21 IMPROVEMENT AND DESIGN STANDARDS >> 21.100 Streets >> 21.130 Street Standards


In addition to complying with all applicable DelDOT standards the following standards shall also apply:

  1. Evaluation of traffic impact shall be required; see Article 11.
  2. Where necessary, the developer shall provide acceleration/deceleration lanes along major roads, as determined by DelDOT, as well as right- and left-turn lanes and bypass lanes, depending on local conditions and the amount of traffic generated by the proposed development. Where such lanes are required, they shall be at the expense of the developer.  Acceleration, deceleration, bypass, and right-turn lanes shall include space for bicycle lanes, as required by DelDOT.
  3. To ensure that adequate access for emergency vehicles is provided at all times, subdivisions or developments that contain three hundred (300) or more dwelling units shall be served by at least two (2) entrance streets located as remotely as possible from each other. Where site constraints prohibit the establishment of two (2) entrance streets, the Department, with the advice of the Office of the State Fire Marshal, may permit the subdivision or development to contain a single entrance street.
  4. Divided entrance streets having a landscaped median shall be provided in subdivisions or developments that contain one hundred and fifty (150) or more dwelling units. All landscaped areas within public street rights-of-way are subject to DelDOT approval.
  5. Individual residential lots shall not have driveways that permit direct vehicular access onto new arterial or collector streets intended to serve one hundred and fifty (150) or more dwelling units.

(Amended March 12, 2002 by Ordinance 01-112)



Residential subdivisions and land developments shall be designed with sufficient internal streets capable of accommodating school bus traffic. It is not necessary that all subdivision streets meet this requirement, and a system of safe, internal pedestrian pathways connecting homes to the designated school bus route is recommended to minimize the intrusion of the bus into the neighborhoods.  The Department may waive this requirement where small size or the presence of nearby stops is adequate to serve the development.

  1. To facilitate access, the designated school bus route shall incorporate a system of circular or loop streets and/or accessways which are designed to avoid the need for the school bus to back-up. Where site constraints prohibit the establishment of a circular traffic pattern, a school bus turnaround must be provided at the terminus of the collector street and/or the terminus of the dead-end minor street.
  2. In subdivisions and land developments containing multiple dead-end streets and/or accessways, the location of turnaround facilities shall be determined by the Department with the advice of the local school district.
  3. The turnaround facility must be circular in design to permit the bus to maneuver through the turnaround without the need to back up.
  4. The paved cartway used by the bus to maneuver through the turnaround shall have a width of not less than fourteen (14) feet and an outside radius of not less than fifty (50) feet. The projection of parked vehicles into the minimum cartway standards shall be prohibited.
  5. All designated school bus turnaround facilities that are not designed to accommodate both buses and on-street parking shall have above-grade signs erected to identify the street or accessway as a "school bus turnaround," and the sign shall further state that "on-street parking is prohibited."

(Amended September 26, 2006 by Ordinance 06-060)