Rejected Alternatives Sample Clauses
The Rejected Alternatives clause defines which proposed terms, conditions, or contract versions have been explicitly declined by the parties during negotiations. In practice, this clause lists or references specific drafts, provisions, or suggestions that were discussed but not accepted into the final agreement, ensuring that only the agreed-upon terms are enforceable. Its core function is to prevent ambiguity or future disputes by clearly documenting which alternatives were considered and rejected, thereby safeguarding the integrity of the final contract.
Rejected Alternatives. The rejected alternatives presented in this Project Report are for the highway only. CVEF alternatives have been analyzed independently (see Attachment J), and ▇▇▇ alternatives have been developed in a separate document, the PDS, completed in July 2011 by GSA.
Rejected Alternatives. The No-Build Alternative, Alternative 2, would not rehabilitate the existing pavement. If this alternative is chosen, the condition of the pavement would continue to deteriorate, would require frequent maintenance and extensive repairs, and would eventually result in more expensive pavement rehabilitation in the future. This alternative would not meet the purpose and need of the project, so it was rejected.
Rejected Alternatives. Alternative 1 Alternative 2
Rejected Alternatives. The No-Build Alternative was rejected because it would not satisfy the project purpose and need.
Rejected Alternatives. The following alternatives were considered and analyzed during the project initiation phase and early stages of the PA&ED phase. Other than specific components of alternatives that were incorporated into previous projects or the proposed Build Alternative, these alternatives were ultimately rejected and withdrawn from further study for the reasons described below.
Rejected Alternatives. Structure Alternatives No-Build Alternative Three-lane Viaduct Alternative Over-Under Structures Alternative
Rejected Alternatives. The Build Alternatives studied in the DPR were developed to connect SR 219 near the City of Modesto to SR 120 near the City of Oakdale, reduce average daily traffic volumes and current traffic congestion, support the efficient movement of goods and services throughout the region, and improve the efficiency of interregional travel by reducing travel times for SR 108. The alternatives studied in the DPR that were rejected from further consideration include: Segment 1 is common to all Build Alternatives. Alternative 1A begins at SR 219 (▇▇▇▇▇▇▇ Avenue)/▇▇▇▇▇ Road intersection, which is north of the City of Modesto between ▇▇▇▇▇▇▇ Avenue/▇▇▇▇▇▇ Road intersection and SR 219/▇▇▇▇▇▇▇ Avenue intersection. The alignment continues eastward along the existing SR 219 (▇▇▇▇▇▇▇ Avenue), which becomes ▇▇▇▇▇▇▇▇ Road east of existing SR 108/▇▇▇▇▇▇▇ Avenue. Alternative 1A shifts to the south of ▇▇▇▇▇▇▇▇ Road east of Coffee Road and returns onto ▇▇▇▇▇▇▇▇ Road west of Claus Road. In Segment 2, Alternative 1A is a multi-lane expressway facility about 5.5 miles long that would provide a transition between the urban Segment 1 and the rural Segment 3 facilities. Alternative 1A veers northeast from the Claus Road intersection and crosses Langworth Road and ▇▇▇▇▇▇▇▇▇ Road while extending 3.2 miles northeast at an approximately 45- degree angle. Past the Lexington Road and Crane Road intersection, Alternative 1A overlies the existing Lexington Road and extends easterly to ▇▇▇▇▇▇ Road. From ▇▇▇▇▇▇ Road, Alternative 1A turns north crossing Warnerville Road. In Segment 3, Alternative 1A is a rural multi-lane expressway facility and begins near Warnerville Road west of South ▇▇▇▇▇▇▇ Road and the Sierra Railroad. Alternative 1A runs northward, parallel to South ▇▇▇▇▇▇▇ Road, before crossing over the Sierra Railroad west of the South ▇▇▇▇▇▇▇ Road and Sierra Road intersection. It curves eastward until it ultimately ends at the intersection with SR 120, about 0.6 mile east of the SR 108/SR 120/South ▇▇▇▇▇▇▇ Road intersection. Improvements for Alternative 2A in Segment 1 are identical to those listed in Alternative 1A, Segment 1 above. Segment 2 is a multi-lane expressway facility about 5.4 miles long and would transition between the urban Segment 1 and the rural Segment 3 facilities. Alternative 2A continues east mostly along the existing ▇▇▇▇▇▇▇▇ Road alignment. Just east of the Bentley Road/▇▇▇▇▇▇▇▇ Road intersection, Alternative 2A veers northeast and crosses Oakdale- Waterford Highway. ...