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<br />. <br /> <br />e <br /> <br />Table 6.4 <br /> <br />30 <br /> <br /> <br />60 <br /> <br />T of Terrain <br />Level <br /> <br />8 <br /> <br />5 <br /> <br />Table 6.S <br /> <br /> <br />20 <br /> <br />60 <br /> <br />T e of Terrain <br /> <br />Table 6.6 <br /> <br /> <br />20 <br /> <br />60 <br /> <br />e of Terrain <br /> <br />Table 6.7 <br /> <br />15 <br /> <br /> <br />60 <br /> <br />T e of Terrain <br />Level <br /> <br />9 <br /> <br />5 <br /> <br />Urban Local Roads <br /> <br />Grades for local residential streets should be as level as practical, consistent with the surrounding terrain. <br />The gradient for local urban streets should be less than 15%. Where grades of 4% or steeper are necessary, <br />the drainage design shall be the critical governing design parameter. On such grades special care should be <br />taken to prevent erosion on slopes of roadside ditches and earthen/grass lined open drainage facilities. For <br />streets in conunercial and industrial areas, grades should be less than 5% and flatter grades are encouraged. <br /> <br />D. Vertical curves shall be designed when algebraic difference in grade exceeds 1%. <br />Elevations shall be shown on the construction plans at a minimum of 10 foot horizontal <br />intervals through vertical curves. The gradient for tangents to vertical curves at railroad <br />crossings shall be a maximum of 3.5%. All crest vertical curves shall be determined by <br />sight distance requirements for the design speed. The minimum design speed on any <br />vertical curve shall be based on street classification. <br /> <br />Paving Design Criteria Page 3 of9 <br />