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.
A. 
Construction standards of alleys shall be the same as for minimum street construction standards.
B. 
Alleys shall be constructed through subdivision and land developments where they would provide an extension of the existing alley system.
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.
1. 
Single-access streets shall be classified as one of the following:
A. 
Cul-de-sac streets.
B. 
Single-access loop streets.
C. 
Stub streets.
2. 
Single-access loop streets shall be subject to the requirements for their classification of street, notwithstanding their single-access status.
A. 
They shall not serve more than 10 dwelling units.
B. 
In addition to required sidewalks, they shall be served by an appropriately located pedestrian accessway when required by the Municipal Council to connect surrounding neighborhoods and pedestrian destinations.
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:
1) 
Adverse topography, such as steep slopes, floodplains, streams, etc.
2) 
The shape of the tract does not lend itself to a through street.
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.
B. 
Shall not be longer than:
1) 
The depth of one building lot abutting the collector street; or
2) 
The width of two building lots abutting the stub street.
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:
A. 
Shall provide adequate sight distance in compliance with the standards contained in the PennDOT Standards.
B. 
Shall not cause or contribute to:
1) 
Hazards to the free movement of normal street traffic.
2) 
Traffic congestion on the street.
3) 
Interference with the design, maintenance, and/or drainage of the street.
C. 
Shall be designed and constructed in compliance with Title 67, Chapter 441, of the Pennsylvania Code, unless municipal standards are more restrictive.
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:
A. 
Marginal access streets or driveways.
B. 
Other means which are legally and technically suitable in the opinions of the Municipal Solicitor and Engineer.
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:
A. 
It is the safest feasible alternative acceptable to the Norristown Engineer and/or PennDOT.
B. 
Suitable provisions are made for a preferable permanent access solution, consistent with § 282-427.4 above, including legal agreements to enable implementation of the permanent solution.
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:
A. 
The length of the stopping area shall be a minimum of 20 feet, or the length of the longest vehicles anticipated to use the driveway, whichever is greater.
B. 
Stopping areas shall be measured from the cartway line for all streets.
9. 
Maximum grades for driveways.
A. 
Residential driveways shall not exceed 15% grade.
B. 
All other driveways shall not exceed 7% grade.
C. 
All driveways shall be provided with a stopping area within which the grade shall not exceed 4%.
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.
1) 
The parking area will be used by smaller vehicles.
2) 
The parking area lot serves less than 20 vehicles.
3) 
The parking aisles intersect driveways on both sides.
4) 
The parking lot serves as vehicle storage or valet parking.
5) 
Elevated or underground parking is used.
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.