Under the rule, sidewalks must be constructed virtually everywhere, including: on both sides of streets except rural roads; where the development occurs within 2,500 feet of train stations, school or public bus routes; near retail, business, recreational or other centers; where a school is less than 2 miles away; where density exceeds .5 units per gross acre; and where the development connects to streets with existing sidewalks.

"Sight distance triangles" at intersections are pegged to speed limits, making the Legislature's passage of A.1674 and S.179 critically important to the development of traffic-slowing street designs (these bills would allow towns to set low speed limits). Parking requirements are still somewhat high but can be met on and off-street, and developers are encouraged to reduce off-street parking needs by demonstrating local conditions like availability of mass transit, urban location, household characteristics, etc.

While the Institute for Transportation Engineers' Trip Generation rates still control street classification, developers are required to investigate the opportunities for and availability of transit or other factors that affect vehicle trip generation rates per dwelling unit in laying out streets. Municipalities and developers still must negotiate on the highest street classification for the density expected, however, which could promote redundant street capacity and high speeds. The rule also tied sidewalk and street standards to gross instead of net density (land actually to be developed, rather than actual size of the land parcel). The regulation will appear in the June 3 New Jersey Register; hearings are scheduled in the transit-unfriendly towns of Union and Pomona on July 11 and 18, respectively. Written comments will be accepted until August 5. For more info, call DCA 609-984-0039.