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Mobility

Guidelines

IV

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MOBILITY + COMMUNITY FORM DESIGN GUIDELINES

33

Sidewalks should be required on both sides of all streets,

width or greater should be required in commercial areasto encourage pedestrian activity, and provide comfortable

space for high pedestrian volumes. To provide space for

sidewa lks should be req uired . In any commercia l area s, sixfeet in sidewalk width should always be maintained as an

amenities, such as benches or tra sh cans, locate d either in the

other constraints exist, primary consideration should be given

way is established. The minimum recommended sidewalkwidth is 4 feet and the minimum recommended furnishing

STREETSCAPE

SIDEW ALKS + PATHW AYS1

4 45 5

PATHW AYS2 CO M PARATIVE DIAG RAM

Pathways present opportunities for shorter trips forpedestrians and create opportunities for drivers to

pa rk once. Pathway s should be built between ad jacent

deve lop ment sites to connect a ll pr imary build ing

entrances, surrounding street s, ex ter nal sidew alks, ad ja cent

trails, transit stops, parking areas and recreational

-

-oughfare Types, which catalogues roadways according to thecontext of their community form and multi-modal travel op-

W hile the dimensions a nd context for each thoroughfa re d iffer, certain roadside design elements are consistent to altypes and should be considered when creating a contex

sensitive thoroughfare and pedestrian friendly built environ-ment.

Mobility Guidelines| O verview + Design Elements

A

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EDISON SMA RT GROW TH PLAN NING INITIATIVE

34

THOROUG HFARE LAN DSCAPE3 EXAM PLE DIAGRAM

THOROUG HFARE CRO SSING S4 EXAM PLE DIAG RAM

Crosswalks provide visibility for pedestrians at crossing

points, which can occur at intersections, at mid-block

crossing locat ions, a nd within pa rking ar ea s. Ba sic

longitudi nal white strip ing. However, at locations with

higher vehicular or pedestrian volumes, such as in town

br ick textures) crosswa lks may b e require d. W ith these

should b e taken to review a pp lica ble ADA req uirements

so users in wheelchairs and those with visual impairments

are not impeded.

Lighting at crosswalks should be provided at least to

the level of general street illumination, although higher

luminance should be used at key crossings. In areas with

on-street parking or bus pull-outs, bulb-outs can be

used to decrease the length of the crosswalk and the

distance a p edestrian has to tra vel. If b ulb-outs a re

considered, truck turning radii should be investigated to

determine impacts on vehicular movements and delay.

Street trees provide shade, separate sidewalks from

road way s, and brea k down the scale of the street. In

order to provide continuous shade coverage, street trees

should be maintained to provide ensure clear visibility

and security fo r p ede stria ns and motor ists. In intensely

read ab ility of storefronts and signage. Tree sp ecies

with tap roots should be selected to prevent sidewalk

breakage.

In areas where landscaping cannot be located in the

public right-of-way, it should be encouraged in front of

buildings and as close as possible to the right-of-way.This landscaping should take the form of canopy trees

followed by ornamental trees and then low-level shrubs.

As with the landscaping in the right-of-way, these

pl a nting s do p rovid e visual enha ncement, environmental

volume thoroughfares.


Particular attention and detail should be taken with

crossings p la nned at mid -b lock locat ions. These crossings

war ning signs. A recommended pr a ctice is the inclusion

of a pedestrian refuge island at mid-block locations as

well as for locations where pedestrian have to cross four

or more vehicular travel lanes.

W hen street trees are p lanned for thoroughfar es with

frequent transit service, the trees should be placed to

be compatible with passenger loading areas and allow

maintenance so branches do not to interfere with transit

vehicle movements.

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SHARED DRIVEWAYS + CROSS ACCESS3 EXAM PLE DIAG RAM

BICYCLE FACILITIES + A M ENITIES4 EXAM PLE DIAG RAM

The provision of bicycle facilities fosters more travel

choices. Bicycle fa cilities di rect bicyclists to compat ib le

thoroughfa res a nd aler t motorists to sha re tra veled wa ys

equa lly w ith other users. There are f our common ty p es

of bicycle facilities: Shared Use Paths, Bicycle Lanes,

Signed Shared Roa dwa ys, and Sha red Roa dwa ys. There

are national and state standards (e.g. AASHTO BicycleFacility Guidelines) for design and development of these

facilities, but in general, the recommended widths for

these facilities are:

(depending on the p resence of pa rking)

dep ending on roadw ay volumes

In addition to these facilities, bicycle amenities are

parking - racks or lockers - should be considered at

certain destinations, such as commercial, employment,

and tr ansit centers. In a dd ition, b icycle pa rking should

be provided in parking areas that have more than 10

15 vehicular pa rking spa ces.

Shared driveways and cross-access easements reduce

Sha red driveway s off er b etter access ma nag ement a ndred uce the number o f d riveway s that b usinesses need fo r

access to major and minor thoroughf ar es. Cross-a ccess

easements, which allow adjacent sites to be connected

by a service road, promote internal vehicular circulation

on sites and decreases the number of vehicle trips on

thoroughfares.

Shared driveways and cross-access easements are

recommend ed a long major thoroughfa res. These

fea tures can be estab lished by requesting that p roper ties

have an access and internal circulation system plan and

ag reement. This would d eta il pla nned on-site circulatio nand connections to adjacent sites, and be required when

new d evelopment or redevelop ment is proposed.


Stub- outs, landsca pi ng trea tments, and other d esign f eat ures

should be used to visually demonstrate that abutting

properties may be tied in to provide cross access via a

service drive.

5

Shared Use

Path

Shared Use

Path

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B ACCESS M AN AG EM EN T

C TRAFFIC CALMING FEATURES

Access management is the process of controlling

thoroughfare access from land uses that are adjacent to

the thoroughfa re. It focuses on manag ing the number

and location of curb cuts and driveways that allow for

vehicular turning movements from the thoroughfare

into individ ual or multip le prope rties. Ef f ective a ccess

multi-modal transportation, and improving the visual

environment of a corridor.

Key principles of access management are limiting direct

access to and from major thoroughfares, locating signals

to favor through movements, using medians to manage

left-turn movements, and providing a supporting street

and circulat ion system. The princip les a re f ollowed more

strictly for thoroughfares that provide regional mobility

as main stree ts and lo cal neig hborhood connections.

speed s a nd imp rove transpor tation saf ety in a coordina ted

and strate gic manner. These fea tures a re a combination

of measures - educational, enforcement, and engineering

- that provide cues and information for thoroughfare

users so they can make changes in their tra vel b ehavior.

include: speed humps, speed tables, modern roundabouts,

curb extensions, or bulb outs, and pedestrian refugeislands.

in a coord inated a nd stra teg ic manner. This should

then result in accommodating local trips, providing

users, and reducing the number of cut-through vehicle

features should result in little to no impact on emergency

vehicle service and performance needs.


LIGHTING + SIG NAG E5 CO M PA RATIVE DIAG RAM

In pedestrian-oriented areas, lighting should be scaled

should be oriented towards both the sidewalk and the

Commercial signage should be scaled for both automobile

motorists should be allowed only along major thoroughfares

and limited to one free sta nding or monument sig n. In

pedestrian-oriented areas smaller-scaled signage, such as

pole or w all mounted, designed to engag e the pedestrian

is encourag ed . For all signs, top -d own or ba cklighting is

encouraged in contrast to internally illuminated signs.

encouraged:

discouraged:

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D MULTIMO DAL INFRASTRUCTURE


Buildings, streetscape, and multimodal infrastructure

interconnect to produce a high-quality, pedestrian-oriented environment. Na rrow streets help to calm

Bicycle lanes, on-street parking, transit easements,and streetscaping elements such as landscaping andlight posts, help p rovide a comfor ting ba rrier b etween

fronting directly onto the sidewalk and parkingrelegated to the rear, pedestrians have direct accessto shops, dining, services, entertainment, or other dailyactivi ties. Bus shelters and sidewa lk furniture allow forpassengers to comfortably wait or pedestrians to rest

and rela x. Bicycle p ar king located near transit stop sand building entrances provides convenient transferaccess to cyclists.

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E TRAN SIT EN H AN CEMEN TS

Transit service includes multiple types of services, each of

which operates optimally under different sets of conditions.Heavy rail, like commuter trains and long-distance train ser-

vice mainly operates on separated rights-of-way and have

infrequent stops, while services like light rail and bus rapid

transit can operate within transportation corridors and pro-

vid e fre quent ser vice. These ser vices al so cor respond w ith

certain r esid ential a nd emp loyment densities.

The graphics below illustrate how these concepts, like local

bus servi ce a nd commuter rai l, currently a pp ly w ithin the set-ting of Edison, and how they could b e ap plied through poten-

tia l f uture services, like b us ra pid tra nsit.

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Mobility Guidelines| Thoroughfare Type Key

W ithin a context of Edison, there a re severa l Thoroughf areTyp es: Ar terial s, Avenues, Boulevard s and Streets. The Arte-rial is considered a high speed (45 m.p.h. and above) divid-

needs. Avenues are moderate speed (25-35 m.p.h.) thor-oughfares that serve commercial and mixed use areas, andar e accessib le to tra nsit and pe de str ians. For the purp oses ofthis plan, avenues are differentiated into two types: Civic Av-

enue (which functions as a Main Street arterial) and Com-munity Avenue (which functions as a collector linking differ-ent community types). Boulevards are low speed streets (30

m.p.h.) that connect neighborhoods and have medians, which

Streets ar e low speed (25 m.p.h. and less) thoroughfa res that

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Mobility Guidelines | Design Standa rd s by Thoroughfa re Typ e

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-d a tions for ea ch of the Thoroughfa re Typ es. The Thorough-f ar e Typ es vary accord ing to use and context. Each typ e

has a uniq ue mixture of stre etsca pe elements a nd designstandards based on its travel demand needs and relation-

ship to adjacent development context. The Thoroughfare

of developing completer streets that serve as building

blocks for l arg er multi-moda l, mixed- use centers.

Mobility Guidelines | Thoroughfa re Typ es

DESIGN SPEED: 45+ mph

9Buffer

8 9Buffer

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DESIGN SPEED: 25-35 mph


conceptual four-lane cross-sect ion with transi t prior it izat ion conceptual three-lane cross-sect ion with parking

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DESIGN SPEED: 25-35 mph

conceptual four-lane cross-sect ion with transit prioritization conceptual t wo-lane cross-sect ion

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DESIG N SPEED: 25 mph or b elow

DESIG N SPEED: 15 mph or b elow

DESIG N SPEED: 25 - 30 mph


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Green Infrastructure

Guidelines

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47

Planned open spaces are a critical element of mixed-use centers and the vitality of the public realm.

spaces ranging from community recreational areasto civic squares. The scale, enclosure, and density

of the open spa ce: for mal/ infor mal, active/ pa ssive,a nd open/ conta ined. Formal civic spa ces shouldbe located in the center of areas with the highestintensity, while recreational facilities, greenways, andneighborhood p ar ks should b e strat egically pla ced toserve the communities surrounding the core.

Many qualities contribute to the appeal of openspaces. Often, environmental and natural featuresare integrated into open space planning. Wetlands,critica l slop es, dra inage swa les, and vegeta tion should

MARKET ANALYSISGreen Infrastructure Guidelines| O verview + Design Elements

A PA RKS & O PEN SPACE

PLAZA1 EXAM PLE DIAG RAM

URBAN / PO CKET PARK2

be conserved as open public space wherever possible.

In urban settings, water retention systems can be

design. Attractive civic spaces in the urban center, suchas canals, ponds, and fountains promote gathering,interaction, and comfort. Moveable seating, tables, andelements that are multi-functional (planters that are atseat height) allow peop le to congreg ate and p ersonally

help create a comfor tab le setting as well.

of important thoroughfares. It is devoted to civic uses and

commercial a ctivity, and surrounde d by build ings on al l side s.

Its landscap e is composed p rimarily of durab le p avement

and formally planted trees. Features such as fountains,

public art, and other vertical elements help mark the civic

most successful when planned in accordance with a strong

distance.

An urban park occupies at least a full block. Its landscape

typically consists of lawns, paved walks, shade trees,

formal fountains, and public art. Landscape elements can

that offer diverse qualities and uses. Urban parks may

be surrounded by civic buildings and residential uses. In

certain instances, civic buildings can accompany the park

on a shared b lock. A p ocket pa rk is a small pa rk that of ten

occupies a left-over space between buildings. These

small, informal breaks in the dense urban fabric provide

alternatives to more prominent civic spaces such as urban

EXAM PLE DIAG RAM

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Green Infrastructure Guidelines| O verview + Design Elements

NEIGHBORHOOD PARK3

SHARED USE PATHS EXA M PLE DIAG RAM2

A neighborhood park is an open public space serving a

residential area. The space may be used for civic gatherings

and recreation. Neighborhood parks provide a safe open

residents. Neig hborhood p ar ks may b e b ound by residences

or sma ll-scale institutional or civic buildings to f orm a common

green. These parks are intended to serve the local area,

unlike recreational parks, which serve a larger residential

population.

RECREATION AL PA RK4

Recreat ional pa rks ar e ope n pub lic spa ce, ra nging f rom three

to ten acres, reserved for civic gatherings and recreation.

Often, recreational parks are designed around existingnatural features. Its landscape consists primarily of grassy

areas, paved or unpaved walks, and shade trees. Formal

The park should be surrounded by a mix of residential,

commercial, and civic build ings. Recrea tional p a rks may a lso

serve nearby institutions. Parking needs and other necessary

fa cilities should a lso b e conside red .

G REENW AYS1

G reenways provide pla ces for r ecrea tion and help maintain

the scenic qua lity of l andscap es. G reenway s function by

providing linear open spaces that connect between places

where people want to go - neighborhoods, business centers,

shopping areas, schools and parks - and can serve as

community and neighborhood pa rks. Greenway s can provide

mountain bi king a nd horseba ck rid ing. Finally, g reenway s

create space for natural stormwater management and

contiguous areas for wild life.

Shared use paths within greenways and parks can

accommoda te local a nd regional of f-roa d tra vel for bicyclists

and p ed estria ns. These pa ths should be a minimum of 1 0-

gravel should be considered for the surface since these

materials can mitigate environmental impacts and help with

groundwater recharge.

EXAM PLE DIAG RAM

EXAM PLE DIAG RAM

EXAM PLE DIAG RAM

B G REENW AYS & SHARED USE PATHS

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C G REEN BUILDIN G

Green Infrastructure Guidelines| O verview + Design Elements

D N ATURAL RESO URCES

Green building techniques promote development that has a

reduced impact on community infrastructure while reducingmateria l consumption. These techniques includ ed construction

and development that incorporates all of the following:

energy conser vatio n, resource conser vatio n, waste red uction,

preservation of indoor air quality, and accessibility for

multiple means of transportation.

A national standard for green building is Leadership in

Energy and Environmental Design (LEED), which has been

de velop ed b y the US G reen Building Council. LEED provid es

a system for g uiding a nd eval uating d evelop ments, and seeks

to ad vance integra ted, whole-b uilding d esig n pr actices. LEED

standards are available for a range of developments, from

the individ ual b uilding to its most recent, neig hborhood s.

Green building techniques that should be explored and

incorporated where possible are green roofs, re-use of

building mater ials, pa ssive solar heating a nd d ay lighting.

Typ ical G reen Roof Cross-Section

1 - Vegeta tion Layer

2 - Soil Layer

3 - Filter Mat

4 - Drainage Layer

5- Root Barrier

6- Waterproof Membrane

Natural resource preservation and protection must be

conside red a s gr owth and develop ment occur. There are

recommended practices for designing within the natural

environment so that resources important for residents andtheir ecosystem ar e valued . Some of these resources include

wild life hab itat, aq uifers, and recreational water s.

A systems planning approach should be employed when

development occurs, especially large-scale development

in order to id entify a nd preserve high-quality habita t. A

recommended pr actice is assembling hab ita t sections that a re

circular in shap e and f eathered at the ed ges, as opposed to

creating a br upt edg es. In coord ination with these pra ctices,

habita t corridors should b e created so that dif ferent habita ts

can be linked toge ther. Corrid ors can be establ ished alo ng

a series of connected property buffers, a greenway, or a

formally protected habitat a rea.

Stormwater is a resource that is increasingly important

due to both its negative effects in terms of runoff and to

its role in natura l hyd rolog ic p rocesses. Na tural stor mwater

management practices, such as vegetated swales, should be

encourag ed , espe cially at the individ ual site level. Ma ny

de velop ment t echniques.

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AppendixVI

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These guidelines are proposed to be consistent with town,county, and stat e level p lanning d ocuments and po licies andin accord ance with app licab le laws a nd regulations. To

provide background on these materials, a brief descriptionis included b elow fo r materia ls that were considered . The

actions taken to enact these guidelines.

Municipa l Land Use La w

The New Jersey Municipal Land Use Law (MLUL) (Statute40-55D) provides the basis for land use controls withinNew Jersey and provides guidance for the developmentof municip al master p lans. Releva nt to these guid elines, theMLUL provides direction for the development of the landuse element and circulat ion element (40 -28 D) of the Ma ster

Plan.

These g uidelines lay out sta ndar ds for t yp es a nd tre atmentsof op en spa ces and p arks, the de sig n of new str uctures,and the trea tment of thoroug hfar es. This document does

water supp ly, and woo dla nds. However, these guidelinesrecommend that development densities are supportive oftra nsit ser vices and crea te a wa lka ble environment. Likewise,the guidelines encourage develop ment that accommoda tesimportant natural processes, such as stormwater recharge

and contiguous habitats, and adapts development tomaintain or enhance these processes.

Resid ential Site Improvement Sta nda rd s

The Residential Site Improvement Standards (RSIS) arepart of the NJ Administrative Code (Title 5, Chapter 21),and are intended to make the development of residential

of the RSIS control the minimum and max imum sta nda rd sfor streets, sidewalks, stormwater, and water and sanitarysewer systems.

Relevant to these guidelines, the fourth chapter of the RSISis Streets and Pa rking. This chap ter sets out sta nda rd s

trip generation rates from the Institute of TransportationEngineers - that would accompany the proposed type andintensity of residentia l use. These sta nda rd s contro l thecartway, parking lane, shoulder, sidewalk, and right-of-way wid ths. The sta ndar ds of the RSIS are a lso ap p lica blein mixed use developments, but only in the sections of the

development where the residential uses are discrete andsepa rate p ar ts.

Although only the Streets and Parking chapter of the RSIS isref erenced ab ove, d esign g uidance should ref er to the RSISfor the stormwater, and water and sanitary sewer systemrequirements where applicable.

State Development and Redevelopment Plan

The New Jersey State Development and RedevelopmentPlan (SDRP) was developed to manage and direct growth

and enhances existing communities while preserving andpr otecting natura l resources a nd op en spa ces. The p la npromotes a series of policies and strategies to achieve its

goa ls. A p rimary mean of d oing this is through the Stat e

Edison falls primarily within Planning Area 1 (PA 1), theMetropolitan Planning Area.

These guidelines share similar goals to those intended foran area in PA 1. These guide lines promote red evelop mentof existing areas, compact development, redesign ofautomobile-dependent developments, and protection ofexisting sta b le neighbo rhood s. These g uidelines p romotecenter-based development where large automobile-dependent properties should change into sites that are

integrated into adjacent neighborhoods.State Highway Access Management Code

The New Jersey State Highway Access Management Code(NJDOT Access Code) establishes uniform standards thatare applicable to all state roadways and provides aprocess for the consistent application of these standards.The NJDOT Access Code exercises control over the number

capa city, and saf ety. As pa rt of the access control, theNJDOT Access Cod e includes desirab le t yp ical section (DTS)

fo r ea ch section of a ll sta te roa dwa ys. The DTS de ta ils the

provides the recommended cross section, number of lanes,and right-of-way width.

These guidelines promote a set standards for designatedthoroughfa re typ es. Most of these stand ard s are in linewith the pr incip les and sta nda rd s estab lished by the NJDOTAccess Cod e. However, some thoroug hfa re typ es would

Appendix | Relevant Reg ulato ry + Pla nning Documents

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require amending the DTS for Route 27 and exploration

unique context of the thoroughfares within Edison and the

future of these corrid ors.

2003 Edison Master Plan

Edison complete d its last Town Ma ster Plan in 20 03 . TheMa ster Plan p rop oses a dir ection for the township that movesaway from the development of large pockets of retail,business, and residential area linked only by roadwaysand the dep endence on automobile tra vel. The Master Plan

that encourag e de velopment that have a mixt ure of uses a ndar e accessib le to ma ny modes of t ra vel. These guidel ines

are proposed in accordance with the direction of the 2003master plan.

Edison Zoning Code

The Zoning Cod e f or Edison esta bl ishes the la nd use codes forthe township and promotes development in accordance withthe township master plan.

Like the Zoning Code, these guidelines recommend standardsthat are based upon community plans, the RegionalFra mework Plan and Concep tual Demonstra tion Pla ns. Unlike

uses for the areas where they a re ap p lied. They d o makerecommendations regarding built form and the physicalfe atures and d imensions of develop ment.

For areas where future development or redevelopment mayoccur, it is recommended that these guidelines be used toset the p ref erentia l sta nda rd s. This could be accomplishedeither by applying the guidelines through an overlay district

dimensions recommended in the g uidel ines.

Appendix | Relevant Reg ulato ry + Pla nning Documents

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Documents

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