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TC 04-27-09 Meeting AgendaCOUNTY of FREDERICK Department of Planning and Development MEMORANDUM TO: Frederick County Transportation Committee FROM: John A. Bishop, AICP, Deputy Director - Transportations RE: April 27, 2009 Transportation Committee Meeting DATE:April 20, 2009 540/665-5651 FAX: 540/665-6395 The Frederick County Transportation Committee will be meeting at 8:30 a.m. on Monday, April 27, 2009 in the first floor meeting room of the Frederick County Administration Building, 107 North Kent Street, Winchester, Virginia. AGENDA 1. TIA Standards discussion 2. Secondary Street Acceptance Requirements 3. Article Review 4. Other Please contact our department if you are unable to attend this meeting. Attachments JAB/bad 107 North Kent Street, Suite 202 • Winchester, Virginia 22601-5000 �J 0 0 Item 1: TIA Standards Discussion This item is to continue the discussion from the previous meeting. Attached please find the most recent staff draft of the TIA Standards. Staff is expecting a redline version from the Top of Virginia Builders Association this week and will forward it to the Committee upon receipt. 2 Traffic Impact Analysis Standards Draft #4 11/24/08 A Traffic Impact Analysis (TIA) is required in order to allow County Officials and staff the opportunity to assess the impact of a proposed development. The TIA should provide sufficient information to allow this assessment to take place. Any application that includes a TIA, as determined by planning staff, which does not meet the standards laid out herein, shall not be considered complete. These TIA standards shall be applicable to rezonings, master plans, subdivisions, and site plans. When a TIA is required Any action that meets the thresholds outlined in the Virginia Department of Transportation Chapter 527 regulations shall require a TIA (see attached VDOT table). Additionally, Frederick County may choose to require a TIA under the following scenarios; For Site Plans: 1. When one has not been done previously AND the development is expected to generate 100 or more vehicle trip ends in the peak hour. For Master Plans and Subdivisions: When a TIA that models the development that is being master planned or subdivided has not previously been done. If item one has been satisfied, then none of the following items would apply. 2. Any proposed action that is expected to generate 1,200 or more vehicle trip ends per day or 100 or more vehicle trip ends in the peak hour and has not previously had a TIA done for similar or greater trip generation. Additionally, staff may require a TIA for any level of traffic generation on corridors facing significant congestion or safety concerns as determined by the professional judgment of the planning staff. 3. A change in use that, while not resulting in greater trip generation, results in a significant change in trip demographics or peak travel times resulting in an unstudied impact on the transportation system. For Rezonings: All rezoning shall require a TTA unless waived by planning staff, 3 1. Submit a determination form to planning staff which will be used to determine whether the project requires a TIA and whether it will require a VDOT Chapter 527 submittal. 2. Each TIA will be required to undergo a formal scoping meeting with VDOT and County Staff at the regular VDOT engineers meeting. The applicant shall be responsible for scheduling the scoping meeting and it will be the responsibility of planning staff to make sure they are in attendance. Applicants will not be required to re -scope the project due to a failure of planning staff to attend the original scoping meeting. 3. Each submittal must include the following: a. All required VDOT copies and payment for Chapter 527 submittal, and all items on the attached checklists which can be found in the Traffic Impact Analysis Regulations Administrative Guidelines published by VDOT in September, 2007. Utilize the subdivision plat or site plan package checklist for master plans. b. 1 paper copy (or PDF on CD) and 1 CD with modeling files. If submitting PDF copy of the report, both report and modeling files may be on the same CD. 4. Each TIA must include the following; a. An executive summary which summarizes the development, significant findings of the TIA, and impacts of proposed mitigation b. Sections on existing traffic, existing traffic with build out year background traffic, existing traffic with build out year background and development generated traffic, existing traffic with full background traffic, and existing traffic with full background and development traffic. In certain situations it may be appropriate to eliminate some of the above scenarios or to have other scenarios included; the planning staff in concert with VDOT is enabled to make these modifications at the scoping meeting with the applicant. c. The TIA must include all proposed access points, with details about access type. d. Accident Data for the most recent 3 year period to include accident type and severity e. Appendices that include output report sheets from the analysis software grouped according to location. f. Planning staff and/or VDOT may require additional analysis as required by the uniqueness of each development. Technical Details 1. Trip generation must be determined using the most recent addition of the ITE Trip Generation Report unless agreed to by VDOT and planning staff. Only trip generation methodology approved by VDOT and planning staff at the scoping meeting may be used. 2. The TIA must depict a worst case scenario allowable under the proposed zoning as determined by planning staff. The applicant may depict a less than worst case scenario if their proposed proffers would limit their development activities to uses that produce equal or less traffic than what is depicted in the TIA. 3. Only scenarios approved by VDOT and planning staff may be included in the TIA. If the applicant wishes to include other scenarios in their presentation to the Board of Supervisors and/or Planning Commission, that will be allowable. 4. Existing signal timings provided by VDOT must be used for existing conditions. However_ where existing, Ci_nal_ timings, are not oneratan op mally — dnVmV.11JtL-1UtL-Ldb- -F -9 .7 µ by the applicant and agreed to by VDOT, an improved signal timing plan may be used if that plan will be provided to VDOT. 5. Level of Service (LOS) must be considered for all movements and approaches and shown graphically in the report. 6. When level of service does not meet the requirements of the comprehensive plan, the report must include suggested improvements that would meet the requirements of the comprehensive plan. 7. When a new signal is proposed, arterial level of service must be analyzed. This must include a signal progression analysis if warranted. 8. When conditions of existing or existing with background scenarios result in level of service F, additional analysis must be done when development traffic is added in so that the impacts of the new development may be considered. Items to include when doing this comparison are intersection capacity utilization, changes in delays, queue lengths, and vehicle to capacity ratio. Planning staff could also consider additional analysis that would depict the development impacts in this situation. 5 Item 2: Secondary Street Acceptance Requirements Attached please find a copy of VDOT's Secondary Street Acceptance Requirements and a number of other supporting documents. The Committee last reviewed this item in 2007 when comments were sent forward to VDOT for consideration. Among those comments was the issue of cul de sacs. As the deadline (July 1, 2009) for when these standards will become affective approaches, the cul de sac issue is again gaining attention. Staff will be outlining the key concerns at the meeting as well as attempting to address the Chairman's request which is outlined below. The Chairman of the Board has requested that the Transportation Committee review the standards and bring forth strategies that address this legislation and minimize the impact to Frederick County and its taxpayers. n Secondary Street Acceptance Requirements Virginia Administrative Code 24VAC30-92-10. Definitions. The following words and terms when used in these regulations shall have the following meanings unless the context clearly indicates otherwise: "Abandonment" in all its forms means the legislative action reserved for and granted to the local governing body to extinguish the public's right to a roadway under the jurisdiction of the Virginia Department of Transportation pursuant to §§ 33.1-151 and 33.1-155 of the Code of Virginia. "Accessible route" means a public or private continuous unobstructed, stable, firm and slip -resistant path connecting all accessible elements of a facility (which may include parking access aisles, curb ramps, crosswalks at vehicular ways, walks, ramps and lifts) that can be approached, entered and used by persons with disabilities. An accessible route shall, to the maximum extent feasible, coincide with the route for the general public. "ADT" means average daily traffic count (see "projected traffic") "Alley" means a narrow roadway segment used by motor vehicles for access to the rear side of commercial or residential land use, or access to auxiliary land uses and that is located within a dedicated public way or public easement. "Clear zone" means the total border area of a roadway including, if any, parking lanes or planting strips that is sufficiently wide for an errant vehicle to avoid a serious accident. (See the Road Design Manual and the Subdivision Street Design Guide (see 24VAC30-92-150) for details.) "Commissioner" means the chief executive officer of the Virginia Department of Transportation or his designee. "Complete development (land)" means the utilization of the available areas in a manner as to realize its highest density for the best potential use based on zoning, pending rezoning, the adopted comprehensive plan of the governing body, or the customary use of similar parcels of land. "Complete development (streets)" means the development of a street in full compliance with all applicable provisions of these regulations to the necessary standards of design, construction, and public benefit requirements for the effective and efficient accommodation of all modes of transportation generated by the complete development of the land, both internal and external to the development. "Conceptual sketch" means a drawing of the proposed development showing the location of existing and proposed land uses, any existing and proposed transportation facilities, and any additional information required so that the reviewer can determine the appropriate functional classification of the proposed street or streets and verify the calculation of the connectivity index, if appropriate. "Connectivity index" means the number of street segments divided by the number of intersections. Only street segments and intersections within a network addition as well as any street segment or intersection outside of the network addition connected to street segments within the network addition, or that has been connected or will be connected pursuant to 24VAC30-92-60 C 7 to the network addition through the extension of an existing stub out shall be used to calculate a network addition's connectivity index. "Cul-de-sac" means a street with only one outlet and having an appropriate turnaround for a safe and convenient reverse traffic movement. 3 "Dam" means an embankment or structure intended or used to impound, retain, or store water, either as a permanent pond or as a temporary storage facility. "Department" or WDOT" means the Virginia Department of Transportation. "Design speed" means a speed selected for purposes of design and correlation of those features of a street such as curvature, super elevation, and sight distance, upon which the safe operation of vehicles is dependent. "Developer" means an individual, corporation, local government, or registered partnership engaged in the subdivision, improvement, or renovation of land. "Director of the Maintenance Division" means the department employee, his successor or his designee, responsible for overseeing all programs administered by the Maintenance Division, including these requirements and the final acceptance of streets as part of the secondary system of state highways maintained by the department. "Discontinuance," in all its forms, means the legislative act of the Commonwealth Transportation Board, pursuant to § 33.1-150 of the Code of Virginia, that determines that a road no longer serves public convenience warranting its maintenance with funds at the disposal of the department. "District administrator" means the department employee assigned the overall supervision of the departmental operations in one of the Commonwealth's construction districts. "District administrator's designee" means the department employee or employees designated by the district administrator to oversee the implementation of this regulation. "Drainage Manual" means the department's Drainage Manual (see 24VAC30- 92-150). n "Dwelling unit" means a structure or part of a structure containing sleeping, kitchen, and bathroom facilities that is suitable for occupancy as a home or residence by one or more persons. "Easement" means a grant of a right to use property of an owner for specific or limited purpose. "External street segment " means a street segment within a network addition that connects with the existing public street network. "FAR" means floor area ratio, which is the ratio of the total floor area of a building or buildings on a parcel to the size of the parcel where the building or buildings are located. "Functional classification" means the assigned classification of a roadway based on the roadway's intended purpose of providing priority to through traffic movement and access to adjoining property as determined by the department, based on the federal system of classifying groups of roadways according to the character of service they are intended to provide. "Governing body" means the board of supervisors of the county, but may also mean the local governing body of a town or city, if appropriate, in the application of these requirements. "Intersection" means a juncture of three or more street segments, or the terminus of a street segment, such as a cul-de-sac or other dead end. The terminus of a stub out shall not constitute an intersection for the purposes of this chapter. The juncture of a street with only a stub out, and the juncture of a street with only a connection to the end of an existing stub out, shall not constitute an intersection for the purposes of this chapter, unless such stub out is the only facility providing service to one or more lots within the development. 5 "Level of service" means a qualitative measure describing operational conditions within a vehicular traffic stream, and their perception by motorists and passengers. For the purposes of these requirements, the applicable provisions of the Highway Capacity Manual (see 24VAC30-92-150) shall serve as the basis for determining "levels of service." "Level terrain" means that condition where highway sight distances, as governed by both horizontal and vertical restrictions, are generally long or could be made so without construction difficulty or major expense. "Locally controlled grade separation structure" means a grade separation structure that does not qualify for maintenance by the department but was established within the right-of-way of a street intended for state maintenance. "Local official" means the representative of the governing body appointed to serve as its agent in matters relating to subdivisions and land development. "Multiuse trail" means a facility designed and constructed for the purpose of providing bicycle and pedestrian transportation , located within a dedicated public way and is anticipated to be maintained by an entity other than the department. "Municipal separate storm sewer system" or "MS4" means all separate storm sewers that are designated under 4VAC50-60-380 A 1 as municipal separate storm sewer systems located in census urban areas. "Municipal Separate Storm Sewer System Management Program" or "MS4 Program" means a management program covering the duration of a permit for a municipal separate storm sewer system that includes a comprehensive planning process that involves public participation and intergovernmental coordination, to reduce the discharge of pollutants to the maximum extent practicable, to protect water quality, and to satisfy the appropriate water quality requirements of the Clean Water Act and corresponding regulations and the Virginia Stormwater 109 Management Act and attendant regulations, using management practices, control techniques, and system, design and engineering methods, and such other provisions that are appropriate. "Network addition" means a group of interconnected street segments and intersections shown in a plan of development that are connected to the state highway system. "Parking bay" means an off-street area for parking two or more vehicles that provides access to a public street. "Parking lane" means an area, generally seven or eight feet in width, adjacent to and parallel with the travel lane of a roadway that is used for parking vehicles. "Pavement Design Guide" means the Pavement Design Guide for Subdivision and Secondary Roads in Virginia (see 24VAC30-92-150). "Permit Manual" means the department's Land Use Permit Manual (see 24VAC30-92-150). "Phased development (streets)" means the method outlined in 24VAC30-92- 80 (phased development of streets) whereby the acceptance of certain streets into the secondary system of state highways may be considered before being completely developed in accordance with all applicable requirements (e.g., two lanes of a four -lane facility are considered for acceptance in advance of lanes three and four being finished). "Plan of development" means any site plat, subdivision plan, preliminary subdivision plat, conceptual subdivision sketch, or other engineered or surveyed drawings depicting proposed development of land and street layout, including plans included with rezoning proposals. A "Plans" means the standard drawings, including profile and roadway typical section, that show the location, character, dimensions, and details for the proposed construction of the street. "Planting strip" means a section of land between the curb face and the pedestrian accommodation or shared use path. "Plat" means the schematic representation of the land divided or to be divided. "Projected traffic" means the number of vehicles, normally expressed in average daily traffic (ADT), forecast to travel over the segment of the street involved. "Public street" means a street dedicated to public use and available to the public's unrestricted use without regard to the jurisdictional authority responsible for its operation and maintenance. "Requirements" means the design, construction, public benefit, and related administrative considerations herein prescribed for the acceptance of a street for maintenance by the department as part of the secondary system of state highways. "Right-of-way" means the land, property, or interest therein, usually in a strip, acquired for or devoted to a public street designated to become part of the secondary system of state highways. "Roadway" means the portion of the road or street within the limits of construction and all structures, ditches, channels, etc., necessary for the correct drainage thereof. "Secondary system of state highways" means those public roads, streets, bridges, etc., established by a local governing body pursuant to § 33.1-229 of the Code of Virginia and subsequently accepted by the department for supervision W and maintenance under the provisions of Articles 6 (§ 33.1-67 et seq.) and 11 (§ 33.1-150 et seq.) of Chapter 1 of Title 33.1 of the Code of Virginia. "Shared use path" means a facility that is designed and constructed according to the Road Design Manual (see 24VAC30-92-150), for the purpose of providing bicycle and pedestrian transportation. "Smoothed urbanized area boundary" means the modified area boundary of a census urbanized area as determined by the latest U.S. decennial census and modified by appropriate state, regional, and local government officials, and approved by the Federal Highway Administration. "Smoothed urban cluster boundary" means the modified area boundary of a census urban cluster as determined by the latest U.S. decennial census and modified by appropriate state, regional and local government officials, and approved by the Federal Highway Administration. "Specifications" means the department's Road and Bridge Specifications (see 24VAC30-92-150), including related supplemental specifications and special provisions. "Standards" means the applicable drawings and related criteria contained in the department's Road and Bridge Standards (see 24VAC30-92-150). "Street" means any roadway that is created as part of a plan of development, other subdivision of land, or is constructed by or at the direction of the local governing body and is a public way for purposes of vehicular traffic, including the entire area within the right-of-way. "Street segment" means (i) a section of roadway or alley that is between two intersections or (ii) a stub out or connection to the end of an existing stub out. "Stub out" means a transportation facility (i) whose right-of-way terminates at a parcel abutting the development, (ii) that consists of a short segment that is 9 J intended to serve current and future development by providing continuity and connectivity of the public street network, (iii) that based on the spacing between the stub out and other streets or stub outs, and the current terrain there is a reasonable expectation that connection with a future street is possible, and (iv) that is constructed to the property line. "Subdivision" means the division of a lot, tract, or parcel into two or more lots, plats, sites, or other divisions of land for the purpose, whether immediate or future, of sale or of building development. Any resubdivision of a previously subdivided tract or parcel of land shall also be interpreted as a "subdivision." The division of a lot or parcel permitted by § 15.2-2244 of the Code of Virginia will not be considered a "subdivision" under this definition, provided no new road or street is thereby established. However, any further division of such parcels shall be considered a "subdivision." "Subdivision Street Design Guide" means Appendix B of the Road Design Manual (see 24VAC30-92-150). "Swale" means a broad depression within which stormwater may drain during inclement weather, but that does not have a defined bed or banks. "Traveled way" means the portion of the secondary street designated for the movement of vehicles, exclusive of shoulders, parking areas, turn lanes, etc. "Tree well" means an opening on a sidewalk, generally abutting the curb, where a tree may be planted. "VPD" means vehicles per day. "VPH" means vehicles per hour. "Watercourse" means a defined channel with bed and banks within which water flows, either continuously or periodically. 10 24VAC30-92-20. A.pplicabiiit;i, effective date, and transition. A. Applicability. This regulation is intended to govern secondary street development and the criteria for acceptance of these streets by the department for subsequent maintenance. The Road Design Manual and the Subdivision Street Design Guide (see 24VAC30-92-150) offer guidance on the design and construction features of secondary street development and set out design parameters deemed appropriate for most land development scenarios. However, the business of land development is fluid and the department, in consultation with the local official, is prepared to consider innovative transportation approaches associated with land development proposals that are consistent with the design and connectivity requirements of this chapter and the Subdivision Street Design Guide (see 24VAC30-92-150). However, when not specifically addressed in one of those documents, the relevant requirements of the Road Design Manual (see 24VAC30-92-150), standards, specifications, Pavement Design Guide (see 24VAC30-92-150) and associated instructions shall govern. These requirements apply to all streets designated to be maintained by the department as part of the secondary system of state highways. The department's review and approval shall apply only to streets proposed for addition to the secondary system of state highways maintained by the department. Any plans submitted for review that contain only streets proposed for maintenance by entities other than the department may be reviewed for general guidance at the discretion of the district administrator but will not be officially approved. However, any such review shall not represent the department's commitment to accept such streets for maintenance irrespective of the quality of the construction of the street or streets. 11 Any streets proposed to be privately maintained shall have a notation on the plat and impacted deeds that clearly indicates that as a prerequisite for the streets' future acceptance, the streets must be improved to the department's prevailing requirements for acceptance at no cost to the department. All notations made on plats or similar instruments pursuant to this section shall be in accordance with § 33.1-72.2 of the Code of Virginia. B. Grandfathering. 1. Streets where the street layout has been proffered pursuant to § 15.2- 2297, 15.2-2298, or 15.2-2303 of the Code of Virginia prior to March 9, 2009, shall be considered for acceptance in accordance with the applicable former requirements, provided the requirements of § 15.2-2307 of the Code of Virginia have been met_ This grandfathering shall not apply to any streets where the proffered layout may be adjusted, without requiring a significant affirmative governmental zoning action to modify such proffered conditions, to meet the requirements of this chapter, unless a site plan, subdivision plat, or preliminary plat relying on such proffered street layout has been submitted for approval prior to March 9, 2009. In such instances the grandfathering shall apply to the applicable site plan, subdivision plat, or preliminary subdivision plat. However, such streets may be considered for acceptance under requirements of this chapter at the discretion of the developer. 2. Streets that are part of a recorded plat or final site plan valid pursuant to § 15.2-2261 of the Code of Virginia and approved in accordance with §§ 15.2-2286 and 15.2-2241 through 15.2-2245 of the Code of Virginia prior to July 1, 2009, shall be considered for acceptance in accordance With the applicable former requirements as long as such plats or plans remain valid 12 under applicable law_ However, such streets may be considered for acceptance under requirements of this chapter at the discretion of the developer. 3. Streets that are part of a preliminary subdivision plat valid pursuant to § 15.2-2260 of the Code of Virginia approved in accordance with §§ 15.2- 2286 and 15.2-2241 through 15.2-2245 of the Code of Virginia prior to July 1, 2009, shall be considered for acceptance in accordance with the applicable former requirements for a period of up to five years or such longer period as such preliminary subdivision plat is valid under applicable law, provided the requirements of § 15.2-2260 of the Code of Virginia have been met. Such grandfathering shall apply to construction plans, site plans, and final plats submitted and approved in furtherance of such preliminary subdivision plat for as long as such plans or plats remain valid under applicable law. However, such streets may be considered for acceptance under requirements of this chapter at the discretion of the developer. 4. Streets that are part of a street construction plan approved by the department prior to July 1, 2009, shall be considered for acceptance in accordance with the applicable former requirements. However, such streets may be considered for acceptance under requirements of this chapter at the discretion of the developer. 5. When the local governing body takes an action that modifies the applicable area types (see 24VAC30-92-50 for further details on area type) within such locality or the applicable area type changes due to adjustments in smoothed urbanized areas, urban cluster boundaries, or 13 metropolitan planning organization study area boundaries, the following shall apply for development proposals approved after March 9, 2009- a. Streets where the layout was proffered pursuant to § 15.2-2297, 15.2-2298, or 15.2-2303 of the Code of Virginia prior to the modification of the applicable area type shall be considered for acceptance in accordance with the requirements of the former area type for a period of up to 10 years, provided the requirements of § 15.2-2307 of the Code of Virginia have been met. This subsection shall not apply to any streets where the proffered layout may be adjusted, without requiring a significant affirmative governmental zoning action to modify such proffered conditions, to meet the requirements of this chapter, unless a site plan, subdivision plat, or preliminary plat relying on such proffered street layout has been submitted for approval prior to March 9, 2009. In such instances the grandfathering shall apply to the applicable site plan, subdivision plat, or preliminary subdivision plat. However, such streets may be considered for acceptance under the modified applicable area type at the discretion of the developer. b. Streets that are part of recorded plat or final site plan pursuant to § 15.2-2261 of the Code of Virginia approved prior to the modification of the applicable area type shall be considered for acceptance in accordance with the requirements of the former area type for a period of up to five years or such longer period as such recorded plat or final site plan is valid under applicable law. However, such streets may be considered for acceptance under the modified applicable area type at the discretion of the developer. 14 c. Streets that are part of preliminary subdivision plat pursuant to § 15.2-2260 of the Code of Virginia approved prior to the modification of the applicable area type shall be considered for acceptance in accordance with the requirements of the former area type for a period of up to five years or such longer period as such preliminary subdivision plat is valid under applicable law. Such grandfathering shall apply to future construction plans, site plans, and final plats approved in furtherance of such preliminary plat for so long as such plans or plats remain valid under applicable law. However, such streets may be considered for acceptance under the modified applicable area type at the discretion of the developer. d. Streets that are part of a street construction plan approved by the department prior to the modification of the applicable area type shall be considered for acceptance in accordance with the requirements of the former area type for a period of up to five years. However, such streets may be considered for acceptance under the modified applicable area type at the discretion of the developer. 6. If requested by the applicable locality, the provisions of this subsection shall apply if the applicant has submitted at a minimum a conceptual sketch that includes all of the elements required under 24VAC30-92-70 A prior to July 1, 2009. Subdivisions 1 through 5 of this subsection shall take precedence over this subdivision in any instances of a conflict. C. Effective date. All streets proposed for acceptance by the department after March 9, 2009, shall be considered for acceptance in accordance with this chapter, except as provided for in subsection Q of this section and as may be waived by the commissioner pursuant to this chapter. 15 D. Transition. Prior to July 1, 2009, the department will consider complete plats and plans developed in accordance with either the former requirements or these requirements. Any plat or pian initially submitted to thl e department for consideration after June 30, 2009, however, shall be in accordance with these requirements. 24VAC30-92-30. Local subdivision ordinances. Exemptions or variances in local ordinances. Any requirements of ordinances adopted by the governing body that are not in conflict with these provisions shall become the department's requirements in that locality and govern. Any street proposed for addition to the secondary system of state highways maintained by the department shall comply with applicable requirements as herein provided or the local ordinance, when such provisions are not in conflict with this chapter. 24VAC30-92-40. Continuity of public street system. The continuity of a publicly maintained street system is a prerequisite to the addition of any street or network addition into the secondary system of state highways. A street or network addition may only be accepted into the secondary system of state highways for state maintenance if it is the continuation of the network of public streets whose maintenance has been officially accepted by the department or, if appropriate, a city, town or county, and such street or network addition meets the requirements of this chapter. 24VAC30-92-50. Area type thresholds. A. Area type thresholds. There are three area types established for secondary streets in the Commonwealth. Within each area type, streets must meet the applicable design and public benefit requirements to be eligible for acceptance into the secondary system of state highways. For the purposes of this chapter the 16 following area types shall determine the design and public benefit requirements that apply to streets and network additions. 1. Compact Area Type. The Compact Area Type shall apply when any part of a network addition meets one or more of the following criteria: a. Located within a locally designated urban development area pursuant to § 15.2-2223.1 of the Code of Virginia, or within an area designated by an adopted local comprehensive plan pursuant to § 15.2-2223 of the Code of Virginia as a village, town, or other growth area; b. Located within a smoothed urbanized area boundary; c. Located within an area designated by the local government, by ordinance or by the adopted local comprehensive plan pursuant to § 15.2-2223 of the Code of Virginia, to be subject to the Compact Area Type requirements of this chapter provided such area is designated in the adopted local comprehensive plan as an area for compact development with median lot sizes no greater than 112 acre; d. Located within a locally designated transfer of development rights receiving area pursuant to § 15.2-2316.1 of the Code of Virginia; or e. Located within a smoothed urban cluster boundary. 2. Suburban Area Type. The Suburban Area Type shall apply when any part of a network addition meets one or more of the following criteria and does not meet any of the Compact Area Type criteria: a. Located outside a smoothed urbanized area boundary but within an official Metropolitan Planning Organization Study Area; 17 b. Located within a two-mile radius of a locally designated urban development area pursuant to § 15.2-2223.1 of the Code of Virginia; c. Located within a two-mile radius of a smoothed urban cluster boundary; d. Located within a locally designated cluster development pursuant to § 15.2-2286.1 of the Code of Virginia; or e_ Located within an area not subject to the Compact Area Type criteria that is designated by the local government, by ordinance or by the adopted local comprehensive plan pursuant to § 15.2-2223 of the Code of Virginia, to be subject to the Suburban Area Type requirements of this chapter provided such area is designated in the adopted local comprehensive plan as an area for suburban development with median lot sizes no greater than two acres. 3. The Rural Area Type. The Rural Area Type shall apply in all other areas of the Commonwealth. B. Modifications to the area type thresholds. Area type perimeters shall be consistent with all planning boundaries listed within subsection A of this section, except as may be allowed within this subsection. Where the area type boundaries have been determined by a smoothed urbanized area, smoothed urban cluster, metropolitan planning organization study area, or within two miles of a smoothed urban cluster, and local governing body requests that the current area type designation differ from the above stated planning boundaries, the department will review such amendments related to a modification to the area type. Approval of such modification requests is not assured and will be reviewed on an individual basis. The commissioner, upon receipt of a resolution from the local governing body, for good cause shown may determine that an area type for 18 a specific area within the local jurisdiction should be modified to a different area type or that any of the requirements of 24VAC30-92-60 should be modified to the requirements of a different area type. The commissioner shall consider and review the permissible parcel sizes and uses to ensure that the area is indeed being regulated in such manner that necessitates a change in area type. The department will notify the local government within 45 calendar days of the commissioner's final decision. Any such modification of area type designations shall cease to apply if the zoning of the area is altered in a manner that is inconsistent with the local government's original request for the modification of the area type and that alters the type and density of land uses permitted. C. Area type designation. At such time as the local governing body or the metropolitan planning organization amend the boundaries of one or more of the planning boundaries listed in subsection A of this section, the department will recognize such amendments and revise the related area type designation accordingly. When such local decision is made, the local governing body or metropolitan planning organization shall provide the department with a copy of any duly adopted ordinance or resolution that affects one of the planning boundary criteria listed in this section and impacts the area type designations within such locality or metropolitan planning organization study boundary based on the thresholds in this section as well as maps that show the affected areas as soon as practicable. Modifications to the area type designations based on any ordinance or resolution duly adopted between January 1 and June 30 of any year by a locality or metropolitan planning organization shall become effective on October 1 of that year. Modifications to the area type designations based on any ordinance or resolution duly adopted between July 1 and December 31 of any year shall become effective on April 1 of the next year. 19 24VAC30-92-60. Public benefit requirements. A. Public benefit. A street or network addition may only be accepted by the department for maintenance as part of the secondary system of state highways if it provides sufficient public benefit to justify perpetual public maintenance as defined by this chapter. A street shall be considered to provide sufficient public benefit if it meets or exceeds the public service, pedestrian accommodation, and connectivity requirements of the applicable area type of this chapter. B. Public service requirements. In the event the governing body requests the addition of a street or network addition before it meets these public service provisions, the district administrator will review each request on an individual case basis and determine if the acceptance of a street prior to normal service requirements is justified, provided the street or network addition meets all other applicable requirements including the connectivity requirements of this chapter. At the request of the local governing body, subject to approval by the district administrator, the public service requirements may be reduced for individual streets serving state or local economic development projects. 1. Individual streets. For the purpose of these requirements without regard to applicable area type, public service may include, but is not necessarily limited to, streets meeting one or more of the following situations: a. Serves three or more occupied units with a unit being a single-family residence, owner -occupied apartment, owner -occupied residence in a qualifying manufactured home park, a stand-alone business, or single business entity occupying an individual building, or other similar facility. Also, streets serving manufactured home parks may only be considered when the land occupied by the Fnanufactured home is in fee simple ownership by the residents of such manufactured home. C. b. Constitutes a connecting segment between other streets that qualify from the point of public service. c. Such street is a stub out. d. Serves as access to schools, churches, public sanitary landfills, transfer stations, public recreational facilities, or similar facilities open to public use. e. Serves at least 100 vehicles per day generated by an office building, industrial site, or other similar nonresidential land use in advance of the occupancy of three or more such units of varied proprietorship. Any addition under this provision shall be limited to the segment of a street that serves this minimum projected traffic and has been developed in compliance with these requirements. f. Constitutes a part of the network of streets envisioned in the transportation plan or element of a locality's comprehensive plan that, at the time of acceptance, serves an active traffic volume of at least 100 vehicles per day. 2. Multifamily, townhouse, and retail shopping complexes. A through street that serves a multifamily building may be considered for maintenance as part of the secondary system of state highways if it is deemed by the department to provide a public service and provided it is well defined and the district administrator's designee determines that it is not a travel way through a parking lot. Entrance streets and the internal traffic circulation systems of retail shopping complexes qualify only if more than three property owners are served and the street is well defined and separated from the parking areas. 21 3. Network additions. A network addition shall be considered to provide service if each street within the addition meets at least one of the criteria in subdivision 1 of this subsection. 4. Special exceptions. There may be other sets of circumstances that could constitute public service. Consequently, any request for clarification regarding unclear situations should be made in writing to the district administrator's designee. C. Connectivity requirements. All street segments in a development as shown in a plan of development shall be considered for acceptance into the secondary system of state highways as one or multiple network additions. However, streets with a functional classification of collector and above may be eligible for acceptance as individual streets. For the purposes of this subsection, connection shall mean a street connection to adjacent property or a stub out that will allow for future street connection to adjacent property. If a stub out or stub outs maintained by the department adjoin the property of a development with a network addition or individual street proposed for acceptance into the secondary system of state highways, such network addition or individual street must connect to such stub out or stub outs to be eligible for acceptance into the secondary system of state highways. Local street stub outs generally should not exceed 500 feet in length. The applicant shall post a sign in accordance with the department's standards that indicates that such stub out is a site for a future roadway connection. Nothing in this chapter shall be construed as to prohibit a stub out from providing service to lots within a development. 22 The connectivity requirements of this chapter shall not apply to the following: a frontage road or reverse frontage road as defined in the Access Management Regulations: Principal Arterials (see 24VAC30-72), streets petitioned for acceptance into the secondary, system of state highways through the Rural Addition Program pursuant to §§ 33.1-72.1 and 33.1-72.2 of the Code of Virginia, streets petitioned for acceptance into the secondary system of state highways through the Commonwealth Transportation Board's Rural Addition Policy provided such streets were constructed prior to March 9, 2009, or streets constructed or improved pursuant to §§ 33.1-221 and 33.1-223 of the Code of Virginia. 1. Compact standard. The streets within a network addition may be accepted into the secondary system of state highways if the network addition meets the following requirements: a. The streets are designed and constructed in compliance with the compact design standards pursuant to this chapter, the Road Design Manual, and the Subdivision Street Design Guide (see 24VAC30-92- 150); b. The network addition provides sufficient connections in multiple directions and to multiple properties, if applicable, to local and higher order roadways to provide an overall connectivity index of 1.6 or higher. All network additions shall have a minimum of two connections; and c. The block layout and other features of the development are designed in such a fashion as to provide reasonably direct pedestrian movement throughout the development and to adjoining property. 23 2. Suburban standard_ The streets within a network addition may be accepted into the secondary system of state highways if the network addition meets the following requirements: a. The streets are designed and constructed in compliance with the suburban design standards pursuant to this chapter, the Road Design Manual, and the Subdivision Street Design Guide (see 24VAC30-92- 150); b. The network addition provides sufficient connections in multiple directions and to multiple properties, if applicable, to local and higher order roadways to provide an overall connectivity index of 1.4 or higher. All network additions shall have a minimum of two connections; and c. The block layout and other features of the development are designed in such a fashion as to provide reasonably direct pedestrian movement throughout the development and to adjoining property. 3. Rural standard. The streets within a network addition may be accepted into the secondary system of state highways if the network addition meets the following requirements: a. The streets are designed and constructed in compliance with the rural design standards pursuant to this chapter, the Road Design Manual, and the Subdivision Street Design Guide (see 24VAC30-92- 150); and b. The network addition provides multiple connections to adjacent properties or streets in varying directions. 4. Individual street standard. Streets that are not part of a network addition shall be accepted into the secondary system of state highways upon El petition by the local governing body as long as they meet the requirements of the applicable design standard and both termini of the street are intersections with a roadway or roadways that are part of the existing publicly maintained highway network, subject to the connectivity exceptions of subdivision 5 of this subsection. Streets considered for individual acceptance should be (i) streets that provide a connection between two existing publicly maintained streets, (ii) streets with a functional classification as collector or higher, (iii) a frontage road or reverse frontage road pursuant to VDOT's Access Management Regulations: Principal Arterials (see 24VAC30-72), (iv) streets petitioned for acceptance into the secondary system of state highways through the Rural Addition Program pursuant to §§ 33.1-72.1 and 33.1-72.2 of the Code of Virginia provided such street was constructed prior to March 9, 2009, (v) streets petitioned for acceptance into the secondary system of state highways through the Commonwealth Transportation Board's Rural Addition Policy provided such street was constructed prior to March 9, 2009, or (vi) streets constructed or improved pursuant to §§ 33.1-221 and 33.1-223 of the Code of Virginia. 5. Connectivity exceptions. a. The connectivity index requirement for a network addition shall be reduced where a portion of the perimeter features one or more of the following constraints: (i) railroad tracks; (ii) limited access highway; (iii) an existing navigable river or a standing body of water with a depth greater than four feet under normal conditions; (iv) terrain grades in excess of 20%; and (v) government-owned property with restrictions upon development such as military installations, parks in existence 25 prior to the submission of the development proposal for the network addition, and land under conservation easements accepted by the Virginia Outdoors Foundation. The connectivity index shall be reduced based on the percentage of the perimeter that features one or more constraints. In compact area types, the connectivity index requirement shall be equal to 1.6 minus 0.6 times the ratio of the length of the perimeter that features one or more constraints to the total length of the perimeter. In suburban area types, the connectivity index requirement shall be equal to 1.4 minus 0.4 times the ratio of the length of the perimeter that features one or more constraints to the total length of the perimeter. b. The connectivity index requirement for a network addition may be reduced by the district administrator. The developer shall submit any other request for connectivity exceptions to the district administrator's designee with a copy to the local official. The district administrator's designee shall respond to requests for connectivity exceptions within 45 calendar days of receipt of a request. For projects where a scoping meeting pursuant to the Traffic Impact Analysis regulations (24VAC30- 155) will be held, requests for exceptions and supporting data should be presented and discussed. The district administrator's designee may modify the connectivity index requirements for one or more of the following criteria: (1) If the locality's comprehensive plan designates adjoining parcels to the proposed development for a land use that is determined by the local official to be incompatible with the land use of the proposed development. If the connectivity index requirement is modified due to 26 incompatible land use, such network additions shall provide stub out or stub outs, as determined by the district administrator's designee based on the size of the development, to allow for future connectivity in the event that the comprehensive plan changes the designation of adjacent parcels to land use that is not incompatible. In no instance shall any retail, office, or residential land use be considered incompatible land use with any proposed retail, office, or residential development. (2) Good cause is shown that such requirement cannot be met due to unique characteristics of the parcel being developed such as jurisdictional wetlands or cluster subdivisions developed pursuant to § 15.2-2286.1 of the Code of Virginia. 6. In instances where there is potential for conflict between this chapter and the Access Management Regulations: Principal Arterials (see 24VAC30-72) or the spacing standards established by the commissioner for minor arterial or collector roadways pursuant to § 33.1-158.1 of the Code of Virginia and Chapters 274 and 454 of the Acts of Assembly of 2008, the following shall apply. a. For streets with a functional classification of collector where additional connections necessary to meet the connectivity index requirement of this chapter cannot be accommodated within the applicable spacing standards and cannot otherwise be met through connections to lower order roadways or stub outs, such spacing standards shall be modified by the district administrator to allow for such connection. Such connection or connections shall be required to 27 meet intersection sight distance standards specified in the Road Design Manual (see 24VAC30-92-150). b. For streets with a functional classification of minor arterial where additional connections necessary to meet the connectivity index requirement of this chapter cannot be accommodated within the applicable spacing standards and cannot otherwise be met through connections to lower order roadways or stub outs, the district administrator shall, in consultation with the developer and the local official, either modify the applicable spacing standards to allow for such connection or connections, or modify the connectivity index requirement of this chapter to account for the inability to make such connection. Such connection shall be required to meet intersection sight distance as specified in the Road Design Manual (see 24VAC30- 92-150). c. For streets with a functional classification of principal arterial where additional connections necessary to meet the external connectivity requirements of this chapter cannot be accommodated within the applicable spacing standards and cannot otherwise be met through connections to lower order roadways or stub outs, the connectivity index requirement shall be modified by the district administrator to account for the inability to make such connection. 7. Failure to connect. As a local governing body is not required to approve a subdivision plat that does not connect to stub outs in adjacent developments, when a local government approves a subdivision plat for a new development that does not connect to a stub out or stub outs in an adjacent development and such development's network addition or 28 individual street would meet the applicable requirements of this chapter if it connected to a stub out or stub outs in the adjacent development, the network addition or individual street may be accepted into the secondary system of state highways for maintenance. In such event the department representative's and the commissioner's top priority for expenditure of improvements funds for such locality's six-year plan for secondary highways shall be to connect the street or streets in the recently accepted network addition or individual street to the stub out or stub outs in the adjacent developments in addition to safety. 24VAC30-92-70. Administrative procedure. A. Conceptual sketch. A conceptual sketch of the development that shows sufficient information for the department to review and concur with the proposed functional classification for each street in the development shall be provided to the district administrator's designee by the local official prior to preparing detailed construction plans for review. Any preliminary or conceptual plat, plan or sketch that conforms to the locality's zoning requirements or subdivision ordinance is acceptable if the information required by this subsection is shown. The submittal should include: 1. The general location and configuration, including the terminus, of each street, and the traffic volume anticipated when the land served is fully developed in accordance with the land uses anticipated. 2. The location , area, and density or floor area ratio (FAR) of each type of proposed land use within the development. 3. The location of any proposed transportation facility including any public transportation facilities as well as bicycle and pedestrian accommodations 29 within the development's boundaries included in the comprehensive plan of the governing body. 4. The proposed functional classification for each street in the development. 5. The connectivity index of the network addition as proposed, if applicable. 6. The location of stub outs on adjoining property and the existing land use of such adjacent property, if applicable, and the location of any proposed stub outs within the network addition, if applicable. 7. Any reductions to the connectivity requirement pursuant to 24VAC30- 92-60 C 5 a and approved modifications to the connectivity requirement pursuant to 24VAC30-92-60 C 5 b. 8. Any requests for modifications to the connectivity requirement pursuant to 24VAC30-92-60 C 5 b. 9. General preliminary information on the type of any stormwater management facilities that are proposed to be located within the right-of- way as described in 24VAC30-92-120 L 2. 10. Other available information pertinent to the intended development, including but not limited to any proposed phased development of streets pursuant to 24VAC30-92-80. B. Conceptual sketch review. The district administrator's designee will review the layout and functional classification of streets shown in the concept sketch and within 45 calendar days notify the local official in writing, as well as the developer, if applicable, of his concurrence or recommendations and whether or not the streets in the proposed network addition meet the connectivity and other requirements of this chapter. This concurrence will be valid as long as the basic 30 concept for the development, including the general street layout and design, as submitted for review, remains unchanged. The district administrator's designee shaii also review any unresolved request for modifications to the connectivity index requirement and include his decision in the written notification to the local official and the developer. As part of his review, the district administrator's designee shall review the provision of collector and other higher order streets and if necessary make recommendations for the provision of such streets to address the traffic generated by the development. C. Plan of development submission_ Plats or plans, or both, together with other pertinent data as herein prescribed, shall be submitted to the local official in accordance with the practices of the local government and to the district administrator's designee for all proposed developments whose streets are intended to be added to the secondary system of state highways maintained by the department. The district administrator's designee may, subject to the availability of staff and upon the request of the local official, cooperate in the review of proposed developments to be developed to these standards but not initially intended for addition to the secondary system of state highways maintained by the department. The department may recover the costs for this service in accordance with 24VAC30-92-140. D. Plan review. Upon receipt of the plats or plans, or both, the district administrator's designee will arrange for the appropriate review to determine compliance with the requirements of this chapter and other applicable VDOT requirements. The general procedure for this review is described in the guidance document for the Commonwealth Transportation Board's Secondary Street Acceptance Requirements (see 24VAC30-92-150). 31 E. Plan approval. The district administrator's designee will advise the appropriate local official and the developer, if applicable, as to the results of the review. 1. If the street development proposed by the plats or plans, or both, is determined to be in compliance with these requirements, the district administrator's designee will provide written confirmation of this finding. This aciion signifies the district administrator's designee's approval of the street layout and design shown on the plats or plans, as submitted. Any subsequent revision, additions, or deletions thereto shall require specific written approval of the district administrator's designee for each such change. 2. If a revision of the submitted plats or plans is determined necessary, the district administrator's designee will list the required changes in a written response to the local official and the developer, if applicable. Upon completion of the specified revisions, the plats or plans will be resubmitted for review and approval by the district administrator's designee The department's approval of a street construction plan shall constitute its commitment to accept the street or network addition depicted thereon when all applicable provisions of these requirements are satisfied and the streets have been constructed according to the approved construction plan and supporting specifications. However, during the department's or other approved inspection of construction as specified by this chapter, if a situation is discovered that was not addressed on the approved plan that could, in the opinion of the district administrator's designee, adversely affect public safety or the integrity of either the roadway or the adjacent property, acceptance of the street or network addition shall be deferred until the situation is corrected. 32 The department's approval of a street construction plan shall expire after a period of five years if construction has not commenced, in which case the subdivision street construction plan shall be resubmitted for subsequent review and approval. This shall not affect the adequacy of the approved concept plan as depicted on a recorded final plat, as provided for under § 15.2-2241 of the Code of Virginia. Network additions will only be accepted when the entire network addition has been constructed, except in such instances where the constructed portion meets the applicable public benefit requirements of this chapter. F. Street acceptance. Upon the satisfactory completion of construction of the street or streets in a network addition, the department will advise the local governing body regarding the street or network addition's readiness for acceptance and the local governing body, in consultation with the district administrator's designee, will initiate its acceptance into the secondary system of state highways maintained by the department provided: 1. The developer dedicates the prescribed right-of-way to public use. 2. The street has or streets in the network addition have been constructed in accordance with the applicable specifications, standards and the plats or plans approved by the department. a. Traffic control markings, signs, and devices have been installed in accordance with VDOT standards, specifications, and practices. b. Speed limits have been set in accordance with Article 8 (§ 46.2-870 et seq.) of Chapter 8 of Title 46.2 of the Code of Virginia. For any streets with speed limits different from those set out in § 46.2-870 or §§ 46.2-873 through 46.2-875 of the Code of Virginia, traffic engineering 33 investigations supporting such speed limits have been submitted to VDOT. 3. The developer furnishes all required information and data to the district administrator's designee and the local government official pertaining to the development's stormwater management system that are pertinent to the locality's, department's, or other entity's Municipal Separate Storm Sewer System (MS4) permit, if applicable. 4. The street or streets in a network addition provides sufficient public benefit as prescribed in 24VAC30-92-60 and meets the requirements of this chapter. 5. The street or streets in the network addition has been properly maintained since its completion. 6. The developer furnishes the surety and fees in accordance with 24VAC30-92-140. 7. The governing body has executed all agreements prescribed by these requirements, unless specifically waived on an individual case basis by the Director of the Maintenance Division. 8. The governing body, by proper resolution, requests the department to accept the street or streets in the network addition for maintenance as part of the secondary system of state highways under its jurisdiction. The resolution shall include the governing body's guarantee of an unrestricted and unencumbered right-of-way as dedicated, plus any necessary easements for fills, drainage, or sight distance. Upon the department's determination that the requested street or network addition is in compliance with the applicable provisions of these requirements, the governing body will be officially advised of the street or network addition's 7 n O•t acceptance into the secondary, system of state highways and the effective date of such action. This notification serves as the district administrator's designee's authority to begin maintenance thereon. 24VAC30-92-80. Phased developrneni of sireets. A. Policy. Certain streets that require four or more travel lanes to accommodate the projected traffic may be accepted by the department for maintenance after completion of the first two lanes to an acceptable, initial phase of construction, upon the request of the governing body. It is recognized that there is a distinction between those streets that benefit the regional transportation network and those that primarily serve the development of land and local traffic, and, therefore, the criteria for phased construction for each situation differs as described in subsection B of this section. However, in all cases, the right-of-way required for the road at its complete stage of construction shall be dedicated and accepted as part of the initial street acceptance. In addition, the initial phase of construction shall be designed and constructed to facilitate construction of the remaining phase in a manner that will avoid the need to reconstruct the initial two lanes. Consideration for the acceptance of any street under the provisions of this section shall be limited to the phased development of only the street's roadway. All other applicable requirements, e.g., public benefit, drainage easements, and administrative procedures, shall apply. B. Criteria. 1. For streets included in the transportation plan of the locality's comprehensive plan that serve diverse areas of the region or locally, no special agreement or acknowledgement is needed as a prerequisite to acceptance, provided: 35 a. The street is part of a transportation corridor that was formally adopted as a part of the locality's comprehensive transportation plan prior to the local governing body's approval of the plat or plan for the development of the adjacent land. b. The transportation corridor is a major thoroughfare planned primarily to move through traffic. c. When fully developed the street must satisfy the department's functional classification criteria as a major collector or higher. d. The street has a projected traffic volume of 8,000 vehicles per day or less for a period of 10 years following the date of the acceptance for maintenance by the department. 2. For all other streets, the local governing body's resolution requesting acceptance of the initial two-lane section must include provisions that acknowledge: a. The local governing body agrees that all costs incurred in the street's complete construction, including right-of-way, engineering, utility adjustment, etc_, shall be provided from funds other than those derived from state revenue sources administered by the department, except as may be expressly authorized by the department. b. The local governing body agrees that it is its responsibility to ensure that the roadway is completed as needed to accommodate the traffic. However, the locality also acknowledges that a determination that the street needs to be completed to its ultimate section will be made by the district administrator's designee once it is determined that the first two lanes will not sustain an acceptable level of service for the functional 0 classification of the roadway in accordance with the Highway Capacity Manual (see 24VAC30-92-150). C. Procedures. 1. Plats or plans, or both, for the street's complete development, in accordance with all applicable provisions of these requirements, shall be submitted for approval. 2. The plats or plans shall also delineate the street's initial development as proposed pursuant to this section. In no case shall this design provide less than one-half of the roadway typical section required by the applicable requirements for the street's complete development. 3. Unless waived by the district administrator's designee, a capacity analysis shall be submitted to document that an acceptable level of service will be maintained for the intended duration of the initial phase of development. In determining an acceptable level of service, the beneficial effect of the proposed street on the overall transportation network will be considered. 4. A determination will be made by the department in consultation with the locality as to whether the street can be approved for phased development and as to which criterion in subsection B of this section applies. 5. Upon the district administrator's designee's determination that the proposal is in compliance with the applicable provisions of this section, the plans may be approved accordingly. 6. Upon completion of the street's initial phase in accordance with approved plans, its compliance with all other applicable provisions of this section, and the inclusion of the appropriate language in the resolution, 37 the street may be accepted for maintenance by the department as part of the secondary system of state highways. 24VAC30-92-90. Connections to or work within streets maintained by the department. A. Connections to streets maintained by the department. A land use permit issued by the department is required for new connections of any kind to existing streets maintained by the department. Due to the wide variation in prevailing conditions, each location shall be evaluated individually to determine exact requirements. Therefore, it is incumbent upon the developer or his designee to apply for a land use permit at the appropriate time to ensure the desired completion of the development. Such application shall be made to the district administrator's designee and shall be consistent with the approved plats or plans for the subdivision or the document reviewed for the connection of a street that is to remain privately maintained. In no instance where the proposed connection to the existing streets maintained by the department involves a stub out shall a land use permit be unreasonably withheld. B. Relocations, adjustments, and improvement of streets maintained by the department. All work performed within the existing right-of-way of streets maintained by the department, including pavement widening, the addition of turn lanes, realignments and relocations of existing streets, shall be coordinated with and approved by the department as follows: 1. All such work shall be accomplished pursuant to a land use permit issued by the department after the required right-of-way has been dedicated to public use or as otherwise required by the department. 2. All work, including the relocation, adjustment, and improvement of existing streets under VDOT jurisdiction shall be subject to the W., department's direction rather than these requirements_ Such work should include overlaying and restriping the old and new portions of the roadway as may be required by the district administrator's designee. 3. The relocation of streets maintained by the department shall only be accomplished with the consent of the local governing body. 4. Traffic, both vehicular and pedestrian, should be maintained on streets under the department's jurisdiction until the new portion has been accepted by the department for maintenance unless the department authorizes a closure of the road to traffic. 5. No street or roadway maintained by the department and actively used by the public shall be abandoned or vacated unless a new street serving the same citizens has been constructed and accepted for maintenance by the department. 24VAC30-92-100. Discretionary authority. The district administrator's designees are authorized considerable discretionary authority regarding the design of secondary streets functionally classified as "local." The department's district administrators are authorized considerable discretion regarding the design of secondary streets functionally classified as "collector" or above. 24VAC30-92-110. Appeal to district administrator. The district administrator is authorized to consider and render a ruling on unresolved differences of opinion between the developer and the district administrator's designee that pertain to the interpretation and application of these requirements. To obtain this review, the developer shall provide the district administrator, the district administrator's designee, and the local official a written request for 39 such action, describing any unresolved issue. After reviewing all pertinent information, the district administrator will advise the developer in writing regarding the decision of the appeal, and provide a copy of the decision to the local official and the district administrator's designee. All correspondence requesting an appeal should include copies of all prior correspondence with the local official and department representatives regarding the issue or issues. The district administrator shall advise the developer of the decision on the appeal within 45 calendar days. The developer may request a meeting with the district administrator concerning the appeal, and the district administrator shall respond within 10 business days and provide to the developer a date, time, and location for such meeting. After reviewing ali pertinent information, the district administrator shall advise the developer in writing regarding the decision on the appeal, and provide a copy of the decision to the district administrator's designee and the local official. The district administrator shall advise the developer of the decision on the unresolved differences of opinion within 45 calendar days. 24VAC30-92-120. Design and agreerent requirements. A. General requirements. Most criteria addressing the design of new streets can be found in the Road Design Manual and the Subdivision Street Design Guide (24VAC30-92-150). However, the following provisions are provided for guidance, particularly in regard to features that require agreements or formal acknowledgements of the governing body before VDOT's acceptance of the street or streets within a development. When an agreement is required between the local governing body and the department as a prerequisite to the acceptance of a street, nothing in these 29 requirements shall preclude the local governing body from entering into separate agreements with other entities to fulfill its responsibilities. However, if the provisions are intended to ensure the safety of the public using the street, the department reserves the right to approve the involvement of the other party or parties. All streets functionally classified as local shall have a design speed equal to the posted speed limit, except for streets functionally classified as local with a projected traffic volume of 400 vehicles per day or less, which may have a design speed less than the posted speed limit. The department, locality, and developer shall take measures to minimize the impacts of through traffic on streets functionally classified as local and accepted into the secondary system of state highways under these regulations. Such measures shall include initial street designs that manage motor vehicle speed to match local context. B. Geometric requirements. Geometric requirements for new streets are established in the Road Design Manual and the Subdivision Street Design Guide (see 24VAC30-92-150). Sufficient off-street parking must be provided by the local governing body in accordance with this chapter if streets in a proposed network addition are constructed in accordance with design requirements for streets with off-street parking. C. Turn lanes. Left or right turn lanes shall be provided at intersections when the department determines that projected turning movements warrant their installation. These facilities shall be designed in accordance with the Road Design Manual and the Subdivision Street Design Guide (see 24VAC30-92-150) and, if necessary, additional right-of-way shall be provided to accommodate these facilities_ 41 D. Pavement structure. 1. Pavement design. The pavement structure for new streets shall be in accordance with the Pavement Design Guide (see 24VAC30-92-150), including any prescribed underdrains. Prior to construction of the pavement sub -base and finish courses, the district administrator's designee shall approve the proposed pavement design. 2. Special pavement surfaces. The district administrator's designee may approve special pavement surfaces, such as the use of stamped pavement. However, if the pavement design is a type not addressed by the Pavement Design Guide (see 24VAC30-92-150), an agreement shall be provided by the governing body that addresses the future maintenance of such pavement. 3. Pavement additions to existing streets. When an existing VDOT- maintained roadway is to be widened to accommodate additional lanes or the addition of turn lanes, the necessary pavement design shall be obtained from the district administrator's designee and the entire surface of the roadway (old and new portions) may be required to be overlaid and restriped if required by the district administrator's designee. The district administrator's designee shall not require the entire surface of the roadway to be overlaid and restriped when the only pavement addition to the existing roadway was for bicycle lanes unless extenuating circumstances require that the entire surface of the roadway be overlaid and restriped. E. Parking. 1. Perpendicular and angle parking along streets is normally prohibited. However, perpendicular and angle parking along streets may be 42 considered if the features along the street cause the street to readily appear to be a street rather than a travel way through a parking lot. Street design that anticipates limited or no on -street parking shall be approved when sufficient off-street parking is provided in accordance with this chapter. Street design that anticipates the restriction of on -street parking on one side of the street shall be approved when sufficient off- street parking is provided for buildings on the side of the street where it is anticipated parking will be restricted. 2. For streets designed without on -street parking, a minimum of two off- street parking spaces per dwelling unit shall be provided in proximity of the unit that they are intended to serve. Such spaces, which may be provided in a parking bay or garage facilities, shall be provided outside of the street's right-of-way. The district administrator's designee may approve lesser parking requirements for individual developments or classes of developments when evidence is presented to support such an approval such as proximity to transit service or the nature of the development. Entrances to parking bays and garage facilities shall be designed in accordance with the appropriate provisions of the Land Use Permit Manual (24VAC30-150) and the Access Management Regulations: Principal Arterials (24VAC30-72). 3. In instances where the local governing body has determined, through adoption of a parking ordinance or other similar ordinance, that lesser parking requirements are sufficient for certain classes of development, such lesser requirements shall govern. 4. The department shall not prohibit roadway design that allows for the provision of on -street parking on any roadway with a functional 43 classification of collector or local where the posted speed limit is 35 miles per hour or less and that is located within a compact or suburban area type. F. Cul-de-sacs and turnarounds. An adequate turnaround facility shall be provided at the end of each cul-de-sac to permit the safe and convenient maneuvering by service vehicles. Various configurations of turnarounds are illustrated in the Subdivision Street Design Guide (see 24VAC30-92-150); however, alternative configurations may be approved by the district administrator's designee. Additional right-of-way shall be provided as required by the design of the turnaround. Normally, any nontraveled way areas within the turnaround, such as an island, shall be included in the dedicated right-of-way of the facility unless the department and the locality are able to reach an agreement for the maintenance of such nontraveled way areas. Nothing in this chapter shall prohibit the provision of stormwater management facilities in the nontraveled way areas of a cul-de-sac, provided the requirements of subsection L of this section are met. For circular turnarounds, a well-defined, identifiable street segment, equal to the normal lot width along the intersected street that serves the cul-de-sac, or 50 feet, whichever is greater, shall extend from the intersected street to the turning area. G. Curb and gutter. For the purpose of these requirements, the use of curb and gutter is an acceptable roadway design, rather than a requirement. However, when used, curb and gutter shall be designed in accordance with the Road Design Manual and the Subdivision Street Design Guide (see 24VAC30-92-150) and only one curb and gutter design may be used along the length of a street. MAI 1. Driveway entrance requirements. Without regard to the curb design used, the curb shall incorporate a driveway entrance apron, as illustrated in the Subdivision Street Design Guide (see 24VAC30-92-150), to provide a smooth transition from the gutter invert or roadway surface onto the driveway. 2. Curb ramps. All streets that incorporate accessible routes for pedestrian use shall, without regard to the curb design used, include curb ramps at intersections for use by persons with disabilities and shall incorporate other applicable provisions of the Americans with Disabilities Act (42 USC § 12101 et seq.). H. Private entrances. All private entrances shall be designed and constructed in accordance with the Subdivision Street Design Guide (see 24VAC30-92-150). I. Pedestrian, bicycle, and shared use path facilities. The Commonwealth Transportation Board's "Policy for Integrating Bicycle and Pedestrian Accommodations" emphasizes accommodating pedestrian and bicycle traffic. Any street proposed for VDOT acceptance shall accommodate pedestrian and bicycle traffic in accordance with the Commonwealth Transportation Board's policy and this chapter. Pedestrian and bicycle facilities should be included in the initial construction of the street, prior to VDOT acceptance. 1. Pedestrian accommodation requirements. Pedestrian accommodations shall be provided based upon density of development, the plans for or existence of public schools in the vicinity, the presence of existing pedestrian accommodations, and the operational nature of the fronting street. In all developments with pedestrian accommodations, such accommodations shall connect with existing pedestrian accommodations and allow for connection to future pedestrian accommodations to adjacent 43 parcels_ If multiple requirements apply to a street, the greater accommodation requirement shall govern. a. Pedestrian accommodations shall be provided along both sides of the street or provisions made that provide equivalent pedestrian mobility in areas with a median lot size of one half acre or less or a floor area ratio (FAR) of 0.4 or greater. b. Pedestrian accommodations shall be provided along at least one side of the street or provisions made that provide equivalent pedestrian mobility in areas that have a median lot size between one-half acre to two acres. c. Pedestrian accommodations shall be provided along at least one side of the street or provisions made that provide equivalent pedestrian mobility in suburban and compact area types along roadways within one-half centerline mile of a public school. d. When connecting to a stub street that has pedestrian accommodations, the new street shall also include pedestrian accommodations. e. Pedestrian accommodations shall be provided along at least one side of, or provisions made that provide equivalent pedestrian mobility along, streets functionally classified as collectors or arterials with two travel lanes not including turn lanes. In no instance shall any sidewalk abut the curb or the edge of a collector or higher order street, unless the sidewalk is at least eight feet wide. In such instances tree wells shall be provided. In instances where it is necessary to retrofit streets with pedestrian accommodations to allow the streets to be accepted into the secondary system of state highways, the pedestrian M accommodations less than eight feet wide may abut the curb or the edge of the street. f. Pedestrian accommodations shall be provided along both sides of, or provisions made that provide equivalent pedestrian mobility along, streets functionally classified as collectors or arterials with three or more travel lanes. In no instance shall any sidewalk abut the curb or the edge of a collector or higher order street, unless the sidewalk is at least eight feet wide. In such instances tree wells shall be provided. In instances where it is necessary to retrofit streets with pedestrian accommodations to allow the streets to be accepted into the secondary system of state highways, the pedestrian accommodations less than eight feet wide may abut the curb or the edge of the street. 2. Maintenance of pedestrian and bicycle accommodations. Pedestrian and bicycle facilities are eligible for VDOT acceptance and maintenance based on the criteria of this section. A copy of an agreement or other document showing the proposed maintenance responsibilities of pedestrian and bicycle facilities shall be provided to VDOT for any pedestrian accommodation outside of the VDOT right-of-way that is used to meet the accommodation requirements of this subsection. a. Compliant facilities. Pedestrian and bicycle facilities, including shared use paths as defined under § 46.2-100 of the Code of Virginia, shall be accepted as part of the street or network addition, unless otherwise requested by the governing body, provided they are located fully within the dedicated right-of-way of the street and they are constructed in accordance with applicable criteria and standards of the department. 47 (1) Sidewalk criteria. Sidewalks shall be constructed in accordance with the Subdivision Street Design Guide (see 24VAC30-92-150). (2) Bicycle facility criteria. Bicycle facilities contiguous with the street shall be in accordance with the department's design and construction criteria set forth in the Road Design Manual (see 24VAC30-92-150). (3) Shared use path criteria. Shared use paths shall be constructed in accordance with the Road Design Manual (see 24VAC30-92-150) and closely follow the vertical alignment of the roadway without meandering on and off the right-of-way. b. Noncompliant sidewalk, bicycle, and shared use paths. Noncompliant sidewalk, bicycle , and shared use paths that fail to meet requirements of the department's standards for construction, alignment, or placement within the dedicated right-of-way of the street shall be deemed to be noncompliant and not qualify for maintenance unless a design waiver or exemption is granted by the department. Noncompliant sidewalks and shared use paths may be constructed of stabilizer convenient to the applicant. Noncompliant facilities may co- exist within the dedicated right-of-way of the street under a land use permit issued by the district administrator's designee to the local governing body responsible for having established the facility through its subdivision process or other development process. Such permits will clearly specify the responsibility for maintenance of the facility and related activities to the extent the facility occupies the street's right-of-way. The permit applicant should be an entity that can be reasonably expected to have perpetual maintenance capability. ffQ J. Budge, drainage, and other grade separation structures_ Bridges, drainage, and other grade separation structures shall be designed and constructed in accordance with all applicable department criteria and standards. The district administrator's designee may require special review of the plans and construction inspection. The department will accept grade separation structures as part of new streets, provided the structure is a drainage structure or is intended to separate the movement of registered motor vehicles. In addition, the department will accept grade separation structures intended to separate pedestrians or bicyclists or any combination thereof from traffic using the roadway, provided: 1. The structure is available for unrestricted public use; 2. The structure is accessible to pedestrian accommodations situated along the street; and 3. The projected traffic volume of the street is (i) not less than 4,000 vpd or (ii) if the structure otherwise serves as part of the principal pedestrian access to a school or a mass transit facility including stops and stations and a peak hour traffic volume of 450 vph or greater is projected. In all other instances, the grade separation structure shall be deemed to be a locally controlled grade separation structure within the right-of-way of the street, in which case the street will only be accepted as part of the secondary system of state highways maintained by the department after the local governing body and the department have executed an agreement acceptable to the department that (i) acknowledges the department has no responsibility or liability due to the presence of the structure and (ii) assures the burden and costs of inspection, maintenance, and future improvements to the structure are provided from sources other than those administered by the department. In all cases, whether the structure is accepted as an integral part of the roadway for maintenance by the department or it remains a locally controlled structure, the lighting, safety, and security of those using such facilities shall remain a responsibility of local government. K. Dams. The department will only consider accepting streets for maintenance that traverse dams when all of the following provisions are satisfied. For the purpose of this section, a roadway will be considered to traverse a dam if any part of the fill for the roadway and the fill for the dam overlap or if the area between the two embankments is filled in so that the downstream face of the dam is obscured or if a closed drainage facility from a dam extends under a roadway fill. 1. Agreements with the governing body. Except as exempt under subdivision 6 of this subsection, the governing body acknowledges by formal agreement the department's liability is limited to the maintenance of the roadway and that the department has no responsibility or liability due to the presence of the dam, the maintenance of which sha!l remain the responsibility of an owner, other than the department, as established by § 33.1-176 of the Code of Virginia. 2. Design review. An engineer licensed to practice in the Commonwealth of Virginia shall certify that the hydraulic and structural design of any dam, as described below, is in accordance with current national and state engineering practice and that all pertinent provisions of the Subdivision Street Design Guide (see 24VAC30-92-150) have been considered. Prior to approval of the roadway construction plans, the hydraulic and structural design of a proposed dam shall be reviewed by the department and meet the department's satisfaction if: 50 a. A roadway is considered to traverse a dam; or b. A roadway is located below but sufficiently close to the dam that a catastrophic breach could endanger the roadway or the safety of inose using the roadway. 3. Right-of-way requirements. The right-of-way of roads considered to occupy dams shall be recorded either as an easement for public road purposes or as a dedication specifically to the governing body. Right-of- way dedicated in the name of the Commonwealth or any of its agencies is not acceptable if it includes a dam, and roads through such right-of-way will not be accepted as a part of the secondary system of state highways maintained by the department. 4. Supplemental, alternative access. To be considered for VDOT maintenance, roadways that traverse a dam must be supplemented by an appropriate alternative roadway facility for public ingress or egress having suitable provisions that ensure perpetual maintenance. 5. Permits. All applicable federal and state permits associated with dams shall be secured and filed with the locality prior to VDOT's acceptance of any street that traverses a dam. 6. Dams exempt from agreements. The acceptance of roadways that traverse dams shall be exempt from the requirements for an agreement with the governing body, as required by subdivision 1 of this subsection, if all of the following is satisfied: a. The dam is used to create a stormwater detention or retention facility; b. The maximum depth of the water retained by the impoundment at its 100 -year storm flood elevation is not greater than four feet; and 51 c. The surface area of the impoundment at full flood is not greater than two acres and is beyond the right-of-way dedicated to public use. L. Roadway drainage. 1. Policy and procedures. All drainage facilities shall be designed in accordance with the department's Drainage Manual (see 24VAC30-92- 150) and supplemental directives or the Subdivision Street Design Guide (see 24VAC30-92-150) as may be appropriate_ All drainage computations supporting a proposed drainage design shall be submitted to the department for review as part of the documents necessary for the approval of a construction plan. 2. Stormwater management. Whereas the department considers matters regarding stormwater management associated with the construction of streets to be under the authority of the local governing body, decisions regarding stormwater management in the construction of streets are deferred to the locality. However, stormwater management, including the construction of detention or retention facilities, or both, is recognized as an available design alternative. Where the developer is required by regulations promulgated by an agency or governmental subdivision other than the department or the developer chooses to use stormwater management facilities in the design of a subdivision or other development, the governing body shall, by formal agreement, and as a prerequisite for the transfer of jurisdiction over the street to the department, acknowledge that the department is not responsible for the operation, maintenance, or liability of the stormwater management facility or facilities associated with the subdivision or the development. However, in the event the governing body has executed a comprehensive, localitywide agreement with the 52 department addressing these matters, a specific agree ent addressing stormwater management controls in the subdivision or development will not be required as a condition for street acceptance. Stormwater management controls for VDOT projects are to be designed in accordance with the approved VDOT Erosion and Sediment Control and Stormwater Management Program Standards and Specifications, as annually approved by the Department of Conservation and Recreation (see 24VAC30-92-150), the Virginia Erosion and Sediment Control Regulations, 4VAC50-30, and the Virginia Stormwater Management Program (VSMP) Permit Regulations (4VAC50-60). While these controls may be necessary whenever a street maintained by the department is widened or relocated, the department does not require them in the development of new streets because such activity is regulated by the local governments. However, developers and counties may find these controls useful in managing land development activity. Generally devices and treatments intended to mitigate the impact of stormwater shall be placed off of the right-of-way and shall be designed to prevent the backup of water against the roadbed. However, such devices and treatments may be placed within the right-of-way if the department and the local governing body have executed an agreement that (i) acknowledges the department has no responsibility or liability due to the presence of the devices or treatments, or both; (ii) assures the burden and costs of inspection, maintenance, future improvements to the devices and treatments, or other costs related to the placement of such devices or treatments within the right-of-way are provided from sources other than those administered by the department; (iii) a professional engineer 53 licensed by the Comanonwealth or the manufacturer as required by the department, certifies the construction of the facility to plans reviewed by the department; and (iv) a concept of the facility is included in the department's Drainage Manual, the Department of Conservation and Recreation's Stormwater Handbook, or supplemental directives (see 24VAC30-92- i 50). Where development activity results in increased runoff to the extent that adjustment of an outfall facility is required, such adjustment shall be at the developer's expense and shall be contained within an appropriate easement. The department is required to implement the Municipal Separate Storm Sewer System (MS4) permit for facilities located on its right-of-way. To comply with these requirements, the local governing body shall provide all aspects of a proposed development's stormwater management system that are pertinent to the locality's or the agency's MS4 permit to the district administrator's designee. 3. Drainage easements. a. An acceptable easement shall be provided from all drainage outfalls to a natural watercourse, as opposed to a swale. b. The department normally accepts and maintains only that portion of a drainage system that falls within the limits of the dedicated right-of- way for a street. The department's responsibility to enter drainage easements outside of the dedicated right-of-way shall be limited to undertaking corrective measures to alleviate problems that may adversely affect the safe operation or integrity of the roadway. c. In the event drainage to a natural watercourse is not accomplished or is interrupted, an acceptable agreement from the governing body •,.1,.red alternative to "rnwiriinn an easement to a Illcty UC il:raiUC�cu as an ai�ci�iativ`c' w Nivv.wy natural watercourse, provided the agreement acknowledges that the department is neither responsible nor liable for drainage from the roadway. M. Other design considerations. 1. Guardrail. Guardrail shall be used when required by the district administrator's designee, consistent with the Road Design Manual (see 24VAC30-92-150). For placement considerations, see the Subdivision Street Design Guide (see 24VAC30-92-150). 2. Landscaping and erosion control. All disturbed areas within the dedicated right-of-way and easements of any street shall be restored with vegetation compatible with the surrounding area. Where there is visual evidence of erosion or siltation, acceptance of the street as part of the secondary system of state highways maintained by the department will be postponed until appropriate protective measures, in accordance with VDOT's construction practices, are taken. Except as otherwise approved by the district administrator's designee, planting of trees or shrubs on the right-of-way shall be in accordance with the Subdivision Street Design Guide and the Road Design Manual (see 24VAC30-92-150). 3. Lighting. Roadway, security, or pedestrian lighting, when required by the governing body or desired by the developer, shall be installed in accordance with the Subdivision Street Design Guide and the Road Design Manual (see 24VAC30-92-150). However, VDOT shall not be 55 responsible for the maintenance or replacement of iighting fixtures or the provision of power for lighting. 4. Railroad crossings. a. Short -arm gates with flashing signals, flashing signals alone, or other protective devices as deemed appropriate by the department shall be provided at any at -grade crossing of an active railroad by a street. b. Crossings of railroad right-of-way are subject to the requirements of the railroad. Streets to be accepted by the department for maintenance as part of the secondary system of state highways that cross railroad right-of-way will only be considered if the protective measures outlined under this section have been fully installed and an agreement between the railroad, the developer, and the local governing body has been executed. Prior to execution, such agreements shall be presented to the department for consideration in consultation with the Department of Rail and Public Transportation. 5. Utilities. Local governments, the development community, and the utility community are encouraged to coordinate and consolidate their interests as part of the initial development plan. a. Underground utilities. The department allows the placement of underground utilities within the dedicated right-of-way of streets, but normally restricts placement to areas outside of the travel lanes. However, if the governing body has established adequate requirements approved by the department for the design, location, and construction of underground utilities within the right-of-way of streets, including provisions that ensure that adequate testing and inspection is 56 performed to minimize future settlement, those requirements shall become the department's requirements and govern provided those requirements exceed the department's requirements. Manholes shall not be placed in sidewalk, multiuse trail, or shared use path facilities, within five feet of curb ramps or within driveway entrances. When location of the utilities outside of the pavement area is not practical such as in high density developments incorporating the principles of new urbanism as described in § 15.2-2223.1 of the Code of Virginia, such installations: (1) Are acceptable within the shoulders along the street or within the parking area. (2) May be acceptable beneath the travel lanes of the street or alley when provisions are made to ensure adequate inspection and compaction tests and : (a) Longitudinal installations and manholes are located outside of the normal travel lanes ; or (b) Longitudinal installations and manholes are placed in the center of a travel lane out of the wheel path. However, manholes shall not be placed in sidewalk, multiuse trail, or shared use path facilities within five feet of curb ramps or within driveway entrances. b. Open -cutting of hard -surfaced roadways. The department usually prohibits the open -cutting of hard -surfaced roads except in extenuating circumstances. Therefore, all underground utilities within the right-of- way, as determined necessary by good engineering practice to serve 57 the complete development of adjacent properties, shall be instalied during the street's initial construction and prior to the application of its V inal pavement surface course. This shall include extensions of all necessary cross -street connections or service lines to an appropriate location beyond the pavement and preferably the right-of-way line. In the event it is necessary to open the street pavement to work on utilities after the surface has been placed, additional compaction tests and paving as necessary to restore the integrity and appearance of the roadway may be required at the discretion of the district administrator's designee_ c. Cross -street conduits. To facilitate the placement of future underground utilities, cross -street conduits are encouraged, with placement of such conduits occurring on each street at intersections. d. Aboveground utilities. All aboveground utilities shall be installed behind the sidewalk or as close as possible to the limits of the street's right-of-v,ray but shall not encroach on the sidewalk, the shared use path, or any clear zone. To assure the unencumbered dedication of the right-of-way for street additions, easements or other interests within the platted right-of-way shall be quitclaimed of any prior rights therein. In exchange, a permit may be issued by the department for a utility to occupy the area involved. This permit will be processed by the district administrator's designee upon acceptance of the street into the secondary system of state highways maintained by the department. No inspection fee is required for permits so issued. However, the approval of the permit shall be contingent upon the utility's compliance with applicable provisions of the Land Use Permit Manual (see 24VAC30-150)_ ': 24VAC30-92-130. Right-of-way width, spite strips, and encroachments. A. Right-of-way width. A clear and unencumbered right-of-way shall be dedicated to public use for any street proposed for addition to the secondary system of state highways maintained by the department. However, in certain rare extenuating circumstances involving a party beyond the influence of the developer, an easement for transportation purposes may be approved by the district administrator's designee in lieu of dedicated right-of-way. In all other cases, any easement that might interfere with the public's unencumbered use of the street shall be quitclaimed in exchange for a land use permit as outlined in 24VAC30-92-120 M 5. The width of right-of-way shall be as indicated in the Subdivision Street Design Guide and the Road Design Manual (see 24VAC30-92-150) and shall be sufficient to include all essential elements of the roadway intended to be maintained by the department, including pedestrian, multiuse trail, bicycle, or shared use path facilities and clear zone. However, supplemental easements may be used to accommodate sight distance requirements and slopes for cuts and fills. The right-of-way requirements are defined in the Subdivision Street Design Guide and the Road Design Manual (see 24VAC30-92-150). When an existing state maintained road is widened, the additional right-of- way should be dedicated as follows: 1. If the existing right-of-way consists of a prescriptive easement, to the degree that the developer controls the land, the right-of-way shall be dedicated to public use from the centerline of the alignment. 2. If the existing right-of-way is dedicated to public use, the additional right-of-way shall be dedicated to public use. 59 3. If the existing right-of-way is titled in the name of the department or the Commonwealth, the additional right-of-way shall be deeded to the department or to the Commonwealth, consistent with the title of the existing right-of-way. B. "Spite strips." Plans that include a reserved or "spite" strip that prohibits otherwise lawful vehicular access to a street from the adjacent properties, whether within or outside the subdivision or development, will not be approved. C. Encroachments within the right-of-way. Recording of a plat causes the fee title interest of areas dedicated to public use to transfer to the local governing body. Therefore, objects installed within the right-of-way for purposes other than transportation may be considered an unlawful encroachment in the right-of-way and prevent the right-of-way from being considered clear and unencumbered. Posts, walls, signs, or similar ornamental devices that do not interfere with roadway capacity , encroach into a clear zone, or interfere with prescribed sight distance requirements, or are not in conflict with Chapter 7 (§ 33.1-351 et seq.) of Title 33.1 of the Code of Virginia may be permitted within the right-of-way. However, specific authorization by the district administrator's designee or as authorized under the Land Use Permit Manual (see 24VAC30-92-150) is a requisite for these devices or any other encroachment located within the right-of- way. For the purposes of this subsection, mailboxes installed on breakaway posts may occupy the right-of-way without permit. Otherwise, encroachments that do not fall within the clear zone may be allowed within the right-of-way pursuant to a land use permit issued by the district administrator's designee. 24VAC30-92-140. Surety and fees. A. Policy. Except as otherwise provided herein, the developer shall provide surety to guarantee the satisfactory performance of the street, an inspection fee to cover the department's cost of inspecting the new street, and an administrative cost recovery fee to recover the department's costs associated with the review of subdivision or other development plans and the administrative processing of the acceptance of new streets as determined in this section. All surety and fees collected under this section shall be based on the date of the local governing body's request and the aggregate mileage of new streets in that request, rounded up to the next tenth of a mile. In the event of extenuating circumstances beyond the developer's control, the commissioner or his designee may waive all or a portion of any of the surety and fees. B. Surety. The department reserves the right to inspect, or have inspected, the street proposed for acceptance into the secondary system of state highways at any stage of construction and prior to street acceptance. The developer, contractor, and third -party inspector, if applicable, shall cooperate with the assigned VDOT personnel to provide the access and information necessary to verify that construction of the street is in accordance with the street's approved design and appropriate standards and specifications. A determination by the district administrator's designee that the required cooperation has not been extended shall be grounds for VDOT to refuse to accept the street for maintenance as part of the secondary system of state highways. A determination of noncooperation may be appealed as specified by this chapter (see 24VAC30- 92-110). 1. Type of surety and expiration. The developer shall provide surety to guarantee the satisfactory performance of the street. In the event the developer fails to provide surety or any of the fees described in this section within the 30 -day period following the local governing body's request for the department to accept the maintenance of a street, the 61 department's or other entity's previous final inspection of the street shall be considered void and a new inspection shall be required. An acceptable surety may be in the form of a performance bond, cash deposit, certified check, irrevocable letter of credit, third -party escrow account, or other form mutually satisfactory to the department and the developer. Under no circumstances shall the department or any agency of the Commonwealth be named the escrow agent nor shall funds deposited with the department as surety be subject to the payment of interest. a. Amount of surety. The surety shall be $3,000 for each tenth of a lane mile, or portion thereof, to be accepted by the department for maintenance as part of the secondary system of state highways. The Commonwealth Transportation Board may adjust the surety on an annual basis based on increases or decreases in the producer price index for highway and street construction materials up to an amount not to exceed $5,000 for each tenth of a lane mile or portion thereof. The surety shall be waived for streets petitioned for acceptance into the secondary system of state highways through the Rural Addition Program pursuant to §§ 33.1-72.1 and 33.1-72.2 of the Code of Virginia, and streets constructed or approved pursuant to §§ 33.1-221 and 33.1-223 of the Code of Virginia. b. Length of surety. The surety shall guarantee performance of the street for one year from the date of its acceptance into the secondary system of state highways . 2. Alternatives to surety. a. In jurisdictions where the staff of the governing body administers a comprehensive street construction inspection program that has been 62 approved by the department, the surety shall be waived upon certification by the governing body that the proposed addition has been constructed in accordance with approved plans and specifications. b. If requested by the developer and subject to availability of departmental personnel or consultants, VDOT may perform the construction inspection equivalent to that required for third -party inspection of any street or streets proposed to be added to the secondary system of state highways. In such cases, the developer shall bear all costs incurred by the department, the surety shall be waived, and no street inspection fee pursuant to subsection D of this section shall be charged. c. A third -party inspection process shall be acceptable to the department if: (1) The developer or construction contractor arranges for a firm not otherwise related to the developer or contractor to provide inspection services for the construction of the streets in the development; (2) Inspection and testing methodology and frequency are accomplished in accordance with VDOT Materials Division's Manual of Instructions and the Virginia Department of Transportation Road and Bridge Specifications (24VAC30-92-150); and (3) A report is submitted to the department summarizing the inspections steps taken, certifying the results of the inspection and testing as accurate, and confirming that the street or streets were built to the approved specifications and pavement design, signed and stamped by a professional engineer licensed to practice as such in the Commonwealth. 63 C. Administrative cost recovery flee - 1 . ee_1. Application of the administrative cost recovery fee. To recover a portion of the department's direct costs associated with the review of plans or plans of development, and the administrative processing of the acceptance of new streets, an administrative cost recovery fee shall be required from the developer at the time the streets are accepted by the department. The amount of this cost recovery fee shall be computed at a base rate of $500 per addition, without regard to street length, plus $250 per tenth of a centerline mile, or portion thereof. 2. Alternatives to the administrative cost recovery fee. As an alternative to the administrative cost recovery fee, the department may use one of the following approaches to recover its direct costs: a. For any development, at the developer's request, the department may establish an account for the purpose of tracking these costs and billing the developer not more often than every 30 days; b. For large, complex, multiuse developments, the department, at its option, may establish an account for the purpose of tracking these costs and billing the developer not more often than every 30 days. However, the cost recovery fee assessed under this provision shall not be greater than two times the prevailing administrative cost recovery fee structure; or c. If requested to provide plan review for streets that are not intended for maintenance by the department, the department may establish an account for the purpose of tracking these costs and billing the developer not more often than every 30 days. D. Street inspection fee. To recover a portion of the department's direct costs associated with the inspection of subdivision streets, an inspection fee shall be required from the developer at the time the streets are accepted by the department. The inspection fee shall be computed at a base rate of $250 per addition, without regard to street length, plus $125 per tenth of a centerline mile, or portion thereof. The street inspection fee shall be reduced by 75% if either a third -party inspection process pursuant to subdivision B 2 c of this section or a local street inspection certification process pursuant to subdivision B 2 a of this section was used. If requested to provide inspection services for subdivision streets that are not intended for maintenance by the department, the department may establish an account for the purpose of tracking these costs and billing the developer not more often than every 30 days. 24VAC30-92150. Documents incorporated by reference. Information pertaining to the availability and cost of any of these publications should be directed to the address indicated below the specific document. Requests for documents available from the department may be obtained from the department's division indicated at 1401 E. Broad St., Richmond, Virginia 23219; however, department documents may be available over the Internet at www.virginiadot.org. The department shall post all nonregulatory documents incorporated into this regulation by reference and under its control on its website. Official regulatory text is maintained by the Virginia Registrar of Regulations in the Virginia Administrative Code. After the effective date of any changes to such incorporated 65 documents under the control of the department, the department shall post the changes for a period of at least 60 days on its website. Any changes to regulations appearing in this list shall be made in accordance with the Administrative Process Act (§ 2.2-4000 et seq. of the Code of Virginia) , the Virginia Register Act (§ 2.2-4100 et seq. of the Code of Virginia) , or both. A. Access Management Regulations: Principal Arterials, 24VAC30-72. Maintenance Division (VDOT) 1401 E. Broad St. Richmond, VA 23219 B. Drainage Manual, 2002. Location and Design Division (VDOT) 1401 E. Broad St. Richmond, VA 23219 C. Guidance Document for the Commonwealth Transportation Board's Secondary Street Acceptance Requirements, 2009. Maintenance Division (VDOT) 1401 E. Broad St. Richmond, VA 23219 D. Highway Capacity Manual 2000. Transportation Research Board 500 Fifth Street, NW Washington, DC 20001 E. Land Use Permit Manual, 24VAC30-150. Maintenance Division (VDOT) 1401 E. Broad St. Richmond, VA 23219 F. Materials Division Manual of Instructions, 2006. Materials Division (VDOT) 1401 E. Broad St. Richmond, VA 23219 G. Pavement Design Guide for Subdivision and Secondary Roads in Virginia, 2000. Materials Division (VDOT) 1401 E. Broad St. Richmond, VA 23219 H. Policy for Integrating Bicycle and Pedestrian Accommodations, 2004. (Note: This policy reference is included in the regulation only for informational purposes and is not considered a regulatory provision. Applicable elements of this policy are stated in the regulation itself.) Commonwealth Transportation Board 1401 E. Broad St. Richmond, VA 23219 I. Road and Bridge Specifications, 2007, revised 2008. Scheduling and Contract Division (VDOT) 1401 E. Broad St. Richmond, VA 23219 J. Road and Bridge Standards, 2008. 67 Location and Design Division (VDOT) 1401 E. Broad St. Richmond, VA 23219 K. Road Design Manual, 2008. Location and Design Division (VDOT) 1401 E. Broad St. Richmond, VA 23219 L. Traffic Impact Analysis Regulation, 24VAC30-155. Maintenance Division (VDOT) 1401 E. Broad St. Richmond, VA 23219 M. VDOT Erosion and Sediment Control and Stormwater Management Program Standards and Specifications, 2004. Location and Design Division (VDOT) 1401 E. Broad St. Richmond, VA 23219 N. Virginia Erosion and Sediment Control Regulations, 4VAC50-30. Virginia Department of Conservation and Recreation Division of Soil and Water Conservation 203 Governor Street, Suite 302 Richmond, VA 23219-2094 O. Virginia Stormwater Management Program (VSMP) Permit Regulations (4VAC50-60). Virginia Department of Conservation and Recreation Division of Soil and Water Conservation 68 203 Governor Street, Suite 302 Richmond, VA 23219-2094 Reg i6 ZElftarVf VA Vbi. iYd Street Acceptance Requirements (SSAR) What is SSAR? The Secondary Street Acceptance Requirements (SEAR) are the rules that govern the development of streets for acceptance by VDOT for perpetual public maintenance. The regulations are a result of legislation introduced at the request of Governor Kaine and unanimously adopted by the General Assembly during the 2007 session. The most significant aspect of the revised regulation is that it introduces a change in public policy regarding the design and function a street must meet in order to be added to the state system. In essence, the regulation revises the public-private partnership between the Commonwealth and the development community. The Commonwealth agrees to maintain streets built by developers and accepted by counties to the benefit and marketability of their developments. In exchange, the developer must build streets that connect with the surrounding transportation network in a manner that enhances the capacity of the overall transportation network and accommodates pedestrians, while also minimizing the environmental impacts of stormwater runoff by reducing the street widths allowing the use of low impact development techniques. This is a significant departure from the previous policy of accepting any street that served three or more homes and was built in conformance with state design and construction standards without regards to the impact on the overall transportation network. In addition to this policy change, the new regulation also updates the inspection and surety processes and fees in an effort to streamline the process and better align costs. What are the policy goals of the SSAR? These changes were initiated to address a number of problems with the previous street acceptance process. First, the public funds available to support transportation are not adequate to meet the ongoing demands being placed on the system by isolated insufficiently comiected roadway networks. The previous acceptance requirements created an unsustainable cycle of street development and acceptance into the state system without consideration of the overall public benefit provided by these streets. The new regulations work to provide a more sustainable balance by ensuring that streets accepted into the state's highway system are designed in a manner that better supports the function and efficiency of the transportation system as a whole. The primary ingredient in the new approach is the interconnection of local streets between developments. Developing streets that are well connected to the existing local network allows local trips to be made without placing unnecessary burdens on major roadways. Further, interconnected local street networks help facilitate multimodal trips that reduce the burden placed on all roadways. Consider the graphic on the following page that displays a representative development pattern prevalent today. Because streets in the developments do not connect, trips are forced to use the major roadway in order to make the frequent trips to adjoining neighborhoods, schools, or businesses. Failure to provide these direct connections ensures that the major roadways in the area carry a greater burden than would otherwise be necessary had these connections been provided. Overburdening Page 1 of 11 the major roadway may result in operational problems that would require costly improvements to intersections and/or the corridor as a whole. Additionally, the lack of direct connections presents a significant obstacle for pedestrians and bicyclists that are forced to follow indirect routes not well suited for pedestrian and bicycle travel. The aerial photo below shows the Amok, 1 " -" development pattern around a school in . + : southwest Virginia. Many of the streets end .w �. in cul-de-sacs that fail to connect adjoining neighborhoods to each other and also do not connect to the adjacent school. Even the local school trips are required to use the _y major roadway. This roadway's primary purpose is to serve as a regional US route connecting multiple regions of the state and to serve as a major connecting route within the greater urban area. The reliance on this �- roadway for local trips is unsustainable. The Al L failure to include pedestrian and bicycle accommodations into the design of these streets coupled with the failure to connect local streets to one another act as major deterrents to multimodal transportation. This places an avoidable burden on the major roadway. In contrast, an interconnected network of streets provides for efficient trips within the neighborhood and more appropriately accommodates pedestrian, bicycle, and transit oriented trips. By providing an interconnected network of streets capable of accommodating local trips Page 2 of 11 on local streets, major roadways can be preserved for serving longer trips resulting in a more efficient transportation network. This improved efficiency reduces the need for costly roadway improvements such as signaiization and lane widening. What benefits will these changes provide? The interconnection of these local streets disperses trips throughout the network allowing each street to carry a well distributed portion of the demand and preventing any of the residential streets from being overburdened. The interconnection of the local street network provides direct and alternate routes for motorists that disperses traffic throughout the system which enables the use of a narrower street design. The narrower streets results in a reduction of impervious surface area and stormwater runoff. Additionally, the narrower width helps manage vehicle speeds resulting in slower operating speeds. These reduced operating speeds are appropriate for residential and mixed use areas, and help address a major concern of many citizens — speeding on local streets. These narrower streets effectively provide built-in traffic calming that is more compatible with the neighborhood street environment. This translates into an improved quality of life in residential areas where slower speeds improve safety and support walking, biking, safety and enhanced community interaction. Increased connectivity of the local street network will allow revisions to VDOT's street design standards. The revised design standards allow for narrower streets than were allowed in the past. These narrower street widths will play a significant role in reducing vehicle speeds through neighborhoods. Additionally, these narrower roadways will reduce the amount of stormwater runoff. While the streets are narrower, they meet the nationally accepted AASHTO minimum design standards for the design of roadways. In addition to the benefits of increased efficiency and overall capacity of the transportation system, increased connectivity can have other benefits for local governments. These benefits include reduced local service costs, enhanced response times for emergency responders, and a redundant transportation network that is better positioned to respond to temporary detours and other emergency demands. A study of Charlotte -Mecklenburg County, North Carolina fire services compared the cost to serve areas with a connected street network with areas that did not have connected street networks. The study Page 3 of 11 concluded that a connected street network could reduce the cost of provide fire service and increase the area served by individual stations. In particular, the study found that the annualized life cycle costs per household for a fire station located in an area with a connectivity ratio of 1.3 was $206 while the same costs for another station located in an area with an index of 1.09 was $740. The connectivity ratio referenced in this study is calculated slightly different than the SSAR connectivity index values. How were these requirements developed? As noted above, this revised regulation was a result of a gubernatorial initiative to improve the coordination between transportation and land use in an effort to achieve a more sustainable and efficient transportation network. The 2007 General Assembly unanimously adopted Senate Bill 1811 that added § 33.1-70.3 to the Code of Virginia and directed the Commonwealth Transportation Board to create the SSAR to replace the previous Subdivision Street Requirements. The Code specifically includes three legislative goals for the SSAR to achieve. These goals are: I. Ensuring the connectivity of road and pedestrian networks with the existing and future transportation network; 2. Minimizing stormwater runoff and impervious surface area; and, 3. Addressing performance bonding needs of new secondary streets and associated cost recovery fees. In achieving these goals, the new regulation will serve as a vital component in the planning, design and delivery of a street network that will promote livability, a more efficient transportation network and the creation of more transportation choices. To guide the development of the SSAR, the VDOT Commissioner formed a Technical Committee and the Secretary of Transportation formed an Implementation_ Advisory Committee. The Technical Committee was composed of staff from the Secretary's office and the Department of Transportation. The Implementation Advisory Committee was composed of representatives from local governments, developers, interested groups, associations, and private firms. In addition to working with these committees, input was received during 21 regional meetings and 10 meetings of the Commonwealth Transportation Board (CTB). Public benefit requirements — connectivity, pedestrian accommodation & public service In the past, streets have been accepted into the state system without consideration of the overall public benefit provided by the streets. The SSAR require streets to meet certain public benefit criteria to be considered for acceptance into the VDOT-maintained public street network. The previous standards required that each street serve a public purpose (e.g. serving a minimum of three dwellings units); however, it did not have the same level of expected public benefit. The new SSAR requires streets to also meet quantified connectivity requirements, be designed to accommodate pedestrians while continuing to a public purpose (e.g. serving three or more dwelling units). These requirements are collectively known as the public benefit requirements and they must be met in order for streets to be added to the state system. The specific requirements are graduated based on the location and density of the proposed development. Page 4 of 11 T Tnder the SSAR, the streets within a development or phase of a development will generally be considered for acceptance as a single addition to the state system, or a "network addition." To be accepted for perpetual public maintenance; each network addition will need to provide: • Connectivity: new streets must connect to adjacent properties in multiple directions and must satisfy a quantified street connectivity index established for the area type being served. • Pedestrian accommodations: new streets must provide appropriate pedestrian accommodation. The type of accommodation is dependent upon the density of the development being proposed. o Developments with lot sizes less than 1/z acre or a floor area ratio > 0.4 require accommodations along both sides of the street. o Developments with lot sizes between 1/2 acre and 2 acres require pedestrian accommodation along one side of the street or within the development, such as a connecting trail system. o In both instances the accommodation may be a sidewalk, trail or other facility that provides equivalent pedestrian mobility. • Public service: new street networks must serve a sufficient number of homes, businesses, and/or overall traffic demand that classifies the streets as being public in nature. A more detailed description of each requirement follows. What is connectivity? The goal of the connectivity requirements is to ensure that the street networks of developments and phases of developments connect to existing communities and allow for future connections to adjacent property. These connections will create a more efficient transportation network. New streets must connect to adjacent properties in multiple directions. Additionally, in compact and suburban areas the overall network must satisfy a quantified street connectivity index value established for the area being served by the development. The connectivity index is defined as follows: # of Street Segments Connectivity Index = # of Intersections a �e 7Streets 4lntersections 714 1.75 i Y q 1 � Streets w. .intersections t } The resulting value is a measure of the density of connections provided by a proposed network. The street network shown to the right has a connectivity index value of 1.75. This value is obtained by dividing the total number of street segments (denoted by the orange squares) by the total number of intersections (denoted by the blue dots). For the purposes of the connectivity index, cul-de-sacs are counted as intersections. While the SSAR will be consistently applied across the state, the regulation recognizes that the Commonwealth's density and development patterns are very diverse. Because of this, the Page 5 of 11 regulation does not take a "one size fits all" approach. The connectivity requirements are graduated based on the location of the proposed development. The state is divided into three area types: compact, suburban, and rural. The perimeter of these area types will be consistent with federal, regional, and local planning boundaries including the following: 0 Smoothed urbanized area Smoothed urban cluster • Metropolitan planning organization study area 4 Urban development areas • Transfer of development rights receiving areas • Within two miles of a smoothed urban cluster, urban development area or transfer of development rights receiving area The regulation includes a process for local governments to work with VDOT to officially alter the perimeter of the area type when specific situations warrant such an action. The VDOT Commissioner, upon a resolution from the local governing body demonstrating good cause, may approve changes to the perimeter of the area type; however, approval of such modification requests is not assured and will be closely reviewed on an individual basis. See pages 16 and 17 in the regulation for more information on this issue. The state map below displays the approximate location of these area types: Legend* Compact A— Type Suburban Area Type Rural Area Type -m= vra osee area ryp^s aay ce mooa bwy I coronass«1«. oasee upon a resoxmon rromme rocas _ ceq^ � tce w�a � ooee+«ayra„nwe.+«owy. corservauon arwi«open pace The requirement that new streets connect to adjacent properties in multiple directions applies to all area types while the connectivity index value requirement is dependant upon the area type in which the development is being proposed. The required values are as follows: Compact Area: Connectivity Index > 1.6 Suburban Area: Connectivity Index > 1.4 Rural Area: No Connectivity Index Requirement Page 6 of 11 The example network shown below is a typical subdivision pattern that might have been proposed under the 2005 Subdivision Street Requirements. The connectivity index of the proposed development can be calculated by: # of Street Segments 1 7 Connectivity Index = � _ �—� = 1.16 # of Intersections 6 As shown in the graphic below, the resulting value is 1.16; therefore, the development would fail to meet the minimum required values in compact and suburban area types. Additionally, the proposed development plan fails to meet the requirements for connecting to adjacent properties in multiple directions. While the connection to the major street is considered as one such connection, no other connection is planned; therefore, it fails to meet this requirement. Under the new SSAR, this development could not be accepted into the state system. If one of the streets in the development was extended to connect with property adjoining the development, the number of intersections would be reduced by one and thus the resulting connectivity index value would increase to 1.4. This value meets the minimum connectivity index value required in suburban area types. Additionally, it satisfies the requirement that the development connect to adjoining properties in multiple directions. However, if this development was proposed in a compact area type, it would not meet the minimum connectivity index requirement for compact area types of 1.6. (! 7 Streets S_ Intersections r= 715 = 1.4 Yi o r CR Streets 4 Intersections By connecting an additional street within the proposed network to an adjoining property the number of intersections is reduced to 4. This results in a revised connectivity index value of 1.75 which meets the requirement in both suburban and compact areas. Lastly, the network in the next figure has a connectivity index value of 1.6 which meets the index value requirements; however, it fails to meet the overall connectivity requirement because it does not connect streets Page 7 of 11 7 Streets E I 6 Intersections p � = 716 = 1.16 d Streets Intersections (! 7 Streets S_ Intersections r= 715 = 1.4 Yi o r CR Streets 4 Intersections By connecting an additional street within the proposed network to an adjoining property the number of intersections is reduced to 4. This results in a revised connectivity index value of 1.75 which meets the requirement in both suburban and compact areas. Lastly, the network in the next figure has a connectivity index value of 1.6 which meets the index value requirements; however, it fails to meet the overall connectivity requirement because it does not connect streets Page 7 of 11 to adjeinirg properties in multiple directions. Street networks with one-way in and one-way out place a significant burden on the major street network and do not enhance the overall capacity of the transportation network. The regulation recognizes that connectivity cannot always be achieved because of various physical constraints and special situations. To streamline the exceptions involving physical constraints, the regulation allows an automatic exception to address the following constraints: — Railroad tracks — Limited access highways — Navigable river or a standing body of water > 4 feet deep — Grades > 20% — Select government owned properties (see regulation) — Conservation easements accepted by the Virginia Outdoors Foundation Additionally, special exceptions may be authorized by the District Administrator for situations that require consideration on a case-by-case basis such as unique characteristics of a site including jurisdictional wetlands and cluster developments, or incompatible land use of adjoining property. It is important to note that the regulation specifically states that retail, office, and residential uses are considered to be compatible. The regulation requires developments to connect to existing stub outs. In the event that a development is not connected to an existing stub out that is maintained by VDOT and the local governing body approves the subdivision or development plan and requests that VDOT accept the corresponding secondary streets, there will be a financial consequence to the local government for this action. Page 8 of 11 8 Streets, 5 Intersections $15 = 1.6 � I 0 Streets I -- JA I €nterseetions The regulation recognizes that connectivity cannot always be achieved because of various physical constraints and special situations. To streamline the exceptions involving physical constraints, the regulation allows an automatic exception to address the following constraints: — Railroad tracks — Limited access highways — Navigable river or a standing body of water > 4 feet deep — Grades > 20% — Select government owned properties (see regulation) — Conservation easements accepted by the Virginia Outdoors Foundation Additionally, special exceptions may be authorized by the District Administrator for situations that require consideration on a case-by-case basis such as unique characteristics of a site including jurisdictional wetlands and cluster developments, or incompatible land use of adjoining property. It is important to note that the regulation specifically states that retail, office, and residential uses are considered to be compatible. The regulation requires developments to connect to existing stub outs. In the event that a development is not connected to an existing stub out that is maintained by VDOT and the local governing body approves the subdivision or development plan and requests that VDOT accept the corresponding secondary streets, there will be a financial consequence to the local government for this action. Page 8 of 11 In these situations, VDOT will add the future E -: connection of this stub out as the Cominissioner's top priority for expenditure of improvement funds for the locality's six-year plan for secondary roads. This _ 0. provides the local government with the option of allowing the developer to construct a connection to the ! X., existing stub out or having the secondary road allocations being used to construct the connection. Providing connections between publicly maintained E streets in neighboring developments is more cost effective and sustainable than relying solely on projects'- to widen m 'or highways. E RA Streets (a Intersections What constitutes public service? To be considered for inclusion into VDOT's secondary street network, individual streets must meet one or more of the following criteria: a Serves three or more occupied units QJ Serves a school or other similar facility open to public use ® Constitutes a missing link in the network ® Is a stub out street that facilitate future connections to adjoining properties Carries at least 100 VPD and is in the locality's comprehensive plan Satisfies specific requirements regarding acceptance of streets within multifamily developments, retail shopping complexes, and/or acceptance of streets in nonresidential land uses in advance of occupancy of three or more units of varied proprietorship. See pages 18 - 20 of the regulation for more details on these specific requirements. How will this change design standards? Under the 2005 Subdivision Street Requirements local streets were commonly designed and built to be 36 — 40 feet wide. These widths combined with the off-street parking requirements of many local ordinances and VDOT requirements often resulted in an effective local street lane width of 18 feet. This width results in large impervious surface areas that exacerbate stormwater runoff and encourages higher vehicular speeds that are generally inappropriate in residential and mixed use areas. A set of key elements that will contribute to the implementation of the SSAR are the revised elements of the roadway's geometric design. The revised geometric design standards generally allow for narrower streets (24 to 29 feet wide for local streets) than were allowed in the past. These narrower street widths will play a significant role in reducing vehicle speeds through neighborhoods. Additionally, these narrower roadways will reduce the amount of stormwater runoff due to their smaller impervious area. While the streets are narrower, they meet the nationally accepted AASHTO minimum design standards for the design of roadways. Page 9 of 11 The direct link between speed and safety has been clearly drawn in many studies. Speed is a very important factor for determining the severity of crashes involving pedestrians. The National Highway Traffic Safety Administration has produced Figure L Fatal Injury Rates by Vehicle Speed, by Pedestrian Ages (f7orid4 1993-1996; pedestriausin single -vehicle crashes) extenslVe, 1111U ngs in this area 70% and has demonstrated 14or>$ ' compelling evidence of the 60J �25.4 I importance of speed as it 5°'/ -� 45 - 64 s relates to injuries and fatalities among pedestrians. One such study's results (DOT HS 809 021 October, 1999), shown in the figure on the right demonstrate clearly the linkage between pedestrian injuries and fatalities and speed. A study titled "Residential Street Typology and Injury Accident Frequency" by Swift, Painter, and Goldstein 2006 found a strong correlation between street widths and accident frequency suggesting that narrower streets in residential areas can result in safer operation than standard width local streets. Additional key elements of the new SSAR include added flexibility regarding parking requirements and placement of stormwater best management practices or devices (also known as low impact development techniques) within the right of way. How are inspections, fees, and sureties being changed? The SSAR have also revised the surety bonding and fee structure from what was found in the old regulations. The length of surety (1 year) in the revised regulations is the same as it is today for streets inspected using the normal VDOT staff inspection process. However, the regulation provides additional flexibility to local governments and developers to use alternate means of inspection that do not rely on VDOT staff. As in the previous regulation, a local government may initiate a local certification process where, if desired by the local government, the locality would take on the role of street inspection. Currently Prince William County and Fairfax have set up such programs. A new provision gives developers the option of hiring a third party to inspect the streets for VDOT. In both of these situations the surety bonding requirement would be waived and the associated VDOT inspection fees would be reduced by 75%. The maintenance fee is eliminated and the fee covering inspection costs is separated from the administrative cost recovery fee. Page 10 of 11 When sloes the SSAR go into effect? A transition period will be in effect until July 1, 2009. During this period, developer's may choose to process street acceptance requests under the older 2005 Subdivision Street Requirements or the new 2009 Secondary Street Acceptance Requirements. However, it is important to note that these regulations cannot be mixed. The 2009 SSAR must be used after July 1, 2009. Developments approved prior to July 1, 2009 may use the former requirements. Additional grandfathering provisions exist for area type changes and specific proffered conditions. For more details on these grandfathering issues, please reference page 10 of the regulation. Hoerr can f get more information about the SSAR? The new SSAR is the result of specific public policy objectives requested by the Governor and unanimously supported by the 2007 General Assembly. They have been structured to meet the required goals of the legislation that include: 1. Ensuring the connectivity of road and pedestrian networks with the existing and future transportation. network; 2. Minimizing stormwater runoff and impervious surface area; and, 3. Addressing performance bonding needs of new secondary streets and associated cost recovery fees. Clearly, this public policy change will have implications on the development process and the transportation network. If you would like to learn more about the specifics of the SSAR visit VDOT's website at http://www.virginiadot.org/projects/ssar/. Page 11 of l 1 eco dart' Street Accepta ce Requirements Guidance Document for the Commonwealth Transportation Booard's Secondary Street Acceptance Requirements Note to Readers: The following document contains information which describes the policies and procedures related to the Secondary Street Acceptance Requirements which became effective on March 9, 2009. This Guidance Document is a draft that is intended to grow and be embellished upon in the future. If you have comments concerning changes or additions that you think should be made to this document, please press the link below to send your communication directly to Lynne Wasz at the Virginia Department of Transportation. Our goal is to provide an accessible and comprehensive document and look forward to receiving your input. Lynne. Wasz a,vdot.virgin ia.gov cc0 r e -L -J cct Acceptance Rimelts M Guidance Document for the Comnionwealth Transportation Board's Secondary Strt.,et Acceptance Requirements (24 A 3Op92) March 2009 For further information, contact: VDOT District Administrators Or the VDOT Maintenance Division 1401 East Broad Street Richmond, Virginia 23219 804-786-0819 Copyright 2009, Commonwealth of Virginia Virginia F",, � tmenl � f lei Table of Contents SSAR Section Pa2e Number Redefining Virginia's Secondary Street System 3 What is the SSAR and its importance to the development community? 3 Origins and Development of the SSAR 4 Roles and Responsibilities 5 Approval and Effective Date 6 VDOT Contact Information 6 New Provisions for Street Acceptance 7 Overview of Differences Between the Regulations 7 Area Types — One Size Does Not Fit All 8 Public Benefit Requirements 13 Connectivity Requirements 13 Individual Streets Standards, Network Additions and 29 Connectivity Pedestrian Accommodations 30 Public Service Requirements 34 Context Sensitive Street Design 37 Third Party Inspection 37 Plans Governed by the SSAR 38 Applicability, Effective Date and Transition 38 Grandfathering 38 Local Subdivision Ordinances 40 Continuity of the Public Street System 40 SSAR Review and Approval Processes 41 Conceptual Sketch Plat 41 Plan of Development Submission 43 Review and Approval Processes 43 Following Plan Approval 44 Street Construction Inspection 44 Street Acceptance Process 45 Phased Development of Streets 47 Criteria for Phased Development of Streets 48 Procedures for Phased Development of Streets 49 Connections to VDOT Maintained Streets 50 General Exceptions Processes 51 Discretionary Authority 51 Appeal to District Administrator 51 Desi n Requirements — Context Sensitive Street Design 52 Right -of -Way Requirements and Related Processes 57 Surety, Fees and Inspections Required 58 Surety 58 Alternatives to Surety 60 Administrative Cost Recovery Fee 61 Street Inspection Fee 62 Inspections and Fees Flowcharts 63 3 Secondary Street Acceptance Requirements Guidance Document 1) RedefiWi��ir;itia's_Secondary _Street System A. What is the SSAR and its importance to the development community? The Secondary Street Acceptance Requirements (SSAR) are a result of legislation introduced at the request of Governor Timothy M. Kaine and unanimously adopted during the 2007 session of the Virginia General Assembly. In recent years, the number of streets accepted into the secondary system and the level of congestion have increased while state and federal transportation resources have decreased, resulting in a need to re-examine existing state policy. The policy and design standards contained within the SSAR are new to the state and are intended to increase the efficiency of the street network and encourage multi -anodal transportation. The SSAR serves as a vital component in the platming, design, and delivery of a street network which will promote livability, a more efficient transportation network, and the creation of more transportation choices. These benefits were recognized by both the legislative and executive branches through the enactment of Chapter 382 of the 2007 Acts of Assembly. This SSAR Guidance Document will assist staff of the Virginia Department of Transportation (VDOT), the development community, and local government staff in the proper development and review of plats and plans, related administrative processes, construction inspections, and applicable fees. The Guidance Document is designed to direct the user through the specific standards and procedures contained within the SSAR. The document is organized in the following manner: 1. Background and origin of the SSAR 2. Roles of VDOT staff and the development community 3. New provisions for street acceptance 4. Types of plans governed by the SSAR, effective date, and transition period 5. Description of the SSAR's review and approval processes 6. Discussion of the phased development of street lanes 7. Appeal processes contained within the SSAR 8. Street design requirements 9. Required rights-of-way 10. Surety, fees, and inspection processes At the time that developers and engineering consulting firms are planning projects, they must determine if the proposed streets will be planned and constructed to be eligible for acceptance into the state system. Roads designed and constructed to the standards in the SSAR may qualify for acceptance into VDOT's secondary system of streets. This means that following the appropriate layout, design construction, inspections, and payment of fees, VDOT will maintain these new streets. These streets will be required to meet the requirements of the SSAR regulation to be eligible for this perpetual public maintenance. Streets are also built which do not meet VDOT requirements. These roads will be privately or locally maintained by the developer, a property owners association, or a local government. Such streets may meet the standards of the SSAR at the choice of the developer or as required by local ordinances. B. Origins and Development of the SSAR The SSAR was developed in response to legislation introduced at the request of Governor Kaine and unanimously adopted during the 2007 Session of the General Assembly. Chapter 382 of the Acts of Assembly of 2007 added §33.1-70.3 to the Code of Virginia, which required the Commonwealth Transportation Board (CTB) to develop new standards for the acceptance of newly constructed roads into VDOT's secondary street system. These standards will ensure that such streets provide adequate public benefit to justify their perpetual public maintenance. The SSAR supersedes the January 2005 edition of the Subdivision Street Requirements. There are differences between the Subdivision Street Requirements and the SSAR, but §33.1-70.3 specifically includes three legislative goals which the SSAR must meet. These goals include: 1. Ensuring the connectivity of road and pedestrian networks with the existing and future transportation network 2. Minimizing stormwater runoff and impervious surface area 3. Addressing performance bonding needs of new secondary streets and associated cost recovery fees These provisions will help ensure that streets built by developers will enhance the overall capacity of the transportation network by providing additional transportation connections to adjacent developments. In the past, many developments had been built with one way in and one way out. Developments with this type of street network place an unsustainable burden on the regional transportation network by requiring that all trips — both local and long-distance — use the regional transportation network. Additional transportation connections between adjacent developments will allow local trips and the local portion of long-distance trips to take place on. local streets. 5 In essence, this regulation modifies the public-private partnership between the developer, the locality, and the state. This process begins with the locality's creation of its comprehensive plan, subdivision, and zoning ordinances. Within this relationship, the Commonwealth agrees to maintain streets built by developers to the benefit of their developments and the citizens that purchase homes in those developments. In exchange, the developer builds a street network that enhances the capacity of the overall transportation network. The SSAR was developed by an Implementation Advisory Committee appointed by the Secretary of Transportation. The Committee was composed of stakeholders from such diverse groups as environmental organizations, development companies, local governments, and emergency responders. Upon completion of the initial SSAR draft, a series of regional briefings were held with planning district commissions, developer associations, and other stakeholder groups. This was followed by a public comment period which took place between April 15 and June 30, 2008. Numerous comments were submitted, compiled, and analyzed for potential amendments to the SSAR. The Secretary's office and VDOT then initiated work groups to revise the regulations based on public comment. C. Roles and Responsibilities There are numerous individuals who are crucial in the land development and street acceptance processes. The following is a list and description of the primary parties: 1. Applicant/Developer — The individual, corporation, or local government who submits a plan or plat to VDOT which involves the potential inclusion of streets into VDOT's secondary street system for maintenance. 2. District Administrator — The individuals responsible for the management of VDOT's construction districts. The District Administrator may be called upon during the land development process to interpret SSAR regulations. The SSAR also directs the District Administrator to determine certain appeal requests. 3. District Administrator's Designee — This individual will be responsible for reviewing plats and plans for compliance with the SSAR, managing the street acceptance process as well as making initial determinations regarding the interpretation of the SSAR. 4. Local Government Official — The person or department within the local government who is responsible for the review and approval of site plans. This person or office is most often located in the Planning, Engineering, or Land Development office and works closely with VDOT staff. 5. VDOT Maintenance Division — This Division is accountable for the administration of the secondary street acceptance process. The Division may be required to render decisions and opinions regarding the interpretation of regulations governing VDOT's street and highway systems. Applicant appeals to the Commissioner are managed through this division. Con D. Approval and Effective Date The Commonwealth Transportation Board approved the SSAR at its February 19, 2009 meeting. The effective date of the SSAR is N.1arch 9, 2009. There is a transition period from the effective date until July 1, 2009. This transition period is discussed in the "Grandfathering" section of the Guidance Document on page 38. Section 30- 92-20 of the SSAR, on page 10 of the regulation, discusses this effective date, the transition period, and how they correspond to different types of plats and development plans. E. VDDT Contact Information If you would like more information or have additional questions regarding the implementation of the SSAR, please contact your local VDOT District office or consult VDOT's "Transportation and Land Use" page of its website at bttp://www.virginiadot.org/projects/ssar/default.asp. 7 2) New Provisions for Street Acceptance As discussed within the previous section, the SSAR was developed in response to legislation requiring that the CTB create new standards for the construction of secondary streets. These standards were required to meet the three legislative goals established within §33.1-70.3 related to connectivity, minimizing stormwater runoff, and updating cost recovery fees. The SSAR replaces VDOT's previous Subdivision Street Requirements. Although there are differences between the Subdivision Street Requirements and the SSAR, many of the administrative provisions and standards within the Subdivision Street Requirements are included in the SSAR. This Guidance Document will provide direction to assist with the implementation of the SSAR and it will also highlight the differences between the Subdivision Street Requirements and the SSAR. A. Overview of Differences Between the Regulations There are a number of major distinctions between the two regulations. These include the following: 1. Area Types — The division of the state into three categories based on long- term local, regional, and federal planning boundaries. The area types recognize the diversity of development and infrastructure needs throughout the Commonwealth by establishing graduated connectivity standards for developments based on the area type in which they are located. These area types include Compact, Suburban, and Rural_ Area types are discussed on page 8 of the Guidance Document. 2. Ensuring Connectivity — Standards to ensure connectivity of streets between adjacent developments and undeveloped parcels. Improved connection of newly constructed secondary streets to the existing street network and future developments will improve the network's overall efficiency. This section begins on page 13 of the Guidance Document. 3. Network Additions and Individual Streets — The acceptance of new streets for a phase or an entire development as a single addition instead of acceptance of each street individually. Individual streets may still be accepted into the state system on a significantly more limited basis. This distinction is important because network additions within Compact and Suburban area types are required to meet connectivity index standards, while individual standard streets do not need to meet an index standard. This section is located on page 29 in the Guidance Document. 4. Pedestrian Accommodations — Standards to ensure that pedestrian accommodations are provided where appropriate. Such facilities are important since they provide alternatives to personal vehicle trips. This section begins on page 30 of this document. 8 5. Context Sensitive Street Design — Revised street design requirements to provide initial design that will serve as built-in traffic calming measures to help ensure appropriate vehicular speeds in residential areas. The revised design standards also offer increased flexibility to use low impact development techniques to help reduce stormwater runoff. Context sensitive street design is discussed on page 37 and page 52 in the Guidance Document. 6. Third Parry Inspections — The creation of an alternative to traditional VDOT inspection of additions to the secondary system. Third parry inspections are discussed on pages 37 and 60 in the Guidance Document. S. Area Types - One Size Does Not Fit All — (Page 15 and section 30-92-50 within the S SAR) The SSAR recognizes that all areas of the Commonwealth are not the same and that infrastructure needs vary accordingly. For example, infrastructure needs in an urban development area are likely not the same as in a small rural subdivision, and vice versa. These differences are recognized through the establishment of three area types based on long-term local, regional, and federal planning boundaries. The area types are important as the regulation establishes graduated connectivity requirements for developments based on the area type where they are located. The area type boundaries were developed using a methodology based on population data, and regional and local planning decisions that designate certain regions as current growth areas, areas that will experience growth in the future, or areas that will remain rural for the foreseeable future. The area type boundaries are based on long- term local, regional and federal planning boundaries. This results in area types established through objective and community based decision making. There are four main criteria and corresponding groups which determine the planning boundaries for the area types. These include: I. Establishment of Urban Development Areas is determined by the local governing body; 2. Smoothed urban boundaries are established by regional planning organizations and VDOT and approved by the U.S. Department of Transportation; 3. Study area boundaries of a Metropolitan Planning Organization (MPO) are established and adjusted in accordance with the recommendations of the respective MPO policy boards; and, 4. Resolutions and ordinances approved by the local governing body determine the "transfer of development rights" and clustered development areas, and the local government may also designate certain areas as Compact or Suburban area types. An applicant will need to identify the exact area type of the land to be developed during the conceptual sketch plat phase of land development planning. VDOT will provide current locality listings and corresponding maps to display the state's area type boundaries. These documents will be revised in April and October every year in response to revisions to applicable planning boundaries. 9 In the event that the proposed land to be developed is located within more than one area type, the entire development must meet the requirements for the area type with the higher standards. For example, if a development is located in the Compact and the Suburban areas, it must meet the requirements for the Compact area type. Area Types Defined Compact Area Type — The Compact area type is where the highest levels of development are planned to occur. The SSAR lists five criteria which define this area. If one or more of the criteria apply to an area, it will be defined as "Compact" and will be required to meet all applicable requirements within the SSAR. The following is a description of the Compact criteria: 1. An area designated by the local governing body in its local Comprehensive Plan as an "urban development area." Urban development areas are generally designated by a Iocality with a population of at least 20,000 and a growth rate of at least 5% since the last census. They can also be designated by a smaller locality with population growth of 15% or more. The exact definition is included in § 15.2-2223.1 of the Virginia Code. 2. An area located in a "smoothed urbanized area." This includes U.S. Census Bureau defined areas with a population density of at least 1,000 people per square mile and surrounding census blocks that have an overall density of at least 500 people per square mile; the term "urbanized area" denotes an area of 50,000 or more people. 3. An area for which the local governing body has approved a resolution or ordinance designating the area as "Compact" for the purpose of the SSAR requirements, provided that the area is designated in the adopted local comprehensive plan as an area for median lot sizes no greater than one half acre. 4. An area located in a locally "designated transfer of development rights" receiving area; localities should possess documentation as to the exact location of these areas. Transfer of development rights are discussed in §§15.2-2316.1 and 15.2-2316.2 of the Virginia Code. 5. An area located in a "smoothed urban cluster boundary." Urban cluster refers to an area with a population of between 2,500 and 49,999 people. 10 Suburban Area Tvpe The SSAR includes five criteria related to the Suburban area type. A proposed development will be included within this area type if it meets one or more of the following criteria and does not meet any of the Compact area type's criteria: 1. Located outside of a "smoothed urbanized area" as defined above, but within an official Metropolitan Planning Organization study area. 2. Located within a two mile radius of an "urban development area" (see definition within the Compact area description above). 3. Located within two miles of a "smoothed urban cluster" area 4. Located within a designated "cluster development" area as established by the local governing body pursuant to § 15.2-2286.1. Such an area is characterized by lots being concentrated within a specific area and generally a larger area being reserved and maintained for either open space or recreational community uses. 5. The local governing body has approved a resolution or ordinance designating the area as "Suburban" for the purposes of the SSAR and provided that the area is designated in the adopted local comprehensive plan as an area for suburban development with median lot sizes no greater than two acres. Rural Area Type All areas of the state that are not described by the criteria used to define the Compact and Suburban area types are designated to be within the Rural area type. Vireinia Area Type Map 11 Planning Boundaries and Area Type Designation There are instances when a local governing body, the metropolitan planning organization, or the U.S. Department of Transportation amend the perimeters of one of its planning boundaries. These planning boundaries are used to establish area types and are listed in the "Area Type Threshold" subsection, part A of the SSAR. When the planning boundaries are amended, VDOT will recognize such amendments and revise the related area type designations accordingly. In order to process this area type administrative change, the local governing body or metropolitan planning organization will need to provide the department with a copy of the adopted ordinance or resolution which impacts the planning boundary. The entity responsible for the amended planning boundary shall also provide VDOT with maps which show the affected areas as soon as possible. Modifications to the Area Type Thresholds Generally, area type perimeters will be consistent with all of the planning boundaries which define the outline of the Compact and Suburban area types. This section of the SSAR addresses those instances in which the local governing body may request for the area type perimeter to differ from one of the following planning boundaries: 1. Smoothed urbanized area 2. Smoothed urban cluster 3. Metropolitan planning organization study area 4. Within two mile radius of a smoothed urban cluster As there may be instances where a local government's vision for development does not align with federal and regional planning boundaries, VDOT has established a process to review such a request from the local government. When this situation takes place, the local government should contact the agency to discuss a proposed modification to area type. The local government will proceed by approving a resolution that requests that VDOT alter the area type boundary while recognizing that it will be different from the corresponding planning boundary. The resolution and any supporting documentation should support the board's request for the modification. Approval of such a modification request is not assured and will be reviewed on a case-by-case basis. The Commissioner will consider such matters as the permissible parcel sizes, the existing land uses, and all stated reasons for the modification to ensure that the area is indeed being regulated in such manner that necessitates a change in area type. The agency will notify the local government within 45 calendar days of receipt of its modification request as to the Commissioner's final decision. The area type modification request will be reversed if the subject land is rezoned or completes a planning process change which alters its initial "by right" land uses. This will mean that the area type modification will be reversed and return to its original area type if the zoning change is not consistent with the local government's request for area type modification. This would include such changes as revision to land use type or density. 12 Modifications to VDOT's Area Type Maps VDOT will maintain the official area type maps for the state. Twice annually, the agency will make official modifications to the map and publish a revised version. The maps will include modifications due to action by a local governing body or metropolitan organization based on the date the related ordinances or resolutions were adopted. The following lists these two time periods: a Ordinances or resolutions adopted between January 1 and June 30 of any year shall become effective on October 1 of that year • Ordinances or resolutions adopted between July 1 and December 31 will become effective on April 1 of the next year 13 C. Public Benefit Requirements (Page 19 and section 30-92-60 within the SSAR) Prior to the acceptance of streets or network additions into its secondary system, VDOT must ensure that the proposed streets meet specific public service requirements to warrant public maintenance of these facilities. Streets must provide connectivity, appropriate pedestrian accommodations, and public service to meet the public benefit requirements. Public benefit requirements promote a positive relationship between the secondary street network, land use, and citizens. This section of the Guidance Docurr_ent will discuss in detail the public benefit requirements related to connectivity, pedestrian accommodations, and public service standards. When a developer is considering phasing of a development, care must be taken to ensure that each phase is designed so that it meets the public benefit requirements. This will allow the streets in the each phase of the development to be accepted when they are complete. 1. Connectivity Requirements (Page 21 and section 30-92-60 within the SSAR) a. Definition, Purpose of Section, and Relationship with Legislative Goals One of the legislative goals of the SSAR within §33.1-70.3 is to "ensure the connectivity of road and pedestrian networks with the existing and future transportation network." The regulation requires that new developments provide connectivity between adjacent developments and undeveloped parcels. The provision of connectivity can help improve the overall capacity of the transportation network. In addition, by providing direct and alternative routes, connectivity can help reduce the burden on major roadways and vehicle miles traveled, and improve emergency response times. These additional routes not only provide more direct courses for public safety equipment, but also offer multiple approach points for residents in the event of a road closure. In the past, many developments have been built with one-way in and one-way out. Developments with this type of street network require that all trips, both short and long, use the regional highway network. Such development patterns also concentrate traffic flow into discrete locations that often require signalization. The increased trips and signalization create congestion on the regional network. This leads to the demand for additional capacity on the regional network and lower network performance. This results in higher costs to provide the same level of accessibility provided by a connected network. 14 Connectivity can be defined as connections to an adjacent property or a stub out that will allow for future street connection to an adjacent property. The connectivity standards in the SSAR vary based on the area type of the development. The SSAR recognizes that connectivity is not always feasible and contains exceptions to address these situations. The diagrams below demonstrates how the lack of connecting adjacent developments can decrease the efficiency of the street network as well as increase travel times and vehicle miles traveled. 15 Figures I and 2 In the example above, any local trip to a neighbor's house, the nearby store, or the school would require the driver to access the major highway to arrive at their destination. This design requires that all trips rely on these highways. The goal of connectivity is to provide additional connections between adjacent developments and undeveloped parcels to allow local trips to use local streets. If street connections were built between the developments in the diagram above, trips to the mall, the stores, school, and a neighbor's house would not require the use of the mai or hiphway. 16 b. Connectivity Standards (Page 21 within the SSAR) * Compact Area Type - Developments located in the Compact area type will need to have sufficient connectivity to adjacent properties, multiple connections in different directions, and an overall connectivity index of at least 1.6- * Suburban Area Type - Developments located in the Suburban area type will need to have sufficient connectivity to adjacent properties, multiple connections in different directions, and an overall connectivity index of at least 1.4. * Rural Area Type. Developments located in the Rural area type will need to have multiple connections to adjacent properties and in multiple directions but will not be required to meet a specific connectivity index. e. Stub Out Streets Connections to adjacent properties can be accomplished through two methods. One method is to construct streets to connect with existing developments; these streets usually will connect to stub outs in the existing developments. The second method is to construct stub outs to allow for connections to development in the future. A "stub out" is a road segment constructed to connect a development to a neighboring property to allow for future vehicular and pedestrian trips between the properties. Required Connection to Stub Outs: If a new development is built which abuts a VDOT maintained stub out, the street network of the new development must connect to this stub out for its streets to be eligible for acceptance into the secondary system. Stub Out Construction for Future Developments: The creation of stub out streets at appropriate points in new developments is encouraged. Such stub outs promote the connection of adjoining developments and will result in a more efficient street network. Location of Stub Outs: In the event that a developer selects to construct a stub out, the local official and VDOT staff can assist in this process. The developer and local official should first discuss if the potential location is reasonable for a future connection. The location of the stub out must be feasible for the future connection to an adjacent land use. While this process will be a collaborative effort, the final decision regarding the suitability of a potential stub out location will be the role of the VDOT staff, during the plan review process. 17 Additional Requirements for Stub Out Streets: 1. Stub outs should not exceed 500 feet in length 2. Stub outs will be constructed to the property line 3. The applicant will post a sign meeting VDOT's standards at the end of the stub out. This sign will: ® State that the purpose of the stub out is for a future street connection o Be easily visible to adjacent properties and persons using the newly constructed streets Failure to Connect to a Stub Out Street: VDOT encourages the connection of publicly maintained stub outs whenever financially and physically feasible. There may be instances when either a developer or the local government selects not to connect stub outs. When a development is not connected to an existing VDOT maintained stub out and the local governing body approves the development plan and requests that VDOT accepts the corresponding secondary streets, there will be a financial consequence to the local government for this action. In these situations, VDOT will automatically add the "missing" connection of this stub out as the Commissioner's top priority for expenditure of improvement funds for the locality's six-year plan for secondary highways. This alternative to stub out connection provides the local government with the option of allowing the developer to fund and construct a connection to the existing stub out or having the secondary road allocations being used to construct the development's connection. In order to safeguard public funds, it is critical that such stub out connections for subdivisions and developments be approved if the design makes such connection feasible. Providing connections between publicly maintained streets in neighboring developments at the time of initial construction is more cost effective and sustainable than relying solely on projects to widen major highways. Stub Out Street Connections: When connecting to existing stub outs, especially those stub outs which are excessively wide compared to current design requirements, care must be taken so that such streets do not encourage excessive speed. Generally speaking, for short extensions of stub outs that will tie into other roadways in the new development, no special measures need to be taken. On the other hand, if the stub out will become a lengthy section of street, traffic calming techniques such as bulb -outs can be employed to limit vehicle speed. The designer and reviewer need to employ good professional judgment with regards to appropriate measures to control speed. In addition to reduced street widths and design speed, the designer and reviewer may apply traffic calming strategies included in VDOT's "Traffic Calming Guide for Local Residential Streets." In In the event that the existing grade of the parcel being developed is inconsistent with adjacent property, the developer of the initial stub out and corresponding pedestrian facilities should grade appropriately to accommodate the future connection of the stub out and the sidewalks. It is the responsibility of this first developer to ensure a proper grade with which to continue the stub out and sidewalk. d. Connectivity Index — Explained and Calculated A number of localities across the nation as well as the state of Delaware have implemented "connectivity index" requirements for new street construction. A connectivity index can be used to calculate how well a roadway network provides direct and alternative routes for drivers and pedestrians to reach their destinations. It is a uniform, quantifiable measure of the transportation alternatives provided to travelers. Computing the index for a given development involves a calculation: Connectivity Index = Streets Segments - Intersections The key to successfully calculating the connectivity index is determining exactly what constitutes a "street segment" and an "intersection." The SSAR defines these two terms as follows: • Street Segment — A section of roadway or alley that is between two intersections or a stub out or connection to the end of an existing stub out. • Intersection — A juncture of three or more street segments, or the terminus of a street segment, such as a cul-de-sac or other dead end. The terminus of a stub out shall not constitute an intersection for the purposes of this chapter. The juncture of a street with only a stub out, and the juncture of a street with only a connection to the end of an existing stub out shall not constitute an intersection for the purposes of this chapter, unless such stub out is the only facility providing service to one or more lots within the development. The above are general definitions. The following descriptions may also be helpful in determining exactly what constitutes a street segment and an intersection. Street Segment_ I. Any roadway, alley, and stub out 2. Any street section between intersections and termini 3. At each connection to an existing road maintained by VDOT, there will be street segments that extend from the intersection of the new road and the existing road. Each of these sections will count as a street segment in the index calculation. 19 Intersection: 1. A juncture of three or more street segments 2. The terminus of a street segment, such as a cul-de-sac or other dead end, will count as an intersection. The end of a stub out does not count as an intersection. 3. A stub out's connection with a road, with no direct lot access along the stub out, and that is intended for connection to an existing or fixture adjacent development does not count as an intersection 4. The connection of a stub out with an internal street will count as an intersection if the stub out street provides access to a lot(s) within the development 5. External connection of an existing state road does count as an intersection. The street sections at this intersection also count as street segments, as discussed above. The connectivity index is found by dividing a network addition's street segments by its intersections. An example of would be a development with fifteen street segments and ten intersections. The subdivision would have a connectivity index of 15110 or 1.5. It is important to remember that the intent of the regulation is for developments to meet the connectivity index through connections to adjacent properties. Required Multiple Connections One of the requirements of the SSAR is that all developments will have multiple connections in multiple directions. This requirement is for all three area types, including Compact, Suburban, and Rural. This is a "standalone" requirement that must be met regardless of the connectivity index requirement that may apply to a particular development. Connections, in this context, means either joining with an existing street in the VDOT network or the construction of a stub out(s) planned for current or future connection. It is important to note that a proposed network addition with only one ingress and egress point, with no stub out for future. connection, and that meets the applicable connectivity index will not be accepted into the state system as it does not meet the overall connectivity standards contained in the SSAR. The examples below help illustrate the goals of the connectivity standards and the types of networks that meet these requirements. re 3 — Connectivity and mumpie i:onnecnons f — 9 streets 8 intersections 918 = 1.125 Q Streets Intersections FiLlures 4 and 5 — Uompact Area 20 The development with a street network as shown to the left would need to add additional connections to adjacent properties, stub outs, or connections to the existing network to be accepted into the state system. This development does not meet the connectivity index for Compact and Suburban area types as well as the "multiple connections" requirement. In the Compact area type; the development above would need to extend three of the planned streets to allow for future connections with adjacent properties. The example on the left would meet this requirement. However, the example on the right, without additional connections to adjacent properties or the existing network, would not meet the "multiple connections" requirement even though it has an index higher than 1.6. # 9 Streets 5 tntersections i i 6 nt'ersedi N•ts �4 � •.�\ IO/E_ 9;563 U Streets p Intersections b and l — Suburban Area j+ 9 Streets F `a 5 intersections 916 =1.5 Streets Intersections 21 ' 9 Streets i Fes` 6 Intersections `k;_ 916=1.5 A sT ` LJ Streets Y Intersections 4 The example on the left meets the connectivity requirements for the Suburban area type. It has a connectivity index higher than 1.4 and three connection points located in multiple directions. The example on the right, with only one ingress and egress point, would not meet the requirements for the Suburban area type even though it has an index higher than 1.4. If a stub out was constructed, the "multiple connections" requirement would be satisfied. Figures 8, 9 and 10 — Stub Outs and Connections in Multiple Directions '...-'� 6 -streets _ .'k 4.7nienedian5 614 =.1..5. Streets Intersections 6 52ieets 3.Intersections k�! Tire example to the left hac a nnn ----- --- I index high enough for the Suburban area type, but it does not meet the "multiple connections in multiple directions" requirement. While it does have two connections to the existing street, these connections are in the same direction. Therefore this design would not meet all of the connectivity requirements. The cul-de-sac from the previous situation has been extended and constructed as a stub out. This design has three connections in two directions. The intersection of the stub out and the new development road is considered as an intersection in the connectivity index because lots located along the stub out can only be accessed via the stub out (see the next situation for a different layout). This design would be acceptable in both of the Compact and Suburban area types. This is very similar to the previous situation with one important exception. The stub out does not provide direct access to lots along the street. For this reason the intersection with the stub out and the newly constructed development street does not count as an intersection. This results in a higher connectivity index. This layout would be accepted in the Compact and Suburban area types. 23 Figure 11 Streeter 11 ;QKtersertian 8 Conneotivitg Ind, x:1.83 g"i 4 4 4 t This site plan example has: Eleven street segments a Six intersections © Connectivity Index of 11/6 or 1.83 • This site plan includes a stub out to the right of the development; its terminus does not count as an intersection 0 The terminus of the cul-de-sac does count as an intersection; therefore, the end of the cul-de-sac includes an intersection symbol • With relation to its connectivity index and multiple connections in multiple directions requirements, this site plan would be acceptable in both the Compact and the Suburban area types. This development would also be acceptable in the Rural area type, which does not have a connectivity index requirement. 24 e. Connectivity Index Standards — Area Types and Network Additions As discussed within the "Area Type Threshold" section of this document, the state is divided into three area types: Compact, Suburban, and Rural. Most streets within a phase of a development or an entire development will be considered for acceptance into the state system as a group, or "network addition." Streets under certain circumstances may still be accepted as individual streets. Compact Standard — Network Additions Network additions within a Compact area of the state must meet the following requirements to be accepted into the secondary street system: 1. Constructed to all applicable standards, such as the Road Design Manual, the Subdivision Street Design Guide, and all other documents incorporated by reference within the SSAR 2. Provide adequate connections to adjacent roadways, with multiple connections and in multiple directions, and have a connectivity index of at least 1_6 3. Contain a layout design suitable for pedestrian movement within the development and to adjoining properties Suburban Standard — Network Additions Network additions within Suburban areas must meet all of the "Compact" requirements, but with a different connectivity index amount. Suburban area type developments must be designed to have a connectivity index of at least 1.4. Rural Standard — Network Additions Rural network additions must meet all applicable design requirements and provide multiple connections in varied directions to adjacent properties. Rural area type developments do not need to meet a specific connectivity index amount. This means that at a minimum, Rural area type developments will be required to connect with the existing VDOT network as well as provide a second connection to the existing network or a stub out in a direction different than the other connection. Connectivity Index and Individual Streets Newly constructed roads to be accepted into the VDOT system, which meet the "individual street standards" located within the Compact and Suburban area types, are not required to meet a specific connectivity index standard. These standards are discussed on page 23 of the SSAR and on page 29 of this Guidance Document. 25 L Connectivity Exceptions Due to Physical Constraints (Page 24 and section 30-92-60 within the SSAR) Connectivity standards can be difficult to meet due to certain physical constraints. The regulation contains a streamlined exception procedure to address these circumstances. The procedure takes place at the beginning of the development process so that developers and local governments will know= the requirements and the standards that apply as they begin to design their development. Properties that are bordered by physical impediments make external connectivity difficult and consequently the connectivity index standards difficult to meet. In these instances, VDOT has created exceptions for which applicants do not need to request approval; rather, they may follow a simple administrative process. The following impediments constitute physical constraints that automatically qualify for a reduced connectivity index: 1. Railroad tracks 2. Limited access highway 3. An existing navigable river or a standing body of water with a depth greater than 4 feet under normal conditions 4. Grades greater than 20% 5. Government owned property with restrictions upon development such as military installations, pre-existing parks, and land under conservation easements accepted by the Virginia Outdoors Foundation Connectivity index exceptions for "physical constraints" will be submitted to the District Administrator's designee. It is the responsibility of the developer to submit such information for review in writing and also submit all pertinent documentation which supports the exception due to a physical constraint(s). The developer should submit this information to the designee during the conceptual sketch plat submittal process. 26 The amount for which the connectivity index is reduced depends upon the percentage of the property's perimeter which is contiguous with one or more of the above five impediments. The following describes this calculation and gives applicable examples for the Compact and Suburban area types: Compact Area Constraint Exception Example — • Reduce the connectivity index by 0_6 times the percentage of the perimeter adjacent to one or more of the above impediments in Compact areas Example: 1. 30% of the perimeter of a proposed development is bordered by an interstate 2. 30%x0.6=0.18 3. Reduce the Compact Area type's required 1.6 connectivity index by 0.18 4. This development would be required to meet a 1.42 connectivity index 5. This 1.42 figure would be reviewed by the District Administrator's designee and not be required to follow an appeals process Suburban Area Constraint Exceptions Example • Reduce the connectivity index by 0_4 times the percentage of the perimeter adjacent to one or more of the above impediments in Suburban Areas • Example: 1. 45% of the perimeter of a proposed development is adjacent to a river 2. 45%ox0.4=0.18 3. Reduce the Suburban Area's required 1.4 connectivity index by 0.18 giving a connectivity index standard of 1.22 12 — Conn Constraint In the example below, a river borders one-third of the border preventing connections to neighboring developments_ The developer would be able to automatically reduce the connectivity requirements by the proportion of the development bordered by a constraint. The connectivity index requirement for this development, located in the Suburban area type, would be revised from 1.4 to 1.27. `�t „ 5treei5 - B Inter�ec#ions- ' � 1118 -- 9.375 Ei G 0- 06 streets Intersections The developer would be able to automatically reduce the connectivity requirements by the proportion of the development bordered by a constraint. The connectivity index requirement for this development, located in the Suburban area type, would be revised from 1.4 to 1.27. 27 g. Appeals to Connectivity Requirements Appeals to connectivity requirements not addressed through the automatic, reductions for physical constraints will be submitted to the District Administrator's designee for review and consideration. The applicant will also provide a copy of this letter to the local official responsible for reviewing the development plan. T lie District Administrator's designee will respond to the exception request within 45 calendar days of the request being made. The designee can reduce connectivity requirements for one of the following reasons: • The locality's comprehensive plan designates the adjoining property as an incompatible use. If this occurs, the development will be required to provide a stub out(s) to accommodate future growth if the adjacent use or the Comprehensive Plan changes. When such an appeal is requested, the local official must submit supporting documentation to VDOT that confirms that such adjacent, incompatible land uses exist. • Connectivity requirements cannot be met due to unique characteristics of the subject parcel being developed such as jurisdictional wetlands or cluster subdivisions developed under §15.2-2286.1. With relation to the interpretation of the term "incompatible uses," retail, office, and residential uses are all defined as being compatible with each other. For example, if an applicant is proposing a new subdivision adjacent to a commercial establishment, this will not constitute neighboring incompatible uses. The following chart describes the District Administrator's connectivity appeals process: Applicant determines that a connectivity exception will be needed for the proposeddevelopment Is development required to hold a scoping meeting related to Traffic Impact Analysis Tne Applicant will submit a letter officially requesting the connectivity exception, including the reasons for such exceptions and all supporting data to the District Administrator's designee and the local official_ The District Administrators designee Will respond to the applicant's request for exception within 45 calendar days of receiving the initial request, this response will state the final decision made and the reason(s) for the decision Applicant shall present the letter requesting the exception- the reasons for the exception. and all supporting data to the District Administrators designee during the scoping meeting. Copies of all rmation will be submitted concurrently to the appropriate local official. 28 h. Conflict Between the Connectivity Requirements and Access Management There may be instances where VDOT's Access Management regulations and the connectivity requirements of the SSAR conflict. If a conflict occurs, the following will apply: Collector Streets - When the connectivity requirements can only be met through a connection to a collector street that would conflict with the Access Management spacing standards and additional connections to lower order roadways and stub outs are not possible, the entrance spacing standards will be modified by the District Administrator to allow for the connection. Minor Arterial Streets - When the connectivity requirements can only be met through a connection to a street with a functional classification of minor arterial that would conflict with the Access Management spacing standards and additional connections to lower order roadways and stub outs are not possible, the District Administrator will either modify the applicable spacing standards to allow for such connection or modify the connectivity index requirement. Principal Arterial Streets - When the connectivity requirements can only be met through a connection to a street with a functional classification of principal arterial that would conflict with the Access Management spacing standards and additional connections to lower order roadways and stub outs are not possible, such developments will have the connectivity requirements modified to accommodate the inability to make this addition connection. 29 2. Individual Street Standards, Network Avdditions, and Connectivity Within the "Connectivity" section of the SSAR (page 23), the regulation states that roads to be accepted into VDOT's system which meet the "individual street standards" are not required to meet the connectivity index. In order for a road to meet the "individual street standard," it must be connected to an existing street within the VDOT system or to an existing city, town, or publicly maintained county street and will need to meet one or more of the following requirements: a. Provide a connection between at least two existing publicly maintained streets that were part of the VDOT network prior to the building of the proposed development b. Have a functional classification of "collector" or higher c. Is a frontage or reverse frontage road as defined by VDOT's Access Management regulations d. Is a street to be accepted into the secondary system of state highways through the Rural Addition program addressed in §§ 33.1-72.1 and 33.1- 72.2 of the Code of Virginia provided the street was constructed prior to January 1, 2009 e. Is a street to be accepted into the secondary system of state highways through the Commonwealth Transportation Board's Rural Addition Policy provided the street was constructed prior to January 1, 2009 f Is a road built for economic development purposes related to §33.1-221 g. Is a road built for public recreation and/or historical purposes pertaining to §33.1-223 30 3. Pedestrian Accommodations (Page 44 and section 30-02-120 within the SSAR) The legislative goal related to connectivity applies to pedestrian traffic as well as vehicular trips. This goal is to ensure "the connectivity of road and pedestrian networks with the existing and future transportation network." To meet this goal, VDOT has amended its requirements for pedestrian accommodations including as sidewalks and trails. These standards are generally based upon density. Other factors such as proximity to public schools, area types, and the functional classification of streets can also impact the pedestrian accommodation requirements. Pedestrian accommodation standards are required only along newly constructed streets and network additions associated with the development. All SSAR related pedestrian accommodations within the right-of- way must meet Americans with Disabilities Act requirements. There may be instances regarding pedestrian accommodations when multiple requirements will apply to a given street. In these situations, the greater accommodation requirement shall apply. Pedestrian Standards a. Higher Density Developments In the pedestrian accommodations context, "higher density developments" are defined as those with: • Median lot size of one half acre or less, or • Floor area ratio (FAR) of 0.4 or greater For these developments, pedestrian accommodations must be provided on both sides of the street or alternate provisions that provide equivalent pedestrian mobility. The District Administrator's designee will make the determination as to what would constitute "equivalent pedestrian mobility." Variables which the designee must evaluate include: • Ease of access to lots and properties within the development • Ease of access to adjoining properties and existing pedestrian accommodations • Square footage of the developer's "equivalent" proposal as compared to the area of providing sidewalks on both sides of the street • Pedestrian safety and exposure to vehicle traffic 31 b. Medium Density Developments For the purposes of pedestrian accommodation requirements, medium density is defined as developments which include: a Median lot size greater than one half acre but no larger than two acres Medium density developments must provide pedestrian accommodations along at least one side of the street or an equivalent pedestrian mobility system. If the developer seeks to construct "equivalent'' accommodations, the process is the same as discussed within the "high density developments" section above. c. Low Density Developments Developments which have median lot sizes greater than two acres are not required to construct pedestrian accommodations unless a subsection below requires the building of such facilities. d. Developments near Public Schools Regardless of lot size or floor area ratio, there are unique pedestrian accommodations required when developments are located near a public school facility and located in the Compact and Suburban area types. This distance is: Within one-half centerline mile of a public school as measured by centerline roadway mileage. These developments will be required to provide pedestrian accommodations along at least one side of the street or provisions made that provide equivalent pedestrian mobility. For developments which are required to meet the "high density" standards described in subsection (a) above, pedestrian accommodations must be located on both sides of the street. When a developer constructs pedestrian accommodations related to this subsection, such accommodations will only be required along newly built streets associated with the development. Pedestrian accommodations are not required to be built to the school property unless the development extends to the school. e. Stub Out Connections and Pedestrian Accommodations Developers are required to plan and construct subdivisions and developments to connect to the existing stub out streets within adjacent properties. In instances where the stub out has accompanying pedestrian accommodations, the newly constructed street will be required to provide similar pedestrian accommodations. The District Administrator's designee will make the determination as to what will constitute "similar" in these situations. 32 L Collector and Arterial Roads with Two Lanes Collector and arterial roads which contain two through lanes must meet the following requirements: Sidewalks shall be located on at least one side of newly constructed streets to be maintained by N LOT Sidewalks may be located immediately adjacent to the street only if they are at least eight feet wide. Tree wells must also be provided in these circumstances. Retrofitted streets being upgraded to meet VDOT standards can have sidewalks less than eight feet in width if right-of-way is not available to meet the current standard g. Collector and Arterial Roads with Three or More Lanes Collector and arterial roads with three or more through lanes must be designed in the following manner: Sidewalks shall be located on both sides of newly constructed streets to be maintained by VDOT Sidewalks may be located immediately adjacent to the street only if they are at least eight feet wide. Tree wells must also be provided in these circumstances Retrofitted streets being upgraded to meet VDOT standards can have sidewalks less than eight feet in width if right-of-way is not available to meet the current standard h. Connections with Adjacent Parcels All newly constructed developments which are adjacent to existing pedestrian accommodations must connect to these sidewalks, paths, or trails. Such accommodations shall connect with existing pedestrian accommodations and allow for connection to future pedestrian accommodations to adjacent parcels. In the event that a developer is constructing a pedestrian accommodation stub out, it is the responsibility of the developer to properly grade the parcel in order to make the connection with a future pedestrian accommodation feasible to the subsequent developer's land. 33 i. Multi -use Trails/Shared Use Path Criteria. Pedestrian accommodations are usually located within the street's right-of- way. ight-ofway. If these facilities meet all of VDOT's related requirements, the agency will accept and maintain these accommodations. Sidewalks will be constructed in accordance with the Subdivision Street Design Guide, while bicycle facilities and shared use paths shall be built in accordance with VDOT's Road Design Manual. In some instances, pedestrian accommodations may be located outside of the street's right-of-way. The agency will not maintain pedestrian accommodations located outside of its right-of-way. In these circumstances, VDOT will enter into an agreement with the locality which will describe how the locality will maintain the pedestrian accommodations. In these situations VDOT will only enter into agreements with the subject locality. j. Noncompliant Pedestrian Accommodations Pedestrian accommodations which are not built to VDOT standards will be considered noncompliant. Such accommodations will not qualify for maintenance unless a design waiver or exception is granted by VDOT. If noncompliant pedestrian accommodations are located within the dedicated right-of-way of the street, a land use permit must be issued by the District Administrator's designee to the local governing body unless a design waiver or exception is granted. The permit will directly state the parties' responsibility for maintenance of the accommodations. The permit applicant must be an entity that can assure ongoing maintenance. This entity is commonly, but not limited to, the local government. k. Pedestrian Accommodations and VDOT Right -of -Way In order for VDOT to maintain pedestrian accommodations, these facilities must be located within VDOT's right-of-way. In the event that a developer constructs accommodations outside of the right-of-way, VDOT would enter into an agreement with the locality. This agreement will discuss how the locality will maintain the accommodations. A dedication or easement would be given to the locality for the maintenance of the accommodations on private property. 34 4. Public Service Requirements, Individual Streets and Network Additions (Page 19 and section 30-92-60 within the SSAR) a. Public Service Requirement Criteria In order for VDOT to accept a proposed street into its system, each phase of a development or network addition must meet the approved "public service requirements." In general, each street needs to meet the minimum requirements. If a developer is unsure if a potential development or phase meets these requirements, the developer is encouraged to contact the local VDOT district office to verify that the standards have been met_ For example, VDOT will not accept a street into its system if it only serves one dwelling unit because that would traditionally be considered a driveway. To be considered for inclusion into VDOT's secondary street network, additions must meet one or more of the following criteria: Serves three or more occupied units with a unit being defined as one of the following: • Single-family residence • Owner -occupied apartment • Owner -occupied residence in a qualifying manufactured home park. Streets serving manufactured home parks may only be considered when the land occupied by the manufactured home is in the fee simple ownership of the residents of such manufactured home ¢ Stand-alone business or a single business entity occupying an individual building or similar facility 2. Constitutes a connecting segment between two streets that meet one of the public service requirements or are existing publicly maintained streets 3. Stub out street 4. Serves as an access to schools, churches, public sanitary landfills, transfer stations, public recreational facilities, or similar facilities open to public use 35 5. Serves at least one hundred vehicles per day generated by an office building, industrial site, or other similar nonresidential land use in advance of the occupancy of three or more such units of varied proprietorship. In such instances, a developer will submit traffic count data to verify this one hundred figure that exists prior to the location and occupancy of the three or more units. Any addition under this provision shall be limited to the segment of a street that serves this minimum projected traffic and has been developed in compliance with these requirements. 6. Included in the network of streets envisioned in the transportation plan or element of a locality's Comprehensive Plan that, at the time of acceptance, serves an active traffic volume of at least one hundred vehicles per day 7. Multifamily, townhouse and retail shopping complexes meeting the following requirements: • A through street that serves a multifamily building may be considered for maintenance it is deemed by the department to provide a public service and provided it is well defined and the District Administrator's designee determines that it is not a travel way through a parking lot • Entrance streets and the internal traffic circulation systems of retail shopping complexes qualify if more than three property owners are served and the street is well defined and separated from the parking areas. b. Network Additions Network additions qualify for acceptance into VDOT's secondary system if each street within the addition meets at least one of the "Public Service Requirement" criteria listed above for an "individual street." Such additions will be considered to provide adequate public service if each street within the addition meets one or more of the requirements for "individual streets" listed above. c. Special Exceptions to Public Service Requirements In the event that a developer is unsure if the proposed streets and development meet the specific public service requirements listed above, the developer may submit a request for clarification in writing to the District Administrator's designee. There may be situations in which an applicant's proposed street(s) or network addition(s) does not specifically meet the public service requirements of the SSAR, but do meet the general intent of the regulation. In these circumstances, the applicant's request for clarification may actually be a request for a special exception. The chart below describes this process. 36 Special Exceptions Process Applicant determines that proposed street does:not meet the SSAR's "public service requirements" Applicant writes and submits a letter to the District Administrator or his designee describing how and why the proposed streets meet the intent of the SSAR's public sertiice requirements; the letter official requests an exception or interpretation to the stated standards The District Administrator and/or his. designee will consult with the Maintenance Division to. determine if the. proposed street sufficiently meets the intent of the public service requirements The District Administrator or his designee provides a decision to the applicant's exception in writing which will: state the decision made and the related, explanation 37 D. Context Sensitive Street Design (Page 30 and section 30-92-120 within the SSAR) The SSAR modifies the agency's previous design standards through a number of requirements. These "context sensitive street design- standards involve engineering methods to promote traffic calming results within a more connected and efficient street network. These methods include reduced street widths, flexible parking requirements, and hest management practices related to stormwater management. Context sensitive design is discussed on page 52 of the Guidance Document and begins on page 39 of the SSAR regulation. The design requirements are included in the Appendix B(1) of the Road Design Manual. E. Third Party Inspection (Page 62 and section 30-92-140 within the SSAR) One new feature to VDOT within the SSAR is the creation of an alternative to the traditional agency inspection process. There are numerous instances when developers prefer to use private third party inspection firms to conduct VDOT required construction inspections and testing. Generally these third party firms are utilized to better accommodate the developer's schedule and construction phasing. VDOT has produced its "Secondary Street Inspection Manual" to assist the development community with required inspection processes and testing. Third party inspection procedures are discussed in this Inspections Manual. The fees associated with third party inspections are included on page 60 of the Guidance Document. W 3) Plans Governed by the SSAR A. Applicability, Effective Date, and Transition (Page 10 and section 30-92-20 within the SSAR) The purpose of SSAR is to provide regulations for the planning, design, development, and acceptance of newly constructed roads intended to be maintained by VDOT and taken into the agency's secondary street network. The SSAR, along with other corresponding VDOT documents such as the Road Design Manual, provides the minimum criteria for streets to qualify for addition to the secondary system. The effective date of the SSAR is the day which it was filed with the State Registrar of Regulations. This took place on March 9, 2009. The period from the SSAR effective date to July 1, 2009 is the transition period for the SSAR. During this period, developers may submit qualified plans to VDOT which follow the requirements of either the Subdivision Street Requirements or the SSAR. Beginning on July 1, 2009, all complete plats and plans initially submitted to the local government and to VDOT must meet the requirements of the SSAR. B. Grandfathering (Page 11 within the SSAR) The purpose of the "Grandfathering" section is to establish which plats and plans will be governed by the previous requirements of the Subdivision Street Requirements versus the SSAR. There are four categories of plats and plans that will be governed by the Subdivision Street Requirements: 1. Developments with proffered street network layouts that were approved/accepted by the local governing body prior to the effective date of the SSAR. This proffering would have involved receiving all required zoning approvals from the local governing body in order to construct the proposed development. In order for this category to be utilized, the layout of the streets as proffered must be binding and cannot be modified through the site plan or subdivision plat process. 2. Streets included within a recorded plat or valid final site plan prior to July 1, 2009 3. Valid preliminary plat, construction, site, or final plans approved prior to July 1, 2009 may follow the Subdivision Street Requirements regulations for up to five years or longer if the plat/plan remains valid under all applicable laws 4. Street construction plans approved by VDOT prior to July 1, 2009 39 The applicant may select to follow the provisions of the SSAR, rather than those of the Subdivision Street Requirements, for the four types of grandfathered plats and plans listed on the previous page. In the event the applicant chooses to abide by the SSAR regulations, this decision should be communicated to the local government official and VDOT staff prior to the submittal of the development's plat or plan. Localily Acceptance of Conceptual Sketch Plat In the event that the developer submits a complete conceptual sketch plat that is accepted by the locality prior to July 1, 2009, the locality may request that the proposed development be grandfathered. In this context, a "complete" conceptual sketch plat means that at a minimum the plat in�cludes all of the elements required under subsection 24VAC30-92-70 of the SSAR (listed on page 41 of this Guidance Document). Such plat shall meet the requirements of the previous Subdivision Street Requirements. Area Type Modifications and Grandfathering As discussed previously, the SSAR divides the state into three distinct area types - Compact, Suburban, and Rural (area types and relevant standards are discussed on page 8 of this Guidance Document). The area type boundaries are fluid as they are based on long-term planning boundaries that will change over time. As planning boundaries are amended, the area type boundaries will change. There may be instances where a development has proceeded through the development approval process and the area type boundaries of the locality are changed prior to the streets of the development being accepted into the state system. In this situation, the regulation contains provisions that would allow for the acceptance of these streets using the connectivity standards of the area type in which the development was located when it received its plat or plan approval. The following describe these different categories: 1. Developments with a street design proffered prior to modification of area type may comply with the former area type requirements for up to ten (10) years after acceptance of the proffered conditions. In order for this category to be utilized, the layout of the streets as proffered must be binding and cannot be modified through the site plan or subdivision plat process. 2. Streets included within a recorded plat or final site plan approved prior to the area type modification may follow the requirements of the previous area type for five years or longer if the plat/plan is still valid under all applicable laws (this reference to "applicable law" primarily refers to §15.2-2261 which pertains to how long this type of plat or plan is valid and how to extend this period) 40 3. Preliminary plats approved before area type modification may follow the requirements of the former area type for a period of five year or longer if the plat is still valid under all applicable laws (this reference applies to §15.2- 2260 which relates to valid time periods for preliminary plats) 4. Approved construction plans may follow the requirements of the former area type for up to five years Special Note regarding "Modified Area Type" Plats and Plans - The above four plat and plan types also provide the applicant with a choice regarding which area type regulations the development will follow. At the end of each plat and plan description above, there is a statement which reads: "However, such streets may be considered for acceptance under the modified applicable area type at the discretion of the developer." The effect of this statement is that the applicant may design the development using either the former or the newly modified area type requirements. This decision is solely at the discretion of the applicant. It is the responsibility of the developer to inform VDOT and the local official of the area type requirements to which the development will be designed and constructed. The local government will provide VDOT with all pertinent information, approvals, and appropriate resolutions or ordinances. The developer should submit the intended area type to be used to the VDOT staff member at the time the conceptual sketch is submitted. C. Local Subdivision Ordinances (Page 15 and section 30-92-30 within the SSAR) If a locality administers a land development related ordinance which includes regulations different than the SSAR and the local regulations do not conflict with the SSAR, those local requirements will be applied to new developments. D. Continuity of the Public Street System (Page 15 and section 30-92-40 within the SSA -R) Continuity of VDOT's transportation network is a simple but crucial concept when a developer is planning the construction of a new street. Streets intended to be built to VDOT standards and maintained by the agency must be connected to an existing street within the VDOT system or joined to an existing city, town, or publicly maintained county street. Without this connection, there is not continuity of the street network and the addition or individual street will not be accepted by VDOT into its system for maintenance. 41 4) SSAR Review and Approval Processes (Page 28 and section 30-92-70 within the SSAR) There are specific processes which must be completed in order for proposed developments to be accepted into VDOT's secondary street system. These requirements and processes are dependent upon the type of plat or plan being submitted. The following sections will describe these processes and the primary requirements for each. A. Conceptual Sketch Plat The purpose of the conceptual sketch plat is for local officials and VDOT staff to review the proposed development for entrance requirements, basic street layout, street classifications, and the overall transportation facilities plan for the development. This plat should also include enough detail to determine the appropriate functional classification of the proposed street(s), the area type, and verify the calculation of the connectivity index and required pedestrian accommodations. The following information should be contained within the conceptual plat: 1. The general location, vicinity, and configuration of planned streets, including the terminus of each street and the traffic volume anticipated when the land served is fully developed for the proposed land uses; 2. The location, area, and density or FAR of each type of proposed land use within the development; 3. The general location of any proposed transportation facility including any public transportation facilities as well as bicycle and pedestrian accommodations within the development's boundaries included in the Comprehensive Plan of the governing body; 4. The proposed functional classification for each street in the development; 5. The area type and connectivity index of the network addition if applicable; 6. The location of stub outs on adjoining properties and the existing land use of the adjacent properties; 7. The location of any proposed stub outs within the development and if the stub out(s) will be used to access any lots in the development; 8. Any proposed reductions to the connectivity requirements related to 24VAC30-92-60 C.5.a (Connectivity exceptions due to physical constraints) and approved modifications to the connectivity requirement regarding 24VAC30-92-60 C.5.b (Connectivity exceptions reduced by the District Administrator); 9. Any requests for modifications to the connectivity requirement related to 24VAC30-92-60 C.5.b; 10. Preliminary information on the type of any proposed stormwater management facilities which are proposed to be located within the right-of-way as described in subdivision L 2 of 24VAC30-92-120; and, 11. Any other available information pertinent to the intended development. Conceptual Sketch Plat Review Process The following chart describes the process for the review and approval of a VDOT conceptual sketch plat. VD07 receives conceptual :etch plat (including request for :public benefit modifications)' - request any moamcattc connectivity and/or.pede accommodations requirements? No District Administrator's designee reviews the. plait -for compliance with SSAR requirements Within 45 calendar days, the District Administrator's designee will inform the applicant and the local official if the sketch plat conforms :fo all of the SSAR requirements XDoes copceptual plat No meet all of the applicable /�— SSAR requirements? Yes Applicant completes construction plans based on approved conceptual sketch / 'Does.District Administrator .or designee approve modification \ request? CPil Applicant amends conceptual sketch pursuant to the comments provided by the District Administrator's designee District Administrator's designee ipplies the applicant and local official with a list of nonconforming items within the conceptual plat 43 B. Plan of Development Submission The applicant will submit the pertinent development plans to the local government official as well as the District Administrator's designee. If availability allows, VDOT staff may review the plans for developments not intended to be accepted into the secondary system but are constructed to the SSAR requirements. In these situations, VDOT can recover the costs related to this review (see "Surety and Fees" section for more details). C. Review and Approval Processes Once plats and/or plans are received by VDOT, the District Administrators designee will evaluate the documents to determine the appropriate reviews and related personnel required to analyze the proposed development. The designee will arrange for these reviews to be completed. The specific time requirements for VDOT to review plats and plans are included in §§15.2-2222.1 and 15.2-2260 of the Code of Virginia. The designee will inform the local government official and the developer about the results of the reviews performed and if the plans were in compliance with all applicable VDOT regulations and any pertinent standards included in the regulations incorporated by reference in the SSAR. VDOT's approval of construction plans will expire five years after approval if construction has not started. The review process will result in either the finding that the plans are in compliance or that revisions will be required. The following describes the general processes for both possibilities: Plans in Compliance with Regulations: 1. The VDOT designee will send a letter to the developer and the local government official which confirms that the plans are in compliance with applicable VDOT requirements 2. This letter denotes VDOT's approval of the street layout and design indicated and described within the submitted plans 3. Any subsequent revisions, additions, or deletions to the previous plans shall require specific written approval from the VDOT designee before the development can proceed Revisions Required to Submitted Plans: 1. The District Administrator's designee will provide a written list of required changes to the local official and the developer 2. The developer will revise the plans to comply with all the items contained within the District Administrator's designee's letter, VDOT regulations, and all documents incorporated by reference within the SSAR 3. The developer submits revised plans to the local government official and the District Administrator's designee for subsequent review Ell D. Following Plan Approval The District Administrator's designee letter constitutes VDOT's commitment to ultimately accept the proposed streets or network additions included within the approved plans when the roads are constructed to all applicable requirements. In the event that VDOT discovers or is informed that unapproved changes have been made during the construction phase, VDOT will assess whether these changes impact the eligibility of the road's future acceptance into the State Highway System. The VDOT designee will determine if the changes have a possible negative effect on public safety or the physical integrity of the roadway, right-of-way, adjacent property, or facilities governed by VDOT. If it is determined that the changes will have a negative impact or that the changes conflict with the provisions of the SSAR, VDOT may refuse acceptance of the street or network addition until the situation(s) is corrected VDOT's approval of street construction plans expire five years after approval if construction has not begun (this period was three years in the Subdivision Street Requirements). If this time period has expired, the developer must resubmit the plans for subsequent reviews and approval. E. Street Construction Inspections Upon approval of the construction plan but prior to street construction, the District Administrator's designee should advise the applicant about the procedures for inspection of the construction phases and the scheduling of those inspections. VDOT approval of each of the following construction phases is highly recommended: 1. Installation of any enclosed drainage system before it is covered 2. Installation of any enclosed utility placements within the right-of-way before being covered 3. Construction of the cuts and fills, including field density tests, before placement of roadbed base materials 4. A final pavement design, based on actual soil characteristics and certified tests, shall be completed and approved before the pavement structure is placed 5. Placement of base materials, including stone depths, consistent with the approved pavement design, prior to placement of the paving course or courses, followed by field density and moisture tests and the placement of a paving course as soon as possible 6. Construction of pavement, including depth and density, upon completion as part of the final inspection M, F. Street Acceptance Process Following VDOT staff certification that the street(s) has been constructed in a manner compliant with all applicable regulations, VDOT will inform the local government of the agency's readiness to accept streets. The local governing body, in consultation with the designee, will initiate the street's acceptance into VDOT's secondary system, provided the following conditions are met: 1. The developer has dedicated the necessary public right-of-way to public use 2. All streets proposed for acceptance have been constructed to all applicable standards and are consistent with the plats and plans approved by VDOT 3. Streets meet the required public benefits included within the SSAR 4. All streets have been properly maintained since the completion of construction 5. All applicable sureties and fees have been provided 6. The local governing body has executed all agreements required by the SSAR or unless waived by the Director of VDOT's Maintenance Division 7. Through a properly written and administered resolution, the local governing body requests VDOT to accept the street(s) into the secondary street network. This resolution will include the governing body's guarantee that all appropriate rights-of-way have been dedicated, including all necessary easements for fills, drainage, and sight distance. Following the completion of the above process and all applicable SSAR requirements, VDOT will notify the local governing body that the agency has accepted the street or network addition and its related effective date. This notification will also inform the designee that VDOT will now be responsible for maintenance of the street or network addition. The chart on the following page outlines the street acceptance process. Street Acceptance Process Distnct Administrators Designee (DAD,I:prepares nntt5cation36 the; county that streets are ready for acceptance, with_ detailed.descnption .and data required forthe county resolution County provides DAD with. anticipated county-Boresol Superveors (BOS) resolutioindate No DAD notifies developer of surety and fee amounts as well as anticipated BOS resolution date Does BOS developeprovtd approve street _Ye VDOT with required acceptance surety and fees resolution? I DAD prepares final acceptance Yes documents with recommendation for acceptance or deferral to VDOTs Maintenance Division, (MD) - Street maintenance. begins, :if appropriate. % Does MD approve or defer street Approve Street acceptance confirmed. MD sends: notification to DAD, county, and developer. M Does county Does BOS utilize a conditional Yes—i approvethe condi acceptance acceptance � resolution? \ resolution'? MD returns the assemb.�' to the DAD for action Yes All conditionshave been met within the conditional acceptance :resolution 47 S) Phased Development of Streets (Page 34 and section 30-92-80 within the SSAR)) "Phased development of streets" can be defined as a street involving four or more travel lanes for which the developer requests that the planned lanes be constructed in phases to accommodate the projected future traffic volume. If this request meets all applicable criteria and requirements for the phased development of streets, the first lanes may be accepted for VDOT maintenance following initial construction (see details below for how many lanes may be accepted initially for maintenance). The acceptance of these first lanes must be requested by the local governing body. The term "phased development" (of a street), sometimes called "half -section construction," relates to the construction of the overall street width, accomplished by an initial construction phase and a future widening construction phase, rather than the lengthening of a street via subsequent periods (phases) of construction, sometimes confused with the development of a subdivision through distinct build out or development phases. Only streets having a minimum of four or more through -traffic lanes are eligible for "phased development of streets." Phased development allows an initial phase of construction (i.e. lanes 1 and 2 of a 4 -lane ultimate cross section) to be completed as a two-way traffic facility that is accepted by VDOT for maintenance prior to the complete construction. The final or ultimate width (lanes) required to serve the greater traffic volume at full build out is accepted by VDOT in the future if all requirements have been met. Example: Four lane divided roadway with lanes developed in two phases Initial Construction Phase Future/Widening Construction Phase 2 -Lanes of traffic_ I each way Ultimately 2 -Lanes one-way 2 -Lanes one-way I I I j I j Ultimate Roadway Section 4 -Lanes divided. 2 -Lanes each way 48 P hased development of streets is a permissible alternative to requiring the complete cross section of the ultimate roadway to be built prior to VDOT's acceptance. However, unless formal written agreements shield VDOT financial resources and the obligations imposed by its responsibility to provide streets adequate to serve the public, VDOT could become responsible to complete construction (widening of the street to its full width and ultin-nate cross section) that is properly a responsibility of the developer or the local government responsible for controlling land development and the establishment of streets. The entire right -of --way, required for the construction of all planned lanes, must be dedicated and accepted prior to the initial street acceptance. The manner in which the first phase of lanes are constructed must easily accommodate the building of the subsequent lanes resulting in minimal impact to traffic flow and will not negatively impact the integrity and quality of the first lanes built. A. Criteria for Phased Development of Streets The criteria for phased development of streets are divided into two categories: 1.) streets included in the locality's transportation portion of its comprehensive plan and 2.) all other streets. The following lists the requirements for both groups: Proposed Streets within Comprehensive Plans —No special agreement or acknowledgement is required from VDOT to qualify the streets in this category if the proposed street meets all of the following criteria: 1. Must serve diverse areas of the locality or region, as opposed to primarily the vehicles associated with the complex 2. The proposed street is part of a planned transportation corridor that was formally adopted by the local governing body prior to the recei t of the development's conceptual plat 3. The planned corridor is primarily for through traffic as opposed to traffic internal to the development 4. The road must be classified by VDOT as a major collector or higher when fully developed 5. The projected traffic volume for the completed development, ten years after street acceptance, must be 8,000 vehicle trips per day or less; this projection must be submitted and include supporting documentation during the conceptual sketch plat process. M All Other Proposed Phased Development of Streets — The local governing body must approve a resolution accepting the initial two lanes and include acknowledgement of the following: 1. All costs associated with the completion of the streets shall be provided by sources not derived from state revenue administered by VDOT, unless specifically authorized by the agency 2. It is the local government's responsibility to ensure that the full roadway (all proposed lanes) is completed as planned and as needed to accommodate the anticipated traffic. The District Administrator's designee will determine if full completion of the street's additional lanes are required for the functional classification of the roadway in accordance with the Highway Capacity Manual. S. Procedures for the Phased Development of Streets Plans and plats related to the phased development of streets will follow the general processes contained within the "Administrative Procedures" section of the SSAR and will also be required to adhere to the following procedures: 1. Plats and plans for such development of streets shall depict all planned lanes and meet all applicable SSAR requirements as well as the standards contained within the documents incorporated by reference to the SSAR. 2. Plats and plans shall indicate and describe the phasing of all proposed lanes. 3. The initial phase of lane construction cannot result in the building of less than one half of the ultimately planned lanes. For example, if five lanes are ultimately planned, three lanes must be completed during the first phase for these lanes to be accepted for maintenance. 4. A capacity analysis must be submitted ducting the conceptual sketch plat process which describes how the initial phase of lane construction will adequately accommodate the level of service required for projected traffic. This requirement can only be waived by the District Administrator or the District Administrator's designee. 5. VDOT and the locality will consult and determine if the request for phased streets will be approved. If approval is granted, VDOT and the locality will also agree upon which criteria for phased streets shall apply to the street in question (included on page 34 of the SSAR). 6. In the event the development's plats and plans are compliant with all applicable SSAR regulations and the phasing of the street has been approved, the District Administrator's designee will approve the plans. 7. Following the street's initial phase of construction in accordance with the approved plan, the initial lanes may be accepted for maintenance by VDOT upon proper request from the local governing body. 50 6) Connection to VDOT Maintained Streets (Page 37 and section 30-92-90 within the SSAR) All new connections to existing streets maintained by VDOT require a land use permit, regardless of land use type. Each connection is reviewed on an individual basis to determine the requirements and conditions relative to the permit. VDOT recommends that the developer apply for the permit to allow adequate time for the agency to review and approve the permit. The application should be submitted to the District Administrator's designee and it should be consistent with all approved plats and plans for the planned development. Relocations Adjustments and Improvements of VDOT Streets All work performed within VDOT's right-of-way must be coordinated with and approved by VDOT staff prior to the commencement of such work. Related changes could include pavement widening, added turn lanes, realignments, and relocations. The following are the guidelines which such changes must comply: 1. Must be consistent with the approved land use permit issued by the agency following the dedication of appropriate right-of-way 2. All changes to VDOT maintained streets must meet pertinent agency regulations; these changes should include overlaying and restriping of the old and new portions of the road surface as required by the District Administrator's designee 3. Any relocation of an existing VDOT maintained street must have the consent of the local governing body 4. All vehicular and pedestrian traffic should be maintained on the existing street until the new street has been accepted by VDOT, unless the agency authorizes closure of the existing road to traffic 5. No actively used street shall be "abandoned" unless a new street serving the same citizens has been constructed and accepted by VDOT 51 7) Exception Processes (Page 38 within the SSAR) A. Discretionary Authority (Page 38 and section 30-92-100 within the SSAR) The purpose of section is to identify which individuals have the discretionary authority regarding different classifications of streets. With relation to streets classified as "local," it is the District Administrator's designee who has the authority regarding the design of these secondary streets. The District Administrators have discretion over the design of streets defined as "collector" or above. B. Appeal to District Administrator (Page 38 and section 30-92-110 within the SSAR) It is the responsibility of the District Administrator to review, consider, and rule upon unresolved differences which occur between the applicant and the District Administrator's designee related to the implementation of the SSAR and the other documents incorporated by reference into the SSAR. The following flowchart describes the appeal process: Developer submits written request for appeal to the District Administrator, the Designee and the local government official The written request shall include a description of the specific unresolved issue(s), any pertinent supporting information and all prior correspondence with the local official and the department i Does developer request -- a subsequent meeting with the �_ District Administrator? The District Administrator and VDOT staff will review the developer's request The District Administrator will inform the developer: within. 45 days in writing regarding the decision of the appeal. Gopies of the appeal decision will be provided to the Designee and the local government official, District Administrator will inform the developer within 10 business days of the day, time & location for the meeting District Administrator holds meeting with developer— appropriate VDOT staff may attend 52 8) Design Requirements — Context Sensitive Street Design (Page 39 and section 30- 92-120 within the SEAR) The agency's previous Subdivision Street Requirements commonly included a standard street design width between 36 and 40 feet. These widths combined with local ordinance mandated off-street parking requirements often resulted in an effective local street lane width of 18 feet. Widths of this extent result in large impervious surface areas that exacerbate stormwater runoff and encourages higher vehicular speeds that are generally inappropriate in most areas. Key elements in the implementation of the SSAR are the revised elements of the roadway's geometric design. The revised geometric design standards generally allow for narrower streets (24 to 29 feet wide for local streets) than were allowed in the past. These narrower street widths will play a significant role in reducing vehicle speeds through developments. Additionally, these narrower roadways will reduce the amount of stormwater runoff due to their smaller impervious area. While the streets are narrower, they meet the nationally accepted AASHTO minimum design standards for the design of roadways. The direct link between speed and safety has been clearly drawn in many studies. Speed is a very important factor for determining the severity of crashes involving pedestrians. The National Highway Traffic Safety Administration has produced extensive findings in this area and has demonstrated compelling evidence of the importance of speed as it relates to injuries and fatalities among pedestrians. One such study's results (DOT HS 809 021 October, 1999), shown in the figure on the right demonstrate clearly the linkage between pedestrian injuries and fatalities and speed. A study titled "Residential Street Typology and Injury Accident Frequency" by Swift, Painter, and Goldstein 2006 found a strong correlation between street widths and accident frequency suggesting that narrower streets in residential areas can result in safer operation than standard width local streets. Additional key elements within the SSAR include added flexibility regarding parking requirements and placement of stormwater best management practices or devices (also known as low impact development techniques) within the right of way. 53 The SSAR contains numerous design and developer agreement requirements within t his section. However, the majority of design criteria details can be found in VDOT's Road Design Manual. This section provides explanations of provisions new to the SSAR, as compared to the SSR. A. Street with a Functional Classification of "Local" All streets that are functionally classified as local will have a design speed equal to the posted speed limit. The exception to this requirement is for local streets with a projected traffic volume of 400 vehicles per day or less. For these lower volume streets, they may have a design speed less than the posted speed limit in order to facilitate an anticipated operating speed consistent with the speed limit to be posted. B. Parking Requirements The developer's decision to utilize on -street or off-street parking will impact the width of the development's streets. Specific street width requirements are contained within VDOT's Subdivision Street Design Guide (for local and sub -collector streets) and the other relevant sections of the Road Design Manual (all other streets). Street layout and design that plans for limited or no on -street parking shall be approved only when sufficient off-street parking, usually two off-street parking spaces per dwelling unit, is provided consistent with the requirements of the SSAR. Off-street parking may be provided in a garage, parking bay, or other location outside of the street's right-of-way. Street design that anticipates the limiting of on -street parking to only one side of the street will be approved when adequate off-street parking is provided for the development on the side of the street where parking is restricted. When street design anticipates unrestricted on -street parking, no off-street parking is required. On an individual basis, the District Administrator's designee may approve lesser parking requirements for a development or classes of development than described above. In such situations, supporting evidence must be presented by the developer to support such a request on the basis of projected parking demand. Issues which may be considered include proximity to transit service or the nature and layout of the development. C. Streets With On -street Parking Perpendicular and Angle Parking Along Streets - This type of parking is generally prohibited. However, perpendicular and angle parking along streets may be allowed if such facilities meet specific design requirements within the Road Design Manual. 6111 D. Streets With Off-street Parking For streets designed for only off-street parking, at least two off-street parking spaces per dwelling unit shall be within close proximity of the subject dwelling unit. Such streets would be signed or designed in a way to discourage on -street parking. The parking spaces may be provided in a parking bay or garage facilities, and will be located outside of the street's right of way. E. Local Parking Ordinances A local governing body may have approved a parking ordinance which contains requirements which have lesser standards than those contained within the SSAR. In these situations, the local government's ordinance and regulations shall govern and be applied to the proposed development. F. Collector and Local Roads with 35 MPH or Less The agency will allow for on -street parking when such parking is located on roads classified as collector or local and where the posted speed limit is 35 miles per hour or less. Such roads must also be located within a Compact or Suburban area type. G. Street Widths Information on required street widths can be found in VDOT's Subdivision Street Design Guide and Road Design Manual. H. Utilities VDOT allows for underground utilities to be placed within the dedicated right-of-way of streets. VDOT prefers utility placement outside of the travel surface of the road, but under the pavement installations are permitted provided travel can be maintained while the utilities are being repaired. When it is not practical to place utilities outside of the pavement area, such as in high density developments or within areas containing severe topography, underground utilities may be located within the roadway if they meet the following requirements: Located within the shoulders along the street or within the parking area Placed beneath the travel lanes of the street or alley when provisions are made to ensure adequate inspection and compaction tests and: ■ Longitudinal installations and manholes are located outside of the normal travel lanes, or ■ Longitudinal installations and manholes are placed in the center of a travel lane out of the wheel path. 55 T. Cul-de-sacs and Turnarounds At the end of all cul-de-sacs, an adequate turnaround area will shall be constructed to allow for safe and convenient maneuvering by vehicles. Specific cul-de-sac and turnaround designs are illustrated in the agency's Subdivision Street Design Guide. Alternative turnaround configurations may be approved by the District Administrator's designee. When an alternative approach is approved and constructed, additional right-of-way may be required. If a turnaround or roundabout includes a non -travel area, such area must be included in the dedicated right-of-way unless the agency and the locality are able to reach an agreement for the maintenance of such non -traveled areas. Stormwater management facilities may be located within the non -traveled area of a cul-de-sac if they meet all of the requirements within the Drainage section of the SSAR located on page 51 of the SSAR. J. Curb and Gutter There are no requirements in the SSAR for streets to be constructed using curb and gutter. In the event streets are built with curb and gutter, such construction shall be required to meet the standards contained within the Road Design Manual and the Subdivision Street Design Guide. K. Private Entrances As with curb and gutter, all private entrances shall be required to meet the standards contained within the Road Design Manual and the Subdivision Street Design Guide. 56 L. Roadway Drainage VDOT's primary reference document which details the requirements for roadway drainage is the Drainage Manual. Devices within the VDOT Right-of-way — Stormwater management devices and treatments are generally located outside ofthe VDOT right -of way. flewever, these devices may be placed within the right-of-way if the department and the local governing body have executed the agreement for the maintenance of such facilities. These mandatory agreements must include the following language: I . Acknowledgement that the department has no responsibility or liability due to the presence of the devices or treatments 2. Assures the burden and costs of inspection, maintenance, future improvements to the devices and treatments, or other costs related to the placement of such devices or treatments within the right-of-way are provided from sources other than those administered by the department 3. A statement from a Virginia licensed professional engineer or the manufacturer of the device that certifies the construction of the facility to plans reviewed by the department; and 4. The device, treatment, or concept of the facility is included in the department's Drainage Manual, the Department of Conservation, or the Department of Conservation and Recreation's Best Management Practices (BMP) Clearinghouse website. The BMP website is updated on a continuing basis and will include current information. Any drainage device located outside of the right-of-way will be designed to prevent the backup of water against the roadbed. If the development activity results in increased runoff to the extent that adjustment of an outfall facility is required, such adjustment shall be at the developer's expense and shall be contained within an appropriate easement. Municipal Separate Storm Sewer System Compliance — VDOT is required to implement and comply with the Municipal Separate Storm Sewer System (MS4) permit requirements for facilities located on its right-of-way. To comply with these requirements, the local governing body shall provide all aspects of a proposed development's stormwater management system that are pertinent to the locality's or the agency's MS4 permit. This information shall be submitted to the District Administrator's designee as a condition of street acceptance. 57 9) Right -of -Way Requirements and Related Processes (Page 58 and section 30-92- 130 within the SSAR) Prior to the acceptance of any street network or individual street, VDOT must have a clear and unencumbered right-of-way. In the event that there is an easement which could interfere with this unencumbered use, the street shall be the subject of a quitclaim deed prior to the issuance of a land use permit. This situation often occurs in conjunction with utilities within VDOT's right-of-way. A. Width of Right -of -Way The required width of the VDOT right-of-way is included within the agency's Subdivision Street Design Guide in the Road Design Manual. The right-of-way shall be broad enough to accommodate all VDOT maintained assets such as pedestrian facilities and safety recovery zones. B. Widening of Existing VDOT Roads In the event that a VDOT street is to be widened, additional right-of-way should be dedicated in the following manner: 1. If the existing right-of-way includes a prescriptive easement, the right-of-way shall be dedicated from the centerline of the road. 2. All additionally required right-of-way shall be dedicated to public use. 3. If the existing right-of-way is titled in the name of the agency or the state, the additional right-of-way will be titled in the same manner. C. Spite Strips Spite strips are narrow sections of land which restrict the access to adjacent properties. VDOT will not approve or accept streets or rights—of--way that contain spite strips. D. Encroachment Within the Right -of -Way At the time a developer records a plat, the fee simple interest of the right-of-way is dedicated to public use and the interest is transferred to the local governing body. Any object which is located in the right-of-way and which is a non-VDOT, non - transportation device encroaches on the right-of-way and will be considered unlawful. Exceptions to this policy include posts, signs, walls, or ornamental objects which do not interfere with the roadway and do not conflict with VDOT regulations or the Code of Virginia. Such objects may only remain in the right-of-way if they are approved by VDOT and the owner obtains a land use permit. An exception to the above encroachment involves mailboxes that are constructed with breakaway posts; such objects can be located in the right-of-way without the issuance of a land use permit. 58 10) Surety and Fees (Page 59 and section 30-92-140 within the SSAR) It is the responsibility of the developer to guarantee the quality of construction and the performance of the streets that are intended for VDOT acceptance for maintenance. The developer is required to follow all of VDOT's construction and inspection procedures in order for the newly constructed streets to be accepted into the secondary system. In conjunction with the SSAR, VDOT has developed an Inspections Manual to guide the development community through the inspections and testing processes. The developer will provide the following: I . Surety to warranty proper construction of the street, 2. Inspection fee to fund VDOT's direct costs to inspect the new street for acceptance, and 3. Administrative processing fee to recover the review and acceptance processing costs related to the development. Sureties and fees will be based upon the date the IocaI governing body requests that the new street(s) be accepted by VDOT for maintenance. The above sureties and fees are determined by the type of inspection completed. The four types of inspections include: 1. VDOT standard inspection 2. Local government administered inspection program 3. Third party inspection 4. VDOT intense construction inspection program equivalent to a third party inspection A. Surety Only developments which are reviewed using a standard VDOT inspection method, pursuant to 24 VAC 30-92-140, B, 1, will pay the traditional surety. It is the responsibility of the developer to ensure the performance of the street constructed. To warranty the quality of the roadway, the developer will provide a surety to VDOT. The developer is required to supply the agency with the appropriate surety within thirty days of the local governing body's resolution requesting that VDOT accept the newly constructed street(s). In the event that the developer does not submit proper surety to the agency within the proper time frame, the development's final construction inspection will be voided and a new inspection shall be required. Acceptable forms of surety include the following: 1. Performance Bond — Held by VDOT until expiration 2. Cash Deposit — Held and deposited by VDOT but does not accrue interest 3. Certified Check - Held by and deposited by VDOT but do not accrue interest 4. Irrevocable Letter of Credit — Held by VDOT 5. Third Party Escrow Account — Executed by VDOT until expiration. Under no circumstances shall VDOT, the Commonwealth, or any other state agency be named the escrow agent. o'. Other surety mutually acceptable to VDOT and the developer Amount and Length of Surety Surety is only required when the "VDOT standard inspection" is utilized. The surety amount is: 0 $3,000 for each tenth of a lane mile, and any portion thereafter. For example, a two lane road that is 1.08 mile would have a surety of- Two £ Two lanes x 1.08 miles = 2.16 miles x 10 (tenths of per mile) = 21.6 tenths (rounded up to 22) 22 times $3,000 per lane mile = $66,000 The Commonwealth Transportation Board (CTB) has the ability to adjust this amount on an annual basis. This amendment of the surety amount would be based upon changes in the producer price index for street construction materials. The surety amount cannot be greater than $5,000 per tenth of a lane mile. Length of Surety for Standard VDOT Inspection The surety will guarantee the perfonnance of the street construction for a period of one year. This period will begin from the date of the street's acceptance into the state system. Rural Addition, Economic Development, Public Recreation and Historical Site Streets Streets entering VDOT's secondary system pursuant to the following Code of Virginia sections and related uses, will have the corresponding surety and fees waived: Rural Additions - §§33.1-72.1 and 33.1-72.2 Economic Development projects - §33.1-221 Public recreation and historical site streets - §33.1-223 M14 B. Alternatives to Sure Surety will be waived for street acceptance when there is an approved third party inspection, a VDOT intense inspection, or a local government inspection program in place and utilized. Third Pa , Inspections — Within the SSAR, VDOT created an alternative to traditional agency inspected streets. This new inspection process will provide greater flexibility to the development community. Third party inspections are included in section 24 VAC 30- 92-140, 2, c on page 62 of the SSAR. In order for a third party to inspect new secondary streets, the following requirements must be met: 1. Developer must contract with a licensed inspection firm not related to or affiliated with the developer or contractor. 2. Inspection procedures, testing methodology, and frequency of inspections are completed in accordance with VDOT Materials Division's Manual of Instructions and the Virginia Department of Transportation Road and Bridge Specifications. 3. A report must be submitted to VDOT which summarizes the inspections steps completed, certification of the results of inspection, and confirmation that the streets were built to the approved specifications and pavement design, signed, and stamped by a Virginia licensed professional engineer. When the third parry inspection alternative is utilized, the applicable surety shall be waived and the street inspection fee is reduced by 75%. Localities with Street Construction Inspection Programs If a locality has a comprehensive street construction inspection program that is approved by VDOT, no surety is required. This program is discussed in section 24 VAC 30-92-140, 2, a on page 61 of the SSAR. Following the approval of such an inspection program by VDOT, the agency will certify localities as able to inspect newly constructed streets within their boundaries. In these instances, the surety shall be waived if the local governing body certifies that the new street or addition has been constructed consistent with the approved plans and specifications. The surety shall be waived and the street inspection fee is reduced by 75% when this inspection method is utilized. 61 VDOT Intense Construction Inspection Program — At the request of the developer, VDOT may perform the construction inspection equivalent to that required for third party inspection of any street or streets proposed to be added to the secondary system of state highways. VDOT inspections are contingent on the availability of appropriate VDOT staff. This type of inspection is discussed in section 24 VAC 30- 92-140, 2, b on page 62 of the SSAR. The following shall apply when this inspection method is utilized: • The developer will cover all costs incurred by VDOT • The surety shall be waived C. Administrative Cost Recovery Fee The purpose of the Administrative Cost Recovery Fee is to recover a portion of VDOT's direct costs related with the review of plats and plans. It also will cover the administrative processing of the acceptance of new streets. The fee will be required from the developer when the streets are accepted or when the county requests VDOT acceptance. The following equation will be used to calculate the cost recovery fee: • Base rate of $500 per addition regardless of street length • Plus $250 per tenth of a centerline mile or any portion thereafter Alternatives to Administrative Cost Recovery Fee — VDOT administers three alternatives to its Administrative Cost Recovery Fee. These alternatives are discussed in section 24 VAC 30-92-140, C, 2 on page 63 of the SSAR. As an alternative to the Administrative Cost Recovery Fee, VDOT can use one of the following methods to recover its direct administrative costs: 1. The developer may request that VDOT establish an account for the purpose of tracking the related administrative costs. The developer will be billed no more frequently every 30 days. 2. For large, complex, and multi -use developments, VDOT may require that an account be established for the purpose of tracking the administrative costs and bill the developer not more than every 30 days. VDOT staff will determine which developments will qualify for this type of billing. The cost recovery fee assessed under this section shall not be greater than two times the agency administrative cost recovery fee structure. Therefore, this alternative rate will not be greater than a base rate of $1,000 per addition and $500 per tenth of a centerline mile. 3. For streets not intended for maintenance by VDOT, the agency may establish an account for the purpose of tracking these costs and bill the developer not more often than every 30 days. 62 A Street Inspection Fee In order to recover aportion of VDOT's direct costs associated with the inspection of new streets, an inspection fee shall be paid by the developer at the time the streets are accepted by the agency. Street inspection fees are discussed within section 24 VA% 30-92-140, D on page 64 of the SSAR. This inspection fee shall be computed as follows: • Base rate of $250 per addition, regardless of street length • Plus $125 per tenth of a centerline mile or portion thereafter Third Party Inspection and County Administered Inspection Programs The Street Inspection Fee shall be reduced by 75% if either a third parry inspection process or a county administered inspection program is used. Streets Not Intended for VDOT Maintenance If requested to provide inspection services for subdivision streets that are not intended for maintenance by the department, VDOT may establish an account for the purpose of tracking these costs and bill the developer not more often than every 30 days. E. Inspection and Fees Flowcharts The following flowcharts display the four major types of street inspections and related fees. Theses inspections include: 1. VDOT standard inspection 2. Third Party inspection 3. Local government administered inspection program 4. VDOT intense construction inspection program VDOT Standard Inspection This type of inspection is included in section 24 VAC 30-92-140, B, 1 of the SSAR and is included on page 60 of the regulation. Developer uses the Standard VDOT inspection procedures contained within 30-92-140, 13;1 The one-year Surety amount will be $3,000 for each tenth of a lane mile and tenth of a mile thereafter— determine form of surety / Does the developer choose to pay the traditional "Administrative Cost Recovery Fee" (30-92-140 C;1)?/ Yes )eveloper submits Administrative Cost Recovery Fee in the amount of $500 per addition plus $250 per tenth mile or portion thereafter Developer pays Street' Inspection Fee of $250 per addition plus $125 per tenth centerline mile or portion thereafter VDOT establishes an accounts receivable file to track plan review and acceptance costs — the developer is billed not more than every 30 days -- Has developer paid all -- Administrative Cost Recovery Fee bills? No 63 • B Comprehensive County Construction Inspection Program and Third Party Inspection Process — These two types of inspections can be found at section 24 VAC 30-92-140, 2, B, 1, subsections "a" and "c." This is listed on page 61 within the SSAR regulation. Developer utilizes either a VDOT approved Comprehensive County Construction inspection Program ora Third Party Inspection Process Surety will be waived / Does the developer choose to pay the traditional "Administrative Cost Recovery Fee" (30-92-140; Yes Developer submits Administrative Cost Recovery Fee in the amount of $500 per addition plus $250 per tenth mile or portion thereafter Developer pays Street Inspection Fee which is reduced by 75% to $62.50 per addition plus $31.25 per tenth centerline mile or portion thereafter VDOT establishes an accounts receivable file to track plan review and acceptance costs — the developer is billed not more than - every 30 days -� Has developer paid all Administrative Cost Recovery Fee bills? y No 65 VDOT Intense Construction Inspection Program — This is the VDOT administered program which is equivalent to a third party inspection. This type of inspection is discussed in section 24 VAC 30-92-140, 2, "b" on page 62 of the SSAR. VDOT performed Construction inspection Process, equivalent to a third party inspection, is used No surety is charged Does the developer \ choose to pay the traditional Administrative Cost Recovery ,,Fee" (3D.-92-14.0; C 1)?/ Yes Developer. submits Administrative Cost Recovery Fee in the amount of $500 per addition plus '$250per tenth mile .or portion thereafter No Inspection Fee is charged for VDOT performed,inspections which are .equivalentto third party. inspections VDOT establishes an accounts receivable file to track plan review and acceptance costs — the developer is billed not more than every 30 days � Has developer paid aii`-__ Administrative Cost Recovery Fee bills? No v • • APPENDIX B(1) -- SUBDIVISION STREET DESIGN GUIDE SECTION B(1) — 1 — INTRODUCTION Introduction ........................... B(1)-1 SECTION B(1) — 2 — DESIGN REQUIREMENTS Projected Traffic/Capacity Analysis.................................................................... B(1)-2 Functional Classification.................................................................................... B(1)-2 Terrain................................ ............... ............ .................................................... B(1)-4 SECTION B(1) — 3 — ROADWAY GEOMETRIC DESIGN CRITERIA A. Collector and Arterial Roadways .............................. ......... B(1)-5 B. Local Roadways ....................................................... ............ .................. B(1)-5 C. Transitions and Turn Lanes............................................................ B(1)-6 D. Sight Distance................................•----------------.....----.--..........------•---...... B(1)-18 SECTION B(1) — 4 — ELEMENTS OF TYPICAL SECTION A. Pavement Design ................................................................................. B(1)-20 B. Pavement Width.................................................................................... B(1)-20 C. Parking Lane Widths (Curb and Gutter Only) ........................................ B(1)-20 D. Intersections .......................................................................................... B(1)-20 E. Concentric Design--------•.....................................•----.............................. B(1)-22 F. Cul-de-sacs and Turnarounds............................................................... B(1)-22 G. Curb And Gutter Designs ..................................................................... B(1)-25 H. Private Entrances.................................................................................. B(1)-27 I- Pedestrian And Bicycle Facilities.......................................................... B(1)-30 i. Bridge And Culvert Design Criteria....................................................... B(1)-34 K. Roadway Drainage................................................................................ B(1)-35 L. Right-of-Way-•-•..................................................................................... B(1)-37 SECTION B(1) — 5 — OTHER DF—SIGN CONSIDERATIONS A. Clear Zone (i.e. Setback for non -breakaway fixed objects) ................... B(1)-38 B. Guardrail-•................................................•--.......---.....................---••-..... B(1)-40 C. Traffic Control..............•-------.....----.....---.......-----...............---.................. B(1)-40 D. Streetscape.......................... .......................•-•--..................................... B(1)-40 E. Landscape Considerations.................................................................... B(1)-41 F. Traffic Calming------------•----------------------••-•-----.....-•-------........................... B(1)-44 G. Roundabouts.................................................•--•---.....................---......... B(1)-46 H. Utilities......................•-----•-------•---•----...---.........------......---..........----......... B(1)-48 I. Roadway Lighting..........................................................................•--..... B(1)-50 SECTION B(1) — 6 —TRADITIONAL NEIGHBORHOOD DESIGN ....................... B(1)-52 SECTION B(1) — 7 — INNOVATIVE DESIGN PROPOSALS ................................ B(1)-54 List of Figures Figure 1 "Exhibit 2-4" "A Policy on Geometric Design of Highways and Streets, AASHTO, 2001................................................................................................ B(1)-5 Geometric Design Standards For Residential Subdivision Streets (GS- SSR) Table 1 Curb And Gutter Section.................................................................................. B(1)-7 Geometric Design Standards For Residential Subdivision Streets (GS- SSR) Table 2 Shoulder And Ditch Section............................................................................. B(1)-8 Geometric Design Standards For Residential Subdivision Streets (GS- SSR) Table 3 One -Lane (One -Way) Subdivision Streets....................................................... B(1)-9 Figure 1.1 — 24 Curb To Curb No Parking / Parking On One Side ....................... B(1)-10 Figure 1.2 — 29 Curb To Curb Parking On Both Sides .......................................... B(1)-11 Figure 1.3 — 36 Curb To Curb Parking On Both Sides .......................................... B(1)-12 Figure 1.4 — 29 Curb To Curb Parking On Both Sides .......................................... B(1)-13 Figure 1.5 — 24 Outside Width Parking One Side ................................................. B(1)-14 Figure 1.6 — 29 Outside Width Parking On Both Sides ......................................... B(1)-15 Figure 1.7 — 36 Outside Width Parking On Both Sides ......................................... B(1)-16 Table 4 — School Bus Access Road...................................................................... B(1)-17 Figure 2 — Sight Distance Triangles...................................................................... B(1)-19 Figure 3 — Intersection design............................................................................... B(1)-21 Figure 4 — Cul-de-sac details................................................................................ B(1)-24 Figure 5 — Curb and Gutter Details....................................................................... B(1)-25 Figure 6 — Detail back of curbs.............................................................................. B(1)-27 Figure 7 — Roll top curb entrance detail................................................................. B(1)-28 Figure 8 — Rolltop curb entrance detail section ..................................................... B(1)-28 .Figure 9 — Private Entrance Detail........................................................................ B(1)-29 Table 5 — Maximum Grade Lengths for Shared Use Paths ................................... B(1)-32 Figure 10 — Setback Details with Curb and Gutter ................................................ B(1)-39 Figure 11 — Setback Details with Shoulder and Ditch ........................................... B(1)-39 Figure 12 — Traffic Calming Details....................................................................... B(1)-45 Figure 13 —Roundabout details............................................................................. B(1)-48 Figure 14 — Lighting along Curb and Gutter Sections ........................................... B(1)-51 Figure 15 — Lighting along Shoulder and Ditch Sections ....................................... B(1)-51 Figure 16 — Curb Extension Detail........................................................................ B(1)-53 APPENDIX B(1) — SUBDIVISION STREET DESIGN GUIDE SECTION 13(1) — 1 — INTRODUCTION INTRODUCTION B(1)-1 This document is an appendix of VDOT's Road Design Manual and is intended for users of VDOT's Secondary*. Street Acceptance Requirements for the development of new residential streets functionally classified as "local" streets. All other streets must be developed in accordance with appropriate provisions of the Road Design Manual for the appropriate functional classification. For the purposes of this document, ".District Administrator's Designee" means that employee who oversees the land development functions in a particular geographic area. This may be the Residency Administrator, area engineer or that employee designated to perform the "responsible charge" duties for land development as designated by the District Administrator. In cities or towns choosing to use this design guide for the design of their subdivision streets, it means the local official responsible for the review and approval of subdivision street design. In the event of conflict between this Appendix and other provisions of the Road Design Manual and Road and Bridge Standards, the District Administratoes Designee shall determine the governing provision. As indicated in the Secondary Street Acceptance Requirements, any requirements of the subdivision ordinance of the locality that are not in conflict with these requirements shall govern. The District Administrato 's Designee is provided considerable discretionary authority in the application of standards related to local subdivision streets. The district administrator is authorized to consider and render a decision on unresolved issues between the developer and the District Administrator's Designee that pertain to the interpretation and application of this appendix. All appeals shall be made in writing describing the unresolved issue and include copies of all prior relative correspondence. All land development proposals should be submitted to the local jurisdiction, which will then coordinate with the District Administrator's Designee for VDOT review and approval. The ;District Administrator's Designee will coordinate with other VDOT sections as needed. * Rev. 3/09 B(1)-2 SECTION B(1) — 2 — DESIGNI REQUIREMENTS PROJECTED TRAFFIC/CAPACITY ANALYSIS For the purposes of these requirements, "projected traffic" includes the traffic resulting from the complete development of all land to be served by the subject roadway facility, including traffic forecast to be generated by development, both internal and external, to the site' under consideration. Traffic generation developed to meet Chapter 527 (Traffic Impact Analysis Regulations) may be utilized to meet this requirement, at the engineer's discretion. The basis for this forecast will be the governing body's current comprehensive plan or other available information pertinent to the permitted land use and transportation planning for the site and adjacent properties. The trip generation rates in the current version of Trip Generation, published by the Institute of Transportation Engineers (ITE) should be utilized in determining the projection of traffic. The ITE trip generation rate for a single- family detached residential dwelling unit is currently 10 vehicle trips per day. The use of other bona fide traffic studies in determining projected traffic for all types of land development may be considered, subject to their submission for review and approval by the department. As an alternative to the application of the projected traffic to the applicable geometric design criteria of these requirements, the department will consider secondary street design based on a capacity analysis concept provided: 1. The governing body permits the utilization of this concept in the design of subdivision streets in the county. 2. The developer furnishes full rationale, to support the recommendations of this analysis. The submission should include all pertinent traffic data and computations affecting the design proposal for the streets involved. 3. An acceptable level of service should be accommodated in the street design proposed under the capacity analysis concept. A minimum level of service "D" as defined by the Highway Capacity Manual is generally acceptable for the design of local streets. To maintain an acceptable level of service, additional travel lanes, channelized roadways, etc., may be required. FUNCTIONAL CLASSIFICATION The characteristics and magnitude of the service to be provided will be the basis for the department's determination of the functional classification for each subdivision street intended for acceptance into the secondary system. AASHTO's Geometric Design of Highways and Streets provides guidance in the classification of roads. * Rev_ 3/09 B(1)-3 The hierarchy of the functional systems consists of principal arterials (for main movement), minor arterials (distributors), collectors and local roads and streets. Local streets are defined as those streets that provide direct access to adjacent land and serve travel of short distances as compared to the higher systems. Most subdivision streets fall in the Local Street classification. The geometric design standards contained in this guide should be used for residential* streets classified as "local" roads. All other street classifications should use VDOT's Road Design Manual for geometric design. 1. Criteria Urban and rural areas have fundamentally different characteristics. Consequently, urban and rural functional systems are classified separately. Most subdivision streets function similar to an urban area; therefore, the urban classification can be used for high-density development with the concurrence of the locality and District Administrator's Designee. 2. Procedures The department's concurrence of the functional classification for each street within a subdivision should be made prior to departmental approval of a subdivision concept plan. To facilitate the effective development of the plats or plans and permit an expeditious review, this concurrence is recommended prior to the initiation of a detail design for the subdivision. To initiate the functional classification process, the developer should submit the following information: A sketch accurately depicting the general concept for the proposed development of the subdivision, in conformance with the applicable provisions of the governing body's zoning and subdivision regulations. This sketch should include: (1.) The general location and configuration of each street proposed within the subdivision, including the terminus and right of way, including but not limited to anticipated average daily traffic volumes, anticipated percentage of trucks, peak hour traffic volumes, and any proposed phased development of streets. (2.) The location and area of each type of permitted land use within the subdivision. (3.) The location of any proposed transportation facility, within the subdivision's boundaries, included in the current comprehensive plan of the governing body. (4.) The proposed functional classification of each street within the subdivision. * Rev. 3/09 B(1)-4 (5.) Where the governing body's zoning or subdivision regulation's, or both, require submission of a conceptual plan in general conformance with the submission of the concept pian noted, such may be acceptable for review by the District Administrator's Designee_*' (6.) The location of stub outs on adjoining property and the existing land use of such adjacent property, if applicable, and the location of any proposed stub outs within the network addition, if applicable. (7.) Other available information pertinent to the intended development of the subdivision_ (3) Any street proposed for phased development should be reviewed at this time and be approved for such development by the local government and the department. 3. Approval The District Administrator's Designee will provide written concurrence to the appropriate county official and the developer, if applicable, regarding the approved functional classification for each street in the subdivision. Approval of the conceptual plan or subdivision sketch should be considered concurrence of the functional classification and general layout of the streets. This approval shall be valid as long as the basic concept for the subdivision's development, as submitted for review, remains unchanged. Response is required per SSAR within; 45 calendar days.. TERRAIN The desired vertical curve alignment for subdivision street design can be accommodated within most terrains. However, in very rugged areas where the terrain can be classified mountainous, some design exceptions may be allowed. Mountainous terrain is defined as terrain in which longitudinal and transverse changes in the elevation of the ground with respect to a roadway are abrupt, and where the roadbed is obtained by frequent benching or side hill excavation to obtain acceptable horizontal and vertical alignment. The slope, which means the rise and fall of the grade measured both parallel and perpendicular to the centerline of the roadway, generally ranges over 15%. Geographical location should not be the determining factor in terrain classification. For example, a subdivision street in the Bristol District may or may not have land characteristics of mountainous terrain. Each subdivision should be reviewed individually. Mountainous terrain exceptions are noted on the geometric design tables 1-3. The mountainous terrain classification may be used upon approval by the District AdDesignee.. * Rev_ 3/09 B(1)-5 SECTION B(1) — 3 — ROADWAY GEOMETRIC DESIGN CRITERIA A. COLLECTOR AND ARTERIAL ROADWAYS Streets functionally classified as a "collector" and "arterial" should be designed in accordance with applicable provisions of VDOT's Road Design Manual. B. LOCAL ROADWAYS The following Geometric Design Standards shown in Tables 1 thru 3 are the minimum design criteria that shall apply to the design of all new residential streets functionally classified as "local" streets_ 1. A single -unit (SU) truck design vehicle, as defined by AASHTO, should be used for the design of all local subdivision streets. Dimensions for this vehicle are depicted in Exhibit 2-4 of the AASHTO Geometric Design of Highways and Streets 2001, shown as Figure 1. e h powty tmtI& is 91.71. eodea a['Sari tk3 6 .R .loft 0.1A 2_e„ FIGURE 1 — "EXHIBIT 24" SCANNED FROM "A POLICY ON GEOMETRIC DESIGN OF HIGHWAYS AND STREETS," AASHTO, 2001 * Rev. 3/09 B(1)-6 2. The typical design criteria for each street should be uniform between intersections. The District Administrator's Designee" may consider modifications as required to satisfy changes in traffic volume or as necessary to address environmentally sensitive areas. 3. Roadway designs should be broadly based on two categories, as depicted in Tables 1 and 2- a. Shoulder and Ditch Design b. Curb and Gutter Design, further defined by the land use served by the street -- residential or nonresidential. (See Section B-4 (G) Curb and Gutter Design). 4. One-way street design criterion is depicted in Table 3. C. TRANSITIONS AND TURN LAMES 1. Left or right turn lanes should be provided at intersections when the department or locality determines that projected turning movements or safety warrants their installation. These facilities shall be designed in accordance with the appropriate provisions of Appendix C of the department's Road Design Manual or other traffic impact tools specifically approved for use by the District Administrator. Where necessary, additional right-of-way width shall be provided to accommodate these facilities. 2. Normally where roadway section widths change, the centerline should not be offset. The length of the transition should be calculated using the following formula for design speeds less than 45 mph. L=S2W=60 L = length of transition S = Design Speed W = Width of offset on each side Ex. Road narrows from 36 to 30. Design speed is 25 mph_ 625 (3) � 60= 31.25 ft * Rev. 3/09 B(1)-7 GEOMETRIC DESIGN STANDARDS FOR RESIDENTIAL SUBDIVISION STREETS (GS- SSR) TABLE 1— CURB AND GUTTER SECTION* HORIZONTAL AND VERTICAL CONTROLS CURB AND GUTTER ROADWAYS MINIMUM DESIGN Maximum 2:1 Cut or Fill Slope (Minimum Widths Measured Face of Curb PROJECTED SPEED Preferred 3;1 Cut or Fill Slopes: to Face of Curb) TRAFFIC (MPH) VOLUME CURVE DATA MINIMUM SIGHT DISTANCE (ADT) (NOT MINIMUM MAXIMUM % NO PARKING PARKING BOTH POSTED CENTERLINE SUPER- GRADE STOPPING INTERSECTIONS PARKING 1 SIDE SIDES SPEED) RADIUS ELEV. (3) (4) (5) (6) (2) (2) UP TO 200x( 107 NONE NOT(7): 115 225 24 (1)4 (1) 2 (1> 2001 TO 4000 30 335 NONE NO (8): 200 335 31 =1, If the Local Stteet has 1 point of access, then the roadway width must meet design values (Zt�01 to NOTES: 4000 vpd). For streets with volumes over 4000 or serving heavy 2: With parking lanes, the horizontal clearance (measured from face of curb) is 1.,0 (Min). 2004 commercial or Industrial traffic; use the appropriate geometric AASHTO Green Book Cbapler 5 (Page 399). However.. VDOT has established a 3 minimum design standard. (see VDOT's Road Design Manual) setback requirement behind the curb (This Manual, Section B-5, Figure 10). The roadway with the highest volume will govern the sight 3. 2064 AA8I•I7G Green book Chapters (Fuge 11.2,, chibit ' -1) distance. 4. 2004 AASHTO Greer, Book Chapter 9 (Page 661, Exhibit 9.56). For grades greater that 311/a the: Right of Way requirements can be found in Section B-4.1 time gap must be adjusted and required Sight distanat� recalculated, Right Of Way 2004 AASH'f 0 (.1reen Book Chapter 3 (Page 151, Exhibit 3-16j .ri. For volumes L001 — 4000 vpri, design criteria for the Collector 6. Hurizontai clearance (measured from face of curb) is 1.5 (Min) 2004 AASH TO Careen Hook Chapter functional class was utilized to determine minimum design values 5 (Page -399). 7. 2004 AASH TO Green Book Chapte 5 {Page 391).. 8. 2004 AA614TO green Bgok i,nF ptet 6 (page 432). * Rev.3/09 B(1)-8 GEOMETRIC DESIGN STANDARDS FOR RESIDENTIAL SUBDIVISION STREET'S (GS- SSR) TABLE 2 — SHOULDER AND DITCH SECTION . SHOULDER AND DITCH ROADWAYS MINIMUM HORIZONTAL AND VERTICAL CONTROLS DESIGN Minimum ditch width (front slope) should be 4 feet or SPEED PROJECTED Maximum 2:1 Cut or Fill Slope greater, based on slopes of 3:1 or flatter (Gentler (MPH) TRAFFIC slopes promote homeowner maintenance of ditches) VOLUME (ADT) (NOT CURVE DATA MINIMUM MINIMUM PAVEMENT POSTED SIGHT DISTANCE WIDTH MIN, TOTAL MINIMUM CENTERLINE SUPER- STOPPING INTER- NO PARKING i F3,0 -t -H PBOTH, SPEED) MAXIMUM %GRADE WIDTH OF SHOU,LDEh2, RADIUS ELEV.SECTION PARKING, 1 SIDE, SIDES (8) (P? UP TO 20UG 20 107" NONE NOTE (5,k 115' 225' 22' (1) 24'(1); 2001 TO 4:000 30 335' NONE NOTE (7) 200' 335' 26' 31' 36' 8` 1. if the Local'Street has 1 ao[nt if access, ttion the 4000 vpd.).. roadway width rrtu5t meet design Valiaes.(2001 TQ NOTES: 2, 2004 AMH140 Green Book Chaptei 3 (Page 112, Exhibit 3-1) For streets with volumes over 4000 or serving heavy P. 2004 AASH') O Green Book Chapter 9 (Page 661, Exhibit 9-55). F'or grades greater than 31/o,, the time commercial or industrial traffic; use the appropriate geometric gap must be adjusted and regglred sight distance recalpu)ated,. design standard. (see VDOT's Road Design Manual). 4. 2004 AASHTO Green Book Chapter 3 (Page 1.51, Exhibit 3-16), The roadway with the highest volume will govern the sight 5• Clear gond width for UP TO 2000 vpd is 7' and Blear 200 VMULs'for 2001 TO 400.0 Vpd is 1"(S' distance. 6. 2004 AASHTO Green [Gook Chapter 5 (Page 391)', Right Of Way requirements can be found in Section B-4.1 Right 7. 2004 AASHTO Green Book Chapter 6 (Page 4 ) Of Way. 8, 2004 AASHTO Green Buck Chapter 5 (Page e84, Exhibit 5-5) For volumes 2001 — 4000 vpd, design criteria for the Collector 9. Add an addit onai 3' if guardrail is required: functional class was utillzed to determine minimum design Values. * Rev. 3/09 GEOMETRIC DESIGN STANDARDS FOR RESIDENTIAL SUBDIVISION STREETS (GS- SSR) TABLE 3 — ONE -LANE (ONE-WAY) SUBDIVISION STREETS * Rev. 3/09 HORIZONTAL AND VERTICAL CONTROLS ROADWAY SECTION CRITERIA Maximum 2:1 cut or fill slope W 2 J o SHOULDER AND DITCH ROADWAYS 0a > W W U)— MINIMUM Minimum ditch width (front slope) should be 4 U ? a �_ > SIGHT feet or greater, based on slopes of 3:1 9 p CURB AND GUTTER � LL p ujmaintenance w n DISTANCE (Gentler slopes promote homeowner ROADWAYS U of ditches) L o 0- P > Wa *Width includes 3 for G.R. installation. p QZ � U W LLJ 0 :�E � LLJ Lu CZ, Y W zO of XX Z H w } Q N111 � =�0 p0ZW Op �1: 0 a O � {Q a UUQU => Z 0 az = =�0 -uUmjJ wC� LLJ U a � J U zO U I— U U Q U_ ONE-WAY {1- LANE) 5 400 20 107 (4) NOTE (2) g5 (5) 90 (6): Note {7} 5 _T 2 (1) 6 (3) NOTE (7) 1.5 1. '2004 AASHTO Greer, Book Chapter 5 {page 384 — Exhiblt 5-8)' 2. 2004 AASH'i O Creen book Chapt?r 5 (Page 391). NOTES: 1 Clear zone widths may be reduced with the concurrence of the District Administrator's; These design standards may also used for one-way divided pairs, such as Designee where terrain or social/environmental impact considerations are appropriate. subdivision entrances with wide medians, (AASHTO 2001 Very Low Volume Local Roacis Guide Chapter 4, Fags 48) On -street parking is anticipated; a parking lane width not less than 7 feet should be 4. AASHTU 2044rBerl Sank Chapter ,(Page 151, xnitait 846) used. 5. AASH T'G 2001 Very Low Volume Local Roads Chapter 4 (Page 34, E;khibit . 8)i Right Of Way requirements can be found in Section B-4.1 Right of Way. E. AASHTO 2,001 Veiy Low Volume Local Goads Chapter 4 (Wage 40, Exhibit 14, August 2002 errata) 7. For appropriate design values for total roadway width, SEE AASHTO 1001 Very Low: Volume Local Roads Guide (,page 20, Exhibit 2), * Rev. 3/09 B(1)-10 24' Curb to Curb No Parking / Parking One Side AIT Pnnn vpn FIGURE 1.1 — 24' CURB TO CURB NO PARKING / PARKING ON ONE SIDE* * Added 3109 B(1)-11 29' Curb to Curb Porki n� Both Si des an7 �nnn pion ro wro FIGURE 1.2 - 29' CURB TO CURB PARKING ON BOTH SIDES" * Added 3/09 B(1)-12 36' Curb to Curb Parkin on Both Skies anT nni-annn iipr-) (U LIU[U FIGURE 1.3 - 36' CURB TO CURB PARKING ON BOTH SIDES* * Added 3109 29' Curb to Curb Forking Both Sides ADT C 2000 VPD 51 sidewalk Cub & Wier 25" Curb to Curb FIGURE 1.4 — 29' CURB TO CURB PARKING ON BOTH SIDES* * Added 3/09 B(1)-13 B(1)-14 24' Outside Width Parking One Side ADT < 2000 VPD @c 6' Width for 4.1 Fore Slopes xx 4.1 Fore Slopes If no Sidewalk Constructed FIGURE 1.5 — 24' OUTSIDE WIDTH PARKING ONE SIDE" * Added 3/09 B(1)-15 29' Outside Width Parkin Both Sides ADT F 2000 VPD PLO 6' Width for 4:1 Fore Slopes xx 4:1 Fore Slopes if no Sidewalk Constructed FIGURE 1.6 — 29' OUTSIDE WIDTH PARKING ON BOTH SIDES" * Added 3/09 B(1)-16 36' Outside Width Forking on Both Sides ADT 2001- 4000 VPD 6' Width for 4.1 Fore Slopes xx 4.1 Fore Slopes If no SIdewolk Constructed FIGURE 1.7 — 36' OUTSIDE WIDTH PARKING ON BOTH SIDES" * Added 3109 B(1)-17 GEOMETRIC DESIGN STANDARDS FOR SCHOOL BUS ACCESS ROAD The minimum pavement widths for school bus access roads, by section type. One Way Rural (Shoulder) Urban (Curb & Gutter) Pavement 16 feet 22 feet (2) Shoulders 4 feet (1) ------ Parking Prohibited 8 feet additional per parking Ione Minimum Turning Radius 45 feet 45 feet Two Way Rural (Shoulder) Urban (Curb & Gutter) Pavement 24 feet 24 feet (2) Shoulders 4 feet (1) ------ Parking Prohibited 8 feet additional per parking lane Minimum Turning Radius 45 feet 45 feet Notes: (1) Without Guardrail; with Guordroil odd 3 feet. (2) Minimum 30 feet R/W as required. TABLE Y — SCHOOL BUS ACCESS ROAD' . Rev. 3/09 B(1)-18 D. SIGHT DISTANCE 1. Stopping sight distance — Stopping sight distance shall be based on a height of eye of 3.5 feet and an object height of 2.0 feet along the center of the travel lane. 2. Intersection sight distance — Intersection sight distance should be measured presuming a stop condition of the minor roadway. Sight distance shall be based on a height of eye of 3.5 feet and an object height of 3.5 feet. Dedicated right of way may be required to preserve appropriate sight distance at intersections. The District Administrator's Designee may consider an easement as an alternative to dedicated right of way. 3. Sight Distance Triangles The intersection sight distance is measured along the major roadway, based on the major roadway's design or, in the case of existing roadways, the operation speed limit. Decision points (A, B and C in the figure 2) represent the position of drivers along the major and minor roadways. Two sight distance triangles are considered, one in each direction of the major roadway from decision point A, which represents the driver exiting the minor roadway. Decision point A is located 4 feet from the centerline or left edge of pavement of the minor roadway and 20 feet from the middle of the nearest travel lane of the major roadway. (For reference purposes, AASHTO defines this point as 14.4 to 17.8 feet from the edge of the travel lane of the major roadway.) Decision point B is located in the middle of the nearest travel lane of the major roadway. Decision point C is located in the nearest right to left movement lane of the major roadway, 4 feet from the centerline or the left edge of pavement. in= Distance to middle of nearest through travel lane varies by roadway width cc�rsr asp Edge of travel lane of sight e qft Centerline or edge of travel lane Right Sight Distance Triangle FIGURE 2 — SIGHT DISTANCE TRIANGLES 3. Additional information regarding sight distance requirements is available in AASHTO's Policy on Geometric Design of Highways and Streets. _..� \ Line of sight' ` m m 1 Edge of travel lane 4ft ? E -- L Intersection sight distance o 0 L o Left Sight Distance Triangle o E s m N o Eay E `° 3 Intersection Sight Distance � C �1 O N � Major Rdway cc�rsr asp Edge of travel lane of sight e qft Centerline or edge of travel lane Right Sight Distance Triangle FIGURE 2 — SIGHT DISTANCE TRIANGLES 3. Additional information regarding sight distance requirements is available in AASHTO's Policy on Geometric Design of Highways and Streets. B(1)-20 SECTION 13(1) — 4 —ELEMENTSOF TYPICAL SECTIOI'�I A. PAVEMENT DESIGN 1. Pavement design for new subdivision streets shall be developed using the Pavement Design Guide for Subdivision and Secondary Roads in Virginia. 2. "Standard crown" means the cross slope of the roadway pavement and should be 1/4 inch per foot (2%), unless otherwise increased by the District Administrator's Designee_` Blot and seal pavements should have a crown of 3/8 inch per foot. B. PAVEMENT WIDTH 1. Except as may be permitted in this subsection, the minimum pavement widths shall be as shown in Tables 1 through 3. Also see Typical Sections Figures 1.1 through 1.7. 2. Unless otherwise indicated, the use of curb and gutter anticipates on street parking. Parking along streets with shoulder and ditch design is not desirable. However, if the locality desires to allow parking on a shoulder and ditch design, a minimum width of travel way of 22 ft (situations with ADT<2000) and 24 ft (ADT>2000) is required. Please refer to Table 2 of this Chapter for further information. 3. Designated parking widths may be utilized in lieu of shoulders; however, the minimum width of travel way must be maintained. C. PARKING LANE WIDTHS (CURB AND GUTTER ONLY) 1. The use of curb and gutter and/or shoulder and ditch designs for on -street parking will be accommodated, using the following widths for the parking lane: Residential Streets — 7 feet in width measured from the face of curb Commercial and mixed use — 8 feet in width measured from the face of curb D. INTERSECTIONS 1. Angle of intersection Streets should intersect at right angles; however, intersecting angles between 60 and 90 degrees are allowed. A landing, a minimum of 50 in length and having a maximum vertical grade of 2%, should be provided at each intersection. Sign islands may be permitted if approved by the District Administrator's Designee. Rev. 3/09 B(1)-21 2. Spacing (i.e- Minimum distance between intersecting roadways) Offset intersections are discouraged. Intersections or intersecting streets on the same side or opposite sides shall be a minimum of 200 feet and this distance shall be adjusted upward based on upstream and downstream intersection turning movement volumes-' Figure 3 illustrates the desirable spacing. 3. Minimum Radii i i 90' Desirab/e i tersection angle i (0• skew) R-30 ft. i� R-25 ft. i i i i i ------------i------------------ i i i i i i t i i i Minimum /ntersecilon i Spacing - 200 feet Minimum intersection Radii and Spacing FIGURE 3 — INTERSECTION DESIGN Intersection radii should be the same on all quadrants of an intersection. However, roadway alignments, traffic volumes along the respective legs, and other factors may warrant consideration of using different radii and may be considered. For skew intersections, radii shall be not less than 25 feet for the acute angle and 30 feet for the obtuse angle of the intersection street. The minimum effective intersection radii on subdivision streets shall not be less than 25 feet. If intercity buses, single unit trucks or standard 65 -passenger school buses are expected to use the street, the minimum radius should be increased to accommodate the turning radius of such vehicles. Minimal * Rev. 3/09 B(1 )-22 encroachment into the opposing lane of traffic of the receiving street is expected. A larger radius or additional pavement at the intersection may be required on shoulder and ditch sections to avoid shoulder rutting. Auto -turn diagrams should be used to demonstrate the impact on the opposing lane of the receiving street and the sufficiency of the street widths to accommodate the vehicles without running off of pavement or scrubbing curbs. E. CONCENTRIC DESIGN Normally, the design of principal roadway elements of subdivision streets should be concentric about the center of the right-of-way. However, certain circumstances and special development goals, such as phased development may justify arrangements that require one side of the right of way to differ from the other, when based on a typical centerline between travel lanes. The normal typical section may be varied as necessary to provide for vehicular or pedestrian safety or both and traffic channelization features, e.g., turn lanes, intersection radius, etc. F. CUL-DE-SACS AND TURNAROUNDS I . To afford the greatest flexibility in design, various types of turnaround designs may be used on subdivision streets. Additional right-of-way shall be provided as required by the turnaround design to continue the right of way limits around the perimeter of the turnaround. Acceptable Cul-de-sac designs include: Deleted Information` * Rev. 3/09 B(1)-23 a. Circular Type Turnarounds For circular turnarounds, a well-defined identifiable street segment, equal to the normal lot width along the intersected street that serves the cul-de- sac or 50 feet whichever is greater, shall extend from the intersected street to the turning area. A minimum radius of 45 feet, measured to the edge of pavement or face of curb, shall be used for circular turnarounds on residential cul-de-sac streets serving more than 25 dwellings and greater than 0.25 mile in length. A 45 foot radius should also be used If standard 65 passenger school buses are expected to use the cul de sac, or for any nonresidential use. For circular turnarounds on short low volume residential cul-de-sac streets, this minimum radius may be reduced to 30 feet when specifically approved by the locality in consultation with emergency services. b. Cul de sacs with unpaved centers (Islands) When a circular turnaround is proposed with an unpaved area in the center, the roadway around the center should be considered a one-way street and designed according to Table 3 for Roadway Section Criteria_ Pavement widths may be increased by the District Administrator's Designee* to accommodate turning radii of single unit truck design vehicle. Parking should be restricted to the outside of the curve. Cul de sacs with curb and gutter should have a raised curb along the circumference of the island, unless the cul de sac is being developed to accommodate low impact development techniques_ The unpaved area should have a minimum radius 30 feet and maximum radius of 120 feet. Unpaved center areas should have a ten -foot clear zone around the circumference of the circle. Any non -travel areas included within turnarounds should be included in the dedicated right-of-way of the facility. If the center radius is greater than 120 feet, the street will be considered a loop street and should be designed in accordance with tables 1 and 2 for two- way traffic. c. Alternative Turnarounds (for Residential streets only) "T and Branch" type turnarounds may be considered for short streets less than 0.25 miles in length. Other proposals must be judged on their merits. However, when proposed, the ability of single unit truck design vehicles to reverse direction on these alternative types of turnarounds, without leaving the pavement area should be proven. * Rev. 3/09 B(1)-24 d. Temporary turnarounds and stub streets A turnaround should be provided for any temporary or stub street longer than 150 from the point of intersection to the end of pavement. Any portion of the turnaround outside the dedicated right of way for the stub street may be placed in an easement. R= 45 ft min_ See note for circular turnarounds. r� R=30ftn Unpaved A R = 30 f min Unpaved Area Surface Completely Paved Center Unpaved Concentric Bulb Cul-de-sac Offset Bulb Cul-de-sac For circular turnarounds on short low volume residential cul-de-sac streets, the 45 ft minimum radius may be reduced to 30 feet when specifically approved by the locality in consultation with emergency services. Y [ 25 ft min 25 ft min typical 30 ft min. T - Type Branch Type Alternative Turnarounds FIGURE 4 -- CUL-DE-SAC DETAILS* Rev. 3/09 B(1)-25 G. CURB AND GUTTER DESIGNS The department does not require the use of curb and gutter on subdivision streets but recognizes that it is an acceptable design alternative and preferred in high density developments. Curb and gutter designs` shown in Figure 5 are appropriate for Subdivision streets. - Bin --�—Face of Curb — —in R2m 5in Face of Curb T -- 2in 12 in 1 in _ _ R1in "nl 12,. Builders Option: Area may be concr e_ Bottom of curb may follow slope of Builders Option. Area may be concrete_ w sub -base provided a minimum depth Bottom of curb may follow slope of of 7 inches is maintained. sub -base provided a minimum depth of 7 inches is maintained. 6in --- 2if0 in --- --lin 2ff0in— Curb Std. CG -6 Curb Std. CG -7 Face of Curb Invert Line 6in tin 18 in R1H3in R 1 f16 in 12 Builders Option: Area may 6e concrete. Bottom of curb may follow slope of sub -base provided a minimum depth _ of 7 inches is maintained. 1 It 0 in 2 It 0 in ---- ----- Rolltop Curb FIGURE 5 — CURB AND GUTTER DETAILS The following notes apply to CG -6, CG -7 and Rolltop curb - 1. Curb and gutter may be precast of Class A4 hydraulic cement concrete or cast in place using Class A3 hydraulic cement concrete. 2. When used with stabilized, open -graded drainage layers, the bottom of the curb and gutter shall be constructed parallel to the slope of the sub -base courses and to the depth of the pavement but not less than the thickness shown. * Rev. 7/07 B(1)-26 3. Use of curb and gutter has a direct relation to the design speed of the roadway of which it is a part, as follows: a. CG -6 may be used in urban and suburban settings (including subdivisions) on streets having a design speed not greater than 45 mph. b. CG -7 may be used in lieu of CG -6, but must be used along all roadways having a design speed in excess of 45 mph in urban and suburban settings (including subdivisions). c. Rolltop curb and gutter may be used along subdivision streets having a design speed not greater than 30 mph. 4. All curb and gutter designs shall transition to match entrance gutters or another curb and gutter type or standard curb openings within 10 feet of the change in gutter type. 5. Curb ramps All streets that incorporate accessible routes for pedestrian use shall include curb ramps at intersections for use by persons with disabilities, without regard to the curb design used. Curb ramps should be constructed in accordance with Standard CG -12. Further guidance on the design of curb ramps may be found in Location and Design IIM—LD-55. 6. Treatment behind curbs Where curb and gutter is used, a 1/4 inch per foot (2%) graded area, at least 3 feet in width, should be provided behind the back of curb. Where sidewalk is used in conjunction with curb and gutter, a buffer'strip is recomme-nded behind the curb as shown in Figure 6. This buffer strip may be paved with a suitable material approved by the District Administrator's Designee, but the paved portion of the buffer strip should not be considered to be part of the prescribed width for sidewalks. 'Sidewalk plaaceci adjacent to curb shall be 8 feet in width. * Rev. 3/09 Buffer Space W= 5 ft. 3 ft min —>. 6 ft min.w/trees 3 ft min. Plant line 3o. NP 7 In. min, next to roll top curb i 4 in min. elsewhere e i i - •rsleewoik� !� A I A (Compacted subgrode) I B(1)-27 If tte utility space is paved. construction shall be on compacted subgrade and tt,- thickness shall match that of the sidewalk, however, the area will not be considered part of the minimum width required for sidewalk. If trees are planted In paved pedestrian areas. they stall be planted In tree wells that Include G planting grate, approved by the District Administrator's Designee. However, the width of sidewalk passing the tree well shall be at least 4 feet in width FIGURE 6 – DETAIL BACK OF CURBS* H. PRIVATE ENTRANCES 1. Curb and gutter private entrances At all driveway entrances, standard entrance gutter (Std. CG -9B or CG -9D) shall be used with Standard CG -6 or CG -7 curb and gutter. A special design entrance gutter shall be submitted to the District Administrator's Designee for approval when roll top curb is used, similar to that shown in Figures 7 and 8. * Rev. 3109 Driveway Entrance Constr- Joint - Warp Transition B(l)-28 M, Mainline Edge of Pavement Roll top curb Port Pion of Entr<:m",ct-- Tr"-CinSitic>n FIGURE 7 - ROLL TOP CURB ENTRANCE DETAIL Radius Return Warp curb profile to match c -- driveway entrance opron grade within 4 feet each side of apron above invert line. a Driveway Entronce Apron for Rolltop Curb Port Section A FIGURE 8 - ROLLTOP CURB ENTRANCE DETAIL SECTION Slope break for drainage, if req'd- R= 2 Feet 0 Back of Curb CP 0 V1 ii 1 1 j 0 Driveway Entrance Constr- Joint - Warp Transition B(l)-28 M, Mainline Edge of Pavement Roll top curb Port Pion of Entr<:m",ct-- Tr"-CinSitic>n FIGURE 7 - ROLL TOP CURB ENTRANCE DETAIL Radius Return Warp curb profile to match c -- driveway entrance opron grade within 4 feet each side of apron above invert line. a Driveway Entronce Apron for Rolltop Curb Port Section A FIGURE 8 - ROLLTOP CURB ENTRANCE DETAIL SECTION 2 3 om Ditch section private entrances All private entrances shall be designed to serve one or two individual lots on a local subdivision street. All private entrances should be designed and constructed as shown in figure 9. Entrance radius should be 20 except in high density areas where a 12 radius can be allowed. Al! entrance pipe culverts will be sized to accommodate the run off expected from a 10 -year frequency storm. All entrance grades shall start back of the shoulder line. If drainage is necessary, the ditch line may be moved back to provide cover for pipe. Entrances shall be at least 12 ft. wide and shall be tied Into the roadway smoothly. The driveway entrance surface shall extend from the edge of the roadway to the right of way line. Entrance surface can be crusher run aggregate or paved. Driveway entrance grades In the interest of assuring an adequate, convenient, and safe access to public roads, VDOT recommends the grades along driveways not exceed 10%. Notes: See VDOT Road and Bridge Standards, Sid. PE -1 for cut/fill details. All entrance grades shall start back of the shoulder line. If drainage is necessary, the ditch line may be moved back to provide 9 inches (min.) cover over pipe. Entrances shall be 12 ft wide and transition smoothly into the roadway surface. Driveway entrance pavement shall extend to the right of line. When an existing street is re -developed and modification of an existing driveway entrance is required, the entrance pavement shall be extended to the right of way line or the extent of disturbance to the existing driveway. EI — a) ' m .x ' I Desirable Radius Note: E a For entrances to roadways having ADT of 2000 or more, w use radius of 20 feet. For ADT under 2000 radius may o I be 12 feet. 7d Cz2 d i d a `o See 1 Pipe culvert — if necessary 12 FT ID/ 3 SURFACE * 3 `o d RADE 16 FT See Ditch flow line Radius Note o L a' � C L (D o w � v v � a a� o Shoulder —� w Edge of roadway pavement _ - ROADWAY PAVEMENT --p— FIGURE 9 — PRIVATE ENTRANCE DETAIL B(1)-30 PEDESTRIAN AND BICYCLE FACILITIES See VDOT's "Policy for Integrating Bicycle and Pedestrian Accommodations". This policy is available on the web: http:/fvMsjw.virginiadot.org/programs/resourc-es/bike ped policy.pdf Sidewalk Standards A. General (1) Sidewalks proposed for VDOT maintenance shall be completely contained within the right of way. Sidewalks should generally conform to the vertical alignment of the adjacent roadway. (2) Sidewalks should be a minimum of 5 feet in width. Sidewalks shall be designed in accordance with ADA requirements and VDOT's Location and Design Instructional Memoranda IIM-LD-55, Curb Ramps and Sidewalks, located at htt ://www.vir iniadot.or /business/locdes/rd-ii-memoranda-index.as (3} Sidewalks shall not be less than 4 inches thick, except when used in conjunction with roll top curb, in which case the thickness shall be 7 inches. See Section B -4.G Curb and Gutter Designs, Figure 6 -Detail Back of Curbs. (4) Sidewalks shall be a minimum of* 3 feet behind the back of curb on curb and gutter sections to allow for the placement of signs in accordance with the MUTCD, Pari 2 and, if trees are to be planted between the curb and the sidewalk, the sidewalk shall be not less than 6 feet behind the back of curb with the trees planted so that the center of the tree trunk is not less than 3 feet behind the curb. Sidewalk placed adjacent to the curb -shall be 8 feet in width to accommodate the opening of car doors. See Figure 6 and 10.. (5) Sidewalks located on a fill section requiring guardrail shall be located in front of the guardrail. B. Sidewalks along curb and gutter streets (1) Sidewalks along curb and gutter streets shall be constructed with hydraulic cement concrete sidewalk or solid paving units. (2) Concrete sidewalks shall be constructed in accordance with the department's specifications for hydraulic cement concrete sidewalk, on a compacted subgrade, and include underdrains in accordance with the department's Standard UD -3. * Rev. 3/09 B(1)-31 (3) Solid paver unit sidewalks shall be constructed in accordance with VDOT's Location and Design Instructional & Information Memoranda IIM-LD-218, Paver Units (Sidewalk and crosswalk), located at http://www.virginiadot.o[g/business/locdes/rd-ii-memoranda-index.asp C. Sidewalks along ditch section sireets (1) Sidewalks along ditch section streets shall be constructed in accordance with VDOT's Road and Bridge Specifications for asphalt concrete sidewalk or hydraulic cement concrete sidewalk, on a compacted subgrade, and include underdrains in accordance with VDOT's Standard UD -3, located at http://www.virginiadot.org/business/locdes/road-and-bridge-standards.asp. may be installed on sections that will not have direct parcel access. (2) Sidewalks constructed along a shoulder and ditch section shall be placed behind the ditch in a manner that will be compatible with the roadway if the roadway is converted to a curb and gutter section. (Note: Placement of sidewalk within the shoulder area is not permitted.) 2. Shared use paths Shared use paths are paved facilities within the rights of way with minimal cross flow by motor vehicles. Users of these paths may include bicyclists, inline skaters, roller skaters, wheelchair users (motorized and non -motorized) and pedestrians including walkers, runners, people with baby strollers and people walking dogs. Shared use paths are most commonly designed for two-way travel and the following guidance assumes a two-way facility. When two -directional' shared use paths are located adjacent to a roadway, wide separation is desirable to demonstrate to both the bicyclist and the motorist that the path functions as an independent facility for bicyclist and others. For curb and/or curb and gutter streets, the shared use path shall be a minimum of 5.5 feet from the face of the curb, unless a physical barrier is provided, such as dense shrubbery, railing or chain link fence. The minimum pavement width for a two -directional shared use path shall be 10 feet. In rare instances, a reduced width of 8 feet Can be adequate_ This reduced width should be used only where the following conditions prevail, (1) bicycle traffic is expected to be low, even on peak days or during peak hours {2) pedestrian use of the facility is not erected to be more than occasional (3) there will be good horizontal and vertical alignment providing safe and frequent passing opportunities * Rev. 3/09 B(1)-32 (4) during normal maintenance activities the path net be subjected to maintenance vehicle loading conditions that would cause pavement edge damage. Under certain conditions it may be necessary or desirable to increase the width of a shared use path to 12 feet, or even 14 feet, due to substantial use by bicycles, joggers, skaters and pedestrians, use by large maintenance vehicles, and steep grades.' A minimum 2 foot wide graded area shall be maintained adjacent to both sides of the path. A minimum 3 foot clear zone shall be maintained from the edge of the path to signs, trees, poles, walls, fences, guardrail and other latera; obstructions. Where the path is adjacent to slopes steeper than 3:1, a minimum 5 feet separation from the edge of the path pavement to the top of slope is required. Depending on the height of embankment and condition at the bottom, a physical barrier, such as dense shrubbery, railing or chain link fence, may need to be provided_ The vertical clearance to obstructions shall be a minimum of 8 feet. However, vertical clearance may need to be greater to permit passage of maintenance and emergency vehicles. In underpasses and tunnels, 10 feet is required for adequate vertical shy distance. Shared use paths should be designed for a selected speed that is at least as high as the preferred speed of the faster bicyclists. In general a design � speed of 20 mph should be used. Long grades should be kept to a minimum. Grades greater than 5 percent are undesirable because the ascents are difficult for many bicyclists to climb and the descents cause some bicyclists to exceed the speeds at which they are competent or comfortable_ In locations where grades exceed 5 %, table 4 shows recommended maximum grade lengths. TABLE 5 — MAXIMUM GRADE LENGTHS FOR SHARED USE PATHS 5-6% For up to 800 feet 7% For up to 400 feet 8% For up to 300 feet 9% For up to 200 feet 10% For up to 100 feet 11+% For up to 50 feet Further design details for shared use paths may be found in Section A-5 Bicycle Facility Guidelines of VDOT's Road Design Manual. 3. Pedestrian tunnels " Rev. 3/09 B(1)-33 a. Pedestrian tunnels to separate pedestrian crossings from roadway traffic are being encouraged by some localities to improve pedestrian safety on high volume streets_ The Subdivision Street Requirements provide criteria for VDOT acceptance of these pedestrian tunnels under certain conditions. All underpass structures intended for pedestrian use, whether they are accepted for maintenance as part of the roadway or accepted under the terms of an agreement should have the following characteristics: (1) Have entrances visible from the side of the roadway above. (2) Be aligned to the pedestrian corridor such that the interior of the tunnel is visible to pedestrians from a distance of not less than 25 feet and preferably for its entire length. (3) If located at a school, be equipped with security gates so that school authorities may regulate the hours it is available for use. b. All underpass structures intended for acceptance of maintenance by the department as an integral part of the roadway, even if some features are to remain the responsibility of local government, should also include the following: (1) Have a grade not greater than 3%_ (2) Have a non-skid paved surface comparable to the finish of a sidewalk. (3) Have continuous handrails. (4) Have a clear height not less than 8 feet_ (5) Have a clear width, exclusive of any area used or reserved as a utility corridor, not less than 10 feet. (6) Have security lights with explosion proof fixtures if the tunnel is more than 25 feet in length or if the tunnel is available for use after dark. (7) Be accessible to persons with disabilities from sidewalks associated with the roadway above or, as an alternative, by a circuitous route. (8) Pedestrian ramps should be provided at all pedestrian separation structures. (9) When warranted and possible, a stairway can be provided in addition to a ramp. Ramps should be deleted only when it would be infeasible for mobility -limited persons to reach the pedestrian separation structures due to unusual topographical or architectural obstacles or B(1)-34 when alternate safe and reasonably convenient means are provided to cross the highway. (10) The ramp should have a maximum slope of 12:1 with a maximum rise of 30 in. between landings. Landings should have a minimum length of 5 ft and should be of sufficient width to allow wheelchairs to maneuver. 4. Bicycle lanes On local streets, bicyclists should be considered a normal part of the vehicle mix on the street. On collector roads, bike lanes may be established with appropriate pavement markings and signing. Bike lanes should be one-way facilities and carry bike traffic in the same direction as adjacent motor vehicle traffic. See Appendix A, Section A — 5 — BICYCLE FACILITY GUIDELINES". The recommended width of a bike lane is 5 feet from the facie of a curb to the hike lane stripe. If parking is permitted, the bike lane should be placed between the parking area and the travel lane and have a minimum width of 5 feet. Bike lanes should never be placed between the parking lane and the curb line. Further design details for Bicycle lanes may be found in Section A-5 Bicycle Facility Guidelines of VDOT's Road Design Manual. 5. Non-compliant sidewalks. As indicated in the Subdivision Street Requirements, non-compliant sidewalks that are not built in accordance with these standards or meander on and off the right of way may be permitted; however, the depaiment will not accept responsibility for their maintenance. A permit, which clearly specifies the applicant's responsibility for the sidewalk's maintenance and related activities, shall be obtained from the department to the extent it encroaches upon the street's right-of-way. The permit applicant shall be a county, incorporated town, or other entity, which has perpetual maintenance capability. These sidewalks may be constructed of asphalt, concrete, gravel, or other stabilizer convenient to the applicant. J. BRIDGE AND CULVERT DESIGN CRITERIA Loading All bridges and culverts shall be of HS 20-44 loading or alternate military loading, or both, in accordance with the current AASHTO Bridge design specifications and VDOT modifications. To facilitate the department's review, all pertinent calculations for a structure's design shall be submitted with each bridge plan or other nonstandard drainage structure. * Rev. 1/07 B(1)-35 2. Width Clear roadway widths of all structures shall be in accordance with the department's design manual. K. ROADWAY DRAINAGE Policy and Procedures All drainage facilities shall be designed in accordance with VDOT's Drainage Manual and supplemental directives as amended. VDOT's Location and Design Division Instructional and Informational Memorandumlfvr-LD-12V Pipe Criteria and Drainage Instructions, located at h#, ://www.vir iniadot,or /business/locde:sfrd-ii-memoranda- indeK. asp and the Virginia Erosion and Sediment Control Handbook, located at www.dcr.vir. inia. av shall also be used in designing drainage systems. .Low Impact Development (LID) Techniques such as Buffers Strips, Bioretention„ Rain Gardens, Vegetated Swales, and Tree Preservation should also be considered. 2. Criteria Standards appropriate to the functional classification of the street and the potential impact on adjacent property shall apply. 3. Design Specific reference is made to the following design requirements: a. Roadside and median ditches should provide sufficient hydraulic capacity to contain the estimated runoff from a 10 -year frequency storm. The estimated runoff and attendant velocity for the 2 -year frequency storm is to be used for determining the needs, type and dimensions of special ditch lining for erosion control. Geometric configurations shall conform to appropriate safety standards. Where standard ditches have insufficient capacity for the 10 -year runoff, a storm sewer system shall be provided. Open channels may be considered in lieu of a storm water system, if their construction can be accomplished without creating a hazard or condition detrimental to the appearance of the subdivision. * Rev. 1/06 B(1)-36 b. An acceptable easement shall be provided from all drainage outfalls to a natural watercourse, as opposed to a swale (See 24 VAC 30-92-10 for definitions). The department normally accepts and maintains only that portion of a drainage system that falls within be limits of the dedicated right of way for a street. The departments responsibility to enter drainage easements outside of the dedicated right of way shall be iimited to undertaking corrective measures to alleviate problems that may adversely affect the safe operation or integrity of the roadway. In the event drainage to a natural watercourse is not accomplished or is interrupted, an acceptable agreement from the governing body may be considered as an alternative to providing an easement to a natural watercourse, provided the agreement acknowledges that the department is neither responsible nor liable for drainage from the roadway. G. Curb drop inlets — the spread of water on the pavement shall be limited to the width of one-half of the travel lane and the gutter width (if any) in each direction or 8 to 10 feet from the face of curb, whichever is less, for a rainfall intensity of 4 inches per hour_ d. Where the roll top or mountable curb and gutter section is used, drop inlets must be spaced so that the 10 -year frequency gutter flow does not exceed a four inch depth at the face of curb. e. Storm Sewers should be designed to convey the 10 -year runoff without surcharge; however, the system should be designed for the 50 -year runoff and checked for the 100 year runoff in situations where it would be necessary to prevent flooding of interstate highways, underpasses or other depressed roadways where ponded water can only be removed through the storm sewer system. f. Storm Sewer System Pipe sizes — 15 pipe or equivalent elliptical shape shall be considered the minimum acceptable size. 12 or equivalent size may only be used as the initial pipe in a system or as a lateral line when necessary, provided there is 50 ft. or less between access points. g. Access points — Generally, distance between points of access in storm sewer trunk lines shall be limited, based on pipe diameter, to: 12 pipes, 50 feet 15 to 42 pipes, 300 feet 48 and larger pipes, 800 feet 4. Documentation All drainage design computation shall be complete, properly documented and presented to the District Administrator's Designee' for review. * Rev. 3/09 B(1)-37 5. Storm water management All storm water management facilities located on the right of way must be designed in accordance with Chapter 11 of the VDOT Drainage Manual. See the Secondary* Street Acceptance Requirements to determine the need for any special agreements related to stormwater management. In addition to the VDOT Drainage Manual, all dams must be designed in accordance with all applicable provisions of the Department of Consel-vation and Recreation's Virginia stormwater Management Handbook and Virginia's Dam Safety program, which is administered by the Department of Conservation and Recreation located at (www_dcr.virginia.gov) Pertinent information is posted on their web site. See the Subdivision Street Requirements to determine the need for any agreements related to dams. L. RIGHT-OF-WAY 1. Width The minimum width of right of way shall be sufficient to accommodate all roadway elements, including pedestrians, multiuse trials, bicyclist, shared use paths and the clear zone and extend at least one (1) foot behind any feature intended to be maintained by VDOT as part of the roadway. However, the minimum width of right of way shall be no less than 30 feet. As indicated in the Secondary Street Acceptance Requirements, easements may be used in lieu of dedicated right of way to accommodate slopes and sight distances. Dedicated right of way for roadways to the extent they occupy dams is not acceptable. All such right of way shall be platted as an ingress/egress easement. 2. Spite strips Plans that include a reserved or "spite" strip which prohibits otherwise lawful vehicular access to a street from the adjacent properties, whether within or outside the subdivision, will not be approved. ' Rev. 3/09 B(1)-38 SECTION 1130) — v — OTHER DESIGN CONSIDERATIONS A. CLEAR ZONE (i.e. Setback for non -breakaway fixed objects) Except as may be authorized by land use permit, the right of way along public streets and highways maintained by VDOT must remain clear of all obstacles that are not designed to break away under impact. For the purposes of this section, breakaway structures are defined as a single 4"x4" square or 4" diameter wooden post or a standard strength, metal pipe post no greater than a 2" diameter. When curbing is used, the clear zone is measured from the face of the curb, except where a bike lane or parking lane exists between the curb and the traveled way. In such a case, clear zone may be measured from the edge of the traveled way. For shoulder and ditch sections, clear zone is measured from the edge of travel way`. Mailboxes and newspaper boxes may be placed on VDOT right of way. Placement should not interfere with safety, maintenance and use of the roadway. Support structures for multiple mailboxes shall be designed and constructed in accordance with VDOT's Road and Bridge Standard RFD -1 located at http://www.virginiadot.org/business/locdes/road-and-bridge-standards.asp. However, lightweight newspaper boxes may be mounted on the side of the support structure. Breakaway structures noted above will be acceptable as a mailbox post. Traffic volume, operational or design speed of the street, and the typical cross section of the street determines the required clear zone. The geometric design Tables 1, 2 and 3 in Section B -3 -Roadway Geometric Design Criteria provide clear zone requirements for subdivision streets. Any structures or landscaping, including fences, stone or brick mailbox posts, columns or walls that do not meet breakaway requirements may not be located within the clear zone and will require review by the District Administrator's Designee to be placed on the right of way. If approved by the District Administrator's Designee, a land use permit must be issued for any such obstacle. However, no obstacles, even if they meet breakaway requirements, shall be placed within the 3 -foot clear zone of a shared use path. For curb and gutter streets with parking lanes, the clear zone is accommodated within the parking lane. However, VDOT has established a 3 minimum setback requirement behind the curb for the placement of signs in accordance with the M`UTCD, Part 2. See note 2 on Table 1 in Section B(1) -3 -Roadway Geometric Design Criteria. * Rev. 3/09 B(1)-39 Right of Way Width = Width specified for roadway ,local ordinance. m o� �I i Min. Buffer Strip 1 6 ft Min. w / Trees 3 ft Min. w/o Trees e Planting line = w o Back of clear a zone or 3 ft min 2 Clear Zone Datum See Table 1. Non -breakaway structures should be placed off Right of Way (RW) or, if on RW, must be Not to Scale outside of clear zone under VDOT land use permit FIGURE 10 - SETBACK DETAILS WITH CURB AND GUTTER Note: Driveway entrance curbing, regardless of height, shall not be permitted past sidewalks or within the area 3 feet behind curb and gutter - Right of Way Width= Width specified for m. roadway or by local ordinance. �I 0 Clear Zone Travelway Width of Clear Zone varies based on roadway variables. See Table 2. Clear Zone Datum = No objects over 6 inches permitted Edge of Pavement above surface within clear zone i other than breakaway items. (e.g. rural mail boxes 4x4 wood post). Non -breakaway structures should be placed off Right of Way (RW) or, if on RW, must be outside of clear zone and under VDOT land use permit. Encroachments not permitted past shoulder break. Not to Scale FIGURE 11 - SETBACK DETAILS WITH SHOULDER AND DITCH B(l)-4o B. GUARDRAIL Guardrail shall be provided and installed by the developer as necessary for the safety of the traveling public as determined by the District Administrator's Designee. Plans should indicate proposed guardrail location_ Generally, when fill slopes are 3:1 or flatter, a barrier is not required unless there are hazardous obstacles within the clear zone limits. The developer is encouraged to examine alternatives that eliminate potential hazards in order to avoid the need for guardrail. In urban and suburban settings with speeds of 45 mph or less that include curb or curb and gutter, the use of guardrail is not recommended. Standard CG -6 is normally used in these areas and is referred to as barrier curb because it has a 6 vertical face and is intended to discourage motorists from deliberately leaving the roadway, Even when mountable curb is used in suburban settings, it is impractical to install guardrail in an attempt to protect pedestrians walking along sidewalks due to the lack of accessibility caused when placing guardrail and terminals adjacent to accessible routes. Sometimes hazards, such as ponds or steep embankments, which need to be shielded, exist on subdivision streets with sidewalk/ sidewalk space. In situations like this, guardrail can be placed behind the sidewalk. The use of guardrail types that are aesthetically compatible with the surrounding areas should be considered. One acceptab!e type is "Corten" or weathering steel rail with treated timber post. Alternate types may be considered provided they (i) conform to applicable VDOT standards or the criteria prescribed in the National Cooperative Highway Research Program Report 350, (ii) blend in with their surroundings and (iii) do not create an undue maintenance problem. C_ TRAFFIC CONTROL All plans should indicate appropriate traffic control signage and devices as designated by the Manual for Uniform Traffic Control Devices (MUTCD) and the Virginia supplement to the MUTCD. D. STREETSCAPE Development trends promote the use of trees, sidewalks, bicycle facilities, and shared paths adjacent to but typically set back from vehicle corridors. Trees may also be proposed within unpaved medians and center islands in cul-de-sac designs. Landscaping within the right of way is often allowed by land use permit and maintained by the permittee. Rev. 3/09 B(1)--41 Planting strips, located between the curb and sidewalk and parallel with the street, shall be 6 feet or more in width. Care should be used to ensure that larger planting strips do not push pedestrian crossing areas back from the intersections by requiring a larger curb radius. To maintain sight lines, trees and other objects should be restricted from corners for distances of 30 feet on all sides. Along all planting strips, the area between 2 and 7 feet above ground should be maintained as a clear zone to preserve sight lines and accommodate pedestrians. Trees, landscaping, and other encroachments onto the right of way can obscure pedestrians or other vehicles preparing to enter the roadway from adjacent property or side streets. To protect the safety of pedestrians, bicyclist, and motorists alike, it is appropriate for vehicle operators to have an unobstructed view along the full length required by the sight distance triangle. On -street parking is considered a temporary condition and is an exempt factor. When trees are planted along streets, especially in association with sidewalks, species selection is critical. When attracted to fruits, nuts and berries produced by some species, congregations of birds may cause potentially undesirable conditions for pedestrians Also, species that leach sap tend to damage the finishes on parked cars and, when wet, the leaves of some species may damage automotive finishes. E. LANDSCAPE CONSIDERATIONS Listed below are trees that have been successfully used as street trees in Virginia. This list is only general guidance as to the type of tree to be considered for street plantings, and should not be considered an exclusive list of approved trees for landscaping. Other considerations should be made with any landscape plan. Due to the constant improvement of varieties as well as the spread of disease and plant pathogens via interstate and intrastate trade, no tree should be utilized without the verification of local factors. Thus, developers or their representatives should have their plan prepared by a local certified landscape architect, and/or confirmed by a certified arborist, nurseryman, or agricultural extension office for advice on site suitability with regard to plant hardiness, soils, soil moisture, available root zone, exposure, known diseases in the area, etc. A general list does not take into consideration the fact that Virginia spans six temperature zones. Trees listed are not all appropriate for all temperature zones. The temperature range of areas in which a plant performs the best is defined as its "hardiness zone." Thus, while the list below represents a broad array of possible species, it does not indicate any division of use based upon "hardiness zone." B(1)-42 Actual species selection for a given project is often based upon availability. It is strongly suggested, therefore, that developers or their representatives check on availability of species prior to submitting a plan as to prevent last minute changes to the contract and the possible provision of undesirable species. Considerable care should be exercised in the selection of plantings for placement within the proximity of utilities and should be coordinated with the utility companies potentially affected to ensure the selection of species will be compatible with the needs of the utility companies. a. Medium to Large Street Trees: These trees are a evV examples of perhaps hundreds that have been shown to have good qualities for use as "Street Trees," such as less obstructive leaf litter, mostly due to a smaller and/or thinner leaf structure. Though all trees will have some amount of leaf drop and other "liter", these selections have shown superior form and tolerance of urban conditions that should outweigh concern over other issues_ These trees may be placed in planting strips or medians provided they are located outside the clear zone; however, care should be taken to ensure these trees have space for adequate root development. Acer rubrum Acer saccharum • Betula nigra • Fraxinus pennsylvanica • Fraxinus americana Ginko biloba ® Platanus acerifolia • Quercus phellos Quercus palustris Tilia cordata Ulmus parvifolia Zelkova serrata Red Maple Sugar Maple River Birch (Single Trunk) Green Ash White Ash Ginko (Male Only) London Play etree Willow Oak Pin Oak Little leaf linden Lacebark Elm Zelkova b. Small to Medium Street Trees: These trees are also suitable for street tree planting where overhead utilities may be nearby, thus requiring a smaller crown. These trees may be planted in the planting strip between the roadway and the sidewalk, provided they are outside the clear zone. • Cercidiphyllum japonicum Pistacia chinensis Acer buergerianum • Koelreutaria panniculata ® Quercus accutissima Katsu ratree Chinese Pistache (Male Only) Trident Maple Golden Raintree Sawtooth Oak B(1)-43 C. Flowering Trees suitable for accent or focal area: While having a low branching pattern, these trees are generally large enough at maturity to reach above the height above a pedestrian, or compact enough to remain within a confined space. Care should be taken when locating very low branched or multi -stem varieties as not to obstruct sight lines, and to keep heavily fruiting varieties away from sidewalks. These trees may be planted in the planting strip between the roadway and the sidewalk. Aesculus x carnea Red Horse Chestnut Aesculus parvifolia Bottlebrush Buckeye ® Amelanchier canadensis Serviceberry Cercis canadensis Eastern Redbud Cercis chinensis Chinese Redbud ® Cornus florida Flowering Dogwood s Cornus kousa Korean Dogwood ® Chionanthus virginicus White Fringetree ® Halesia tetraptera Carolina Silverbel! ® Lagerstromia indica Crape Myrtle Improved fruitless varieties of Pyrus calleryanna such as "Chanticleer" or "Cleveland Select" ® Prunus yedoensis Yoshino Cherry ® Prunus serrulata Kwanzan Cherry d. Other Large Trees suitable for use in large open spaces: These trees are appropriate for use where setbacks are available for the growth of very large trees; where trees with attractive qualities other than "Street Tree" form is desired; where bark texture and color for seasonal interest is desirable; and/or where leaf litter will not obstruct storm drainage, or drop onto a sidewalk_ Such species, while appropriate for the backdrop of a subdivision entrance, or other open "common space", would not, However, be desirable between a sidewalk and street. Betula nigra • Cedrus deodora Celtis occidentalis Platanus occidentalis Liriodendron tulipifera Magnolia grandiflora Juniperus virginiana River Birch (Multi -Trunk) Deodar Cedar Common Hackberry Sycamore Tulip Poplar Southern Magnolia Red Cedar This list literally represents thousands of new and improved varieties and cultivars of available species in the industry. For this reason, only the common or "generic" species names are given above. Any selection must take into consideration all the factors of a given site, plant availability, and conform to any applicable local ordinance as well as these guidelines. These considerations should be confirmed by a local expert. B(1 )-44 F. TRAFFIC CALR41NG During street layout and design, the issue of traffic calming should be considered. Early consideration can minimize future speeding problems and improve the livability of the neighborhood. If the street layout cannot be designed to encourage target speeds, traffic calming treatments may be appropriate. The type of treatment chosen for incorporation in the design depends on the function and traffic volume of the roadway segment. Subdivision streets shall be designed to in accordance with Gecrnetric Design Standard Tables 1, 2, and 3 in this appendix_* This can be accomplished with attention to three major design areas — the width of the paved roadway surface, the length of tangent sections and the vertical grade. The width of pavement should be the minimum to safely accommodate the proposed traffic. If this is not practical for other reasons, the road width can also be restricted at specific points through the use of chokers or raised median islands. Tangent lengths should ideally not exceed 500 feet. Studies indicate that operating speeds were 30 mph or less when the tangent sections were no longer than 500 feet. Long tangent sections can be segmented by conditions that require a complete stop, such as T intersection or by conditions that require reduced speeds such as a traffic calming device. Devices that are suggested for new subdivisions with an average daily traffic between 600 and 4,000 vehicles per day include roundabouts, chokers, raised median/island, crosswalk refuges or raised pedestrian crosswalks. Steep downgrades should be avoided in subdivision street design as vehicle speeds tend to increase on downward slopes and vehicles can quickly exceed desirable speeds. Speed humps should be avoided in favor of raised crosswalks. Four-way stop conditions should be avoided on low volume streets because there will be a tendency for the stop to be ignored and that has potential to train drivers that 4 - way stops don't really mean "stop." Any proposal for four-way stops must be reviewed by the District Traffic Engineer. Further design details for all types of traffic calming measures may be found in VDOT's Traffic Calming Guide. Since the Traffic Calming Guide primarily represents retrofit designs, not all traffic calming design features in the guide are appropriate for new construction. Figure 12 illustrates certain types of traffic calming treatments that are appropriate for new construction_ Bulb -outs are also appropriate for new construction. * Rev. 3/09 B(1)-45 Traffic Calming Details Parking ,t Lane Parking Lane Leave gutter pan open to facilitate drainage or use drop inlet at high end. Choker Ramp Up Ramp Up—�i- i Drainage Note:Use drop inlet on high side of walk or leave gutter area open to allow drainage. Raised Crosswalk Traffic Calming Treatments I I Type Treatment 401-1500 ADT 1500 —2000 ADT 2000 - 4000 ADT �✓ Choker or raised median Rl p Chicane 0 p p Raised Crosswalk R1 Raised Crosswalk w_ refuge Pi D p Roundabout or traffic circle 0 p p Traffic Calming Details Parking ,t Lane Parking Lane Leave gutter pan open to facilitate drainage or use drop inlet at high end. Choker Ramp Up Ramp Up—�i- i Drainage Note:Use drop inlet on high side of walk or leave gutter area open to allow drainage. Raised Crosswalk Raised Median -m---Ramp Up Ramp Up ---- Raised Crosswalk with Refuge Leave gutter pan open to facilitate drainage or use drop inlet at high end of curb barrier. * Rev. 1/06 12 ft min dear path between islands Chicane FIGURE 12 — TRAFFIC CALMING DETAILS` i.0.>{�,`nary � .� twt�'�f�"�•��'� Raised Median -m---Ramp Up Ramp Up ---- Raised Crosswalk with Refuge Leave gutter pan open to facilitate drainage or use drop inlet at high end of curb barrier. * Rev. 1/06 12 ft min dear path between islands Chicane FIGURE 12 — TRAFFIC CALMING DETAILS` B (1)-46 G. ROUNDABOUTS Roundabouts are also used at intersections to control traffic as well as to calm traffic. VDOT recognizes that Roundabouts are frequently able to address safety and operational objectives better than other types of intersections. Therefore, it is VDOT policy that Roundabouts be considered when a project includes reconstructing or constructing new intersection(s), signalized or unsignalized. The Engineer shall provide an analysis of each intersection to determine if a Roundabout is a feasible alternative based on site constraints, including right of way, environmental factors and other design constraints. The advantages and disadvantages of constructing a Roundabout shall be documented for each intersection_ When the analysis shows that a Roundabout is a feasible alternative, it should be considered the Department's preferred alternative due to the proven substantial safety and operational benefits. Roundabout designs shall be based on Federal Highway Administration Publication Number FHWA-RD-00-067, Roundabouts: An Informational Guide at http://www_tfhrc.gov/safety/00068.htm and http://www.tfhrc.gov/safety/00068.pdf. Additional information can also be found in VDOT's Roundabout Brochure at http:!/www.virginiadot.org/info/f`ag-roundabo'uts, asp).* See Figure 13 Roundabout Details. When roundabout design is proposed, the District Administrator's Designee should consult the District Location and Design Engineer. The maximum daily service volume of a single -lane roundabout varies between 20,000 and 26,000 vehicles per day (2,000 -2,600 peak hour volume), depending on the left -turn percentages and the distribution of traffic between the major and minor roads. Roundabouts typically handle higher volumes with lower vehicle delays (queue) than traditional intersections at capacity. Exceptions to this requirement include, but are not limited to, the following: Where adequate horizontal and/or vertical approach sight distances cannot be met. ® When there are signalized intersections in close proximity to the proposed roundabout. Where high volume entrances are in close proximity (within 100) to the outer edge of the inscribed diameter. Where left turns are not the predominant turning movement. Has been deemed unsuitable by the District or Central Roundabout Review Committee. Common characteristics of acceptable roundabouts include (a) a domed center that is sufficiently clear to not compromise sight distance and (b) a paved traversable apron not less than 4 feet in width, the radius of which is sufficient to serve the turning radius of school buses and single unit design vehicles. If the * Rev. 3/09 B(1)-47 percentage of trucks anticipated to use the road exceeds 5%, that radius should be sufficient to serve those vehicles. Example Plan Sheets for Typical Single Lane Roundabouts can be accessed at: https-!lwww.nysdot. g ov/porta I/page/portal/main/roundabouts/guide- engineers/examples. For THE APPROVAL PROCESS OF ROUNDABOUTS see Appendix "C". The submittal should contain and depict the following criteria: • Approach Grades and sight distances. Inscribed diameter of circulatory roadway. n Design vehicle (WB -50 or WB -67). ® Apron width, circulatory lane width and approach lane widths. • Approach lane deflection and length of splitter islands. ® Pedestrian crossing locations. Pavement markings. Signing. Roadway Lighting (desirable). Nearest entrance locations and nature of property use. • Initial or present and projected design year traffic count on all approaches. Turning movements for all directions_ • VISSIM and SIDRA Analysis on all approaches showing peak hour LOS in design year. Autoturn results showing off tracking of Design Vehicle. ® Is this facility designed as a bicycle Route? Are their accommodations made to bicyclists? If, for some reason, the District does not have capability to run the subject computer programs, the Roundabout Committee can provide assistance upon request. * Rev. 7/08 W UTILITIES B(1)-48 Minimum Dimensions for Roundabouts and Circular Island y 100feet diameter Entry lane width Ent? ramous Exa widdt 4 feet Circulatory lane DDgg tvidFlt� V width Splitter island 50 feet length w Entry wicfut F_xtl\�a\illus{E V W UTILITIES B(1)-48 Minimum Dimensions for Roundabouts and Circular Island Inscribed circleT 100feet diameter Entry lane width 14-16 feet Apron 4 feet Circulatory lane 20 feet width Splitter island 50 feet length These dimensions are illustrative only. All Roundabouts shall be designed in accordance with the design documents mentioned in Section 13- 5.G Roundabouts above. FIGURE 13 -- ROUNDABOUT DETAILS As indicated in the Secondary* Street Acceptance Requirements, local governments, the development community, and the utility community are encouraged to coordinate and consolidate their interests as part of the initial development plan. All utility locations should be indicated on the plans_ Utility lines should be located to minimize need for later adjustment and to permit servicing such lines with minimum interference to traffic or destruction of roadway surfaces. a Rev. 3/09 Underground utilities The department allows the placement of underground utilities within the dedicated right of way of streets. Underground utilities should normally be located outside of the travel lanes and desirably beyond the pavement_ However, if the governing body has established adequate requirements for the design, location, and construction of underground utilities within the right-of-way of subdivision streets, including provisions that ensure adequate testing and inspection is performed to minimize future settlement, those requirements shall become the department's requirements and govern unless those requirements conflict with a requirement of the department. When location of the utilities outside of the pavement area is not practical and is endorsed by the local government through their requirements, such installations: (1) Are acceptable within the parking area and the shoulders along the street. (2) May be acceptable beneath the travel lanes of the street when provisions are made to ensure adequate inspection and compaction tests and (a) Longitudinal installations and manholes are located outside of the normal travel lanes, or (b) Longitudinal installations and manholes are placed in the center of an undivided roadway out of the wheel path. However, manholes shall not be placed in sidewalk, multiuse trail, or shared use path facilities within five feet of curb ramps or within driveway entrances.` (3) Open -cutting of hard -surfaced roadways The Department usually prohibits the open -cutting of hard -surfaced roads except in extenuating circumstances. Therefore, all underground utilities within the right-of-way, as determined necessary by good engineering practice to serve the complete development of adjacent properties, shall be installed during the street's initial construction and prior to the application of its final pavement surface course_ This shall include extensions of all necessary cross -street connections or service lines to an appropriate location beyond the pavement and preferably the right of way line. In the event it is necessary to open the street pavement to work on utilities after the surface has been placed, additional compaction tests and paving as necessary to restore the integrity and appearance of the roadway may be required at the discretion of the District Administrator's Designee. " Rev. 3/09 B(1)-50 (4) Cross -street conduits To facilitate the placement of future underground utilities, cross - street conduits are encouraged with placement of such conduits occurring on each street at intersections and approximate every 11,010 feet along the length of a street. b. Above ground utilities All above ground utilities shall be installed behind the sidewalk or as close as possible to the limits of the street's right-of-way, but shall not encroach on the sidewalk, the shared use path, or any clear zone. I. ROADWAY LIGHTING The installation, maintenance and operation of the lighting shall be provided by and at the sole expense of others. VDOT will allow roadway lighting within the rights of way by land use permit only. VDOT will review and approve all roadway lighting plans regardless of maintenance and operational responsibility. On curb sections, poles shall be placed behind the curb and preferably behind the sidewalk. For shoulder sections, the pole shall be placed a minimum of 10 feet from the edge of pavement and behind the ditch line. All lighting proposed within the rights of way must be designed in accordance with the AASHTO guide for Roadway Lighting and shall meet the current Illuminating Engineering Society of North America (IESNA) Standards. " Rev. 3/09 B(1)-51 ��--- Right of Way Lane \VV 1 l 211 minimum from bade Cl sidewalk l or betl Clear Zone, l whichever is greater. 1 ft. min. beyond last VDOT maintained object unless approved by District Administ—tnfs Designee. For Clear Zone iI �Buffe'r Spice I See Figura 10 Note: Pedestrian/security lighting is shown in preferred placement, behind sidewalk, but may be placed within buffer space it outside of clear zone. Pedestrian Lighting Placement - Curb and Gutter Roadway FIGURE 14 — LIGHTING ALONG CURD AND GUTTER SECTIONS* Right of Way Line i Width of Clear Zone plus 1 ft or 10 ft minimum from edge of pavement whichever is greater Clear Zone Clear Zone Datum Width of Clear Zone varies (See Table 2) based on roadway variables. See Table 2. I Non -breakaway structures should be placed - off Right of Way (RW) or, if on RW, must be outside of clear zone under VDOT land use permit. Pedestrian Lighting Placement - Shoulder and Ditch Roadways FIGURE 15 — LIGHTING ALONG SHOULDER AND DITCH SECTIONS * Rev. 3/09 B(1)-52 SECTION B(1) — 6—TR.ADIT1ONAL NEIGHBOR1400D DESIGN Any Trad bona * Neighborhood Development proposal should be presented to the locality and VDOT in its entirety. It is recognized that each traditional development is unique and will require individual review, discussion and approval of unique features. However, any county interested in traditional development is encouraged to submit their county wide proposal of the basic features they would like to see allowed in Traditional type development for VDOT review. A Traditional Neighborhood Development is a multi use, walkable community with moderate to high residential densities and a mixed-use core. Compared with conventional suburban developments, Traditional have a higher potential to increase modal split by encouraging and accommodating alternate transportation modes. Traditional also have a higher potential for capturing internal trips due to the increased employment, educational, and recreational facilities located within the development, thus reducing vehicles miles traveled. A dense network of narrower streets with reduced curb radii is a key feature of Traditional Neighborhood Development design. This network serves to both slow and disperse vehicular traffic and provide a pedestrian friendly atmosphere. Such alternate guidelines are encouraged when the overall design ensures that non -vehicular travel is to be afforded very practical accommodation that does not adversely affect safety considerations. Traditional Neighborhood Developments have a high proportion of interconnected streets, sidewalks and paths. Street and rights of way are shared between vehicles (moving and parked), bicycles, and pedestrians. The dense network of Traditional Neighborhood Development streets functions in an interdependent manner, providing continuous routes that enhance non -vehicular traffic. Most Traditional Neighborhood Development streets are designed to minimize the impact of through traffic by the design of the street and the location of the land uses. Streets are designed to only be as wide as needed to accommodate the usual vehicular mix for that street while providing adequate access for moving vans, garbage trucks, emergency vehicles and school busses. Alleys are encouraged to provide site access, though alleys will not be accepted by VDOT for maintenance in the secondary system. The alley network also ensures minimal service vehicle access on the neighborhood street. Alley widths are to be determined by the locality: Alley entrances should be designed in accordance with Standard CG -11 and be a minimum width of 20 feet measured from face of curb to face of curb with a minimum radius of 12.5 feet. However, the selected radius shall accommodate the anticipated type of vehicle usage. In addition, the following features are characteristic of Traditional Neighborhood Developments and may be allowed within these subdivision guidelines. * Rev. 3/09 B(l)-53 A. All or most streets must be part of a dense interconnected pattern. The degree of interconnectivity should be maximized to permit multiple routes, diffuse traffic and shorten walking distances. Most Traditi4na!* Neighborhood Development streets are designed to minimize the impact of through traffic. B. One-way street pairs are often used. The design features for one-way streets are shown on table 3. C. Large vehicular corridors are usually found within the core are and near the perimeter of the proposed development. Traditional Neighborhood Developments typically include transit availability within a 15 -minute walk of most areas of the development so a good network of streets that can accommodate busses is important. D. All or most local streets should have short block lengths of between 250 and 500 feet. E. Traffic calming — Many of the previously identified traffic calming devices may be utilized in a Traditional Neighborhood Development to promote pedestrian movement. Loop streets or eyebrows are often used in traditional neighborhood development and may be considered acceptable ancillary pavement areas used only with curb and gutter sections. These features are not normally considered separate streets but may be used within the internal subdivision street network and should not adjoin any existing road. F. Curb Extensions — Curb extensions at intersections are frequently used in Traditional Neighborhood Developments. Curb Extensions are usually found on higher volume streets where they are used to protect parking areas or reduce pedestrian crossing times. For intersections with curb extensions, a minimum 35 radius should be used as in the sketch below. Intersection chokers or curb extensions can also be used to calm traffic and to shorten the distance pedestrians must travel to cross a street. (Parking Lane) rking Lane) 40 feet min R 35 ft min. 7 feet maximum in residential areas 6 feet maximum in mix used area Face of Curb FIGURE 16 — CURB EXTENSION DETAIL * Rev. 3/09 B(1)-54 SECT EON 13(1) — 7 — INNOVATIVE: DESIGN PROPOSALS This Guide sets out design criteria and guidance for local subdivision streets based on VDOT standards and other applicable design, references. If a development proposes use of a recognized acceptable concept or material not previously approved for VDOT use, a request shall be submitted to VDOT's District Administrator's Designee or designee for review. The District Administrator's Designee or designee, through consultation with appropriate divisions, will determine if the request will be approved for a VDOT maintained street. if it is determined that the non-standard item may be installed within the dedicated right of way and should be maintained by others, a permit will be required. Rev. 3/09 • • C� Item 3: Article Review April 18, 2009 OThe Northern Virginia Daily 1 (comment Gilbert: VDOT wasting funds on police radios Legislator s, -,vs units cost nearly, *2, ,000- � acb By Garren Shipley -- gshipleyL&nvdail .com If the Virginia Department of Transportation is installing state police radios in its vehicles, Del. Todd Gilbert, R -Woodstock, has a request for the agency. Please stop. Now. Gilbert wrote to VDOT Commissioner David Ekern earlier this month, asking for more information about the program, which he learned about from a number of sources -- including state employees. "Would you please explain to me why those in VDOT's Richmond headquarters believe they must spend hundreds of thousands of precious taxpayer dollars on state police radios that your employees in the field did not request and do not need?" Gilbert wrote. Each radio, which would allow highway crews to communicate directly with the state police, costs about $20,000, according to the delegate. The total equipment is said to be roughly $500,000, with more money possibly having been set aside to train employees in how to use the radios. Calling the radios redundant is charitable, according to Gilbert. Not only do vehicles already have VDOT-specific radios installed, employees also often have state -issued cell phones that could be used to contact state police dispatchers directly. "The number is #77," he wrote. "I'm sure I've seen it on some of your highway signs." Calls to the department for comment weren't returned on Friday, but Gilbert said state employees had told him the radios were designed to allow road crews to provide a more rapid response to incidents that could slow traffic. The radios could also be used to communicate directly with state police dispatchers if VDOT crews see an incident while on the road. Gilbert and other local legislators have dogged the agency on fiscal matters for months since it released a draft budget -cutting plan. Under the agency's plan, roads that don't see as much traffic would see much less or slower maintenance. Places like Shenandoah and Page counties could see snow removal all but disappear under the cuts proposed by the agency, according to Gilbert and other legislators. Upward of 70 percent of the roadways in these two counties will receive only minimal snow and ice removal -- two days after the snow starts to fall. Gilbert and Sen. Mark Obenshain, R -Harrisonburg, have hammered VDOT over money spent producing videos for the agency and bonuses paid out to engineers and other employees -- all at a time when the department is laying off employees. Both the agency and Democratic Gov. Timothy M. Kaine have defended the respective practices as smart uses of taxpayer resources. Snow removal should be a higher priority than redundant radios, according to Gilbert. "I ask that you rescind this purchase order, or in some meaningful way mitigate this outrageous, unnecessary cost to Virginia taxpayers," he wrote. April 17, 2009 ©The Northern Virginia Daily Leave a comment Residents eager to see the end of U.S. 340-522 construction By Linwood Outlaw III -- loutlaw@nvdaLly.com FRONT ROYAL -- Construction on the U.S. 340-522 bridge over the North Fork of the Shenandoah River has caused a slew of traffic delays and lane closures, and some frustrated drivers cannot wait until the project is finally done. "It is next to impossible to get over the bridge. And then getting off Duck Street, to be able to turn left across this traffic is next to impossible," local resident Brandie Statham, 30, said last week while pumping gas at a 7 -Eleven near the bridge. "[There's] a lot of wait, and a lot of confusion.... We're really looking forward to this project getting dealt with." Front Royal resident Mike Bridge, 46, said he drives across the North Fork bridge -- which has been under construction for more than three years -- about three times a day. He says he has experienced significant delays due to the various traffic pattern changes, particularly during rush hour. "[Traffic along the bridge is] a little slow, but I'm willing to deal with it. It'll be nice when it's done," Bridge said. Officials broke ground on the $19.2 million project in October 2005. The bridge spans the North Fork and the Norfolk Southern Railroad tracks. A traffic count done by transportation officials in 2004 indicated at least 25,000 vehicles cross the bridge daily. The new five -lane span will include bike lanes in both directions. Sidewalks are also being added as part of the project. Portions of the existing bridge substructure will remain in place, officials said. The original bridge was opened to traffic on Nov. 3, 1941. Recently, traffic was slowed while crews closed the right southbound lane and restricted traffic to one northbound and southbound lane as they worked on the remaining portion of the bridge deck. West Duck Street was also closed to through traffic from U.S. 340-522 to Rugby Street last week. Traffic has again opened up to two southbound lanes, though it is unclear how much longer northbound traffic will be limited to one lane, VDOT acting area construction engineer Robert Good said. The speed limit on the bridge has been reduced to 25 mph. Good said as the project progresses and construction moves forward around the Guard Hill Road intersection and around the existing Duck Street intersection, there will eventually be right turn - lane access onto Duck Street and a center turn lane for Guard Hill Road. A center turn lane will also be established for the 7 -Eleven on the south end of the bridge. A traffic light will be 10 installed at Duck Street, Good said, while new signals will also be installed at the Va. 55 intersection, which is being reconstructed as part of the project. Jeff Lineberry, a residency administrator with VDOT's Luray office, said he has "not heard of any real issues" pertaining to motorist travel during construction, though he acknowledged that drivers have experienced some backups during the afternoon amid recent lane closures. "Traffic seems to be moving much better now ... As far as I know, the adjustment has been well. We've tried to provide plenty of advance notification on message boards and those types of things so that folks that are commuting on that route on a daily basis will be aware of the changes that would be taking place," Lineberry said. "We've been pleased with the progress so far. " Construction has certainly impacted daily travel for motorists to some degree, but the finished product will make it all worthwhile, resident Mark Jordan said. "Well, it is an inconvenience because of the construction.... Hopefully, eventually it's going to be a lot better," Jordan said. "I've noticed a little bit more of a delay [in traffic.] It's an inconvenience, but I consider it a necessity to get to where we need to." Resident William Settle, 47, agrees. "Some of it has been bad, and then some of it, when [traffic] gets backed up, gets aggravating. But other than that, 1 don't mind it," Settle said. "You've just got to bear with it." Good said construction has remained on schedule for completion by September. Officials hope to finish it sooner, he said VDOT may spare some rest areas By PETER BACQUE Published: April 17, 2009 Some rest areas and ferry operations now under the recession -driven budget ax may get a reprieve, the state transportation commissioner says. But saving rest areas and ferry service calls for reductions in other state highway efforts, said Transportation Commissioner David S. Ekern. "There's no magic pot of money," Virginia Secretary of Transportation Pierce R. Homer said yesterday. Advocates said they are eager to help VDOT find ways to keep the services going. "I'm going to have to sit down and talk to them," said Dale Bennett with the Virginia Trucking Association. Ekern has proposed closing 25 of the state's 41 highway rest stops to save $12 million, and trimming the operation of the Jamestown -Scotland Ferry from 24 hours a day to 16 hours to save nearly $2 million. Both proposals have drawn fire from affected individuals and businesses. Tired truckers grab much-needed naps at rest areas, Bennett said. "For us, it's purely a safety issue." "Whether they're closing one or closing all 41 of them," said the Virginia Hospitality and Travel Association's Megan Svajda, "it affects our industry greatly." And "we have a moral obligation to those people using the Jamestown ferry," said Commonwealth Transportation Board member James A. Davis of Winchester. As public revenue has plummeted with the economy, VDOT also is considering squeezing interstate highway maintenance contracts, consolidating local offices, trimming roadside services such as mowing, and reducing motorist -assistance service patrols. More than 1,200 people, including more than 200 local officials, attended 11 public hearings on the proposed reductions that the Transportation Department held around the state in March and April, and members of the public also submitted more than 5,000 written comments. "Every service we provide is vital," Ekern told the board yesterday, but "no one's proposing reducing theirs." 13 Virginia highway officials have been wrestling with cutting $2.6 billion out of the state's transportation spending program. Most of that reduction will come from eliminating construction projects and personnel, but Ekern still has to slice $50 million from the Department of Transportation's day-to-day operations. How he saves the $50 million is still on the table, Ekern said: "I've got to bring [board] some options." Ekern will present his recommendations to the board next month 14 The No. 13 Line Reauthorization 2009: The Year of Transportation The No. Line The Number Thirteen Line is a monthly blog by Samuel f. Schwartz and Annie Weinstock. This is our year. Infrastructure is no longer just a word thrown about by policy wonks and engineers. The public, and more importantly politicians, have made public works, especially transportation, a front and center issue. The White House brings a fresh outlook on transportation policy and land use decisions — US Department of Transportation Secretary Ray LaHood has recently announced his "2 -foot NM" rule which would require all business trips by US DOT workers of less than two miles to be made on two feet. Already, President Obama's American Recovery and Reinvestment Act of 2009 (known to most as the Stimulus Package) provided approximately $46 billion directly to transportation and much of that to green transportation. And, just as we're beginning to put that money to use, we're also beginning to launch into high gear on the reauthorization of the Federal Transportation Bill. The reauthorization will provide a longer-term strategy for building up an innovative, sustainable transportation policy. The 2005 Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETY -LU), the current authorization of federal transportation policy included $287 billion in approved funding and expires on September 30, 2009. We strongly urge legislators to act quickly on reauthorization to avoid further injuring our financially -strapped transportation system. They must also "think big" (say $500+ million big) and think wisely and efficiently. The new administration clearly talks a good game when it comes to sustainable transport; reauthorization is the perfect opportunity to "walk the talk." But, it's not just a matter of money — transportation investments can be constructive, or destructive, to our nation's resources. Poor funding decisions can also increase our dependence on foreign oil which affects, in turn, foreign policy. Where and how we spend is key to a sagacious program. In short, we must rely less on cars and trucks and more on rail and bus. We must live closer to where we work and be able to walk, bike or take transit there. We must end our culture of "consuming a gallon of gas to buy a gallon of milk." We were pleasantly surprised to find $8 billion in the stimulus bill for high-speed rail. Reauthorization should quintuple that number to spark at least five and maybe 10 high-speed rail corridors. It should be noted that China is spending over $1 trillion on high-speed rail, the largest public works project in the world next to President Eisenhower's Interstate Highway System. Our goal is to make rail between large cities competitive with air travel for short -haul trips of less than 500 miles. This would reduce our carbon footprint and increase efficiency at overloaded airports. The United States rail system should also be strengthened to accommodate a much larger share of freight traffic. Rail is more energy-efficient than trucks and one freight train can potentially remove 200 trucks from the highway system. 16 Current transportation policy allocates much of its funding to Departments of Transportation (DOTs). But as most DOTS are run at the state, rather than at the city level, the objective of the DOT is generally to efficiently move people between cities. And besides the rail initiatives discussed above, this typically means investment in highway infrastructure. Very few cities actually have their own DOTS. However, approximately 80 percent of Americans currently live in metropolitan areas. Therefore, there should be a much greater emphasis on providing funding for efficiently moving people within cities. But even the city DOTS that do exist are bound within the physical city limits. The new transportation bill should establish funding and authority at the regional level to ensure that all metropolitan areas modernize across city borders to incorporate the full range of transportation modes. Further, each regional transportation planning entity should be required to establish a clear statement of objectives and be accountable. Building highways in cities should be the option of last resort. Cities should be offered "highway diet" subsidies to not invest in new roads but rather reduce car use through approaches like congestion pricing and improved transit. Instead of just a few hundred million being offered nation-wide for congestion pricing as done in the recent past, we suggest $10 billion that would be used to incentivize cities to make major modal shifts away from highways. We suggest this be cost -neutral by reducing highway investment by $10 billion. (Frankly, as long as it's cost neutral the cap could be way higher). In terms of public transportation, the reauthorized federal transportation bill should encourage more competition in mode selection. For example, BRT is now competitive with light rail in terms of environmental impacts, speed and capacity at a third the cost. A new "New Starts" program (the federal funding vehicle for many light rail projects) needs to be revamped to reflect the reality of 2010 technologies. Finally, U.S. Secretary of Transportation Ray LaHood and Secretary of Housing and Urban Development, Shaun Donovan, have already been in discussions over possible linkages between transportation and housing policies. This could include locating affordable housing near public transportation, connecting existing housing communities with transit services, or building shorter street blocks to facilitate walking. We believe that there should be provisions in the new bill to encourage such links. The 2009 reauthorization of the existing transportation bill should recognize the importance of sustainable transportation both within and between the country's metropolitan areas. It should provide funding and authority to regional transportation planning entities with a focus on changing existing modal splits. Our reliance on the interstate highway system for short -haul passenger or freight trips needs to change. We should shift our mid -haul trips from air to rail. Within urban areas we need to expand the use of BRT for high-quality mass transit. We must understand both that transportation affects where we live and work and that where we live and work affects transportation. Overall, we must reduce driver -only travel, curtail our reliance on foreign oil, and change our day-to-day behavior. Only a multi -agency approach can achieve a multi -modal society. 17 VDOT Tries Paint to Promote Road Safety Workers installed zigzag pain'' to sew drivars oe o.e this trail crossing. Evoke Salmon , V -,_j Traffic engineers are always trying to get drivers to pay attention to the road. Virginia is experimenting with one of those methods on two roads in Loudoun County where the Washington & Old Dominion Trail crosses. This week, Virginia Department of Transportation workers painted zigzag white lines along Belmont Ridge Road where it approaches the trail crossing. They will do the same on Sterling Boulevard next week, then study the results to see if the paint should be applied elsewhere as well. The zigzag lines, painted right down the middle of each lane, will certainly cause drivers to focus on the road and probably cause them to slow down. These are good things, as they approach the crossings, which are marked by white stripes and yellow signs on poles, but not by signal lights. Cars are moving fast as they approach the crossing. Chances are a reduction in the posted speed limit at the crosswalk approach, or another warning sign farther back, would not have the desired effect. In this case, pavement markings can be used to communicate the "slow down" message. The zigzag pai,t on Beirnort Ridge F oad stretches quite far. (VDOT) While the technique is used overseas, this is still experimental in the United States. Virginia had to get permission from the U.S. Department of Transportation to set this up as an official experiment, and the Virginia Transportation Research Council will monitor the results to see if it has found an effective -- and relatively cheap -- traffic safety tool. Erica Garman wrote about this on her Living in Loco blog in the online Loudoun Extra. Commenters have mixed feelings. One wonders if confused drivers will try to stay to the right of the zigzag. What's your guess on how this will work out? 19 Roundabout Way to Safer Driving What's the best way to move traffic through an intersection? It may not be the way we're used to, with red and green lights denying or approving access. As the signal moves through its cycle there are many precious seconds when the intersection isn't doing its job: No vehicles are in it. Kenny Robinson of the Virginia Department of Transportation says there's a better way to move vehicles through certain junctions. He's working on such a project in Loudoun County: Constructing four roundabouts along Routes 50 and 15 in the Gilbert's Corner area. In a couple of weeks, I'll feature this project on the Commuter page in the Sunday Washington Post Metro section. But for now, here's the basic idea: Unlike a traditional intersection, a roundabout is moving traffic all the time. If the setup is working well, traffic slows but doesn't form the long line of stopped vehicles that enhances opportunities for rear end collisions. That's the promise of the traffic -calming project, but for now, there's likely to be a bit of pain for drivers who are just getting used to a new detour on Route 15, an important north -south link between Prince William and Loudoun counties. Route 15 is closed between Route 50 and the newly built connector road called Howsers Branch Drive, about a quarter -mile south of Gilbert's Corner. Drivers are now using Howsers Branch Drive and a new roundabout on Route 50. That detour will be in place through May. This is likely to add five minutes to trips at off-peak times and up to 10 at rush hour. As the project unfolds over the next few months, more detours are planned for Route 50 and Watson Road. The whole job is scheduled to be done late this year. For now, Robinson says, be patient and slow down while driving through that area. It's a new route and, as the project develops, a new style of merging for many motorists. By Robert Tht;r€ssnn tl. April 9, 2009, 11:08 lt,M ET 21 ROLE 15 DETOUR Y1 J `y7 Til '-• •-.gla5 Hng 'JtY i'.4l. db j IAAY ]UC r 141 ASST RM -1 "5 NORTH - ROU: •S EMT - Kenny Robinson of the Virginia Department of Transportation says there's a better way to move vehicles through certain junctions. He's working on such a project in Loudoun County: Constructing four roundabouts along Routes 50 and 15 in the Gilbert's Corner area. In a couple of weeks, I'll feature this project on the Commuter page in the Sunday Washington Post Metro section. But for now, here's the basic idea: Unlike a traditional intersection, a roundabout is moving traffic all the time. If the setup is working well, traffic slows but doesn't form the long line of stopped vehicles that enhances opportunities for rear end collisions. That's the promise of the traffic -calming project, but for now, there's likely to be a bit of pain for drivers who are just getting used to a new detour on Route 15, an important north -south link between Prince William and Loudoun counties. Route 15 is closed between Route 50 and the newly built connector road called Howsers Branch Drive, about a quarter -mile south of Gilbert's Corner. Drivers are now using Howsers Branch Drive and a new roundabout on Route 50. That detour will be in place through May. This is likely to add five minutes to trips at off-peak times and up to 10 at rush hour. As the project unfolds over the next few months, more detours are planned for Route 50 and Watson Road. The whole job is scheduled to be done late this year. For now, Robinson says, be patient and slow down while driving through that area. It's a new route and, as the project develops, a new style of merging for many motorists. By Robert Tht;r€ssnn tl. April 9, 2009, 11:08 lt,M ET 21 Item 4: Other 22