Widths and locations of easements and rights-of-way shall be
determined by the Norristown Engineer or the appropriate authority
or utility company for all utilities, including stormwater facilities,
and shall be governed by the requirements herein.
1.
General standards.
A.
Easements and required front, side or rear yards may co-occupy the
same land.
B.
Nothing shall be permitted to be placed, set, or put within the areas of an easement unless it is a portable or removable object. The area shall be landscaped in accordance with § 282-433 of this chapter.
C.
The owner of any lot, upon written request by Norristown and at the
owner's sole expense, shall remove anything placed, planted,
set or put (with or without knowledge of these regulations) within
the area of any easement.
D.
To the fullest extent possible, easements shall be adjacent to rear
or side lot lines and occupy only a portion of one lot (not centered
on two lots).
2.
No right-of-way or easement for any purpose whatsoever shall be recited
or described in any deed unless the same has been shown on the approved
plan. Any error found in a deed shall be immediately corrected and
rerecorded in the office of the Recorder of Deeds for Montgomery County
and at the sole expense of the subdivider or developer.
3.
Utility easements. A minimum width of 20 feet shall be provided for
common utilities and drainage when provided in undedicated land for
one use. Multiple utility uses within one easement require additional
easement width.
4.
Public utilities. All water, sewer and gas mains and other underground
facilities shall be installed prior to street paving at locations
approved by the Norristown Engineer.
5.
Underground utilities. All water, sewer and gas mains shall be installed
underground. All electric, telephone and communication services, both
main and service lines, shall be provided by underground cables, installed
in accordance with the prevailing standards and practices of the utility
or other companies providing such services, except where it is demonstrated
to the satisfaction of the Municipal Council that underground installations
herein required are not feasible because of physical conditions of
the lands involved. All main underground cables which are within the
right-of-way of a street shall be located as specified by the utility
company, subject to approval by the Municipal Council, upon recommendation
of the Norristown Engineer.
A.
In order to promote and facilitate the underground installation of
utility distribution lines, a letter of endorsement shall be required
from the suppliers of utility service (not limited to electrical,
telephone, or cable television) of the developer's choice wherein
the applicant acknowledges that underground utilities are feasible
and shall be consummated as part of the improvement plan.
B.
A statement relative to the intent of the developer to provide underground
utility service shall be placed on the final plan requisite to final
approval of the plan.
C.
The provisions in this chapter shall not be construed as to limit
or interfere with the construction, installation, operation and maintenance
of public utility structures or facilities which may hereafter be
located within public easements or rights-of-way designated for such
purposes.
D.
Light standards are to be placed as required by the Zoning Ordinance.
Power source for such standards shall be placed underground as required.
E.
Along arterial and collector roads, all new electrical service should
be placed underground.
1.
All new streets and extensions and widenings of existing streets:
A.
Shall be offered for dedication to the authority having jurisdiction
over the street at the time of plan approval. Norristown may accept
or refuse dedication of lands which are not accepted by other jurisdictions.
B.
Shall conform with the circulation element of the Norristown Comprehensive
Plan and county or state highway plans and be coordinated with existing
streets.
C.
Shall provide appropriate access between abutting tracts of land
for immediate or future use.
D.
Shall create a road hierarchy among interior subdivision and land
development streets and exterior streets to ensure proper through-traffic
flow, local access, and internal traffic distribution and flow.
E.
Shall be related closely to existing topography to assure reasonable
grades, alignment and drainage, appropriate access to lots, and to
minimize regrading and removal of vegetation.
F.
Shall be designed to continue existing streets at equal or greater
right-of-way and cartway width, as recommended by the Norristown Engineer
and Planning Commission.
G.
Curbs and storm sewers shall be installed along all existing and
proposed public and private streets and common parking areas, except
when this requirement is waived at the discretion of the Municipal
Council, upon recommendation of the Norristown Planning Commission
and the Municipal Engineer.
H.
The developer shall assign street names, subject to approval of the
Municipal Council, and use street numbers as assigned by the Public
Works Department.
I.
Median strips or other traffic-calming devices may be required by
the Municipal Council to provide for public safety and traffic efficiency.
2.
Private streets. Whenever a subdivider or developer proposes to establish
a street which is not offered for dedication of public use, the Municipal
Council shall require the applicant to submit, and also to record
with the plan, a copy of the agreement made with Norristown on behalf
of his heirs and assigns. Such streets shall be constructed in conformance
with the Norristown Engineer standards for public streets. Maintenance
reliability shall be outlined and defined by the applicant and reviewed
by Norristown prior to final approval. When, in the determination
of the Municipal Council, it becomes necessary for Norristown to assume
responsibility for a private street in order to maintain the health,
safety, and welfare of the residents of Norristown, Norristown may
do so and assess the property owner(s) or abutting owners who use
the street for any improvements necessary to restore the street to
conformance with municipal specifications.
A.
Residential private streets. Private streets may be permitted by
the Municipal Council to provide access to land which abuts their
rights-of-way. Private streets shall comply with the following:
1)
The minimum right-of-way or equivalent right-of-way shall be
50 feet.
2)
Minimum paved cartway width shall be 18 feet.
3)
Construction standards shall be engineering and technical criteria in Article IV of this chapter.
4)
An irrevocable right-of-access shall be guaranteed to all properties
whose access depends upon the private street, by means of legal agreement
or covenants, subject to approval by the Municipal Council as advised
by the Norristown Solicitor.
5)
The legal access agreements and/or covenants shall be:
a.
Clearly noted on the subdivision or land development plans for
all proposals using private streets for access.
b.
Included in the deeds for all properties having these access
rights.
c.
Recorded in both Montgomery County and the office of the Recorder
of Deeds.
d.
Clear and specific with regard to property owners' rights to
further subdivision or further land development, especially in regard
to the need to receive approval from the homeowners' association
and/or waiver from the requirement of this chapter.
6)
The private street may be owned by one or more of the property
owners who have a right-of-access or may be jointly owned by an association
of these property owners.
7)
Maintenance shall be guaranteed by the formation and administration
of an association or other legally binding organization of all landowners
with access rights.
a.
Documents governing such association shall be subject to approval
of the Municipal Council upon the advice of the Norristown Solicitor,
shall be filed with Norristown and shall be recorded with the deed
for each property with access rights.
b.
All property owners in such an association shall have a share in the rights and bear a share of the costs and other burdens of maintenance, as specified in the access agreements and/or covenants. This share shall also apply to the assessed costs for upgrading to public street standards, in accordance with the engineering and technical criteria, Article IV of this chapter.
c.
If one or more property owners in the association believe that
the street is not being properly maintained and cannot succeed in
having the association authorize or conduct proper remedies, then
that/those property owners may request Norristown to authorize an
inspection of the street by the Norristown Engineer. The cost of the
inspection shall be paid by those property owners requesting the inspection.
If the Norristown Engineer determines that the street is not being
properly maintained, Norristown may take corrective actions in accordance
with § 282-420.2.A.8), herein.
8)
The Municipal Council reserves the right to order the private
street to be upgraded to meet all of the standards and requirements
for a public street if, at any time, it deems the road to be a health
or safety hazard for reasons of improper or inadequate maintenance.
a.
The full costs of upgrading the street, including engineering,
legal and related costs, shall be assessed against the association.
With each association, the share of the assessment to be paid by each
property owner shall be as specified in the association's legal
access agreements and/or covenants.
b.
Prior to such action by the Municipal Council, the landowners
with access rights shall be notified, in writing, by certified mail,
of the pending action. The landowners will have 30 days from the date
of such notice to propose an alternative solution acceptable to the
Municipal Council.
9)
Additional provisions.
a.
Any vehicular accessway which provides the primary access to
three or more lots, but is not offered for dedication as a public
street, shall be considered a private street subject to these requirements.
b.
Not more than 10 dwelling units may be served by a private street
which has access to a public street (private dead-end or cul-de-sac
street).
c.
A private street with more than one access to a public street
or streets may have not more than 10 lots or dwelling units per public
street access.
d.
Emergency access may be required to a private street which has
only one public street access.
e.
For private cul-de-sac streets, a suitable turnaround shall
be provided, subject to the approval of the Norristown Engineer. A
forty-foot-radius paved bulb turnaround is encouraged, but other configurations
may be used if approved by the Norristown Engineer.
10)
Further subdivision or land development of any lot depending
upon a private road for vehicular access is prohibited if it would
exceed the number of lots permitted, maximum length of cul-de-sac
or any other applicable requirements contained in this chapter. If
an applicant requests such further subdivision, the following standards
shall apply:
a.
In order to permit such further subdivision, one of the following
shall take place:
1.
The street must be upgraded to meet all the standards and requirements
for public street construction and must be offered for dedication
to Norristown; or
2.
Further subdivision may be permitted and the street may remain
private, if the Municipal Council approves the waiver of necessary
design standards.
b.
The applicant shall apply in writing to the Municipal Council
for approval to upgrade the street or to be granted appropriate waivers.
1.
Application to the Municipal Council shall include written approval
from the homeowners' association for the applicant to seek municipal
approval for upgrading or waivers.
2.
Upgrade of the street or waivers should not be approved by the
Municipal Council unless approval is first received from the homeowners'
association.
c.
The costs of upgrading a private street to public street standards,
including the dedication and/or costs involved in granting waivers,
shall be borne by the association of individual property owners in
accordance with the association's legal access agreements and/or
covenants.
11)
An individual private driveway may be legally reclassified and
physically upgraded and improved to become a private street upon approval
of the Municipal Council.
a.
A right-of-way shall be established to contain the private street
in compliance with the requirements herein.
b.
The private driveway shall be physically improved to comply
with private street construction and paving width standards, as well
as applicable dimension standards.
c.
Maintenance shall be guaranteed as established for a private
street in this chapter.
d.
Upgrading of existing individual driveways to private street
status is encouraged where it would take the place of several individually
owned and maintained access strips.
12)
Parking shall not be permitted within the minimum eighteen-foot-wide
cartway of a private street but may be permitted outside the cartway
in a manner that does not interfere with the free movement of emergency
vehicles along the private street.
a.
The legal access agreements and/or covenants shall guarantee
free, unobstructed access throughout the minimum eighteen-foot-wide
cartway. If violations occur, attempts should be made to resolve the
problems within the structure of the association. Under situations
of repeated and/or flagrant violations, individual property owners
may request police enforcement of free and unobstructed access.
b.
If there is a continuing access problem caused by improper parking,
the Municipal Council shall notify the homeowners' association,
in writing, that the problem must be corrected by some means satisfactory
to the Norristown Engineer or Solicitor, depending upon whether the
solution is a physical or legal remedy.
c.
If, after written notification, the homeowners' association
fails to correct the parking problem, the Municipal Council may order
the upgrading of the private street to public street standards as
specified herein. The homeowners' association shall have 30 days
from the date of written notification to propose a solution to the
parking problem.
13)
In considering applications for waivers of private street standards,
the Municipal Council shall consider the following:
a.
Number of lots and/or dwelling units in excess of the permitted
maximum.
b.
Whether or not more lots could be proposed along the private
street, in conformance with the applicable zoning, in addition to
those proposed in conjunction with the waiver application. For example,
one additional unit may be acceptable in itself but may not be acceptable
if a potential would exist for five more lots.
1.
The Municipal Council may require the applicant to submit a
sketch plan and/or information showing the approximate maximum number
of lots and/or dwelling units which could be created under the applicable
zoning requirements on all lands serviced by the private street.
2.
When conditions are considered favorable for limited additional
subdivision under the private street access, the Municipal Council
may request deed restrictions against further subdivision as a condition
of final approval of the subdivision.
c.
Ability of a private street to be served by an emergency access
as a condition of granting a waiver.
d.
Characteristics of properties, neighborhood and private street(s)
involved:
1.
Configuration of the properties.
2.
Lot sizes and development characteristics, with particular regard
to avoiding congested appearance and functioning.
3.
Topography, including vegetation and other environmental characteristics.
4.
Character of land and development surrounding the properties
in question, including their development status and potential development.
5.
Whether or not requiring a public street would have an appreciable
benefit to the properties and/or Norristown in terms of access and
traffic circulation.
6.
The economic impact of permitting the waiver compared to requiring
a public street.
3.
Alleys. Alleys shall have a minimum paved cartway width of 16 feet
and a right-of-way width of 20 feet. Where alleys dead end, they shall
provide a turnaround having a minimum right-of-way radius of 25 feet,
and a minimum right-of-way radius of 27 feet.
Every street, road, or highway within Norristown shall be classified
by its function as one of the following and shall be subject to the
requirements for its classification as contained in this article,
including vehicular access analysis and other requirements. These
classifications are based on the Montgomery County Transportation
Plan Element which incorporates standards established by the American
Association of State Highway and Transportation Officials (AASHTO),
and used by PennDOT, and are intended to provide appropriate standards
for each road, as well as to coordinate street functions and improvements
among neighboring municipalities, the region, and the state.
1.
Expressways. The highest type of highway is an expressway, which
is a multilane divided highway with fully controlled access provided
only at grade-separated interchanges. Expressways serve high volumes
of traffic at high speeds while providing high levels of safety and
efficiency. The typical posted speed is 55 miles per hour.
2.
Arterials (Figure 4.8).[1] Arterials provide a high degree of mobility in order to
better serve trips of longer length. Since access to abutting property
is not their major function, access controls are desirable to enhance
mobility. They are further classified as follows:
A.
Principal arterials. The design standards for principal arterials
are contained in Figure 4.7.[2] Principal arterials generally provide between two and
four through lanes of travel, depending upon traffic volume and land
use density. Principal arterials have typical posted speeds of 45
miles per hour.
[2]
Editor's Note: Figure 4.7 is included at the end of this chapter.
B.
Minor arterials. Minor arterials interconnect with and augment principal
arterials in serving major activity centers. They typically accommodate
trips between three and five miles in length. They are spaced at intervals
consistent with population density and carry traffic within or between
several municipalities of the county. Lastly, they link other villages
not connected by principal arterial and provide key connections between
roads of higher classification. The design standards for minor arterials
are included in Figure 4.7.[3]
[3]
Editor's Note: Figure 4.7 is included at the end of this chapter.
[1]
Editor's Note: Figure 4.8 is included at the end of this chapter.
3.
Collectors (Figure 4.9).[4] Collectors serve a dual function of providing a mix of
accessibility and mobility. They typically serve trips of up to four
miles in length and channel or distribute traffic to or from a road
of a higher classification. They are further subclassified as major
and minor collectors.
A.
Major collectors. These types of roads provide a combination of mobility
and access with a priority on mobility. Ideally access is partially
controlled with preference given to through traffic. Access is permitted
with at-grade intersections and major access driveways of selected
land uses such as a retail or employment centers. Few, if any, individual
driveways should be permitted off of major collectors. They accommodate
trips within and between neighboring municipalities. Lastly, major
collectors may serve as the major road through large industrial complexes
or office parks or provide key connections between roads of higher
classification. The typical posted speed is 35 to 40 miles per hour.
The design standards for major collectors are in Figure 4.7.[5]
[5]
Editor's Note: Figure 4.7 is included at the end of this chapter.
B.
Minor collectors. Minor collectors provide a combination of access
and mobility with more emphasis on access. They allow more access
to abutting properties with little or no restriction. Individual driveway
access is permitted. Generally, minor collectors accommodate trips
only within a small segment of a municipality. They are spaced at
intervals to collect traffic from local roads and neighborhoods and
channel it to major collectors and arterials. Finally, minor collectors
may serve as a major road through a residential neighborhood. The
typical posted speed is 25 to 30 miles per hour. The design standards
for minor collectors are in Figure 4.7.[6]
[6]
Editor's Note: Figure 4.7 is included at the end of this chapter.
[4]
Editor's Note: Figure 4.9 is included at the end of this chapter.
4.
Local roads (Figure 4.10).[7] Local roads and streets have relatively short trip lengths
generally not exceeding one mile. Because property access is their
main function, there is little need for mobility and high operating
speeds. This function is reflected by use of lower posted speeds between
20 and 30 miles per hour. Through traffic is discouraged from using
local roads. They only provide a link between property access and
the collector road network.
A.
Residential streets. New streets or extensions of existing streets
in residential developments function primarily to provide vehicular
access and street frontage for each lot. The design standards for
residential streets are in Figure 4.7.[8] Residential streets shall be assumed to have parking on
both sides unless no driveways take access on them or the development
otherwise provides significant off street public parking which is
convenient to all the proposed houses.
[8]
Editor's Note: Figure 4.7 is included at the end of this chapter.
B.
Nonresidential access streets: shall function primarily to provide
vehicular access and street frontage for industrial office, institution
and commercial lots and land uses. The standards for nonresidential
access streets are in Figure 4.7.[9]
[9]
Editor's Note: Figure 4.7 is included at the end of this chapter.
[7]
Editor's Note: Figure 4.10 is included at the end of this chapter.
Sight distance, horizontal and vertical curvature, superelevation,
and maximum and minimum street grades shall be determined by the Norristown
Engineer in compliance with the standards contained in A Policy on
Geometric Design of Highways and Streets, published by the American
Association of State Highway Transportation Officials, most recent
edition, or PennDOT standards, whichever is more restrictive. In addition,
the following standards and guidelines shall be complied with:
1.
Minimum horizontal and vertical curvature for all local access streets
shall conform with the standards in Figure 4.11.[1]
[1]
Editor's Note: Figure 4.11 is included at the end of this chapter.
2.
Long-radius, gentle curves shall be used rather than shorter-radius
curves connected by tangents.
3.
Curve-tangent relationships shall follow accepted engineering guidelines
for safety and efficiency. For example, minimum radius curves shall
not be used at the ends of long tangents.
4.
Street grades shall be measured along the center line in accordance
with the following:
A.
Minimum grade for all streets shall be 1%.
B.
Maximum grades for arterials and collectors shall be 5% and for residential
streets shall be 10%.
C.
Curve-grade combinations shall follow accepted engineering guidelines
for safety and efficiency. For example, minimum-radius horizontal
curves will not be permitted in combination with maximum grades.
D.
At all approaches to intersections, street grades shall not exceed
4% for a minimum distance of 50 feet from the intersection of curblines
or edges of cartways.
E.
Streets shall be designed to provide a minimum K value of 25 pci.
All street intersections shall be governed by the standards
of this section and the Municipality's Engineering Standards.
1.
Number of streets. Not more than two streets shall intersect at the
same point.
2.
Three-way/four-way intersections. Three-way or T-intersections should
be used instead of four-way intersections, unless the four-way intersection
can be justified in terms of necessary and desirable traffic movements.
3.
Angles of intersection.
A.
All intersection approaches shall be designed at ninety-degree angles
for a minimum of 50 feet from the edge of the cartway of the road
intersection road unless sufficient reason exists to justify a lesser
angle.
B.
Where angled intersections are used, it is preferable to design them
so that the heavier traffic flow will make the obliquely angled turn
rather than the acutely angled turn.
4.
Improvements to existing intersections. When existing streets intersect
at odd angles or have more than four approaches, the applicant shall
improve the intersection, to bring it into compliance with this chapter,
as required by the Municipal Council, which shall first seek the advice
of the Norristown Engineer and Planning Commission and other technical
advisors or agencies, as appropriate. For state and county highways,
improvements shall comply with the requirements of the appropriate
agency.
5.
Waiver of improvements. The Municipal Council may waive the above
requirements for improvements under one or more of the following conditions:
A.
When changes made on the applicant's land will not improve the
intersection's deficiencies.
B.
When other road improvements are already planned which would correct
the problem without changes required of the applicant.
C.
When not required by PennDOT where the intersections are under its
jurisdiction.
6.
Approaches to intersections. Approaches to intersections shall follow
a straight course for a minimum of 50 feet for local roads. All other
streets shall follow a straight course in accordance with accepted
engineering standards, but in no case less than 50 feet. Measurement
shall be made from the intersection of curblines or edges of cartways
for each corner.
7.
Single-access street intersections.
A.
Intersections with single access shall be designed with the single-access
street extending as a side street from the through street.
B.
Four-way intersections may be created using two permanent single-access
streets intersecting directly opposite one another along a through
street, when the through street is a local access street.
8.
All intersections shall provide clear sight distance in compliance
with PennDOT standards.
9.
Street intersection spacing shall be in compliance with the regulations
contained in this section, measured from center line to center line.
A.
The applicant shall prepare a vehicular access analysis for all street
intersections proposed along arterials and collectors.
B.
The spacing listed in Figure 4.11[1] shall be considered minimum spacing. Where greater spacing
is required in compliance with AASHTO or PennDOT standards, the greater
spacing distances shall be applied, as determined by the Norristown
Engineer, in relation to the vehicular access analysis.
[1]
Editor's Note: Figure 4.11 is included at the end of this chapter.
C.
Offset intersections. In any case where the center lines of street
intersections are, or would be, within 150 feet of each other, they
shall be made to coincide by relocating the street within the applicant's
land, unless additional problems of sight distance or other safety-related
problems would be created. As an alternative, relocation further away
from the offset intersection may be done in compliance with the intersection
spacing requirements contained herein, when approved by the Municipal
Council.
D.
Street intersections with major collectors shall be spaced a minimum
of 500 feet apart.
E.
Street intersections with minor collectors shall be spaced a minimum
of 350 feet apart.
F.
Street intersections with local roads shall be spaced a minimum of
300 feet apart.
Any street which is served by only one intersection with a through
street shall be considered a single-access street, regardless of the
street's configuration within the proposed subdivision or land
development.
2.
Single-access loop streets shall be subject to the requirements for
their classification of street, notwithstanding their single-access
status.
3.
The Municipal Council may request the applicant to provide a permanent
easement for snow removal. The easement shall have a minimum length
along the right-of-way line of 40 feet and a depth of 15 feet. When
curbing is required, a curb depression shall also be placed in this
easement area. No shrubbery, fence, mailbox, or any other obstruction
shall be placed within the easement to hinder the placement of the
snow.
4.
Single-access loop streets shall not under any circumstances exceed
1,200 feet in length, measured from the intersection with the through
street, along the entire center line, around to its intersection with
itself.
5.
Cul-de-sac streets:
A.
Shall be permanently closed to vehicular traffic at one end.
B.
Shall be identified by a standard warning sign stating "No Outlet"
when deemed appropriate by the Municipal Council to help avoid mistaken
turning movements.
C.
Shall not be permitted when a through street is possible for the
tract under consideration. All culs-de-sac must be approved by the
Municipal Council, with Norristown reserving the right to reject any
and all culs-de-sac proposed. The following shall be used to determine
the necessity of the cul-de-sac:
D.
Shall be a minimum of 250 feet but not exceed 500 feet in length.
Measurement of the length shall be made from the center line of the
abutting through road or point of intersection with another cul-de-sac
to the center line of the turnaround, measured along the cul-de-sac
street's center line.
E.
Shall be provided with a vehicular turnaround at the closed end with
a right-of-way radius of at least 50 feet and a paving radius of at
least 40 feet. Alternative vehicular turnaround designs are encouraged
to improve traffic flow and overall design of the subdivision. If
an offset bulb turnaround is used, the left-side bulb configuration
is preferable. In addition, parking is prohibited on the cul-de-sac
by order of the Fire Marshal.
F.
No more than four lots shall have frontage on the circular turnaround
portion of a cul-de-sac street, and no more than four driveways shall
have access to the circular turnaround portion.
G.
Shall not extend from a single-access loop street.
H.
Existing temporary culs-de-sac and rights-of-way located on adjacent
parcels, whether improved or not, shall be used by the developer to
tie in his/her proposed roadway system. It shall be the responsibility
of the developer of the tract to complete all roadway improvements
at his/her expense within the existing rights-of-way of adjacent parcels
to service his/her tract.
I.
Shall be served by an appropriately located and constructed emergency
accessway when required by the Municipal Council, using the following
standards:
1)
Minimum cartway width shall be 10 feet.
2)
Pavement shall satisfy the standards of the Norristown Engineer.
3)
When not paved, the cartway shall be constructed of crushed
stone of appropriate size, depth, and compaction to support the largest
municipal fire trucks under all weather conditions. Placed on top
of the six inches of crushed stone shall be an interlinked porous
pavement constructed of fiber-reinforced polyethylene or concrete
grass pavers. All void areas shall be filled with topsoil and seeded
with an appropriate grass mix.
4)
Markings or appropriate form of identification shall be placed
at the entrance to the emergency accessway. If necessary, breakaway
bollards shall be installed at each end of the emergency accessway.
5)
Emergency accessways shall be maintained through properly recorded
easements or deed restrictions which, at a minimum, prohibit the planting
of any vegetation except grass within the accessway.
6)
May be made available for pedestrian access.
J.
Landscaped cul-de-sac islands are encouraged and shall conform to
the following standards:
1)
Shall be located within the bulb of a cul-de-sac and be concave
for use as part of the stormwater management infrastructure. Efforts
should be made to retain the existing vegetation on the site within
these islands.
2)
Shall have a maximum radius of 24 feet and be surrounded by
paving on all sides.
3)
Shall be designed to allow for emergency vehicle access into
the cul-de-sac.
4)
In the event that right-of-way grading will not permit the retention
of existing vegetation in a cul-de-sac, the landscaping proposed for
the island shall be of low-maintenance varieties as approved by the
Municipal Council. The landscaping plan shall specifically describe
the maintenance required for any landscaping proposed on the landscape
island.
6.
Stub streets:
A.
Shall be provided in appropriate locations for vehicular access to
abutting undeveloped lands when required by the Municipal Council,
upon advice of the Norristown Planning Commission and Engineer.
C.
Shall be provided with a vehicular turnaround.
D.
Shall be constructed to the property line in accordance with the
standards of this chapter applicable to the classification of streets
they will be upon extension.
1.
All adjacent structures and areas disturbed or damaged during construction
shall be properly repaired, restored, or replaced to the satisfaction
of Norristown by the party causing the damage.
2.
All trees, roots, stumps, brush, down timber, wood, rubbish and any
objectionable material shall be removed from the full legal right-of-way,
or as approved by the Norristown Engineer. Efforts shall be made during
construction of roadways to preserve any vegetation specifically for
preservation identified in the landscaping plan.
3.
Paving. The pavement of all streets and all commercial, industrial,
and multifamily parking areas and driveways into and out of parking
areas shall be installed as shown on the final plan and in accordance
with the following standards:
A.
General. All paving shall be constructed, both as to materials and
methods, generally in conformance with applicable portions of PennDOT
Specifications Publication 408-2011, or current edition.
B.
Pavement design. Pavement construction shall conform to the minimum
standards for different types of streets and parking areas as indicated
in Figure 4.12.[1]
[1]
Editor's Note: Figure 4.12 is included at the end of this chapter.
C.
Paving cross section. All pavements, except where superelevated for
curves, shall conform with typical roadway cross sections on Figure
4.13.[2]
[2]
Editor's Note: Figure 4.13 is included at the end of this chapter.
D.
Alternative paving. Alternative paving specifications may be approved
for roads, driveways, and parking lots, not intended for dedication
to Norristown, in commercial, industrial, rural, and multifamily areas.
Porous paving systems are encouraged for use on parking lots.
E.
Aggregates, coarse and fine, for binder coarse shall be made from
stone, gravel, or other recycled aggregate or glass and shall meet
the quality requirements for Type A stone and Type A gravel. Fine
aggregate shall be natural sand, manufactured sand or fine recycled
glass cullet composed of hard, durable, uncoated particles and free
of lumps of clay and organic material. Fine sand shall meet the gradation
requirements in Table A, Section 703, PennDOT Publication 408, latest
revision. The coarse aggregates shall meet the grading requirements
indicated above.
4.
Radii of pavement and right-of-way at intersections. Street intersections
shall be rounded with tangential arcs at pavement edge (curbline)
and right-of-way lines as listed below. Where two streets of different
right-of-way width intersect, the radii of curvature for the widest
street shall apply as shown in Figure 4.14.[3]
[3]
Editor's Note: Figure 4.14 is included at the end of this chapter.
5.
All radii specified herein must be increased if large trucks, fire
trucks, or other emergency vehicles would have difficulty with ingress
or egress as determined by the Norristown Fire Marshal.
6.
Pavement cross slopes. The typical pavement cross slope on proposed
streets shall not be less than 1/4 inch per foot and not more than
1/2 inch per foot. The typical slope of the shoulder areas shall not
be less than 3/4 inch per foot and not more than one inch per foot.
7.
Driveway apron. The concrete apron in the driveway area shall be
six-inch thick concrete, 4,000 psi compression strength, reinforced
with wire six inches by six inches, 10 gauge wire (minimum). The wire
shall be installed so that it is not closer than two inches from the
top or bottom surface of the driveway. Six inches' crushed stone shall
be used as a bedding under the driveway apron.
8.
Driveways normally used by not more than 25 vehicles per day shall
comply with the standards contained in the Pennsylvania Code, Title
67, Transportation, Chapter 441, Access to and Occupancy of Highways
by Driveways and Local Roads, Section 441.8(i)(5), Grade Requirements
Where Curbs and Sidewalks are Present. Driveways normally used by
more than 25 vehicles per day shall comply with standards appropriate
for their anticipated traffic volumes in conformance with accepted
engineering standards and practices.
9.
Maximum grade requirements shall not be waived unless extremely difficult
circumstances exist and cannot be mitigated by alternative locations,
designs, or lotting, in which case a safe, practical alternative may
be permitted by the Municipal Council, upon recommendation of the
Norristown Engineer.
1.
The term "driveway," as used here, refers to every entrance or exit
used by vehicular traffic to or from properties abutting a municipal
road. The term includes proposed streets, lanes, alleys, courts, and
ways.
2.
Applicants shall submit sketch plans to the Norristown Planning Commission,
for its evaluation and advice, in the following circumstances:
A.
When any residential dwelling units are proposed along an existing
arterial or collector street.
B.
For all nonresidential proposals which require a new driveway or
upgrading of an existing driveway.
C.
For all proposals whose driveways would generate 25 or more vehicular
trips per day, based on ITE trip-generation standards.
3.
The Norristown Planning Commission shall review the proposal in accordance with the procedures of Article III of this chapter.
4.
Following evaluation by the Norristown Planning Commission, the applicant
may submit plans to the state or Norristown for formal review and,
as appropriate, approval and issuance of permits.
5.
No driveway location, classification, or design shall be considered
finally approved by Norristown unless permits have been granted by
the state and/or Municipality and preliminary plan approval has been
granted by the Municipal Council for the subdivision and/or land development
which the driveway(s) will serve.
1.
The term "driveway," as used here, refers to every entrance or exit
used by vehicular traffic to or from properties abutting a municipal
road. The term includes proposed streets, lanes, alleys, courts, and
ways.
2.
Driveway intersections with streets:
3.
In order to facilitate safe and efficient access between streets
and driveways, the number of driveways permitted to serve individual
parcels of land shall be kept to the minimum needed to adequately
serve the parcel in question.
A.
Properties with frontages of 100 feet or less may be permitted not
more than one driveway intersection with a street. Exceptions may
be made when adjacent property owners share parking or when the need
is determined in a traffic study prepared by a qualified traffic engineer.
B.
Not more than two driveway intersections with the same street may
be permitted for any parcel of land unless anticipated traffic volumes
warrant more than two, and then only when supported by a traffic study
prepared by a qualified engineer warrants more than two driveway intersections.
4.
Driveway intersections serving individual parcels of land may be
prohibited by the Municipal Council where such intersections would
create congestion, interference, and/or hazards to traffic flow and
safety by reason of street grades, landforms, vegetation, frequency
of driveway intersections, limited sight distances, and/or high-speed
traffic flow. In such cases, the Municipal Council may permit reasonable
alternative forms of vehicular access to the parcel of land by means
of:
5.
Where driveway intersections are prohibited by the Municipal Council
and alternative forms of vehicular access would cause an undue burden
upon an applicant, the Municipal Council may permit an alternative
interim access solution in compliance with the following:
6.
Distance from street intersections. Driveways shall be located as
far from street intersections as is reasonably possible.
7.
Choice of streets. When streets of different classes are involved,
the driveway shall provide access to the street of lesser classification,
unless this requirement is waived by the Municipal Council for reasons
of sight distance, incompatibility of traffic, grading, drainage,
or other major reasons.
8.
Stopping areas. Regardless of the driveway classification, all driveways
shall be provided with a stopping area within which the grade shall
not exceed 4%. The stopping area shall be measured as follows:
10.
Sight distance determinations. Determination of sight distances at
intersections of new driveways and streets with existing municipal
roads shall be in accordance with the following provisions.
A.
Access driveways shall be located at a point within the property
frontage limits which provides at least the minimum safe stopping
sight distance (SSSD) as determined by the standards within Chapter
441 (Access to and Occupancy of Highways by Driveways and Local Roads),
Title 67, of the Pennsylvania Code.
B.
The calculated minimum SSSD shall be obtainable and measured from
a point 10 feet back of the pavement edge and 3.5 feet above the road
surface.
C.
If the minimum required SSSD's cannot be achieved, the Municipality
may exercise one or more of the following options:
1)
Prohibit left turns by exiting vehicles.
2)
Restrict turning movements to right turns in and out of a driveway.
3)
Require installation of a right-turn acceleration lane or deceleration
lane.
4)
Require installation of a separate left-turn standby lane.
5)
Alter the horizontal or vertical geometry of the roadway.
6)
Deny access to the road.
1.
Bridges and culverts shall be designed to meet current PennDOT standards
to support expected loads and to pass design stormwater flows. They
shall be constructed to the full width of the planned cartway. Allowance
for sidewalk must also be made.
2.
Where county-owned roads or bridges are involved, the County Engineer
must review and approve all proposals.
3.
It is unlawful to construct any dam or other water obstruction, or
to make any change in or addition to any existing water obstruction,
or in any manner to change or diminish the course, current, or cross
section of any stream or body of water, without first having made
written application to and obtained a permit or consent in writing
from PADEP.
4.
The following information is required: drawings to include location
plan; cross section of present bridge if one exists; and profile of
stream for a reasonable distance above and below the bridge site,
showing slopes of bed, normal water surface and floodwater surface.
If the bridge is on a skew, give the angle of the center line of the
bridge with the direction of the line of flow. In addition, the following
information is required for new bridge construction: the total drainage
area above the bridge site; description of the watershed; length of
stream from source to bridge site and to the mouth; character of stream
bed and banks; extent and depth of overflow during floods; effect
of previous floods upon bridges, their span and clearance; and whether
the bridge will be within backwater influence of a parent stream.
5.
A complete set of structural computations and drawings shall be submitted
with plans involving construction of bridges and culverts.
1.
Street names. Street names shall be determined in consultation with
Norristown. Street names should bear a reasonable relationship to
significant natural features or history of the community. Efforts
should be made to reduce the occurrence of similar names or similar
sounding names within Norristown or the postal delivery area. All
street names are subject to approval by the Municipal Council.
2.
Street signs. The developer shall erect at every intersection a street
sign or street signs having thereon the names of the intersecting
streets. At intersections where streets cross, there shall be at least
two such street signs; and at the intersections where one street ends
or joins another street, there shall be at least one sign. Street
signs shall be erected when the first dwelling on the street is occupied.
Temporary street signs may be erected with the permission of the Municipal
Council. Any temporary signs will be replaced prior to roadway dedication.
Parking and related internal driveways shall be governed by
the following regulations.
1.
General.
A.
The specific purposes to be served by these requirements are:
1)
To add visual character and improve the appearance of parking
areas by reducing their massiveness into smaller units.
2)
To integrate parking areas into the pedestrian circulation system.
3)
To provide shade for parked cars and reduce heat islands, stormwater
runoff, and air pollution.
4)
To reduce random vehicular flow across parking areas.
5)
To permit a high level of visibility for those uses for which
visibility is an important factor.
6)
To facilitate snow removal and storm drainage, and to conserve
energy in construction and resurfacing operations, by laying out the
paving surface with minimal obstructions.
B.
The terms "parking lot," "parking area," and "parking" are interchangeable.
"Parking" includes the driveway which provides direct access to the
parking spaces.
C.
Off-street parking facilities shall be provided in compliance with
the parking requirements of the Zoning Ordinance and the regulations
contained herein.
D.
Angled parking shall not be permitted along public or private streets
or within parking lots, except where specifically permitted by this
chapter or other ordinances. Perpendicular parking shall not be permitted
along public or private streets.
E.
The installation of stormwater storage/infiltration facilities, such
as infiltration galleries, or beds beneath parking areas, is strongly
encouraged. These facilities avoid negative visual impacts of surface
detention or retention facilities and enhance groundwater recharge,
with the attendant positive effects on stream flows and quality.
2.
All parking lots.
A.
Parking shall not be permitted along driveways which serve as the
entrance(s) or exit(s) to parking areas with a capacity of 50 cars
or more. A minimum driveway length of 50 feet shall be provided between
the road ultimate right-of-way line and the first parking space or
internal driveway intersection.
B.
Parking areas shall be set back from tract boundary lines and ultimate
right-of-way lines in compliance with the requirements of the Zoning
Ordinance. In any case not regulated by the Zoning Ordinance, parking
areas shall not be located closer than 15 feet from any tract boundary
line and 10 feet from any legal right-of-way line.
C.
All parking lots along the frontage of any building shall clearly
denote a designated fire lane according to the IFC.
D.
Where the edge of an existing parking area is located close to a
street, driveway, or other parking area and the property is proposed
for subdivision and/or land development, a minimum separation of 10
feet shall be provided between these features, unless a shared parking
or cross-access arrangement is proposed. This spacing shall consist
of a landscaped area with planting in conformance with § 282-433.5,
Parking lot landscaping, herein.
E.
Dead-ended parking areas shall be discouraged when the required parking
capacity can be accommodated in a layout that permits more-convenient
vehicular movements. However, extraneous through-traffic flow should
be avoided.
1)
Up to 30 parking spaces may also be located in a dead-ended
parking area if there is no more-desirable alternative feasible and
sufficient backup areas are provided for the end stalls.
2)
More than 30 parking spaces may be located in a dead-ended parking
area only if a turnaround area is provided at the closed end, suitable
for passenger car turning. The turnaround area may be circular, T-
or Y-shaped, or other configuration acceptable to the Municipal Council.
F.
Parking spaces designed for exclusive use by disabled persons shall
be installed in all parking lots as close and convenient to building
entrances as is reasonable. The specific number and locations of handicapped
stalls shall be in conformance with the Americans with Disabilities
Act (ADA).
G.
Provisions for pedestrian safety within a parking lot shall be required
by providing sidewalks and delineated crosswalks.
H.
Parking areas may be constructed of porous pavement or other materials
that allow for the infiltration of stormwater, with approval of the
Municipal Engineer.
I.
Planting islands shall be constructed within all parking lots with
more than 12 spaces, based on the following standards:
1)
One planting island shall be provided for every 10 parking stalls.
There shall be no more than 10 continuous parking stalls in a row
without a planting island.
2)
Alternative planting islands (without planting islands located
every 10 parking stalls) must provide one canopy tree for every 10
parking stalls in planting island areas and perimeter parking planting
areas, at the discretion of the Municipal Council.
3)
The ends of all parking rows shall be divided for driving lanes
by planting islands.
4)
Planting islands shall be a minimum of nine feet by 18 feet
in area. Unless designed to function as part of the stormwater management
system, planting islands shall be underlain by soil mounded up to
six inches minimum above the paved parking or drive area and shall
be protected by curbs or wheel stops.
J.
Parking lots with more than 12 stalls shall require planting strips
around the entire perimeter of the parking lot, except where buildings,
driveways, and walkways are located.
K.
Unless otherwise described in this chapter, where required, all planting
strips shall be a minimum of 10 feet wide and run the length of the
parking row. Unless designed to function as part of the stormwater
management system, planting strips shall be underlain by soil mounded
up to six inches above the paved parking or drive area and shall be
protected by curbs, wheel stops, or bollards.
3.
Parking area dimensions.
A.
Parallel parking stalls shall have minimum dimensions of nine feet
by 22 feet.
B.
Perpendicular parking stalls shall have minimum dimensions of nine
feet by 18 feet with a twenty-two-foot aisle.
C.
At the discretion of the Municipal Council, the minimum length of
parking stalls may be reduced by one foot if stalls are designed to
allow vehicles to overhang an area of grass or other pervious surface.
Bumper stops shall be provided which allow the parked vehicle to extend
at least one foot over the edge of the pavement.
D.
Where parking stalls abut sidewalks, parked vehicles shall not overhang
the sidewalks unless the sidewalk is widened by two feet. Wheel stops
are encouraged in order to allow for full pedestrian use of the sidewalks.
E.
Parking spaces for physically disabled persons shall be 13 feet wide
and equal in depth to the spaces abutting them, in accordance with
standards developed under the Americans with Disabilities Act (ADA).
F.
Long-term parking areas. In parking lots which service the parking
needs of commuters or employees and have limited turnover of vehicles,
parking stalls will have a minimum dimension of 8 1/2 feet by
17 feet, with a twenty-two-foot aisle. The Municipal Council may allow
a twenty-foot aisle under one of the following conditions.
G.
Short-term parking areas. In parking lots that service residential,
institution or retail areas, stalls shall have a minimum dimension
of nine feet by 18 feet, with a twenty-two-foot aisle.
4.
Residential parking lots.
A.
Parallel rows of parking spaces, which are not separated by a driveway,
shall be separated by a planting strip.
B.
A single row of parking spaces located parallel to and between two
driveways shall be separated from one of the driveways by a planting
strip a minimum of eight feet wide.
C.
Large parking lots shall be divided into smaller parking areas of
no more than 40 stalls by planting strips.
D.
No less than 20 feet of open area shall be provided between the curbline
of any parking area and the outside wall of the dwelling unit.
5.
Nonresidential parking lots.
A.
Parking lots with a capacity of from 41 to 100 cars shall require
a planting strip around the perimeter and one planting island for
every 10 spaces within the perimeter of the lot. Refer to Figure 4.15
for an illustration of generalized locations and use of planting strips
and planting islands.[1]
[1]
Editor's Note: Figure 4.15 is included at the end of this chapter.
B.
Parking lots for more than 100 cars shall be divided into sections
no greater than 100 stalls each by planting strips.
1)
These planting strips shall be located parallel to the rows
of parking, to serve the following purposes:
a.
To separate main access (entrance-exit) driveways from rows
of parking spaces.
b.
To separate other major driveways (service drives, general internal
circulation) from rows of parking spaces.
c.
To separate large parking areas into smaller units at intervals
of not more than four rows of parking stalls.
2)
For parking areas with an ultimate capacity greater than 400
cars, the requirements may be modified by the Municipal Council to
provide separation into units at intervals of six rows of parking
stalls, with each unit capacity no greater than 100 cars.
3)
The applicant may request Norristown to permit an alternative
design which achieves the purposes of these parking area requirements
as well or better than the requirements herein. The final decision
to permit an alternative design shall be made by the Municipal Council,
with the advice of the Norristown Planning Commission and Engineer.
6.
Parking garages. Parking structures should be designed to complement
the existing streetscape.
A.
Where structured parking is located on the same lot with other uses,
it shall be designed as a mixed-use building, with storefronts or
other business uses on the street level, to encourage pedestrian activity
and reduce visual impacts.
B.
Building facades of parking structures facing the street or other
public way shall be designed with vertical articulation and architectural
details that reflect the character of the surrounding neighborhood.
When structured parking is located on a tract with other existing
buildings, the facades shall be of a unified or complementary theme.
C.
Vehicles shall be screened with grills, lattice, mock windows, louvers
or other facade treatments that complement the architectural style
of the building.
D.
The minimum landscaping buffer and screening planting requirements
for structured parking facilities shall be determined by § 282-433.2.D
of this chapter.
7.
Shared access. When required by the Municipal Council upon recommendation
of the Norristown Planning Commission, applicants should create agreements
for shared vehicular access as the preferred means of reducing the
total number of curb cuts, for traffic safety and congestion reasons.
Figure 4.16 illustrates one generalized example of this concept.[2]
A.
Nonresidential lots shall provide cross-access easements for parking
areas and access driveways guaranteeing access to adjacent lots. Interconnections
shall be logically placed and easily identifiable to ensure convenient
traffic flow.
B.
When two or more abutting lots share an access driveway, the driveway
should be designed as the main access to those lots, and one or more
existing access driveways should then be closed.
C.
Where development of three or more adjoining parcels consolidates
vehicular access into one shared driveway, that driveway may be upgraded
into a medium-volume driveway according to PennDOT standards.
D.
Shared access may be located entirely on one lot or be split among
a common lot line.
E.
Access easement and maintenance agreements or other suitable legal
mechanisms shall be provided, acceptable to the Municipal Council
in consultation with the Norristown Solicitor.
F.
Liability safeguards for all property owners and lessees served by
the shared access shall be guaranteed to the satisfaction of the Municipal
Council in consultation with the Norristown Solicitor.
[2]
Editor's Note: Figure 4.16 is included at the end of this chapter.
8.
Driveways within sites proposed for nonresidential development. The
following requirements apply to all driveways within all sites proposed
for land development:
A.
A smooth transition shall be provided between the driveway section
required for access to a public street and the driveway(s) required
for internal site circulation.
B.
Main access driveways (entrance-exit), and service driveways handling
large trucks, shall be a minimum paved width of 30 feet, with one
lane in each direction, unless otherwise required by PennDOT standards
governing the volume of traffic anticipated.
C.
Access driveways for cars and other small vehicles which are clearly
secondary in importance may be reduced to 20 feet in paved width,
unless otherwise required by PennDOT standards governing the volume
of traffic anticipated.
D.
Interior storefront driveways in shopping centers shall be a minimum
paved width of 28 feet, to allow one lane in each direction and a
dropoff/pickup lane along the sidewalks.
E.
Driveways along other nonresidential buildings shall be a minimum
paved width of 22 feet, except where a dropoff/pickup lane is proposed.
F.
Parking aisles shall be a minimum 22 feet wide, with two-way traffic
flow for convenience and efficiency.
G.
Wherever feasible, internal circulation driveways shall extend from
access drives in locations which permit and encourage entering traffic
to turn and enter the parking aisles without first traveling along
a building-front driveway. This feature is intended to reduce the
volume of vehicular traffic along building-front driveways to make
it safer for pedestrian traffic.
Curbing shall be installed along all existing and proposed public
and private streets, common driveways, and common parking areas.
1.
General.
A.
Regardless of small size of a land development or subdivision proposal,
curbs shall be required along all existing and proposed public streets
within the right-of-way, private streets, common driveways, and common
parking areas.
B.
When utilizing an approved stormwater management technique, the Municipal
Council may waive curbing requirements in full or partially. Grass
swales and infiltration trenches along streets are encouraged in appropriate
locations in Norristown, provided that pedestrian safety and traffic
circulation is addressed.
C.
If, for any reason, an interim waiver of these requirements is made, a sufficient guaranty shall be posted for the eventual installation of sidewalks, subject to approval by the Municipal Council upon recommendation of the Norristown Engineer and Solicitor, in accordance with § 282-502 of this chapter.
D.
Curb construction. All curbing shall be constructed, both as to materials
and methods, generally in conformance with applicable portions of
PennDOT Specifications Publication 408, current edition. Curbs shall
be vertical profile with a minimum of eighteen inches' structure height.
(Curbing along streets shall have an eight-inch face, and curbs within
parking areas shall have a six-inch face.) Expansion joints shall
be placed every 30 feet, at structures and at the end of the day's
work. Concrete curb shall have contraction joints which shall be saw-cut
every 10 feet at a minimum of two inches. Concrete shall be a minimum
3,000 psi in compression strength.
E.
Intersections where sidewalks are provided shall be provided with
depressions for wheelchair use at each corner and opposite each corner
on T-intersections.
1.
Permanent monuments shall be indicated on the record plan. All monuments
shall be constructed of precast concrete or durable stone with metal
insert(s) and be four inches square with at least 36 inches extending
below ground level, or an alternate design approved by the Municipal
Council. Street right-of-way reference monuments shall be located
on the right-of-way lines at corners, angle points, beginning and
end of curves, and as otherwise required by the Norristown Engineer
for all new and existing streets. They shall be placed after a new
street and/or lot grading has been completed. Certified copies of
this reference information shall be given to both the Norristown Engineer
and the Norristown Office. When final lot grading has been completed
and before the issuance of occupancy permits, permanent monuments
shall be set, by the subdivider, developer, or builder, at all lot
corners and angle points, and at all street intersections and intermediate
points as may be required. Security may be required by Norristown
at the time of plan approval if the monuments have not already been
set.
2.
Lot pin requirements. All lots upon which construction is planned
shall be temporarily staked or pinned, or permanently monumented and
certified to such by a registered surveyor for the owner, subdivider,
builder, or developer, before issuance of a building permit. A signed
certificate of compliance must be submitted with a building permit
application. Temporary stakes or pins with a surveyor's ribbon
attached may be acceptable on existing lots where construction of
an accessory building or an addition to the primary structure is proposed,
only if construction is begun within 30 days of the certificate of
compliance date. Temporary stakes or pins shall remain in place until
witnessed and accepted by the Norristown Building Inspector. Prior
to final approval of a new subdivision plan, all new lot corner markers
shall be marked with a minimum five-eighths-inch-diameter metal pin
extending at least 24 inches into the ground and at least one inch
revealed above the ground surface, or an equivalent metal marker,
approved by the Norristown Engineer. Upon completion of construction
and final grading, pins shall be replaced with permanent monuments
as described in § 282-432.1.
3.
Original monuments. In situations where they may be of legal or historical
importance, the original monuments and marks must not be destroyed,
defaced, hidden, or possibly confused by creating new monuments and
marks unless absolutely necessary, e.g., the originals are decayed,
destroyed, or unsafe. In some cases, to be determined by the Norristown
Engineer, new monuments should be set as a reference or witness to
the original monument to avoid disturbing the original. When, in the
opinion of the Norristown Engineer, the angle point falls in a location
that is not appropriate to set a concrete monument, a written request
for a waiver shall be submitted for consideration by the Municipal
Council.
4.
Benchmarks. The municipal elevations are based on the USGS datum.
All contours and elevations shown on the plan must be based on this
system.
