A. General Requirements:
1. Costs Of Road Construction And Improvements: All new streets and alleys shall be constructed solely at the expense of the subdivider/developer in accordance with the requirements set forth herein. New streets and alleys and improvements to existing streets shall be determined based on the typical roadway sections contained in the Village's construction specifications. Existing streets that do not meet Village standards shall be improved to meet the current street standards by one of the following methods which shall be approved by the Board of Trustees:
a. Existing streets to be upgraded at developer's expense; or
b. Existing streets will be upgraded with the cost shared between the Village and the developer; or
c. Off site road improvements shall be required to be constructed by the developer as required by the Village Board of Trustees to accommodate additional traffic created by the subdivision.
2. Frontage On Improved Roads: No subdivision shall be approved unless the area to be subdivided shall have frontage on and access from an existing street on the official map unless such street is:
a. An existing State, County, or Township highway; or
b. A street shown upon a plat approved by the Board of Trustees and recorded in the Office of the County Recorder of Deeds. Such street or highway must be suitably improved as required by the highway rules, regulations, specifications, or orders, or be secured by a performance bond required under this title, with the width and right-of-way required by this title or the comprehensive plan or official map.
Where the area to be subdivided is to utilize existing road frontage, the road shall be suitably improved as provided above. (Ord. 2015-18, 4-28-2015)
3. Grading And Improvement Plan: Roads shall be graded and improved and conform to the Village construction standards and specifications and shall be approved as to design and specifications by the Public Works Director or designee, in accordance with the construction plans required to be submitted prior to final plat approval. (Ord. 2015-18, 4-28-2015; amd. Ord. 2018-07, 4-24-2018)
4. Classification: All roads shall be classified as principal arterials, minor arterials, collectors, subdivision feeders, local access streets, or alleys as each are defined in this title and shown on the future thoroughfare plan map contained in the comprehensive plan.
5. Topography And Arrangement:
a. Roads shall be related appropriately to topography. Local access roads shall be curved wherever possible to avoid conformity of lot appearance. All streets shall be arranged so as to obtain as many building sites as possible at or above the grades of the streets. Grades of streets shall conform as closely as possible to the original topography. A combination of steep grades and curves shall be avoided. Specific standards are contained in the design standards of these regulations.
b. All streets shall be properly integrated with the existing and proposed system of thoroughfares and dedicated rights-of-way as established on the official map and the thoroughfare plan map contained in the comprehensive plan.
c. All thoroughfares shall be properly related to special traffic generators such as industries, business districts, schools, churches, and shopping centers; to population densities; and to the pattern of existing and proposed land uses.
d. Local access streets shall be laid out to conform as much as possible to the topography to permit efficient drainage and utility systems, and to require the minimum number of streets necessary to provide convenient and safe access to property.
e. The rigid rectangular gridiron street pattern is not recommended for residential areas. The use of curvilinear streets, cul-de-sacs, or U-shaped streets shall be encouraged where such use will result in a more desirable layout.
f. Proposed streets shall be extended to the boundary lines of the tract to be subdivided, unless prevented by topography or other physical conditions or unless, in the opinion of the Planning and Zoning Commission, such extension is not necessary or desirable for the coordination of the layout of the subdivision with the existing layout or the most advantageous future development of adjacent tracts of land.
g. In business and industrial developments, the streets and other accessways shall be planned in connection with the grouping of buildings, location of rail facilities, and the provision of alleys, truck loading and maneuvering areas, and walks and parking areas so as to minimize conflict of movement between the various types of traffic, including pedestrian.
6. Blocks:
a. Blocks shall have sufficient width to provide for two (2) tiers of lots of appropriate depths. Exceptions to this prescribed block width shall be permitted in blocks adjacent to major streets, railroads, or waterways.
b. The lengths, widths, and shapes of blocks shall be such as are appropriate for the locality and the type of development contemplated, but block lengths in residential areas shall not exceed one thousand four hundred feet (1,400'), nor be less than five hundred feet (500') in length. Wherever practicable, blocks along major arterials and collector streets shall be not less than one thousand feet (1,000') in length.
c. In long blocks, the Planning and Zoning Commission may require the reservation of an easement through the block to accommodate utilities, drainage facilities, or pedestrian traffic.
d. Walkways or crosswalks, not less than ten feet (10') wide, may be required by the Planning and Zoning Commission through the center of blocks more than eight hundred feet (800') long where deemed essential to provide circulation or access to schools, playgrounds, shopping centers, transportation, or other community facilities. The Planning and Zoning Commission may require screening, fencing, or additional setbacks from such walkways. Blocks designed for industrial uses shall be of such length and width as may be determined suitable by the Planning and Zoning Commission for prospective users.
7. Access To Principal Arterials: Where a subdivision borders on or contains an existing or proposed principal arterial, the Planning and Zoning Commission may require that access to such streets be limited by one of the following means:
a. Lots shall back onto the principal arterial and front onto a parallel local street; no access shall be provided from the principal arterial, and screening shall be provided in a strip of land along the rear property line of such lots.
b. A series of cul-de-sacs, U-shaped streets, or short loop streets entered from and designed generally at right angles to such a parallel street, with the rear lines of their terminal lots backing onto the principal arterial.
c. A marginal access or service road (separated from the principal arterial by a planting or grass strip and having access at suitable points).
8. Road Names: Road names shall be sufficiently different in sound and spelling from other road names in the Village so as not to cause confusion. A road which is (or is planned as) a continuation of an existing road shall bear the same name. The subdivider/developer shall consult with the County 911 Coordinator on proposed road names and receive his recommendation prior to approval of proposed road names by the Planning and Zoning Commission. (Ord. 2015-18, 4-28-2015)
9. Road Regulatory Signs And Street Name Signs: The developer shall install all regulatory and street signs as required by the Public Works Director on all roads and at all road intersections. Street name signs are to be placed at all intersections within or abutting the subdivision. The type and location of said signs are to be approved by the Public Works Director or designee. All street sign posts shall be black, round fluted post with bell base and topper as shown in figure 1 on file in the Village. All street name signs are to be green and white with the Village logo and shall comply with the minimal standards required by the MUTCD. (Ord. 2015-18, 4-28-2015; amd. Ord. 2018-07, 4-24-2018)
10. Streetlights: Streetlights shall be LED and housed in an ornamental fixture of the type approved by the Planning and Zoning Commission and be provided by the developer at each intersection of two (2) streets (or alleys), at each cul-de-sac, at intervals of approximately four hundred feet (400') of street frontage between intersections, and between a street intersection and the terminus of a dead end street. Additionally, in multi- family dwelling subdivisions, lighting shall be provided by the developer within parking areas at a minimum rate of one light per twenty five (25) parking spaces or any fraction thereof. Streetlights shall be installed based on the following standards: (Ord. 2015-18, 4-28-2015)
a. The design and installation of the streetlight system in every subdivision/development shall be reviewed by the Public Works Director or designee and the appropriate electric utility company. (Ord. 2015-18, 4-28-2015; amd. Ord. 2018-07, 4-24-2018)
b. The lighting intensity of each streetlight shall be equivalent, at a minimum, to two (2) foot-candles measured at ground level. Each streetlight standard (post) shall be at least fourteen feet (14') high.
c. All street lighting shall be serviced with underground conduit and wiring. No overhead wiring in new subdivisions will be permitted.
11. Reserve Strips: The creation of reserve strips shall not be permitted adjacent to a proposed street in such a manner as to deny access from adjacent property to the street.
12. Construction Of Roads And Dead End Roads:
a. Construction Of Roads: The arrangement of streets shall provide for the continuation of principal streets between adjacent properties when the continuation is necessary for convenient movement of traffic, effective fire protection, for efficient provision of utilities, and where the continuation is in accordance with the Village thoroughfare plan. If the adjacent property is undeveloped and the street must temporarily be a dead end street, the right-of-way shall be extended to the property line. A temporary T- or L-shaped turnabout shall be provided on all temporary dead end streets, with the notation on the subdivision plat that land outside the normal street right-of-way shall revert to abuttors whenever the street is continued. The Planning and Zoning Commission may limit the length of temporary dead end streets in accordance with the design standards of these regulations.
b. Dead End Roads (Permanent): Where a road does not extend beyond the boundary of the subdivision and its continuation is not required by the Planning and Zoning Commission for access to adjoining property, its terminus shall normally not be nearer to such boundary than fifty feet (50'). However, the Planning and Zoning Commission may require the reservation of an appropriate easement to accommodate drainage facilities, pedestrian traffic, or utilities. A cul-de-sac turnaround shall be provided at the end of a permanent dead end street with a minimum right-of-way radius of fifty four feet (54') and a minimum pavement radius of forty three feet (43'). For greater convenience to traffic and more effective police and fire protection, permanent dead end streets shall be limited in length to a maximum of five hundred feet (500'). (Ord. 2015-18, 4-28-2015)
13. Alleys: Alleys may be allowed in single-family residential districts only with Planning and Zoning Commission approval. Alleys may be required in multiple-family districts and in commercial and industrial districts unless other adequate provisions for service access are made. When required or provided, alleys shall be at least ten feet (10') wide, and shall be paved in accordance with specifications maintained by the Public Works Director or designee. Alleys normally shall not intersect with one another nor change sharply in alignment and shall be paved in accordance with specifications maintained by the Public Works Director or designee. Adequate vehicular turnaround space shall be provided at the terminus of any rear end alley. (Ord. 2016-32, 11-22-2016; amd. Ord. 2018-07, 4-24-2018)
14. Private Access Easement And Noncompliant Private Roads:
a. Any private access easement or noncompliant private road existing upon the effective date hereof shall be permitted to continue and be maintained so as to provide access to the lots served by the private access easement or noncompliant road upon the effective date hereof.
b. No subdivision creating a new lot or parcel which is to be served only by a private access easement or noncompliant private road shall be permitted after the effective date hereof unless the private access easement or noncompliant private road necessary to serve a lot or parcel to be created meets the requirement of a private street in effect at the time the proposed subdivision is considered by the Plan Commission. (Ord. 2016-32, 11-22-2016)
B. Design Standards: In order to provide for roads of suitable location, width, and improvement to accommodate prospective traffic and afford satisfactory access to police, firefighting, snow removal, sanitation, and road maintenance equipment, and to coordinate roads so as to compose a convenient system and avoid undue hardships to adjoining properties, the following design standards for roads are hereby required:
1. Minimum Right-Of-Way And Pavement Widths: Every right-of-way established for subdivision purposes is to be separate and distinct from the lots or parcels adjoining such right-of-way and not included within the dimensions or areas of such lot or parcels. All rights-of-way shall be dedicated to the public by the subdivider. The minimum pavement widths shall be as noted in table 5-1 of this section.
2. Excess Right-Of-Way Widths: Right-of-way widths in excess of the standards designated in these regulations shall be required whenever, due to topography, additional width is necessary to provide adequate earth slopes. Such slopes shall not be in excess of three to one (3:1). (Ord. 2015-18, 4-28-2015)
3. Road Surfacing And Improvements: After sewer and water utilities have been installed by the developer, the developer shall construct curbs and gutters and shall surface or cause to be surfaced roadways to the widths prescribed in these regulations. All surfacing shall be of a character as is suitable for the expected traffic and in harmony with similar improvements in the surrounding areas. Types of pavement shall be as determined by the Public Works Director or designee. Adequate provision shall be made for culverts, drains, and bridges. All road pavement, shoulders, drainage improvements and structures, curbs, turnarounds, and sidewalks shall conform to all construction standards and specifications adopted by the Public Works Director or designee or Board of Trustees and shall be incorporated into the construction plans required to be submitted by the developer for plat approval. (Ord. 2015-18, 4-28-2015; amd. Ord. 2018-07, 4-24-2018)
4. Railroads And Limited Access Highways: Railroad rights-of-way and limited access highways, where so located as to affect the subdivision of adjoining lands, shall be treated as follows:
a. In residential districts, a buffer strip at least twenty five feet (25') in depth in addition to the normal depth of the lot required in the district shall be provided adjacent to the railroad right-of-way or limited access highway. This strip shall be part of the platted lots and shall be designated on the plat: "This strip is reserved for screening. The placement of structures on this land is prohibited."
b. In districts zoned for business, commercial, or industrial uses, the nearest street extending parallel or approximately parallel to the railroad right-of-way shall, wherever practicable, be at a sufficient distance from the railroad right- of-way to ensure suitable depth for commercial or industrial sites.
c. When streets parallel to the railroad right-of-way intersect a street which crosses the railroad right-of-way at grade, they shall, to the extent practicable, be at a distance of at least one hundred fifty feet (150') from the railroad right-of-way. Such distance shall be determined with due consideration of the minimum distance required for future separation of grades by means of appropriate approach gradients.
5. Intersections:
a. Streets shall be laid out so as to intersect as nearly as possible at right angles. A proposed intersection of two (2) new streets at an angle of less than seventy five degrees (75°) shall not be acceptable. An oblique street should be curved approaching an intersection and should be approximately at right angles for at least one hundred feet (100') therefrom. Not more than two (2) streets shall intersect at any one point.
b. Proposed new intersections along one side of an existing street shall, wherever practicable, coincide with any existing intersections on the opposite side of such street. Street jogs with centerline offsets of less than one hundred fifty feet (150') shall not be permitted, except where the intersected street has separated dual drives without median breaks at either intersection. Where streets intersect major streets, their alignment shall be continuous. Intersection of major streets shall be at least eight hundred feet (800') apart.
c. Minimum curb radius at the intersection of two (2) local streets shall be at least twenty five feet (25'), and minimum curb radius at an intersection involving a collector street shall be at least thirty five feet (35'). Alley intersections and abrupt changes in alignment within a block shall have the corners cut off in accordance with standard engineering practice to permit safe vehicular movement.
d. Intersections shall be designed with a flat grade wherever practical. In hilly or rolling areas, at the approach to an intersection, a leveling area shall be provided having not greater than a two percent (2%) rate at a distance of fifty feet (50'), measured from the nearest right-of-way line of the intersecting street.
e. Where any street intersection will involve earth banks or existing vegetation inside any lot corner that would create a traffic hazard by limiting visibility, the developer shall cut such ground and/or vegetation (including trees) in connection with the grading of the public right-of-way to the extent deemed necessary to provide an adequate sight distance.
f. The cross slopes on all streets, including intersections, shall be 1.5 percent to 2.0 percent. (Ord. 2015-18, 4-28-2015)
6. Pavement Structure: All streets and alleys shall be paved across the entire surface width. All streets and alleys shall be paved as indicated below, with the Village Board of Trustees or the Public Works Director or designee reserving the right to select the most appropriate option; likewise, equivalents to the minimum street construction standards found in table 5-2 of this section may be approved by the Public Works Director or designee depending on engineering and traffic volume considerations. (Ord. 2015-18, 4-28-2015; amd. Ord. 2018-07, 4-24-2018)
a. Concrete Designs: Bituminous and/or concrete roadway designs shall be at a minimum based on Illinois Department of Transportation Pavement Design Standards and Specifications (latest edition).
b. Cement Designs: Bituminous and/or portland cement concrete designs based on Illinois Department of Transportation pavement designs are acceptable.
c. Earth Subgrade:
(1) The subdivider/developer shall furnish to the Village a geotechnical soils report prepared by an Illinois licensed professional engineer which defines the roadway subgrade requirements for roadway improvements.
(2) All fill areas within the proposed street rights-of-way shall be placed in eight inch (8") lifts and compacted to ninety five percent (95%) standard proctor and all areas under pavement shall have a minimum lime modified subgrade twelve inches (12") in depth as noted in the table located at the end of this section. The developer or contractor will be responsible to have compaction tests performed by qualified personnel and submit copies of these tests to the Village. The number of tests will be a minimum of one per two thousand (2,000) square feet of roadway area to be paved.
(3) Compacted earth per Illinois Department of Transportation standards of ninety five percent (95%) modified proctor. (Ord. 2015-18, 4-28-2015)
(4) Compaction test required prior to placing any paving material. The number of tests will be left to the discretion of the Public Works Director or designee. (Ord. 2015-18, 4-28-2015; amd. Ord. 2018-07, 4-24-2018)
(5) Cut sections shall be proof rolled and tested to verify subgrade strength and density. (Ord. 2015-18, 4-28-2015)
(6) Where the bearing strength of subgrade soils is determined to be weak based on boring data, County soils surveys, field observations or test results, the Public Works Director or designee reserves the right to require pavement designs based on the pavement design procedures for nonfederal aid local streets as presented in the IDOT Administrative Policy Manual to determine proper subgrade treatment. Such treatment may include, but is not limited to, lime modification, lime stabilization or removal and replacement of unsuitable materials. Recommendations for subgrade treatment shall be prepared by a licensed professional engineer and submitted to the Public Works Director for review. (Ord. 2015-18, 4-28-2015; amd. Ord. 2018-07, 4-24-2018)
(7) Suitable subgrade/subbase underdrain systems shall be installed at all pavement locations subject to a high water table based on boring data, County soils surveys, field observations or previous history. (Ord. 2015-18, 4-28-2015)
d. Rigid Pavements: Rigid pavements are specified as either reinforced or unreinforced portland cement concrete to be constructed on a compacted crushed stone subbase. (Ord. 2019-15, 3-26-2019)
(1) Contraction joints are to be provided at the spacing shown in table 5-2 of this section for each of the various alternates. These transverse joints are to be sawed joints that are one- eighth inch (1/8") to one-fourth inch (1/4") wide with a depth equal to one-fourth (1/4) of the pavement thickness. Sawed construction joints are to be sawed as soon as the concrete has hardened sufficiently to permit sawing without excessive raveling, usually four (4) to twenty four (24) hours. All joints shall be sawed to the full depth required before shrinkage cracking takes place, and if necessary, the sawing operations shall be carried on both during the day and night regardless of weather conditions. All contraction joints are to be doweled. Dowel sizes and spacing shall comply with the following requirements:
Pavement Thickness | Min. Dowel Diameter | Min. Dowel Length | Min. Dowel Spacing |
8" | 3/4" | 36" | 15" |
10" | 3/4" | 36" | 15" |
The dowel units are to be smooth, plain and round bars held in position parallel to the surface and centerline of the slab by metal devices that meet the approval of the director of public works.
A light coating of oil shall be uniformly applied to the bars prior to placing the concrete. The welds in the assembly shall be securely made. A broken weld will be sufficient cause for the rejection of the length or section of the assembly in which it occurs.
The dowel bar assembly shall be completely assembled before being placed in position. The assembly shall be installed so that the dowel bars are parallel to the proposed pavement surface and to each other and so that the assembly is at right angles to the centerline of the pavement. All shipping tie wires shall be cut after the assembly is secured in place.
When the dowel bar assembly is in place on the subgrade or subbase, the assembly shall act as a rigid unit with each component part securely held in position relative to the other members of the assembly. The entire assembly shall be held securely in place during consolidating and finishing of the concrete by means of metal stakes which shall penetrate the base at least three hundred millimeters (300 mm) (12 inches).
The contractor shall check the horizontal alignment of the dowel bars by an approved means and the vertical alignment of each dowel bar by means of a leveling device so constructed that it may be adjusted to the correct grade. Any deviation from correct alignment greater than three millimeters (3 mm) (1/8 inch) in three hundred millimeters (300 mm) (12 inches) shall be corrected before any concrete is placed.
Care shall be exercised in depositing the concrete at the dowel bar assemblies so that the horizontal and vertical alignment will be retained.
(2) Longitudinal joints shall be constructed no closer than eight feet (8') and no farther apart than twenty feet (20'). The longitudinal joints may be either "construction" joints or "sawed" joints. In either case, there shall be transverse #4 epoxy coated formed steel tie bars, thirty inches (30") long, spaced at thirty inch (30") centers along all longitudinal joints. This includes the joint between the pavement and curb/gutter.
(A) Longitudinal "Sawed" Joints: Epoxy coated deformed steel tie bars of specified length, size, spacing and material shall be placed perpendicular to the longitudinal sawed joints. They shall be firmly supported on support pins, or rigidly supported on approved joint assemblies to prevent displacement.
Longitudinal sawed joints shall be constructed along the centerline of 7.2 meters (24 feet) wide pavements, and along the lane lines of pavements 10.8 meters (36 feet) or more in width that are paved full width in a single operation.
Longitudinal sawed joints shall be formed by cutting the surface of the pavement by means of approved concrete saws. These longitudinal joints are to be sawed joints that are one-eighth inch (1/8") to one- fourth inch (1/4") wide with a depth equal to one- fourth inch (1/4") of the pavement thickness.
Sawing of the longitudinal joint shall commence as soon as the concrete has hardened sufficiently to permit sawing without excessive raveling, usually four (4) to twenty four (24) hours. All joints shall be sawed to the full depth as shown on the plans before uncontrolled shrinkage cracking takes place. If necessary, the sawing operations shall be carried on both during the day and night regardless of weather conditions.
When multiple land pavement is being placed in more than one operation, all required sawing or longitudinal joints shall be performed on the pavement in place before additional lanes are constructed. Sawing of a longitudinal joint shall be continuous across all transverse joints. Whenever sawing is discontinued, the cut shall terminate at a transverse joint. Water supply equipment for the sawing operations may be permitted on the pavement provided individual axle loads do not exceed eighteen (18) kN (4,000 pounds) and wheel loads are not applied within 1.8 meters (6 feet) of the pavement edges.
(B) Longitudinal "Constructed" Joints: When adjacent lanes of pavement are constructed separately, epoxy coated deformed steel tie bars of specified length, size, spacing and material shall be placed across the longitudinal construction joint to tie the lanes together. The epoxy coated tie bars shall be installed in preformed or drilled holes along the vertical edge of the first lane placed as specified on the plans. The tie bars shall be installed with an approved nonshrink grout or chemical adhesive to provide a minimum pull requirement of: 1) thirty five (35) kN for no. 15 bars (7,750 pounds for no. 5 and 5,000 pounds for no. 4 bars); 2) forty nine (49) kN (11,000 pounds) for no. 20 (no. 6) bars; 3) eighty eight (88) kN (19,750 pounds) for no. 25 (no. 8) bars. Holes shall be blown clean and dry prior to placing the grout or adhesive. The installation shall be with methods and tools conforming to the grout or adhesive manufacturer's recommendations.
An alternative method of installing the epoxy coated steel tie bar of specified length, size, spacing and material shall be by use of a header board drilled to accept the tie bars (using proper dowel diameter and spacing). The header board, with appropriate tie bars, will be in place as the first lane is poured. The header board will be removed after the first lane concrete has set sufficiently for the tie bar to remain firmly in place. The tie bars will be placed midway between the top and bottom thickness of the first lane.
All tie bars shall be installed and approved prior to placement of any concrete in the adjacent lane and all tie bars will be tight and secure.
Sawed longitudinal joints shall be sawed within twenty four (24) hours of concrete placement and prior to any traffic or vehicle traveling on the surface.
(3) Transverse construction joints shall be constructed at the end of each day's run or at locations where a cold joint will occur due to a delay or interruption in placement operations. All transverse construction joints shall be tied with #6 reformed bars, thirty six inches (36") long, spaced at twelve inch (12") centers. Construction joints must be at least ten feet (10') from a contraction joint.
(4) Pavement reinforcement shall be used in all rigid pavements designated as SRPCC in table 5-2 of this section. Reinforcement shall be welded wire fabric (6 inches x 12 inches) with W 4 wire transversely and W 5.5 wire longitudinally weighing approximately fifty four (54) pounds per one hundred (100) square feet. The fabric shall be lapped twelve inches (12") on transverse laps and six inches (6") on longitudinal laps. Reinforcement shall be placed on the subgrade and supported by proper wire chairs and spacers, prior to paving, at the heights specified below:
Pavement Thickness | Depth Below Pavement Surface |
8" | 21/2" minimum, 31/2" maximum |
10" | 3" minimum, 4" maximum |
e. Techniques: Materials and construction techniques shall be in accordance with the applicable sections of the "Standards And Specifications For Road And Bridge Construction", latest edition, as published by the Illinois department of transportation.
f. Standards And Specifications: In the event of dispute, Illinois department of transportation standards and specifications shall prevail.
g. Reports: An Illinois licensed professional engineer responsible for the design construction review services for the subdivider/developer shall be required to certify any pavement design reports, compaction reports, etc., that are required for the improvements.
7. Curb And Gutter:
a. All streets, except alleys, private drives, access easements, arterial or industrial, shall be constructed with portland cement concrete vertical curb and gutter and/or V-type gutter in accordance with the dimensions and specifications shown in the Village construction specifications, unless otherwise approved by Village Board of Trustees. Only vertical curb and gutter shall be constructed in industrial or commercial streets.
b. Curb and/or gutter may be constructed either integrally or separately in conjunction with portland cement pavement. If constructed separately, the gutter flag shall be "tied" to portland cement concrete pavement with thirty inch (30") long no. 4 reinforcing bars spaced at thirty inch (30") centers. (Ord. 2015-18, 4-28-2015)
c. Once a street right-of-way is dedicated to the Village, no person may place or install any structure over or into the curb and gutter portion of any Village maintained street right-of-way without written permission from the Public Works Director or designee. (Ord. 2015-18, 4-28-2015; amd. Ord. 2018-07, 4-24-2018)
C. Road Dedications And Reservations:
1. New Perimeter Streets: Street systems in new subdivisions shall be laid out so as to eliminate or avoid new perimeter half streets. Where an existing half street is adjacent to a new subdivision, the other half of the street shall be improved and dedicated by the subdivider. The Planning and Zoning Commission may authorize a new perimeter street where the subdivider improves and dedicates the entire required street right-of-way width within its own subdivision boundaries.
2. Widening And Realignment Of Existing Roads: Where a subdivision borders an existing narrow road or when the comprehensive plan or official map indicates plans for realignment or widening a road that would require use of some of the land in the subdivision, the applicant shall be required to dedicate those areas for widening or realignment of those roads. The costs of improving the realignment or widening of the road may be shared between the Village and the developer upon determination by the Board of Trustees that the cost of the realignment or widening exceeds the cost of providing necessary access to the subdivision. Frontage roads shall be improved and dedicated by the applicant at their own expense to the full width as required by these subdivision regulations. Land reserved for any road purposes may not be counted in satisfying yard or area requirements of the zoning ordinance whether the land is to be dedicated to the Village in fee simple or an easement is granted to the Village.
TABLE 5-1
STREET DESIGN SPECIFICATIONS
Residential Street Classification | Maximum Number Of Dwelling Units/Net Acre | Required ROW | Minimum Pavement Width1 | Maximum Gradient | Minimum Gradient |
Alley | n/a | 20' | 10' | 14% | 1.0% |
Private street | 0 to 1.99 | 50' | 28' | 12% | 1.0% |
Local | 1.0 to 3.5 | 60' | 32' | 8% | 1.0% |
Local collector | 3.5/greater | 60' | 38' | 8% | 1.0% |
Collector2 | Over 250 dwelling units served | 70' | 48' | 8% | 1.0% |
Arterial | n/a | 80' | 34' - 62' 2 | 8% | 1.0% |
Commercial And Industrial Street Classification | Required ROW | Required Pavement Width1 | Maximum Gradient | Minimum Gradient |
Alley | 24' | 16' | 8% | 1.0% |
Local | 60' | 34' | 8% | 1.0% |
Collector2 | 80' | 44' - 62' | 6% | 1.0% |
Arterial2 | 80' | 44' - 62' | 6% | 1.0% |
Notes:
1. Minimum pavement width is measured from face to face of curb.
2. On local access and subdivision feeder streets, the required pavement width may be reduced to 28 feet if the front yard setback is increased to 35 feet.
TABLE 5-2
MINIMUM STREET CONSTRUCTION STANDARDS
Street Classifications | Flexible Pavements | Rigid Pavements |
Street Classifications | Flexible Pavements | Rigid Pavements |
Alley/access easement Marginal access | 11/2" I-II surface 11/2" I-II binder 4" BAM base 4" crushed stone | 7" PCC with 15' plain joints 4" crushed stone |
Residential Local access | 11/2" I-II surface 11/2" I-II binder 5" BAM base 4" crushed stone | 8" PCC with 15' plain joints 4" crushed stone |
Residential Subdivision feeder Collector | 2" - 4" crushed stone I-II surface 31/2" I-II binder 5" BAM base 4" crushed stone | 8" SR PCC with 40' dowel joints 4" crushed stone |
Commercial Local access | 11/2" I-II surface 2" I-II binder 8" BAM base 4" crushed stone | 8" SRPCC with 20' dowel joints 4" crushed stone |
Commercial Collector | 11/2" I-II surface 2" I-II binder 10" BAM base 4" crushed stone | 8" SRPCC with 40' dowel joints 4" crushed stone |
Arterial or industrial street | 2" I-II surface 2" I-II binder 12" BAM base 4" crushed stone | 10" SRPCC with 40' dowel joints 4" crushed stone |
Notes:
Equivalent pavements, in addition to those shown in this table, shall be submitted to the village for approval.
The granular aggregate base/subbase shall extend under the curb and gutter.
All pavement types shall be constructed on subgrade compacted to 95 percent maximum density per AASHTO T-99 (standard proctor).
On subgrade soils which are determined to have a subgrade CBT of less than 5, based on borings or county soil survey data, design based on the pavement design procedures for nonfederal aid local streets in the "IDOT Administrative Policy Manual", shall be used to determine subgrade treatment. Traffic factors shall be determined using the "ITE Trip Generation Manual".
Abbreviations and definitions: | ||
BAM | Bituminous aggregate mixture | |
Crushed stone | Crushed stone (CA-6 or IDOT type A aggregate base course) | |
Dowel joints | Sawcut or formed joints with cast in place dowels centered in joint and joint surface sealant | |
Fiber reinforcement | Polypropylene reinforcing fibers. Fiberglass fibers are not allowed due to reactivity with cement paste | |
PCC | Portland cement concrete | |
Plain joints | Keyed or sawcut joints with joint surface sealant | |
SRPCC | Standard reinforced portland cement concrete | |
UL | Synthetic underlayment | |
Maximum lift thickness: | ||
BAM | 6 inches | |
Crushed stone | 8 inches | |
I-II binder | 21/2 inches | |
Surface | 2 inches | |
(Ord. 2015-18, 4-28-2015)