use of at least five feet in width and a bituminous concrete
sidewalk for pedestrian use of at least five feet in width, or a bituminous
concrete sidewalk for pedestrian and bicycle of at least 10 feet in
width in accordance with the City Board of Public Works specifications.
D.
Waivers.
(1)
For commercial, industrial, and office subdivisions
in the LB, GB, D-1, D-3, HB, PI, and GI Zones, the requirements for
sidewalks in the subdivision shall be determined during the review
of subdivision and site plans. The requirements for sidewalks in such
a subdivision may be waived if the Planning Board determines that
the nature and/or intensity of the proposed use or the proposed use
of other pedestrian facilities would obviate the need for these improvements,
and that the burden on the applicant outweighs the public benefits
associated with the sidewalk requirements.
Comment: An example of a sidewalk waiver
is multiple frontage lots. In these situations, sidewalk construction
along frontages other than the principal frontage of the lot. In those
situations, pedestrian access is only from one of the frontages. The
sidewalk requirements may be waived on the other frontages.
|
(2)
For subdivisions in a residential zoning district,
or subdivision applications for residential lots in any zoning district,
a contribution in lieu of the construction of sidewalks along an existing
street may be accepted when all of the following conditions are met:
(a)
None of the lots may be divided into additional
buildable lots under the minimum requirements of the zone. This requirement
is met where:
(b)
The existing street adjacent to the proposed
lots has no sidewalks for a distance of 250 feet on the same side
of the street as the new lots. This distance shall be measured from
the nearest frontage point within the proposed subdivision.
E.
Contribution in lieu of sidewalk construction.
(1)
The Planning Board may accept a contribution in lieu
of the construction of sidewalks where:
(2)
The Planning Board may accept a contribution in lieu
of the construction of sidewalks for culs-de-sac.
(3)
All revenues generated by contributions pursuant to
this section shall be deposited in an account created for this purpose.
Revenues so generated shall be separately accounted for each of the
four major quadrants of the City, said quadrants corresponding to
the areas divided to the north and south by the Nashua River and to
the east and west by the F.E. Everett Turnpike, and shall be used
solely for the purpose of construction of new sidewalks in the quadrant
from which the revenue was generated.
(4)
The Planning Board is authorized to establish a schedule
of fees for sidewalk contributions in lieu of construction. If the
Planning Board does not establish a fee schedule, the contribution
amount shall be determined by mutual agreement of the Planning Board
and the applicant and included as a condition of plan approval.
A.
Board of Aldermen approval. No person shall name a
street, place or highway in the City, or erect a sign designating
a name for any street, place or highway, or select a house number
or address on such street, place or highway, without first obtaining
the consent of the Board of Aldermen.
B.
Development identification. All developments of over three buildings containing private streets must erect and maintain a permanent location map in the vicinity of the first curb cut or parking area on the main access drive. Such map shall display street names, building locations and unit numbers. Such signs shall conform to § 190-102.