Common use of Vertical alignment Clause in Contracts

Vertical alignment. The vertical alignment of any highway should be as smooth as economically feasible, that is, there should be a balance of cutting and filling to eliminate the rolling nature of land. In the use of the maximum vertical gradient, it should be kept clear in the mind of the designer that, once constructed to a given vertical grade, the highway cannot be upgraded to a lesser gradient without the loss of the entire initial investment. The maximum vertical grade shown in table 8 should be used for all highway classes. It is desirable to provide a climbing lane to up-gradient highways with heavy truck traffic where the length of the gradient exceeds the values in table 9. The critical length of gradient section for the provision of a climbing lane is recommended for highway classifications Primary and Class I, as shown in table 9. Table 9. Critical length of gradient section for the provision of a climbing lane

Vertical alignment. The vertical alignment of any highway should be as smooth as economically feasible, that is, there should be a balance of cutting and filling to eliminate the rolling nature of land. In the use of the maximum vertical gradient, it should be kept clear in the mind of the designer that, once constructed to a given vertical grade, the highway cannot be upgraded to a lesser gradient without the loss of the entire initial investment. The maximum vertical grade shown in table 8 should be used for all highway classes. It is desirable to provide a climbing lane ▇▇▇▇ to up-gradient highways with heavy truck traffic where the length of the gradient exceeds the values in table 9. The critical length of gradient section for the provision of a climbing lane ▇▇▇▇ is recommended for highway classifications Primary and Class I, as shown in table 9. Table 9. Critical length of gradient section for the provision of a climbing lane▇▇▇▇

Vertical alignment. The vertical alignment of any highway should be as smooth as economically feasible, that is, there should be a balance of cutting and filling to eliminate the rolling nature of land. In the use of the maximum vertical gradient, it should be kept clear in the mind of the designer that, once constructed to a given vertical grade, the highway cannot be upgraded to a lesser gradient without the loss of the entire initial investment. The maximum vertical grade shown in table 8 should be used for all highway classes. It is desirable to provide a climbing lane to up-gradient highways hi ghways with heavy truck traffic where the length of the gradient exceeds the values in table 9. The critical length of gradient section for the provision of a climbing lane is recommended for highway classifications Primary and Class I, as shown in table 9. Table 9. Critical length of gradient section for the provision of a climbing lane

Vertical alignment. The vertical alignment of any highway should be as smooth as economically feasible, that is, there should be a balance of cutting and filling to eliminate the rolling nature of land. In the use of the maximum vertical gradient, it should be kept clear in the mind of the designer that, once constructed to a given vertical grade, the highway cannot be upgraded to a lesser gradient without the loss of the entire initial investment. The maximum vertical grade shown in table 8 should be used for all highway classes. It is desirable to provide a climbing lane to up-gradient highways with heavy truck traffic where the length of the gradient exceeds the values in table 9. The critical length of gradient section for the provision of a climbing lane is recommended for highway classifications Primary and Class I, as shown in table 9. Table 9. Critical length of gradient section for the provision of a climbing lane.