All development shall provide adequate systems, structures and physical improvements for the movement of people, goods, water, air, sewerage or power.
Roadways and drives shall provide safe and convenient access for vehicles of occupants and visitors as well as service and emergency vehicles.
A.
Hierarchy. Roadway design shall be consistent with a hierarchical system of functions. All roadways shall be classified according to their types. In making a determination as to the classification of a particular roadway, the provisions of the Master Plan and the existing and proposed conditions in the vicinity of the development shall be considered along with the intended function of the roadway itself. Functional criteria for classifying roadways not specifically designated in the master plan are as follows:
(1)
Freeways. This class of roadway in primarily intended to provide for movement of large volumes of traffic over long distances at high speeds with no direct access to adjacent properties.
(2)
Primary arterial roadways. This class of roadway is primarily intended to form an interconnected system serving lengthy trips and linking major traffic generators. They also serve as carriers of major regional traffic flows where the freeway system is incomplete or inadequate. The first and most important function of arterial roadways is to carry traffic and provision of access to adjoining property is relegated to a secondary function and is minimized. Traffic turning onto and off of these roads can reduce capacity and access points should be restricted as much as possible. With high traffic volumes and truck traffic, noise levels can be disruptive to residential areas and arterial roadways should not penetrate identifiable neighborhoods.
(3)
Secondary arterial roadways. This class of roadway is similar to primary arterial roadways except that they serve shorter trips and lower traffic volumes.
(4)
Collector roadways. Collectors differ from arterials in that they should not form an interconnected system and are generally not continuous over long distances. They are intended primarily for interneighborhood traffic and as feeder roads to industrial and commercial areas. Some are intended to provide access to residential neighborhoods and in those cases are exclusively for that purpose. They should simply carry traffic to the arterials and should not form linkages and interconnections which would accommodate unwanted through traffic. This class of roadway is intended to siphon traffic from local roadways before their capacity is exceeded and the two functions of traffic movement and property access are of equal importance. Traffic on collector roadways should be given priority over local roadways and not interrupted by sharp turns or stop signs. On-street parking is undesirable and should be avoided where possible.
(5)
Local roadways. Local roadways differ from other roadways in that they are not intended to carry any through traffic whatsoever. The intended function of this class of roadway is to provide direct access to adjoining properties; traffic capacity is of only secondary importance.
(6)
Driveways. Driveways differ from other roadways in that they connect site facilities to the local roadways. The design of driveways must be adapted to accommodate a wide variety of intended facilities such as parking, loading, and passenger dropoff and the circulation between these various automobile facilities. Design speed and lane width can be reduced to severely restrict traffic speed if desired.
B.
Layout. Roadways shall be laid out to conform as much as possible to the topography, to permit efficient drainage and utility systems, and to require the minimum number of roadways necessary to provide convenient and safe access to property.
(1)
Roadways shall be designed to form an overall system of public and private ways for the efficient circulation of vehicles in which every building, facility, parking, loading or service area shall have a convenient and safe means of ingress and egress.
(2)
All roadways shall be properly integrated with the existing and proposed system of thoroughfares and dedicated rights-of-way established on the Official Map and/or Master Plan.
(a)
All roadways shall be properly related to special traffic generators such as industries, business districts, schools, places of worship, and shopping centers; to population densities; and to the pattern of existing and proposed land uses.
(b)
Roadways shall be laid out so as to discourage through traffic on local roadways, to occupy no more land than is required to provide access, and to avoid unnecessary fragmentation of land into smaller blocks.
(c)
Roadways shall be planned in connection with the grouping of buildings and parking or loading areas so as to minimize conflict of movement between the various types of traffic, including pedestrian.
(d)
Roadways shall be designed to enhance the aesthetic qualities of the roadside.
(e)
The rigid rectangular gridiron roadway pattern is discouraged and the use of curvilinear roadways and U-shaped roadways shall be encouraged where such use will result in a more desirable layout.
(f)
Looped roadways shall be preferred and stub or cul-de-sac roadways are discouraged as not in conformance with the intent of this chapter. No dead-end roadway shall exceed a length of 700 feet unless turnaround areas are provide at a rate of one for each 600 linear feet.
(g)
All roadways shall be arranged so as to obtain as many as possible of the building sites at, or above, the grades of the roadways.
(h)
Roadways shall be designed to preserve and enhance scenic vistas and landmarks.
C.
Public rights-of-way and blocks and lots. Public rights-of-way shall be established to provide reasonable public access and all lots shall front on a public right-of-way.
(1)
The right-of-way shall be measured from lot line to lot line and shall be sufficiently wide to contain the cartway, curbs, shoulders, sidewalks, graded areas, utilities and shade trees.
(2)
The right-of-way width of a new roadway that is a continuation of an existing roadway shall in no case be continued at a width less than the existing roadway.
(3)
Block size shall be the maximum consistent with use and shape of the site and the convenience and safety of the occupants.
(4)
Blocks shall have sufficient width to provide for two tiers of lots of appropriate depths. Exceptions of this prescribed block width shall be permitted in blocks adjacent to major roadways, railroads, or waterways.
(5)
The lengths, widths, and shapes of blocks shall be such as are appropriate for the locality and the type of development contemplated, but block lengths in residential areas shall not exceed 1,200 feet nor be less than 400 feet in length.
(6)
In long blocks, easements through the block shall be provided to accommodate utilities, drainage facilities, or pedestrian traffic.
D.
Roadway extensions. The arrangement of roadways shall provide for the continuation of principal roadways between adjacent properties for convenient movement of traffic, effective fire protection, for efficient provision of utilities.
(1)
Proposed roadways shall be extended to the boundary lines of the tract to be subdivided, unless prevented by topography or other physical conditions.
(2)
If the adjacent property is undeveloped arid the roadway must be a dead-end roadway temporarily, the right-of-way shall, except where reserved, be extended to the property line. A temporary cul-de-sac turnaround, and/or a T-shaped or L-shaped turnaround shall be provided on all temporary dead-end roadways, with the notation on the subdivision plan that land outside the normal roadway right-of-way shall revert to abutting property owners wherever the roadway is continued. The approving board may limit the length of temporary dead-end roadways.
(3)
Where a roadway does not extend to the boundary of the subdivision and its continuation is not required by the approving authority for access to adjoining property, its terminus shall not be nearer to such boundary than 50 feet. However, the approving board may require the reservation of an appropriate easement to accommodate drainage facilities, pedestrian traffic, or utilities. A cul-de-sac turnaround shall be provided at the end of a permanent dead-end roadway. For greater convenience to traffic and more effective policing and fire protection, permanent dead-end roadways shall be limited in length.
F.
Grade. Roadways shall be graded to ensure adequate visibility and to encourage a smooth flow of traffic.
(1)
Grades of roadways shall conform as closely as possible to the original topography.
(2)
A combination of steep grades and curves shall be avoided.
(3)
Minimum roadway grade permitted for all roadways shall be 0.5%; but roadways constructed at this grade shall be closely monitored and strict attention paid to construction techniques to avoid ponding. Where topographical conditions permit, a minimum grade of 0.75% shall be used.
(4)
Maximum roadway grade shall be 8%.
(5)
Intersections shall be designed with a flat grade wherever practical. Maximum grade within intersections shall be 5% except for collectors which shall be 3%.
Exhibit 1 | |||
|---|---|---|---|
Intersection Standards | Local Roadway (feet) | Collector Roadway (feet) | |
Maximum grade within 50 feet of intersection | 5% | 3% minimum | |
Minimum center-line radius | 150 | 300 | |
Minimum tangent length between reverse curves | 100 | 150 | |
Curb radii | 25 | 35 | |
G.
Roadway width. Roadways shall be of suitable width to accommodate prospective traffic and afford satisfactory access to police, fire fighting, snow removal, sanitation, and road maintenance equipment, and to coordinate roads so as to compose a convenient system and avoid undue hardships to adjoining properties.
(2)
Where a nonresidential collector or a collector roadway serving more than 100 lots intersects with another collector roadway or major roadway, both the right-of-way and the pavement shall be widened by 24 feet for a distance of 200 feet back from the intersection of the center lines of both roadways.
(3)
Where no parking is provided, interior drives shall be not less than 12 feet wide for one-way traffic and not less than 20 feet wide for two-way traffic and shall be not more than 36 feet in width.
H.
Intersection of roadways. Roadway intersections shall link separate roadways with minimal interference of traffic flow.
(1)
Hierarchical order. Vehicular access between roadways should follow a hierarchical order of interconnection insofar as practical. Direct interconnections between dissimilar classes of roadway should be avoided and traffic from one class of roadway should be combined and controlled so as to channel traffic between different roadway classes conveniently, safely, and in a manner which minimizes marginal traffic friction and promotes free traffic flow. In no case shall local roadways connect in such a way as to encourage their use for through traffic. Changes in roadway class shall occur at intersections and not along a linear roadway segment.
(2)
Driveways serving residential developments should connect with a local roadway and to separate residential development from arterial roadways the following should be used.
(a)
A marginal service road shall be provided along such expressways and arterials and shall be separated from it by a raised divider strip at least eight feet in width.
(b)
The frontage shall be reversed so that the lots contiguous to such arterials will front on an internal roadway, with a buffer strip at least 50 feet in width for planning provided along the arterial or major road.
(c)
Such other means of separating through and local traffic and of providing a suitable buffer shall be provided, as the approving board may determine to be appropriate.
(3)
Separation of intersections. Intersections shall be arranged to encourage smooth traffic flow with controlled turning movement and minimum hazards to vehicular or pedestrian traffic.
(a)
No more than two roadways shall cross the same point. Use of "T" intersections shall be encouraged. To avoid corner-cutting when inadequate offsets exist between adjacent intersections, offsets shall be at least 150 feet between center lines.
(b)
No part of any driveway may be located within five feet of a side property line for single and/or two-family dwellings and within 30 feet of a side property line for other use except for a driveway serving two or more adjacent sites.
(4)
Intersection angle. Intersection angles shall provide for rapid and safe maneuvers.
(a)
Intersections shall be at right angles wherever possible and intersections of less than 60º measured at the center line of roadways, shall not be permitted.
(b)
Approaches of any roadway to any intersection of another roadway shall follow a straight line course within 100 feet of the intersection.
(c)
Driveway angle, one-way operation. Driveways used by vehicles in a one-way direction of travel (right turn only) shall not form angles smaller than 45º with the roadway, unless acceleration and deceleration lanes are provided.
(d)
Drive angle, two-way operation. Driveways used for two-way operation will intersect the roadway at any angle as near 90º as site conditions will permit, and in no case shall it be less than 60º.
(e)
Where a driveway connecting to a roadway serves traffic from parking areas of a major traffic generator, acceleration and/or deceleration lane may be required. Merging and turnout lanes as well as traffic dividers shall be provided where existing or anticipated heavy flows indicate need.
(5)
Sight triangles. Proper sight distance should be provided at the intersections of ingress and egress driveways by establishing sight triangles.
(a)
Sight triangles shall be delineated in accordance with Transportation and Traffic Engineering Handbook.
(b)
Sight triangles at roadway intersections shall extend from a plane 18 inches above curb level to a plane 10 feet above curb level.
(c)
Sight triangles at driveway intersections shall extend from a plane 30 inches above curb level to a plane eight feet above curb level and be so designed with regard to profile, grading and location to permit the following site distance measured in each direction. The measurement shall be from the existing driveway 10 feet from the intersection.
Allowable Speed on Roadway (miles per hour) | Required Site Distance (in feet) | |
|---|---|---|
25 | 150 | |
30 | 200 | |
35 | 250 | |
40 | 300 | |
45 | 400 | |
50 | 475 |
(6)
Pavement and shoulders/curbs and gutters. Roadways shall be improved to provide a serviceable all weather surface.
(a)
Roadways shall be paved with a durable dust free surface.
(b)
Curbing shall be required for drainage purposes, safety, and delineation and protection of pavement edge.
[1]
Curbing shall be provided along both sides of all roadways and adjacent to the edge of all aisles, drives, and off-street parking areas.
[2]
Curbing shall be designed to provide a ramp for bicycle and/or wheelchairs.
[3]
Minimum curb radius.
[a]
Intersections shall be rounded at the curbline, with the roadway having the highest radius requirement as shown in Exhibit 1, Intersection Standards, in § 140-233F(5) determining the minimum standard for all curblines.
[b]
Parking areas for 25 or more cars and access drives for all parking areas on arterial highways provide curbed return radii of not less than 15 feet for all right-turn movements and left-turn access from one-way roadways and concrete aprons on entrance and exit drives.
[c]
Parking areas for less than 25 cars may utilize concrete aprons without curb returns at entrance and exit drives which are not located on a minor arterial or principal arterial highway.
[d]
Maximum curb depression width for single- and two-family dwellings shall be the driveway width plus four feet, but not more than 25 feet.
[e]
For all other uses shall be the driveway width plus 10 feet, but not more than 35 feet.
(7)
Shoulders. Shoulders and/or drainage swales shall be required instead of curbs when soil and/or topography make the use of shoulders and/or drainage swales preferable, or where curbing would unnecessarily detract from the intended character of the area.
(8)
Utility and shade tree strips. Strips along shall be established along roadways to accommodate utilities and shade trees.
(9)
Roadway names. All roadways other than driveways shall be named.
(a)
Roadway names and subdivision names shall not duplicate or nearly duplicate the names of existing roadways or subdivisions in the Township or surrounding communities.
(b)
Roadway names shall be subject to the approval of the Township Committee.
(c)
The continuation of an existing roadway shall have the same name.
Off-street parking, loading and service areas shall provide for safe and convenient maneuvering and parking of vehicles.
A.
Auto parking. All parking spaces shall be usable and safely and conveniently arranged.
(1)
Off-street parking areas shall be oriented to and within a reasonable walking distance of the buildings they are designed to serve. This distance shall be a maximum of 1,000 feet.
(2)
All parking spaces shall be of sufficient size to allow parking in one maneuver.
(a)
Parking spaces, ramps, etc., shall be provided for the physically handicapped, in accordance with the New Jersey barrier-free design regulations and the Americans with Disabilities Act.
(b)
Backup areas with a minimum depth of 10 feet shall be provided in all parking lots where there are dead-end aisles.
(3)
All parking spaces shall be serviceable in all weather conditions and shall minimize the inherent potential for damage to property or vehicles.
(a)
Off-street parking spaces shall be separated from walkways, roadways and landscaped areas by a wall, fence, bollards or curbing.
(b)
Each parking space shall consist of a suitably graded, drained and unobstructed area in the plane of which no straight line shall have a grade in excess of 6% or less than 1%.
(c)
Parking areas shall be surfaced with bituminous pavement or concrete pavement.
(d)
Parking areas shall be clearly marked by painted lines or curb or other means to indicate individual parking spaces.
(e)
Safety islands shall be located at ends of parking rows.
B.
The surface of pavement in any parking area with a capacity of more than four vehicles shall be marked with solid white or yellow painted lines in such a manner as to indicate each individual parking stall and direction of traffic flow in each access drive and aisle.
C.
Ingress and egress drives shall have a width of at least 12 feet for one-way drives and at least 20 feet for two-way drives. No ingress egress drive shall have a width of greater than 30 feet.
D.
E.
Loading. Loading and unloading space shall be provided directly from a roadway that will not interfere with public convenience and that will permit orderly and safe movement of truck vehicles.
F.
Parking and loading specifications.
(1)
All off-street parking spaces, aisles and access drives shall be graded so as to have a minimum longitudinal slope of 0.75% (nine inches per 100 feet) on open surface swales, channels or gutters designed for or receiving surface water flow and 0.50% (six inches per 100 feet) on surfaces subjected to sheet flow when finished. Subsurface drainage facilities shall be constructed, where required, to remove surface water runoff from such areas and convey it to existing drainage facilities or natural streams having the capacity to accept the additional runoff. The design standards and specifications of this chapter shall apply and, where appropriate, the words “site or tract under consideration” shall be used in place of the word “subdivision” and the words “parking area driveways and access roads” shall be used in place of the words “street” or “streets” therein.
(2)
The minimum requirement for the pavement thickness of any parking spaces, aisles and access drives shall be:
Use Classification | Poor Subgrade* (inches) | Fair to Good Subgrade (inches) | Surface Course (inches) | |
|---|---|---|---|---|
Residential driveways; passenger car parking lots and access aisles: bituminous concrete | 4.5 | 3 | 1.5 | |
Commercial and light industrial service roads and access aisles: bituminous concrete | 6 | 5 | 1.5 | |
Heavy industrial service roads and access aisles, truck and bus parking lots: bituminous concrete | 7 | 5 | 2 |
*Poor subgrade shall be those subgrades having a California Bearing Ratio of less than 5.0. |
(3)
The base course and surface course material shall be as specified in this chapter except that crushed stone or bank-run gravel may be substituted for the base course in accordance with the “Pavement Base Course Equivalencies” of the New Jersey Asphalt Pavement Association.
(4)
For residential driveways and access and parking areas for agricultural and farm businesses, six inches of crushed stone or bank-run gravel or a minimum of five inches of portland cement concrete for poor subgrade or four inches of portland cement concrete for fair to good subgrade may be used.
All development shall accommodate the use of bicycles.
A.
Bicycle parking areas shall be provided which are protected from damage by vehicles. To encourage usage, such facilities shall be a minimal distance from building entrances. To deter theft, they shall be clearly observable from within the building and provided with locking facilities.
B.
Drainage grates in roadways and parking lots shall be of a bicycle safe design.
C.
Separate bicycle paths shall be required when such paths have been specified as part of the adopted master plan or if substantial bicycle traffic is anticipated. Bicycle paths, if provided, shall be coordinated with the pedestrian walkway system so that bicycle and pedestrian roadway crossings are combined wherever feasible. Paths shall be eight feet wide.
D.
Surface material shall be limited to bituminous mixes, concrete, and wood planking.
Designated walkways shall form a logical, safe and convenient system for pedestrian access to all dwelling units, project facilities and principal off-site pedestrian destinations.
A.
Design walking distance in the open between dwelling units and parking spaces, delivery areas and trash and garbage storage areas intended for use of occupants shall be minimized.
B.
Walkways to be used by substantial number of children as play areas or routes to school or other destinations shall be so located and safeguarded as to minimize contacts with normal automotive traffic. Major roadway crossings shall be held to a minimum on the walkways, and shall be located, designed and appropriately marked for safety. Pedestrian crossings shall be safely located, marked and controlled, and fences on other barriers shall be used to restrict crossings where appropriate to because of substantial exposure of pedestrians to automotive traffic. Walkways may be combined with other easements and used by emergency or service vehicles, but shall not be used by other automotive traffic.
C.
Sidewalks shall be placed parallel to the roadway within the right-of-way except to preserve topographical or natural features or unless a separated pedestrian circulation system is provided.
(1)
Sidewalks shall be provided on both sides of all roadways and throughout site development for ease of pedestrian access.
(2)
Pedestrian way easements at least 10 feet wide may be required by the Planning Board through the center of blocks more than 600 feet long or to provide circulation or access to schools, playgrounds, shopping, or other community facilities.
(3)
One-family dwellings less than 500 feet distant from an existing sidewalk on the same side of the roadway shall be required to have a sidewalk constructed along the entire roadway.
D.
Acceptable materials shall include, concrete, brick and cement payers.
[1]
Editor's Note: The design criteria known as "Schedule I," as promulgated by the Land Use Office, are on file in the Land Use Office.
For additional roadway structure details, see Schedule I.