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. Table 8. Maximum vertical grade Terrain classification Maximum vertical grade Level (L) 4 per cent Rolling (R) 5 per cent Mountainous (M) 6 per cent Steep (S) 7 per cent 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 Terrain classification Primary Class I Level (L) 3 per cent – 800 m 3 per cent – 900 m 4 per cent – 500 m 4 per cent – 700 m Rolling (R) 4 per cent – 700 m 4 per cent – 800 m 5 per cent – 500 m 5 per cent – 600 m Mountainous (M) 5 per cent – 600 m 5 per cent – 700 m 6 per cent – 500 m 6 per cent – 500 m Steep (S) 6 per cent – 500 m 6 per cent – 500 m 7 per cent – 400 m 7 per cent – 400 m
Vertical alignment. The length of a grade should not exceed the critical length, so as to avoid vehicle speed drops of more than 15 km/hour. When the length of such a grade exceeds the critical length, additional climbing lanes are required to enable slow vehicles to travel on them without their speed decrease affecting the capacity of the road.
Vertical alignment. 28 Mainline vertical alignment must comply with the requirements in Section 204 of the ADOT 29 Roadway Design Guidelines. The maximum mainline grade shall be 3 percent except for the 30 area east of Xxxxxxx Xxxxxx xxx xxxx xx 00xx Xxxxxx where the maximum grade shall be 4 31 percent.
Vertical alignment. (i) Subject to the other requirements of this Agreement the vertical road geometry Design shall comply with the relevant Design speed described in Table 1 of Appendix D.
Vertical alignment. A. Vertical geometric Design must meet the requirements of the HFDG Section 4.3 – “Vertical Alignment” with the exception of track between STA 411+600 and STA 411+800 where a maximum track gradient of 6% is permitted.
B. All changes in vertical gradient must be connected using parabolic curves. The minimum length of curve must be the greatest of the computed values from Equations 13, 14, 15a, and 16b as follows: Minimum length permitted 60 m Equation 13 Vertical acceleration Crest curves Equation 15a Sag curves Equation 16b Where: A = algebraic difference in grades in percent V = speed in km/h K = rate of change in grade Note: K = 22 for horizontal tangents or curves with balanced superelevation K = 44 for horizontal tangents or curves with unbalanced superelevation K = 15 where speed is restricted to less than 50 km/h
C. Changes in grade are not permitted on any track sections that include turnouts, crossovers or at Station locations.
D. The elevation of the track crossing at the 900 mm diameter sewer relocation north of 00 Xxxxxx XX must be no lower than 674.38 m to achieve the minimum 2.0 m cover from top of rail. This sewer elevation cannot be revised; therefore, the minimum elevation of the track cannot be changed.
Vertical alignment. As-Constructed Plans should be used as a starting point for identifying vertical alignment deficiencies. Field verification is needed to determine if major driveways or intersections are hidden by the vertical curves. If an accident history exists at these locations or horizontal curve locations, it may be appropriate to include major safety improvements with the project funded from the Safety Investment Program. This need should be identified early, during project scoping, so funding can be procured.
Vertical alignment. The Consultant will develop the vertical alignment to match the new bridge profile. A design speed of 35 mph and a maximum slope of 8% will minimize the reconstruction of the existing roadway. Adjustments to the roadway profile may be required to “balance” the flow around the proposed bridge to create a “no rise” for the 100-year (1%) return frequency storm event. Modifications to the alignment will be developed based on results of the Marias des Cygnes River model results.
Vertical alignment. The Contractor agrees to have faculty members participate in 6-hour vertical alignment workshops with MPS district and school staff in fall, winter and spring, facilitated by an experienced third party educational agency. The outcomes of the first session will be to reach consensus on the goals and scope of the effort to strengthen the MPS high school curriculum and instruction, to enhance alignment with the Common Core State Standards and improve college readiness. Additional sessions will provide opportunities for collaboration, brainstorming, as well as forming work groups to sustain the effort. In Kind Alverno will provide in kind contribution which supports the scope of service in the grant. The contribution will be $ Evaluation: The Contractor shall also provide data/information to MPS needed to complete summative and formative evaluations for the United States Department of Education, TEAM GEAR UP grant. Invoices: Service invoices must include the first and last name of personnel, date of service, nature of service and wage per hour or salary percentage charged to the MPS grant. All other invoices will state the type of materials purchased, supplies or equipment, the quantity and the purpose of the purchases. All invoices must be sent to TEAM GEAR UP no later than sixty (60) days after the service was rendered or purchase made. Performance Measures:
Vertical alignment. The vertical alignment will be controlled by a grade line along both roadway curb lines utilizing elevations established by local benchmarks. The BRT centerline profile will follow the existing pavement surface. However, minor changes in flow line elevations at the proposed curb and gutter will be necessary for the widening portions of the corridor. Existing vertical alignments along the remainder of the corridor will not be impacted. West Valley Connector Project 11
