Chapt 02

HIGHWAY DESIGN MANUAL
Chapter 2 Design Criteria

Revision 76
(Limited Revision)

November 21, 2013
11/21/2013
Section Changes

2.6.16 Section was revised to provide up to date information and references to revisions in Section
2.8.

2.8.1 Section was revised to provide up to date guidance on documentation needed for
nonstandard features, including pedestrian facilities.

2.8.3 Section 2.8.3 was revised (including revisions to Exhibit 2-15 and addition of Exhibit 2-15a).

Exhibit 2-15 The Nonstandard Feature Justification Form was updated and guidance provided for
its use.

Exhibit 2-15a Nonstandard Feature Justification Form for Pedestrian Facilities was added to aid in
documentation of non-standard features for pedestrian facilities, and guidance is
provided for its use.

11/21/2013
Contents Page

2.1 INTRODUCTION ............................................................................................................ 2-1
2.2 PROJECT TYPES .......................................................................................................... 2-3
2.3 DESIGN CRITERIA SOURCES ...................................................................................... 2-3
2.3.1 A Policy on Geometric Design of Highways and Streets .......................................... 2-3
2.3.2 A Policy on Design Standards, Interstate System .................................................... 2-3
2.3.3 NYSDOT Bridge Manual .......................................................................................... 2-3
2.3.4 NYSDOT Guidelines for the Adirondack Park .......................................................... 2-4
2.3.5 Americans with Disabilities Act Accessibility Guidelines (ADAAG) .......................... 2-4
2.3.6 National Cooperative Highway Research Program (NCHRP) .................................. 2-4
2.4 FUNCTIONAL CLASSIFICATION OF HIGHWAYS ........................................................ 2-5
2.4.1 Interstates and Other Freeways ............................................................................... 2-8
2.4.2 Arterials .................................................................................................................... 2-8
2.4.3 Collector Roads and Streets ..................................................................................... 2-8
2.4.4 Local Roads and Streets .......................................................................................... 2-9
2.4.5 Other Roadways ........................................................................................................ 2-9
2.5 PROJECT DATA .......................................................................................................... 2-10
2.5.1 Traffic ....................................................................................................................... 2-10
2.5.2 Terrain ...................................................................................................................... 2-11
2.5.3 Special Routes ......................................................................................................... 2-12
2.6 CRITICAL DESIGN ELEMENTS .................................................................................. 2-14
2.6.1 Design Speed ........................................................................................................... 2-14
2.6.2 Lane Width ............................................................................................................... 2-15
2.6.3 Shoulder Width ......................................................................................................... 2-15
2.6.4 Bridge Roadway Width (Clear Roadway Width of Bridge) ....................................... 2-16
2.6.5 Grade ....................................................................................................................... 2-16
2.6.6 Horizontal Curvature ................................................................................................ 2-16
2.6.7 Superelevation ......................................................................................................... 2-17
2.6.8 Stopping Sight Distance (Horizontal and Vertical) ................................................... 2-17
2.6.9 Horizontal Clearance ................................................................................................ 2-18
2.6.10 Vertical Clearance ................................................................................................ 2-19
2.6.11 Travel Lane Cross Slope ...................................................................................... 2-19
2.6.12 Rollover ................................................................................................................ 2-19
2.6.13 Structural Capacity ............................................................................................... 2-19
2.6.14 Level of Service .................................................................................................... 2-19
2.6.15 Control of Access ................................................................................................. 2-20
2.6.16 Pedestrian Accommodation ................................................................................. 2-20
2.6.17 Median Width ....................................................................................................... 2-20
2.7 STANDARDS ............................................................................................................... 2-22
2.7.1 Interstates and Other Freeways ............................................................................... 2-22
2.7.2 Arterials .................................................................................................................... 2-27
2.7.3 Collector Roads and Streets .................................................................................... 2-34
2.7.4 Local Roads and Streets .......................................................................................... 2-42
2.7.5 Other Roadways ....................................................................................................... 2-49
2.8 REQUIREMENTS FOR JUSTIFICATION OF NONSTANDARD FEATURES ............. 2-61
2.8.1 Definition and Procedures ........................................................................................ 2-61
2.8.2 Technical Discrepancies .......................................................................................... 2-61
2.8.3 Documentation ......................................................................................................... 2-61
2.9 REFERENCES ............................................................................................................. 2-65

11/21/2013
.

APPENDIX A- METRIC VALUES FOR STANDARDS ............................................................. 2-66
M2.7.1 Interstates and Other Freeways ........................................................................... 2-66
M2.7.2 Arterials ................................................................................................................ 2-71
M2.7.3 Collector Roads and Streets ................................................................................ 2-79
M2.7.4 Local Roads and Streets ...................................................................................... 2-86
M2.7.5 Other Roadways ................................................................................................... 2-93

LIST OF EXHIBITS

Exhibit Title Page
2-1 Functional Classification of Highways - Various Sources ........................................... 2-7
2-1a Horizontal Clearance ................................................................................................ 2-18
2-2 Design Criteria for Interstates and Other Freeways ................................................. 2-26
2-3 Design Criteria for Rural Arterials.............................................................................. 2-29
2-4 Design Criteria for Urban Arterials ............................................................................ 2-33
2-5 Design Criteria for Rural Collectors ........................................................................... 2-37
2-6 Design Criteria for Urban Collectors.......................................................................... 2-41
2-7 Design Criteria for Local Rural Roads ....................................................................... 2-44
2-8 Design Criteria for Local Urban Streets..................................................................... 2-48
2-9a Traveled Way Widths for Interstate Ramps ............................................................. 2-53a
2-9b Traveled Way Widths for Non-Interstate Ramps and Turning Roadways ............... 2-53b
2-10 Design Criteria for Turning Roadways ...................................................................... 2-54
2-11 Minimum Radii and Superelevation for Low-Speed Urban Streets ........................... 2-57
2-12 Minimum Radii for Design Superelevation Rates, Design Speeds, and e
max
= 4% ... 2-58
max
= 6% ... 2-59
max
= 8% ... 2-60
2-15 Nonstandard Feature (NSF) Justification Form ....................................................... 2-63
2-15a Nonstandard Feature (NSF) Justification Form for Pedestrian Facilities..................2-63a
2-16 Design Criteria Table ................................................................................................ 2-64

M2-2 Design Criteria for Interstates and Other Freeways ................................................. 2-70
M2-3 Design Criteria for Rural Arterials.............................................................................. 2-74
M2-4 Design Criteria for Urban Arterials ............................................................................ 2-78
M2-5 Design Criteria for Rural Collectors ........................................................................... 2-81
M2-6 Design Criteria for Urban Collectors.......................................................................... 2-85
M2-7 Design Criteria for Local Rural Roads ....................................................................... 2-88
M2-8 Design Criteria for Local Urban Streets..................................................................... 2-92
M2-9a Traveled Way Widths for Interstate Ramps ............................................................. 2-97a
M2-9b Traveled Way Widths for Non-Interstate Ramps and Turning Roadways ............... 2-97b
M2-10 Design Criteria for Turning Roadways ...................................................................... 2-98
M2-11 Minimum Radii and Superelevation for Low-Speed Urban Streets ......................... 2-101
M2-12 Minimum Radii for Design Superelevation Rates, Design Speeds, and e
max
= 4% . 2-102
max
= 6% . 2-103
max
= 8% . 2-104
DESIGN CRITERIA 2-1

1/30/2009 '2.1
2.1 INTRODUCTION
NYSDOT uses a Design Criteria Computer Program to automate the development of design criteria
for capital projects. The program is web based and available on the Department=s Internet site. The
purpose of this chapter is to define the design elements and standard values or range for each of
the design elements. The chapter also provides designers with a methodology to perform an
independent check of the Design Criteria Program.

NYSDOT has established the following seventeen (17) design elements as critical criteria for the
design of highways and bridges:

$ Design Speed $ Vertical Clearance
$ Lane Width $ Travel Lane Cross Slope
$ Shoulder Width $ Rollover
$ Bridge Roadway Width $ Structural Capacity
$ Grade $ Level of Service
$ Horizontal Curvature $ Control of Access
$ Superelevation $ Pedestrian Accommodation
$ Stopping Sight Distance $ Median Width
$ Horizontal Clearance

The criteria provided in this chapter are applicable to new construction, reconstruction, and bridge
projects on highways with over 400 vehicles per day. For each project, the values established for
the applicable critical design elements represent the Design Criteria for that project. Critical design
elements and design criteria for 2R/3R (resurfacing, restoration, and rehabilitation) projects are
included in Chapter 7 of this manual and for low-volume bridges with 400 or fewer vehicles per day
are included in Chapter 4 of this manual.

The Design Criteria Program output table, providing the information similar to Exhibit 2-16 of this
chapter, is to be used to present design criteria for projects covered by this chapter. Separate
criteria are to be provided for adjoining highways when they are being reconstructed to tie into the
new mainline. For complex projects involving several highway types, there may be different sets of
design criteria for different portions of the project or for different alternatives.

Design criteria are influenced by:

The highway functional classification
Traffic volumes (from all surface, highway and transit modes)
Operating speed
Terrain (level, rolling, mountainous)
Development density and land use
Project type (e.g., new construction, reconstruction, 3R, 2R - simple 3R projects, and 1R -
single course resurfacing projects)

2-2 DESIGN CRITERIA
'2.1 1/30/2009

Design criteria are presented to provide guidance to individuals preparing the plans, profiles and
cross sections. The design criteria for the project alternatives are normally determined during the
project scoping stage. In making these determinations, the scoping participants should be aware
that the criteria are generally the least acceptable values and, if routinely used, may not result in the
optimum design from a safety, operational, or cost-effectiveness perspective. Design criteria values
should be established taking into consideration the Department=s Context-Sensitive Solution
philosophy that strives for outcomes that meet transportation service and safety needs, as well as
environmental, scenic, aesthetic, cultural, natural resource, and community needs. AASHTOs A
Guide for Achieving Flexibility in Highway Design, 2004 contains guidance on selecting proposed
values that take into account the context of the project.

It is the Department=s policy to at least meet the design criteria values for the individual project
under consideration. However the selected values used for a project should be influenced by the
design criteria and numerous other factors, including:

Crash history
Crash potential
Future plans for the corridor
Social, economic and environmental impacts
Purpose and need for the project (e.g., traffic calming, capacity improvement)
Context of the highway
Construction Cost
Stakeholder and public involvement (including the road users and communities that the
highway serves)

In situations where values less than the design criteria values are used for certain design elements,
a formal justification must be prepared in accordance with Department policy for use of the
nonstandard feature as specified in Section 2.8 of this chapter. The use of design exceptions to
achieve an optimum design is discussed in AASHTOs A Guide for Achieving Flexibility in Highway
Design, 2004.

There are other design elements with established values that must be considered in addition to the
critical design elements when scoping and designing a project. These elements can affect some of
the critical design elements and have a considerable impact on the cost, scope, and quality of a
project. Examples include design storm, length of speed change (acceleration and deceleration)
lanes, design vehicle, clear zone, and level of service (a critical design element for the mainline on
interstate projects only). Since these other elements are not listed as critical design elements, they
are not addressed in this chapter but are discussed in others (e.g., Chapter 5 Basic Design, Chapter
18 Facilities for Pedestrians and Chapter 17 for Bicyclists).

The inclusion of specified design criteria in this chapter does not preclude the use of engineering
judgment to consider alternative engineering values and does not necessarily mean that existing
roadways, which were designed and constructed using different criteria, are either substandard or
unsafe. Many existing facilities are adequate to safely and efficiently accommodate current traffic
demands and need not be reconstructed solely to meet current design criteria.
DESIGN CRITERIA 2-3

1/30/2009 '2.3.3
2.2 PROJECT TYPES
In order to provide consistent methods for developing projects and reporting program data, projects
are categorized into types which are determined by their predominant purpose. When the project
consists of two or more different kinds of work, judgment must be used to identify the predominant
reason for the project in order to select the appropriate type.

When projects have more than a single type of work, it is not appropriate to use a single set of
design criteria. There may be several sets of design criteria that apply to different portions of the
project or to different alternatives.

The design criteria included in this chapter apply to all Department highway projects that are new
construction and reconstruction, and to all Department bridge projects on highways with over 400
vehicles per day. For additional information on project types, refer to Appendix 5 Design Year
Traffic Forecasts of the Project Development Manual, and Bridge Manual, Section 2.
2.3 DESIGN CRITERIA SOURCES
This section provides a brief description of the major sources used to establish geometric design
criteria for all Department highway projects which are new construction, reconstruction, or interstate
and freeway 2R/3R, and for all Department bridge projects with over 400 vehicles per day.
2.3.1 A Policy on Geometric Design of Highways and Streets
This policy was developed by AASHTO's Standing Committee on Highways. Guidance included in
the policy is based on established practices and is supplemented by recent research. The policy is
intended to form a comprehensive reference manual for assistance in administration, planning, and
educational efforts pertaining to design formulation. A recommended range of desi gn values for
critical dimensions of various types of highway facilities is provided.
2.3.2 A Policy on Design Standards, Interstate System
This policy provides standards for design features specific to interstate highways. The standards
outlined in this publication must be followed for projects on the interstate system in addition to the
AASHTO geometric requirements in A Policy on Geometric Design of Highways and Streets.
2.3.3 NYSDOT Bridge Manual
This manual was developed by the NYSDOT Structures Design and Construction Division. Section
2 of this manual serves as a standard for designers in determining minimum requirements for bridge
widths, clearances, and live loadings for all bridge replacement and bridge rehabilitation projects. It
is also intended to clarify the above geometric design requirements for all types of bridge work
except maintenance.
2-4 DESIGN CRITERIA
'2.3.6 1/30/2009

2.3.4 NYSDOT Guidelines for the Adirondack Park
Although this document does not establish design criteria, it is being referenced here because it
provides important guidelines for consideration when designing projects within the Adirondack Park.
Geometric guidelines for projects within the Adirondack Park are contained in Chapter IV of this
publication.

These guidelines were developed by the Adirondack Park Task Force which is comprised of
representatives of the Adirondack Park Agency, the Department of Environmental Conservation,
and Regions 1, 2, and 7 of the Department of Transportation. They serve as an interagency guide
for the design, construction, and maintenance of highways, bridges and maintenance facilities within
the Adirondack Park. The purpose of this document is to ensure the preservation and enhancement
of the unique character of the Adirondack Park, which may require extra effort by the designer to
ensure that the project fits harmoniously into the natural surroundings. These guidelines apply to all
projects in the Adirondack Park.

When the use of these guidelines results in a value less desirable than that listed as design criteria,
a justification must still be prepared in accordance with Department policy for the use of the
nonstandard feature. Part of this justification should be a reference to these guidelines.
2.3.5 Americans with Disabilities Act Accessibility Guidelines (ADAAG)
This document provides the minimum standards for the design of facilities that must be accessible
for people with disabilities as required by the Americans with Disabilities Act (ADA). This document
is referenced here because the legal requirement to design and construct all pedestrian facilities in
accordance with its provisions may have a direct, unavoidable influence on other critical design
elements of a project.

The standards in this document must be strictly adhered to unless a formal justification is provided in
accordance with the standards. Departures from these standards should be discussed as
nonstandard features. Be advised that the justification requirements are more strict than those
discussed in Section 2.8.
2.3.6 National Cooperative Highway Research Program (NCHRP)
Numerous problems facing highway engineers and administrators are studied through this
coordinated program of cooperative research conducted by the Transportation Research Board.
Upon completion of the research, the problems and recommended solutions are presented in an
NCHRP report. Information contained in these reports is considered to be the most current,
nationally recognized data on the topic presented. The information contained in these reports is
usually adopted in subsequent issuances of the design manuals that host the subject topic.

DESIGN CRITERIA 2-5

1/30/2009 '2.4
2.4 FUNCTIONAL CLASSIFICATION OF HIGHWAYS
Highways are classified by the character of service they provide. Freeways move high traffic
volumes at high speeds with limited local access. Local roads and streets are intended to avoid
high speed and volume for increased local access. Arterials and collectors provide intermediate
service. The functional classification of a roadway is a major factor in determining the appropriate
design criteria.

The Department=s Functional Classification Maps and Highway Inventory should be referenced to
determine the existing functional classification of the project roadway(s). This information is
maintained by the Highway Data Services Bureau and is available from the Regional Planni ng &
Program Management Group.

The functional classification terminology does not precisely match that used for design criteria.
Judgment should be used to determine the appropriate design criteria category. For example, the
Functional Classification Maps / Highway Inventory have categories that identify some routes as
Urban - Principal Arterial - Expressway and Rural - Principal Arterial - Other, yet these roadways
should normally be designed utilizing the design criteria for Other Freeways in Section 2.7.1.2 of this
chapter. If the designer believes any of the project roadway classifications should be changed as a
result of current or proposed conditions, they should consult the Regional Planning & Program
Management Group to determine if the classification should be revised.

Because they have fundamentally different characteristics, urban and rural areas are classified
separately. Project developers and designers have the responsibility to determine this classification.
The design criteria classification selected should be made on the basis of the anticipated character
of an area during the design life rather than political or urban area boundaries. If an area within an
urban boundary, indicated on the Functional Classification Map, is rural in character and is
anticipated to remain rural in character for most of the design life of the project, it should be
designed utilizing rural criteria. Likewise if an area, within a rural boundary, is urban in character,
such as a hamlet or village, or it is anticipated to become urban in character during the design life of
the project, it should be designed utilizing urban criteria. Indicators of urban character for
nonfreeways include:

Sidewalks (observations of more than occasional pedestrian travel or the presence of
development associated with more than occasional pedestrian travel)
Crosswalks
Transit stops
Bicycle usage
Curbing
Closed drainage systems
Driveway densities greater than 24 driveways/mi
Minor commercial driveway densities of 10 driveways/mi or greater
Major commercial driveways
Numerous right of way constraints
High density of cross streets
85
th
percentile speeds of 45 mph or less
2-6 DESIGN CRITERIA
'2.4 1/30/2009

More than one of the above indicators is usually needed to classify an area as urban. The urban
area boundaries, as shown on the Functional Classification Maps, should not be used to determine
whether urban or rural design criteria applies. Areas that meet one or more of the above indicators
but are not clearly urban in character may be considered suburban in character when this category
is available (e.g., superelevation chart selection & interstate LOS). Otherwise, suburban areas
should be considered as rural in character.

Exhibit 2-1 serves as guide for selecting the appropriate design criteria category for a project based
upon the functional classification as recorded on the Functional Classification Maps and Highway
Inventory.

DESIGN CRITERIA 2-7

4/10/2012 '2.4
Exhibit 2-1 Functional Classification of Highways - Various Sources
1,4
Classification is based upon the service the
highway is intended to provide and is dependent
upon census data and urban boundaries
Classification determined by the designer based upon
conditions anticipated during the design life of the project.
2

NYSDOT Highway Inventory & Functional
Classification Maps
Design
Classification
Character
Per HDM 2.4
Criteria Section
Description Code
Urban Principal Arterial -
Interstate
11
Interstate Urban and Rural 2.7.1.1
Rural Principal Arterial-
Interstate
01
Urban Principal Arterial -
Other Freeway/Expressway
12
Other Freeways Urban and Rural 2.7.1.2
Rural Principal Arterial
Other Freeway/Expressway
02
Urban Principal Arterial - Other 14
Arterial
Urban 2.7.2.2
Urban Minor Arterial 16
Rural Principal Arterial Other 04
Rural 2.7.2.1
Rural Minor Arterial 06
Urban Collector/ Major Collector 17
Collector
Urban 2.7.3.2
Urban Minor Collector 18
Rural Major Collector 07
Rural 2.7.3.1
Rural Minor Collector
3
08
Rural Local
3
09
Local
Rural 2.7.4.1
Urban Local
3
19 Urban 2.7.4.2

Notes:
1. This table presents the general relationship between the Functional Classifications and the Design
Criteria.
There may be situations where the association presented will not coincide as shown.
2. Classifications are based on AASHTO=s A Policy on Geometric Design of Highways and Streets,
2004.
3. Classification that is typically not federal-aid eligible.
4. Highway Data Services Bureau maintains the official, most current, record of Highway Functional
Classifications and National Highway System (NHS) designations.

2-8 DESIGN CRITERIA
2.4.3.1 1/30/2009
2.4.1 Interstates and Other Freeways
2.4.1.1 Interstates
Interstate highways are freeways on the interstate highway system. Generally, they are interregional
high-speed, high-volume, divided facilities with complete control of access and are functionally
classified as principal arterials.

2.4.1.2 Other Freeways
Other freeways are local, intraregional and interregional high-speed, divided, high-volume facilities
with complete control of access. Most other freeways have been classified as principal arterials.

Expressways are divided highways for through traffic with full or partial control of access and
generally with grade separations at major crossroads. Section 2.7.1.2 Other Freeways applies to
expressways and to multilane divided parkways, including parkways with occasional at-grade
intersections.
2.4.2 Arterials
2.4.2.1 Rural Arterials

A major part of the rural highway system consists of rural arterials, which range from two-lane
roadways to multilane, divided, controlled-access facilities. Generally, they are high-speed
roadways for travel between major points.
2.4.2.2 Urban Arterials

Urban arterials generally carry large traffic volumes within and through urban areas. They vary from
multilane, divided, controlled-access facilities to two-lane streets. They serve major areas of activity,
carrying a high proportion of an area's traffic on a small proportion of the area's lane mileage.
2.4.3 Collector Roads and Streets
Collectors serve a dual function. They collect and distribute traffic while providing access to abutting
properties.

2.4.3.1 Rural Collectors

Rural collectors are two-lane roadways connecting roadways of higher classification, larger towns,
and smaller communities. They link local traffic generators with rural areas.

DESIGN CRITERIA 2-9

1/30/2009 2.4.5.4
2.4.3.2 Urban Collectors

Urban collector streets link neighborhoods or areas of homogeneous land use with arterial streets.
They serve the dual function of land access and traffic circulation.
2.4.4 Local Roads and Streets
2.4.4.1 Local Rural Roads

Local rural roads are primarily town and county roads. Their primary purpose is access to the
abutting property. They constitute a high proportion of the highway mileage but service a low
proportion of the traffic volume.
2.4.4.2 Local Urban Streets

Local urban streets are primarily village and city streets. Their primary purpose is access to abutting
property.
2.4.5 Other Roadways

The roadways defined in this section are not considered a functional classification. They have a
different function than the highways discussed in the classifications above, and are defined here so
the appropriate design criteria can be determined.
2.4.5.1 Parkways

These are usually divided highways for noncommercial traffic with full control of access, grade
separations, interchanges, and occasional at-grade intersections. Parkways are designated by law.
2.4.5.2 Ramps

Ramps are turning roadways that connect two or more legs of an interchange. They may be
multilane.
2.4.5.3 Speed-Change Lanes

A speed-change lane is an auxiliary lane, primarily for the acceleration or deceleration of vehicles
entering or leaving through traffic.
2.4.5.4 Turning Roadways

Turning roadways are separate connecting roadways at intersections.
2-10 DESIGN CRITERIA
2.5.3.4 1/30/2009
2.4.5.5 Collector - Distributor Roads

Collector - distributor roads are auxiliary roadways within or between interchanges. The purpose of
these roadways is to remove weaving traffic from the mainline and to minimize entrances and exits.
2.4.5.6 Frontage Roads

Frontage or service roads are auxiliary roadways along controlled access facilities. They provide
access to adjacent property.
2.4.5.7 Climbing Lanes

Climbing lanes are auxiliary lanes provided for slow-moving vehicles ascending steep grades. They
may be used along all types of roadways.
2.4.5.8 Intersections

Intersections are covered in Chapter 5 of this manual.
2.5 PROJECT DATA
The following items are factors in determining the values of some of the critical design elements.
2.5.1 Traffic
2.5.1.1 Traffic Volume
Traffic volume directly affects the geometric features selected for design of highway and bridge
projects. The general unit of measure for traffic on a highway is the two-way, average daily traffic
(ADT), defined as the total volume during a given time period (in whole days), greater than one day
and less than one year, divided by the number of days in that time period. The ADT volume utilizing
a time period of one year is referred to as the two-way, annual average daily traffic (AADT). An
hourly traffic volume is also used for design purposes. The unit of measure for this traffic is the two-
way, design-hour volume (DHV) which is usually represented by the 30th highest hourly volume of
the year chosen for design. This volume is adjusted to provide a one-way, directional design-hour
volume (DDHV). Refer to Chapter 5, Section 5.2 of this manual for additional information on traffic
data.

DESIGN CRITERIA 2-11

1/30/2009 2.5.2
2.5.1.2 Trucks and Other Heavy Vehicles

For consistency with the definition in AASHTO=s A Policy on Geometric Design of Highways and
Streets, the term Atrucks@ used in this chapter refers to all heavy vehicles. The Highway Capacity
Manual defines heavy vehicles as vehicles having more than four tires touching the pavement and
include trucks, buses, and recreational vehicles. Trucks impose a greater effect on a highway or
bridge than passenger cars do. Truck volumes are generally addressed as follows:

A very low percentage of trucks is considered to be 2% or less.

A high percentage of trucks is considered to be 10% or more. For the interstates and other
freeways, a DDHV of 250 vph is used to indicate a high percentage of trucks.
2.5.1.3 Traffic Design Year

Highway and bridge design should be based on traffic volumes that are expected to occur within the
expected service life of the project. The year chosen for design must also be no further ahead than
that for which traffic can be estimated with reasonable accuracy. Refer to Appendix 5 Design Year
Traffic Forecasts of the Project Development Manual to determine the appropriate design year for
the project.
2.5.1.4 Speed Studies

Speed studies provide an essential measure for evaluating highway geometry. The speed study
results may also serve as the basis for selecting a design speed within the acceptable range for the
highway=s functional class (refer to Section 2.6.1 of this chapter for a discussion of design speed).
Consult Chapter 5, Section 5.2.4 of this manual for more information on speed studies and
terminology.
2.5.2 Terrain
The topography of the land traversed has an influence on the horizontal and vertical alignment of a
highway. The terrain classifications pertain to the general character of a specific route corridor. For
design purposes, variations in topography are categorized by terrain, utilizing the definitions in
AASHTO's A Policy on Geometric Design of Highways and Streets:

Level Terrain - That condition where highway sight distances, as governed by both horizontal
and vertical restrictions, are generally long or could be made to be so without construction
difficulty or major expenses.

Rolling Terrain - That condition where the natural slopes consistently rise above and fall below
the road or street grade and where occasional steep slopes offer some restriction to normal
horizontal and vertical roadway alignment.

2.5.3.4 1/30/2009

Mountainous Terrain - That condition where longitudinal and transverse changes in the elevation
of the ground with respect to the road or street are abrupt and where benching and side hill
excavation are frequently required to obtain acceptable horizontal and vertical alignment.
2.5.3 Special Routes
There are special routes designated to serve specific purposes as shown below.
2.5.3.1 Strategic Highway Corridor Network (STRAHNET)
The United States Department of Defense has a program called Highways for National Defense
(HND) to ensure the mobility of United States Forces during national defense operations. To
support this program, a Strategic Highway Corridor Network (STRAHNET) was established. The
STRAHNET includes highways which are important to the United States Strategic Defense Policy
and which provide defense access, continuity, and emergency capabilities for the movement of
personnel, materials, and equipment in both peacetime and war time. This system consists of all
interstate and some noninterstate highways. The minimum vertical clearance on these routes is
16. Refer to Section 2 of the Bridge Manual for information on the 16 vertical clearance routes
[note: sections of the interstate system have been exempted from the vertical clearance
requirements]. The Highway Data Services Bureau of the Technical Services Division maintains the
designation and map information concerning the STRAHNET system.
2.5.3.2 Designated Qualifying and Access Highways
The 1982 Federal Surface Transportation Assistance Act (STAA) and the State 1990 Truck Safety
Bill provided regulations concerning a system of reasonable access routes for special dimension
vehicles. Minimum travel lane widths of 12 must be provided along Designated Qualifying
Highways. Minimum travel lane widths of 10 are required along Designated Access Highways and
for routes within 1 mile of Qualifying Highways. The Traffic Engineering and Highway Safety Groups
maintain a listing of all designated highways in the publication Official Description of Designated
Qualifying and Access Highways in New York State.
2.5.3.3 Bicycle Routes
Bicycle routes are distinguished by their designation and signing as preferred routes through high
demand corridors. The surface treatments and lane widths required are especially important to
assure the usability of designated bicycle routes. Refer to Chapter 17 of this manual for further
guidance.
2.5.3.4 National Highway System (NHS)
This system was established after passage of the Intermodal Surface Transportation Efficiency Act
(ISTEA) of 1991 and was approved by Congress in 1995. The NHS is separate and distinct from
the functional classification system. The NHS consists of interconnected urban and rural highways
(including toll facilities) which serve major population centers, international border crossings, ports,
airports, public transportation facilities, other intermodal transportation facilities, and other major
travel destinations; meet national defense requirements; or serve interstate and interregional travel.
Although limited in number, there are segments of local highways and rural minor collectors that are
classified as part of the NHS. All routes on the Interstate System are a part of the National Highway
System. The NHS is designated on functional classification maps maintained by the Highway Data

1/30/2009 2.5.3.4
Services Bureau. Maps are available in the Regional Planning and Program Management Group.
The routes can also be viewed on FHWA=s website.
2.6.1.1 1/30/2009
2.6 CRITICAL DESIGN ELEMENTS
The seventeen (17) items discussed in this section are defined as the critical design elements.
Usually, minimum or maximum values are specified for these elements.
2.6.1 Design Speed
Design speed is a speed established to determine the various geometric design features of the
roadway. The design speed should be a logical one with respect to the functional classification of
highway, anticipated off-peak 85
th
percentile speed, topography, the adjacent land use, and any
planned improvements for the facility, including future projects on adjacent segments. Once
established, many of the critical elements of the highway are related to the design speed.

There are important differences between the design criteria applicable to low- and high-speed
designs. AASHTO=s A Policy on Geometric Design of Highways and Streets, defines the upper
limit for low-speed at 45 mph and the lower limit for high-speed at 50 mph (i.e., low-speed 45 mph
& high speed 50 mph). Project design speeds are to be rounded to the nearest 5 mph value and
should, therefore, fall within one of these two categories.
2.6.1.1 Establishing a Design Speed

The design speed is either: maximum functional class speed or a speed based on the anticipated
(post-construction) off-peak 85
th
percentile speed within the range of functional class speeds.

The Regional Traffic Engineer should concur with the design speed to be used for selection of the
other critical design elements. For freeways, the design speed shall equal or exceed the regulatory
speed limit in every case. Scoping documents, design approval documents, etc., should contain the
basis for the design speed. The anticipated off-peak 85
th
percentile speed is to be based on:

Existing off-peak 85
th
Percentile Speed - Refer to Section 2.5.1.4 of this chapter and Chapter
5, Section 5.2.4 of this manual for definitions and acceptable methods. For new facilities,
the anticipated off-peak 85
th
percentile speed may be based on the speeds of facilities with
similar classifications, geometry, and traffic characteristics.

Improvements - Since speeds often increase when there is a new pavement surface, and
when geometric improvements are made, engineering judgment should be exercised in
determining the reasonableness and applicability of using an existing off-peak 85
th
percentile
speed that is below the maximum functional class speed.

Traffic Calming - Refer to Chapter 25 of this manual for requirements and guidance.

A nonstandard design speed is NOT to be used. Design speed is considered the core critical
design element from which other criteria are developed (Ref. 23 CFR 625). A nonstandard
design speed cannot be justified since a reduction in the design speed effectively lowers
several speed-related critical design elements, which must be justified individually.

1/30/2009 2.6.3
2.6.1.2 Design Speed Segments

The use of different design speeds for continuous segments of a facility should be kept to a
minimum to better assure consistency of design features such as vertical and horizontal alignment.
However, significant changes in highway environment or terrain may necessitate a different design
speed for different highway segments within the project (i.e., rural vs. urban, flat vs. mountainous, a
large change in side road or driveway density, a large change in building offsets, etc.).
2.6.2 Lane Width
The highway lane is the portion of the traveled way used for a single line of vehicles. Wide curb
lanes in urban areas are designed to accommodate bicycles and motor vehicles simultaneously.
Refer to Chapter 18 of this manual and Section 2.7 of this chapter.
2.6.3 Shoulder Width
The shoulder is the portion of the roadway contiguous with the traveled way. Narrow shoulders less
than 3 wide adjacent to curbing are sometimes called curb off-sets. Shoulders may provide for:
Improved capacity.
Easier entry and departure from the highway to side streets and driveways.
Truck turning movements.
Off tracking of trucks around curves.
Evasive maneuvers.
Increased horizontal and intersection sight distances.
Increase the horizontal clearance.
Reduced driver stress.
Storm water flow in curbed and gutter sections.
Stopped vehicles.
Mail delivery.
Maintenance and protection of traffic.
Maintenance operations such as snow removal.
Oversized vehicles.
Bicycle and occasional pedestrian use.
Fewer passing conflicts with bicyclists and pedestrians.
Improved visibility of pedestrians crossing the highway.
Emergency use.
Mail delivery
Garbage pickup.
Bus Stops.
Structural support of subbase and surface courses.

2.6.6 1/30/2009
The width of shoulder is the actual width that can be used for an evasive maneuver. Areas behind
curbing (turfed, stabilized, or paved) are not considered part of the shoulder since the edge of the
useable shoulder must be flush with the traveled way. Therefore, curbs located closer to the edge
of the traveled way than the required shoulder width require the shoulder to be justified as a
nonstandard feature. The area behind curbing (turfed, stabilized, or paved) may be useful for
disabled vehicles and as part of the clear zone.

Interstate and other freeway shoulders are to be fully paved. As an exception, historic parkways
classified as freeways require paving only for the first 4 of shoulder.

Nonfreeway shoulders may be either fully or partially paved or stabilized. Generally, the entire
shoulder width is paved. In curbed areas the entire shoulder is to be paved.
2.6.4 Bridge Roadway Width (Clear Roadway Width of Bridge)
A bridge is a structure, including supports, erected over a depression or an obstruction such as
water, highway, or railway, and having a track or passageway for carrying traffic or other moving
loads, and having an opening measured along the center of the roadway of more than 20. The
bridge roadway width is the clear distance between inside faces of bridge railing, or the clear
distance between faces of curbs, whichever is less. The bridge roadway width includes travel lanes,
areas flush with the travel lanes (turn lanes, flush medians, shoulders, curb offsets, parking lanes,
and bike lanes), and the Department=s standard 5 wide brush curb introduced at the bridge. Bike
paths, sidewalks, safety walks, and curbing for sidewalks or safety walks are not part of the bridge
roadway width.
2.6.5 Grade
The maximum grade is the maximum allowable rate of change in vertical alignment of a highway.
Since the rate of grade has a direct effect on the operating speed of vehicles on a highway, the
maximum grade is chosen to encourage uniform operating speeds throughout the traffic stream
while providing a cost-effective design. Refer to Chapter 5, Section 5.7.4.1 of this manual for a
discussion of minimum grades to accommodate drainage.
2.6.6 Horizontal Curvature
The minimum radius is a limiting value of curvature for a given design speed and is determined from
the maximum rate of superelevation and the maximum side-friction factor selected for design. The
highway and turning roadway radii used for curve and superelevation design is measured from the
inner edge of the traveled way. On two-lane facilities, the radius may be measured to the centerline
of the two travel lanes as the difference in radii is small. Note that the radius shown on plan sheets
is for construction purposes and is measured to the horizontal control line, which often follows the
roadway centerline or the median edge of traveled way


1/30/2009 2.6.8
2.6.7 Superelevation
Superelevation is the cross slope of the pavement at a horizontal curve, provided to partially
counterbalance the centrifugal force on a vehicle going around that curve. A number of factors
influence the maximum allowable rate of superelevation, including climate and area type (i.e., urban,
suburban, or rural). For freeways and rural facilities, an 8% maximum rate is used to provide the
maximum safety benefit while minimizing the potential low-speed operational problems on ice and
snow.

Higher rates of superelevation are undesirable:
In urban areas due to impact on building fronts, drainage, sidewalks, and driveways.
For segments with wide variations in travel speeds, common on high-volume, urban and
suburban facilities.

In suburban areas, a 6% maximum superelevation rate may be used. In urban areas, a 4%
superelevation rate is used (except on interstates, other freeways, expressways, parkways, and
ramps). The actual superelevation provided for each curve is determined using the appropriate e
max

table (Exhibits 2-11 through 2-14) referenced in Section 2.7 of this chapter. Exhibit 2-11 is for use
on urban streets since it minimizes the use of superelevation by maximizing the use of side friction
(refer to Method 2 in Chapter 3 of AASHTOs A Policy on Geometric Design of Highways and
Streets, 2004). Exhibits 2-12 through 2-14 use superelevation to gradually increase the side friction
demand (refer to Method 5 in Chapter 3 of AASHTOs A Policy on Geometric Design of Highways
and Streets, 2004). When curves occur on grades steeper than 5%, refer to Chapter 3 of
AASHTOs A Policy on Geometric Design of Highways and Streets, 2004 for further guidance.
2.6.8 Stopping Sight Distance (Horizontal and Vertical)
Sight distance is the length of roadway ahead visible to the driver. The minimum sight distance
available on a roadway should be sufficiently long to enable a vehicle traveling at or near the design
speed to stop before reaching a stationary object in its path. There are three types of stopping sight
distance. These are stopping sight distance for crest vertical curves, stopping sight distance for sag
vertical curves (also called "headlight sight distance"), and stopping sight distance for horizontal
curves.

The effect of grades on vertical curve stopping sight distance is not considered when determining
the minimum values. For two-way facilities the sight distance available on downgrades is generally
larger than on upgrades. The unadjusted stopping sight distance, more or less, provides an
average of the downgrade and upgrade values. For one-way roadways without wide shoulders or
multiple travel lanes to accommodate evasive maneuvers, an adjustment for grade is desirable.

The effect of concrete barriers and other visual obstructions must be considered when determining
horizontal sight distance. A concrete barrier placed on the inside of a horizontal curve will restrict
sight distance around that curve. This is a common problem on curvilinear freeways. Refer to
Chapter 5 of this manual, Section 5.7.2 for additional information on sight distance.
2.6.9 Horizontal Clearance
Horizontal clearance is a segment of the road section lying adjacent to the traveled way, identified
2.6.9.1 1/30/2009

as an operational offset in urban areas and for rural areas identified as a portion of the clear zone
(defined in Chapter 10 of this manual as an area for recovery of errant vehicles). It does not
replace the need to select a clear zone in accordance with Chapter 10 of this manual that will
generally be substantially wider than the horizontal clearance criteria in this chapter. A more
detailed description of what features are allowed within these two categories follows. See Exhibit 2-
1a, which has the desirable section on the right-hand side of the drawing.

Exhibit 2-1a Horizontal Clearance

2.6.9.1 Interstates, Other Freeways, Expressways, Rural Arterials, Rural Collectors, and Local Rural
Roads

Horizontal clearance serves as an extension of the shoulder and provides allowance for recovery of
errant vehicles, disabled vehicles, parking, etc. Curbs, traversable slopes, breakaway supports,
etc., are permitted within the horizontal clearance. Fixed objects, nontraversable slopes, etc., are
not permitted. The width is measured from the edge of traveled way. It includes shoulders or
auxiliary lanes (e.g., speed change lanes, climbing lanes, turning lanes).

1/30/2009 2.6.14
2.6.9.2 Urban Arterials, Urban Collectors, and Local Urban Streets

Horizontal clearance functions as an operational offset that minimizes restrictions to traffic flow and
provides space for opening car doors, the lateral clearance affecting capacity and vehicle position
within a lane, and vehicle overhangs at intersections. The area within the horizontal clearance is to
be an unobstructed, relatively flat area provided beyond the edge of traveled way. Obstructions
include sign posts, lighting posts, poles, hydrants, trees, bollards, etc. The width is measured from
the face of curb.
2.6.9.3 Turning Roadways

Along turning roadways, horizontal clearance functions as a portion of the clear zone that minimizes
restrictions to traffic flow and provides space for the lateral clearance and vehicle position within a
lane, disabled vehicles, and vehicle overhangs during turning movements. The area within the
horizontal clearance is to be an unobstructed, relatively flat area provided beyond the edge of
traveled way. Obstructions include sign posts, lighting posts, poles, hydrants, trees, bollards, etc.
The width is measured from the edge of traveled way.
2.6.10 Vertical Clearance
Vertical clearance is the minimum vertical clear distance to an obstruction over any part of the
traveled way and shoulders. See the Bridge Manual Section 2 for specific design criteria.
2.6.11 Travel Lane Cross Slope
Travel lane cross slope is the minimum value of sustained transverse slope of a travel lane. For
tangent sections of the traveled way this cross slope is commonly called "normal crown." The
purpose of travel lane cross slope is to provide positive drainage from the pavement.
2.6.12 Rollover
Rollover is the measure of the difference in cross slope between two adjacent highway lanes or a
highway lane and its adjacent shoulder.
2.6.13 Structural Capacity
Structural capacity is the ability of a bridge to carry its dead load and a given live load. The live load
(which includes impact effects), is expressed in terms of standard AASHTO truck configurations or
equivalent uniform lane loads.
2.6.14 Level of Service
Level of service is defined as a qualitative measure describing operational conditions within a traffic
stream, and their perception by motorists and/or passengers. Level of service is described by a
letter grade from A (best) to F (worst). Level of service is a critical design element only for interstate
highways. Refer to Chapter 5 of this manual, Section 5.2.2 for additional information on level of
service.
2.6.17 11/21/2013

2.6.15 Control of Access
Control of access is defined as the regulated limitation of access rights to and from properties
abutting the highway facilities. Control of access is measured by the degree to which access is
controlled, that is, fully controlled, partially controlled, or uncontrolled. Control of access is a critical
design element only for interstate highways, other freeways, ramps, and a portion of the cross road
or service road at the ramp terminal. The control of access for interstates and other freeways is
discussed in Appendix 8 of the Project Development Manual. The control of access at ramp
terminals is discussed in Chapter 6 of this manual.
2.6.16 Pedestrian Accommodation
Pedestrian accommodation is defined as the provision of facilities to ensure safe pedestrian
movement within and through the project area. These facilities consist of sidewalks, ramps,
pedestrian crossings, and other facilities designed specifically for pedestrian use. Pedestrian
accommodation is a critical design element whenever a pedestrian facility exists or is determined to
be needed (see HDM Section 18.5).

Note that a highway shoulder is not typically considered a pedestrian facility as it is intended to meet
other needs and requirements (see Sections 2.6.3 and 18.6.2). However, pedestrians are entitled to
use shoulders per Section 1156 of the NYS Vehicle and Traffic Law.

The standards for pedestrian accommodations are concerned with the usability of those
accommodations by persons with disabilities and are established by the United States Access
Board. These standards are incorporated into HDM Chapter 18. Refer to Section 2.8 of this
Chapter for the procedures for preparing pedestrian facility nonstandard features justification.
2.6.17 Median Width
A median is defined as the portion of a divided highway separating the traveled way for traffic
traveling in opposing directions. The median width is expressed as the dimension between the
through-lane edges and includes the left shoulders, if any. Median width is a critical design element
only for interstates, other freeways, and multilane divided rural arterials. An arterial is not normally
considered to be divided unless two travel lanes are provided in each direction of travel and the
median has a width of 4 ft. or more and contains a barrier, turf, raised sections, or lowered sections
to preclude its use by motorists, except in emergencies or where the median is specifically designed
to allow for left turns.


1/30/2009 2.6.17
This page is intentionally left blank.

2.7.1.1 1/30/2009

2.7 STANDARDS
This section provides the standard values for the critical design elements. The values are provided
for each functional classification, with further division of arterials, collectors, and local roads for rural
and urban conditions, similar to the format of AASHTO's A Policy on Geometric Design of Highways
and Streets. In addition, values are provided for other roadways such as parkways, ramps, speed
change lanes, turning roadways, climbing lanes, collector-distributor roadways and frontage roads.
When these values are not met, concurrence with nonstandard features must be obtained from
FHWA, the Deputy Chief Engineer, or the Regional Director as described in Section 2.8 of this
chapter and in the Project Development Manual.

The values shown are the minimum or maximum values or other parameters as applicable. In some
cases further refinement of the values, dependent on certain conditions, are provided.

Desirable values are also provided for a few of the critical design elements (wider shoulders on
certain interstates and other freeways, curb offsets on urban streets and turning lanes). Whenever
practicable, considering factors such as cost limitations and social, economic, and environmental
impacts, the designer should strive to achieve the desirable values.

There are technical discrepancies between the metric and U.S. customary values in AASHTO's A
Policy on Geometric Design of Highways and Streets. Guidance on this issue is provided in Section
2.8.2 of this chapter.

The values for bridge widths are established by the NYSDOT Bridge Manual Section 2. They are
influenced by future plans for the adjacent highway and should be considered both the minimum
acceptable and the desirable values.

The standards for design of pedestrian accommodations accessible to persons with disabilities are
established by the United States Access Board in the Americans with Disability Act Accessibility
Guidelines (ADAAG). Refer to Chapter 18 of this manual for further guidance.
2.7.1 Interstates and Other Freeways
2.7.1.1 Interstates

The design criteria for interstate highways are detailed in sections A to P below.


1/30/2009 2.7.1.1

A. Design Speed

The design speed is either: maximum functional class speed or a speed based on the
anticipated (post-construction) off-peak 85th percentile speed within the range of functional
class speeds as shown below. Refer to Section 2.6.1 for guidance on design speed and Chapter
5 of this manual, Section 5.2.4 for methods to determine the off-peak 85
th
percentile speed. The
following are the range of design speeds.

Area
Character
Terrain
Minimum
Design Speed
(mph)
Maximum
Design Speed *

(mph)
Rural Level 70 70
Rural Rolling 70 70
Rural Mountainous 50 60
Urban All 50 70

*
For consistency with adjacent sections and anticipated off-peak 85
th
percentile speeds
higher than the maximum values tabulated above, a 75 mph maximum speed may be
used for rural (level & rolling) freeways and a 70 mph maximum speed may be used for
rural mountainous freeways.

B. Lane Width

Travel lanes = 12 ft. minimum.

C. Shoulder Width

Determine from Exhibit 2-2.

D. Bridge Roadway Width

Determine from NYSDOT Bridge Manual, Section 2.

E. Grade

Determine maximum from Exhibit 2-2.

F. Horizontal Curvature

Determine minimum radius from Exhibit 2-2. For curves flatter than the minimum radius, the
radius and superelevation on each horizontal curve shall be correlated with the design speed in
accordance with the appropriate e
max
exhibit (Exhibit 2-13 for e
max.
= 6% or Exhibit 2-14 for
e
max.
= 8%).

2.7.1.1 1/30/2009

G. Superelevation

8% maximum. A 6% maximum may be used in urban and suburban areas to minimize the effect
of negative side friction during peak periods with low travel speeds.

H. Stopping Sight Distance (Horizontal and Vertical)

Determine minimum distances from Exhibit 2-2.

I. Horizontal Clearance

The minimum horizontal clearance to obstructions (measured from the edge of traveled way) is
15 ft. where no barrier is provided. Where barrier is provided, the minimum is the greater of the
shoulder width or 4 ft., except:

On bridges where NYSDOT Bridge Manual, Section 2 allows less than 4 ft.
In depressed sections where the minimum is the shoulder width plus 2 ft.

J. Vertical Clearance

Determine minimum from NYSDOT Bridge Manual, Section 2.

K. Travel Lane Cross Slope

Travel lanes = 1.5% minimum to 2% maximum.

L. Rollover

Between travel lanes = 4% maximum. At edge of traveled way = 8% maximum. When the
superelevation rate exceeds 6%, a maximum rollover rate of 10% at the edge of the traveled
way may be permitted. Refer to Chapter 3, Section 3.2.5.1 Shoulder Cross Slopes and Rollover
Limitations of this manual for further guidance.

M. Structural Capacity


N. Level of Service (LOS)

A minimum of four traffic lanes shall be provided on the Interstate System. The number of lanes
shall be sufficient to accommodate the selected DDHV (directional design hourly volume) at an
acceptable level of service as listed below, and shall be determined on the basis of design year
volumes. On ascending grades which exceed the critical design length, a climbing lane analysis
shall be made in accordance with TRBs Highway Capacity Manual, and AASHTOs A Policy on
Geometric Design of Highways and Streets, and climbing lanes added where warranted.


1/30/2009 2.7.1.2

The following levels of service are the criteria for interstates:

Rural, level terrain LOS = B minimum
Rural, rolling terrain LOS = B minimum
Rural, mountainous terrain LOS = C minimum
Urban and suburban * LOS = C minimum

*
Note: In heavily developed sections of metropolitan areas, conditions may necessitate
LOS = D minimum. Scoping and design approval documents should include documentation
of the heavily developed metropolitan area conditions.

Some interstate projects, especially in urban areas, will provide levels of service below those
shown above due to social, economic, and environmental and/or policy/intergovernmental
decisions during project scoping and design. Such decisions for lesser levels of service should
be made in accordance with National Environmental Policy Act (NEPA) and/or State
Environmental Quality Review Act (SEQRA) procedures and, where applicable, with the Major
Metropolitan Transportation Investment process. These decisions should be supported and
documented in the design approval documents.

O. Control of Access

Access to the interstate system shall be fully controlled. Access is to be achieved by
interchanges at selected public highways. Access control shall extend the full length of ramps
and terminals on the crossroad. Such control shall either be acquired outright prior to
construction or by the construction of frontage roads or by a combination of both.

Control for connections to the crossroad should be provided beyond the ramp terminals by
purchasing access rights or providing frontage roads. Such control should extend beyond the
ramp terminal at least 100 ft. in urban areas and 300 ft. in rural areas (see Chapter 6 of this
manual for more specific details).

The interstate highway shall be grade separated at all railroad crossings and selected public
crossroads. All at-grade intersections of public highways shall be eliminated. To accomplish
this, the connecting roads are to be terminated, rerouted, or intercepted by frontage roads.

P. Median Width

Medians in rural areas in level or rolling terrain shall be at least 36 ft. wide and desirably 50 ft.
100 ft. wide. Medians in mountainous terrain or in urban areas shall be at least 10 ft. wide.

2.7.1.2 Other Freeways
The design criteria for freeways other than interstates are the same as Section 2.7.1.1 Interstates
with the exception that Section 2.7.1.1N Level of Service is not a critical design element. Level of
service for other freeways should be included as an Other Design Parameter. When the LOS is not
met, it should be addressed as a nonconforming feature per Chapter 5, Section 5.1 of this manual.

2.7.1.2 1/30/2009

Exhibit 2-2 Design Criteria for Interstates and Other Freeways
Shoulder
1

Description
Shoulder Width

(ft.)
Minimum Desirable
3

Right Side:

General
In mountainous terrain involving high cost for additional width

For non-interstate parkways that exclude truck and bus traffic
Where trucks exceed 250 DDHV (directional design hourly volume)

10
8
8
10

10
10
10
12
Left Side:

General
For interstates with six or more lanes

For interstates with six or more lanes where trucks exceed 250 DDHV

4
4
4

4
10
12
Design
Speed
(mph)
Maximum Percent Grade
Minimum
Stopping Sight
Distance, ft.
Minimum
Radius
Curve, ft.
e
max
= 6%
Minimum
Radius
Curve, ft.
e
max
= 8%
Level
2
Rolling
2
Mountainous
50
55
60
65
70
75
4
4
3
3
3
3
5
5
4
4
4
4
6
6
6
5.5
5
-
425
495
570
645
730
820
833
1060
1330
1660
2040
2500
758
960
1200
1480
1810
2210

Notes:
1. For bridges, determine the shoulder width from the NYSDOT Bridge Manual, Section 2.
2. Grades 1% steeper may be used for one-way downgrades and for extreme cases in urban areas where development precludes the use of flatter grades.
3. For shoulder widths of 10 ft. or less, an additional 2 ft. is desirable where barrier is used.


9/3/2013 2.7.2.1

2.7.2 Arterials
2.7.2.1 Rural Arterials

The design criteria for undivided and divided rural arterials are:

A. Design Speed

class speeds as shown below. Refer to Section 2.6.1 for guidance on design speed and
Chapter 5 of this manual, Section 5.2.4 for methods to determine the off-peak 85
th
percentile
speed. The following are the range of design speeds.

Terrain Minimum Design Speed Maximum Design Speed
Level 40 mph 60 mph
Rolling 40 mph 60 mph
Mountainous 40 mph 50 mph

B. Lane Width


C. Shoulder Width



Determine from NYSDOT Bridge Manual, Section 2. Note that the bridge roadway width
includes the lane and shoulders and is often based on the approach lane and shoulder width
determined from Sections B and C, above.

E. Grade



max
table (Exhibit 2-13 for e
max.
= 6% or Exhibit 2-14 for e
max.
=
8%).

G. Superelevation

8% maximum. A 6% maximum may be used in suburban areas to minimize the effect of
negative side friction during peak periods with low travel speeds.

2.7.2.1 1/30/2009









1.5% minimum to 2% maximum.

L. Rollover

Between travel lanes = 4% maximum.

At edge of traveled way = 8% maximum. When the superelevation rate exceeds 6%, a
maximum rollover rate of 10% at the edge of traveled way may be permitted. Refer to Chapter
3, Section 3.2.5.1 Shoulder Cross Slopes and Rollover Limitations of this manual for further
guidance.



N. Pedestrian Accommodation

To assure access for persons with disabilities, pedestrian facilities shall be located and
constructed in accordance with Chapter 18 of this manual.

O. Median Width (only for multilane, divided, rural arterials)

Median = 4 ft. minimum without left turn lanes. Where left turn lanes are provided, the median =
12 ft. minimum (10 ft. left turn lane with 2 ft. median separation).

1/30/2009 2.7.2.1

Exhibit 2-3 Design Criteria for Rural Arterials
Design
Speed
(mph)
Travel Lane Width
1,2,3
(ft.)
Design Year ADT
Maximum % Grade
Minimum
Sight
Stopping
Distance
(ft.)
Minimum
Radius Curve
(ft.)
emax = 6%
Minimum
Radius Curve
(ft.)
emax = 8%
ADT
Under
400

ADT
400-1500

ADT
1500-2000

ADT
Over
2000
Level Rolling Mountainous
40 11 11 11 12 5 6 8 305 485 444
45 11 11 11 12 5 6 7 360 643 587
50 11 11 12 12 4 5 7 425 833 758
55 11 11 12 12 4 5 6 495 1060 960
60 12 12 12 12 3 4 6 570 1330 1200
65 12 12 12 12 3 4 5 645 1660 1480
70 12 12 12 12 3 4 5 730 2040 1810
Shoulder Width
3
(ft.)
Notes:
1. Width of travel lane may remain 11 ft. on reconstructed highways where accident history
is satisfactory and the route is not designated as a Qualifying Highway.
2. Routes designated as Qualifying Highways on the national network of Designated Truck
Access Highways require 12 ft. travel lanes.
3. For bridges, determine the lane and shoulder width from the NYSDOT Bridge Manual,
Section 2.
4. For turning lanes, use Exhibit 2-4 of this chapter.
5. Refer to Section 2.6.16 of this chapter for a definition of divided.

Undivided
(Right
Shoulder)

4 ft.

6 ft.

6 ft.

8 ft.

Divided
5

Right Shoulder = 8 ft.
Left Shoulder = 4 ft.


2.7.2.2 1/30/2009

2.7.2.2 Urban Arterials

The design criteria for urban arterials are:

A. Design Speed

th

Area
Character
Minimum
Design Speed
Maximum
Design Speed
Suburban and Developing Areas 40 mph 60 mph
Central Business District 30 mph 60 mph

B. Lane Width


C. Shoulder Width




E. Grade



Determine minimum radius from Exhibit 2-4. For curves with radii larger than the minimum
radius, the radius of curve and superelevation on each horizontal curve shall be correlated with
the design speed in accordance with Exhibit 2-12 for e
max
= 4%. The superelevation
distribution in this table provides a gradual increase in the unresolved lateral forces on a vehicle
as the curve radii decreases. This distribution of superelevation is based on Method 5 in
Chapter III of AASHTOs A Policy on Geometric Design of Highways and Streets, 2004.


1/30/2009
2.7.2.1

For low-speed (45-mph and below) urban streets in heavily built-up residential, commercial, and
industrial areas (where building fronts, drainage, sidewalks, or driveways would be substantially
impacted by added superelevation), the use of superelevation can be minimized by placing
greater reliance on side friction to counter lateral acceleration. This distribution of
superelevation is based on Method 2 in Chapter 3 of AASHTOs A Policy on Geometric Design
of Highways and Streets, 2004. Below are the minimum radii at 4% superelevation using this
method.

Design Speed (mph) Minimum Curve Radius (e
max
= 4%) (ft.)
20 86
25 154
30 250
35 371
40 533
45 711

For radii larger than the above minimum radius for e
max
= 4%, determine the
superelevation rate using Exhibit 2-11.

G. Superelevation

4% maximum.


Determine minimum and desirable from Exhibit 2-4.


The minimum horizontal clearance to obstructions (measured from the face of curb) is 0 ft if
barrier is provided, 1.5 ft. in areas without barrier, and 3 ft. at intersections.





Parking lanes = 1.5% minimum to 5% maximum.

L. Rollover

At edge of traveled way = 8% maximum.

M. Structural Capacity Determine from the NYSDOT Bridge Manual, Section 2.


2.7.2.2 1/30/2009

N. Pedestrian Accommodations


7/30/2010 2.7.2.2

Exhibit 2-4 Design Criteria for Urban Arterials
Lanes
1
Width (ft.)
Travel Lanes - Minimum Desirable
Low Speed (<50 mph) 11 -
High Speed (50 mph) 12 -
For highly restricted areas with no or little truck traffic (0 to 2%) 10 -
Routes designated as Qualifying Highways on the national network of Designated Truck Access Highways 12 -
Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low speed segments
2
12 14
Turning Lanes - Minimum Desirable
Left and Right, T 2% 10 12
Left and Right, Truck volume > 2% 11 12
Two-way left-turn lanes 11 16
Parking Lanes - Minimum Desirable
Future provision for travel lane 11 12
Future provision for turn lanes 10 12
Future provision for turn lane on 35 mph or less arterial 9 12
No future provisions for turn lanes 8 12
Shoulders
1
Width (ft.)
Curbed - Minimum Desirable
Left shoulder for divided arterials 0 1 to 2
Right shoulder for bicycling, lateral offset, etc.
2
5 -
Right shoulder for breakdowns and turning movements in addition to bicycling, lateral offset, etc. 6 10
Uncurbed - Refer to Exhibit 2-3
Design Speed
(mph)
Maximum Percent Grade Minimum Stopping Sight
Distance (ft.)
Minimum Radius Curve (ft.)
emax = 4% Level Rolling Mountainous
30
35
40
45
50
55
60
8
7
7
6
6
5
5
9
8
8
7
7
6
6
11
10
10
9
9
8
8
200
250
305
360
425
495
570
250
371
533
711
926
1190
1500
Notes
1. For bridges, determine lane and shoulder width from NYSDOT Bridge Manual, Section 2.
2. Wide travel lanes may be used in low-speed segments. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have the same rights and responsibilities
as motorists except as provided in Sections 1230-1236 of the New York State Vehicle and Traffic Law. A 0 to 4 ft minimum shoulder may be used where a wide outside travel lane (12
ft minimum) or separate provisions (e.g., multiuse path) are provided.

2.7.3.1 1/30/2009
2.7.3 Collector Roads and Streets
2.7.3.1 Rural Collectors
The design criteria for rural collectors are:

A. Design Speed

th

Type of
Terrain
Range of Design Speeds (mph)
Design Year ADT
0 to 400 400 to 2000 2000 and over
Level 40 - 60 50 - 60 60
Rolling 30 - 60 40 - 60 50 - 60
Mountainous 20 - 60 30 - 60 40 - 60

B. Lane Width

Determine minimum from Exhibit 2-5.

C. Shoulder Width



Determine minimum from NYSDOT Bridge Manual, Section 2. Note that the bridge roadway
width includes the lane and shoulders and is often based on the approach lane and shoulder
width determined from Sections B and C, above.

E. Grade


7/30/2010 2.7.3.1


max.
max.
max.

= 8%).

G. Superelevation








Determine minimum from the NYSDOT Bridge Manual, Section 2.



L. Rollover


guidance.

2.7.3.1 1/30/2009


Determine from the NYSDOT Bridge Manual, Section 2.




9/3/2013 2.7.3.1

Exhibit 2-5 Design Criteria for Rural Collectors

Design
Speed
(mph)
Travel Lane Width (ft.)
1,7

Based on Design Year ADT
Turn Lane (ft.) Maximum Percent Grade
2

Min.
Stopping
Sight
Distance
(ft.)

Min.
Radius Curve
(ft.)
emax = 6%

Min.
Radius Curve
(ft.)
emax = 8%
ADT
Under
400

ADT
400-
1500

ADT
1500-
2000
3

ADT
Over
2000
3

Minimum

Desirable
Terrain

20
10
4
10 11 12

10

Match
Travel
Lane
Width
7 10 12 115 81 76
25 10
4
10 11 12 7 10 11 155 144 134
30 10
4
10 11 12 7 9 10 200 231 214
35 10
4
10 11 12 7 9 10 250 340 314
40 10
4
11 11 12 7 8 10 305 485 444
45 10
4
11 11 12 7 8 10 360 643 587
50 10
4
11 11 12 6 7 9 425 833 758
55 11 11 12 12 6 7 9 495 1060 960
60 11 11 12 12 5 6 8 570 1330 1200

Shoulder Width

(ft.)
7

Notes:
1. Routes designated as Qualifying Highways on the national network of Designated
Truck Access Highways require 12 ft. travel lanes.
2. Short lengths of grade in rural areas, such as grades less than 490 ft. in length, oneway downgrades,
and grades on low-volume (<1500 vpd) rural collectors may be up to 2% steeper than the grades shown
above.
3. 11 ft. lanes may be retained where accident rates are acceptable.
4. 9 ft. lanes may be used for design volumes under 250 vpd.
5. .Minimum width is 4 ft. if roadside barrier is used. 4 ft. shoulder is desirable if the shoulder is intended for
occasional pedestrian and/or bicycle use.
6. Shoulder width may be reduced to 4 ft. for design speeds of 40 mph to 60 mph.
7. For bridges, determine the lane and shoulder width from the NYSDOT Bridge Manual, Section 2.

All
Speeds

2
5

5
6

6

8

2.7.3.2 7/30/2010
2.7.3.2 Urban Collectors

The design criteria for urban collectors are:

A. Design Speed

th

Minimum Maximum
30 mph 60 mph

B. Lane Width


C. Shoulder Width




E. Grade



max
= 4% table. The superelevation
as the curve radii decreases, with a bias that minimizes the unresolved lateral forces on a
vehicle as for curves with large radii. This distribution of superelevation is based on Method 5
in Chapter 3 of AASHTOs A Policy on Geometric Design of Highways and Streets, 2004.

1/30/2009 2.7.3.2

For low- ts in heavily built-up residential, commercial, and industrial
areas (where building fronts, drainage, sidewalks, or driveways would be substantially impacted
by added superelevation), the use of superelevation can be minimized by placing greater
reliance on side friction to counter lateral acceleration. This distribution of superelevation is
based on Method 2 in Chapter 3 of AASHTOs A Policy on Geometric Design of Highways and
Streets, 2004. Below are the minimum radii at 4% superelevation using this method.

Design Speed (mph) Minimum Curve Radius (e
max
= 4%) (ft.)
20 86
25 154
30 250
35 371
40 533
45 711

max
= 4%, determine the superelevation
rate using Exhibit 2-11.

G. Superelevation

4% maximum.




The minimum horizontal clearance to obstructions (measured from the face of curb) is 0 if





DESIGN CRITERIA2- 2-40

2.7.3.2 1/30/2009
L. Rollover






1/30/2010 2.7.3.2
Exhibit 2-6 Design Criteria for Urban Collectors
Lanes
1,4
Width (ft.)
Travel Lanes - Minimum Desirable
Residential and Commercial 10 12
Industrial areas without severe ROW limitations 12 -
Industrial areas with severe ROW limitations 11 -
Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low-speed segments
2
12 14
Travel Lanes (uncurbed) Refer to Exhibit 2-5
Turning Lanes - Minimum Desirable
Truck volume 2% 10 12
Truck Volume > 2% 11 12
Two-way left-turn lanes (trucks 2%) 10 16
Two-way left-turn lanes (trucks > 2%) 11 16
Parking Lanes - Minimum Desirable
Commercial / Industrial 8 11
Residential 7 8
Shoulders
2
Width (ft.)
Curbed - Minimum Desirable

Left shoulder for divided urban collectors 0 1 to 2
Right shoulder for bicycling
2
, lateral offset, etc. 5 -
Right shoulder for breakdowns and turning movements in addition to bicycling, lateral offset, etc. 6 10
Uncurbed - Refer to Exhibit 2-5
Design Speed
(mph)
Maximum Percent Grade Minimum
Stopping Sight
Distance (ft)
Minimum Radius Curve (ft)
emax = 4% Level Rolling Mountainous
30
35
40
45
50
55
60
9
9
9
8
7
7
6
11
10
10
9
8
8
7
12
12
12
11
10
10
9
200
250
305
360
425
495
570
250
371
533
711
926
1190
1500
Notes:
2. Wide travel lanes may be used in low-speed ( 45 mph) segments. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have
the same rights and responsibilities as motorists except as provided in Sections 1230-1236 of the New York State Vehicle and Traffic Law. A 0 to 4 ft minimum
shoulder may be used where a wide outside travel lane (12 ft minimum) or separate provisions (e.g., multiuse path) are provided.
3 Maximum grades of short length (< 490 ft.) and on one-way down grades may be 2% steeper.
4. Routes designated as Qualifying Highways on the national network of Designated Truck Access Highways require 12 ft. travel lane.

2.7.4.1 1/30/2009
2.7.4 Local Roads and Streets
2.7.4.1 Local Rural Roads
The design criteria for local rural roads are as follows:

A. Design Speed

th

Range of Design Speeds (mph)

Type of
Terrain
Design Year ADT
Under 50 50 to 250
250 to 400 Over 400
Level 30 55 30 55 40 55 50 55
Rolling 20 55 30 55 30 55 40 55
Mountainous 20 - 55 20 55 20 55 30 55

B. Lane Width


C. Shoulder Width




E. Grade

1/30/2009 2.7.4.1
max
max
= 6% or Exhibit 2-14 for
e
max
= 8%).

G. Superelevation
8% maximum. A 6% maximum may be used in suburban and developing areas to minimize the
effect of negative side friction during peak periods with low travel speeds.


The minimum horizontal clearance to obstructions (measured from the edge of traveled way) is:
Without Barrier With Barrier
6 ft.
for low- 45 mph) segments
Greater of shoulder width or 4 ft.,
except on bridges where the NYSDOT
Bridge Manual, Section 2 allows less
than 4 ft.
10 ft.
for high- 50 mph) segments


L. Rollover
guidance.





2.7.4.1 1/30/2009
Exhibit 2-7 Design Criteria for Local Rural Roads
Design
Speed
Travel Lane Width (ft.) Based
on Design Year ADT
Turn Lane (ft.) Max. Percent Grade Minimum
Stopping
Sight
Distance
(ft.)
Minimum Radius Curve
(ft.)
ADT
Under
400
ADT
400-
1500
3

ADT
1500-
2000
4

ADT
Over
2000
4

Minimum Desirable
Terrain e max = 6 % e max = 8 %
20 9 10 11 12
10
Match
Travel
Lane
Width
8 11 16 115 81 76
25 9 10 11 12 7 11 15 155 144 134
30 9 10 11 12 7 10 14 200 231 214
40 9 10 11 12 7 10 13 305 485 444
45 10 11 11 12 7 9 12 360 643 587
50 10 11 11 12 6 8 10 425 833 758
55 11 11 12 12 6 7 10 495 1060 960
Shoulder Width (ft)
1
Notes:
2. Minimum travel lane width is 11 ft. for routes designated as Access Highways and for routes within 1 mile of Qualifying
Highways on the national network of Designated Truck Access Highways
3. For roads in mountainous terrain with design volume of 400 to 600 ADT, use 9 ft. lanes (except where note 2 applies).
4. 11 ft. lanes remain where accident history is acceptable
5. Minimum width is 4 ft. if roadside barrier is used on low-volume roads.
6. For roads in mountainous terrain with design volume of 400 to 600 ADT, use 2 ft. shoulders.
7. Shoulders may be 4 ft. where speeds are > 40 mph.
All
Speeds
2
5
5
6,7
6 8

1/30/2009 2.7.4.2
2.7.4.2 Local Urban Streets

The design criteria for local urban streets are:

A. Design Speed

th

Minimum Maximum
20 mph 30 mph

B. Lane Width


C. Shoulder Width




E. Grade

Grades for local streets = 15% maximum in residential areas and 8% maximum in commercial
and industrial areas.


max
= 4% table,. The superelevation
Chapter 3 of AASHTOs A Policy on Geometric Design of Highways and Streets, 2004.


2.7.4.2 1/30/2009
Local urban streets in heavily built-up residential, commercial, and industrial areas (where
building fronts, drainage, sidewalks, or driveways would be substantially impacted by added
superelevation), the use of superelevation can be minimized by placing greater reliance on side
friction to counter lateral acceleration. This distribution of superelevation is based on Method 2
in Chapter 3 of AASHTOs A Policy on Geometric Design of Highways and Streets, 2004.
Below are the minimum radii at 4% superelevation using this method.

Design Speed, mph Minimum Curve Radius (e
max
= 4%) (ft.)
20 72
25 154
30 282

max
rate using Exhibit 2-11.

G. Superelevation

4% maximum.




The minimum horizontal clearance to obstructions (measured from the face of curb) is 0 ft. if




Travel lane = 1.5% minimum to 2% maximum.

Parking lane = 1.5% minimum to 5% maximum.

1/30/2009 2.7.4.2
L. Rollover

Between travel lanes = 4% maximum. At edge of traveled way = 8% maximum.





2.7.4.2 7/30/2010
Exhibit 2-8 Design Criteria for Local Urban Streets
Lanes
1
Width (ft.)
Travel Lanes - (with curbing)
Residential without severe ROW limitations & Commercial
Residential with severe ROW limitations
Industrial areas without severe ROW limitations
Industrial areas with severe ROW limitations
Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low speed segments
2

Minimum
10
9
12
11
12
Desirable
11
10
-
-
14
Travel Lanes - (uncurbed) Refer to Exhibit 2-7
Turning Lanes
Truck volume 2%
Truck volume > 2%
Two-way left-turn lanes
Minimum
9
9
10
Desirable
10
12
11
Parking Lanes
Commercial and Industrial
Residential

8
7

11
8
Shoulders
1
Width (ft.)
Curbed
Left shoulder for divided urban streets
Right shoulder for bicycling
2
, lateral offset, etc.
Right shoulder for breakdowns and turning movements in addition to bicycling, lateral offset, etc.
Minimum
0
5
6
Desirable
1 to 2
-
10
Uncurbed Refer to Exhibit 2-7
Grade Maximum
Residential
Commercial / Industrial
15%
8%
Design Speed
(mph)
Minimum Stopping Sight
Distance (ft)
Minimum Radius Curve
(ft)
emax = 4%
20
25
30
115
155
200
86
154
250
Notes:
2. Wide travel lanes may be used on local urban streets. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have the same rights and
responsibilities as motorists except as provided in Sections 1230 - 1236 of the New York State Vehicle and Traffic Law. A 0 to 4 ft minimum shoulder may be used where a
wide outside travel lane (12 ft minimum) or separate provisions (e.g., multiuse path) are provided.
9/3/2013 2.7.5.2
2.7.5 Other Roadways
2.7.5.1 Parkways
Parkways that are multilane, divided freeways, or expressways with occasional at-grade
intersections should follow the standards in Section 2.7.1.2 Other Freeways. Parkways that are two-
lane highways or multilane, divided highways with signalized intersections should follow the
standards of the design classification established for the subject parkway.
2.7.5.2 Ramps (Turning Roadways for Grade-Separated Highways)
Ramps are turning roadways to accommodate high volumes of turning movements between grade-
separated highways. Ramps are functionally classified based on the higher-type highway they
service. For example, all the ramps to and from an interstate are considered part of the Interstate
System. The design criteria for ramps are:

A. Design Speed

A ramp speed study is not required to determine the ramp design speed. The ramp design
speed for the design criteria applies to the sharpest ramp curve, usually on the ramp proper.
The ramp design speed does not apply to the ramp terminals, which should include transition
curves and speed change lanes based on the design speeds of the highways and ramps
involved.

Desirably, ramp design speed should approximate the off-peak running speeds (50
th
percentile
speeds) on the higher speed intersecting highway, but not exceed 50 mph. Ramps with design
speeds over 50 mph should be designed using Section 2.7.1 of this chapter. The minimum
design speeds based on ramp type (as illustrated in Exhibit 10-55 of AASHTOs A Policy on
Geometric Design of Highways and Streets, 2004) are:

Loop ramps 25 mph minimum for highways with design speeds of more than 50 mph.
Semidirect connection ramps 30 mph minimum.
Direct connection ramps 40 mph minimum; 50 mph preferred.
Diagonals, outer connections, and one-quadrant ramps - Below is the minimum ramp
design speed related to the highway design speed. The highway design speed is the
higher design speed of the interchanging roadways.
Highway Design Speed (mph) 40 45 50 55 60 70 75
Min. Ramp Design Speed (mph) 20 25 25 30 30 40 45

2.7.5.2 9/3/2013
B. Traveled Way Width

Determine minimum traveled way width from Exhibits 2-9a or 2-9b, as appropriate. Use Exhibit
2-9a for interstate ramps and Exhibit 2-9b for non-interstate ramps and turning roadways,
including non-interstate highways that are designated as Qualifying Highways.

C. Shoulder Width

Determine minimum shoulder widths from Exhibit 2-10.


The lane and shoulder widths are to be carried across all ramp structures.

E. Grade



max
max.
max.

= 8%).

G. Superelevation

8% maximum. A 6% maximum may be used in urban and suburban areas to minimize the


Determine minimum and desirable stopping sight distance from Exhibit 2-10.


Right side = greater of shoulder width or 6 ft. and left side = 3 ft. minimum. Where ramps pass
under structures, there should be an additional 4 ft. clearance beyond the outside of shoulders
to bridge piers or abutments.


Determine minimum from the NYSDOT Bridge Manual, Section 2. Ramps should have the
same vertical clearance as the higher functional classification of the interchanging roadways.



7/30/2009 2.7.5.2

L. Rollover

superelevation rate exceeds 6%, a maximum rollover rate of 10% at the edge of traveled way
may be permitted. Refer to Chapter 3, Section 3.2.5.1 Shoulder Cross Slopes and Rollover



N. Level of Service (interstate ramps only)

Exit ramps with poor levels of service can cause backups onto the mainline. Ramps shall meet
acceptable levels of service, as listed below, and shall be determined on the basis of design
year volumes in accordance with TRBs Highway Capacity Manual.


Urban and suburban
1
LOS = C minimum

1
In heavily developed sections of metropolitan areas, conditions may necessitate LOS D
minimum. Scoping closure and design approval documents should include documentation

above due to social, economic, and environmental and/or policy/intergovernmental decisions
during project scoping and design. Such decisions for lesser levels of service should be made
in accordance with National Environmental Policy Act (NEPA) and/or State Environmental
Quality Review Act (SEQR) procedures and, where applicable, withthe Major Metropolitan
Transportation Investment process. These decisions should be supported and documented in
the design approval documents.

O. Control of Access (interstate and other freeway ramps only)

Access along freeway ramps and terminals on the crossroad shall be fully controlled. Such
control shall either be acquired outright prior to construction or reconstruction.

Access along the crossroad should be provided beyond the ramp terminals by purchasing
access rights or providing frontage roads. Such control should extend beyond the ramp
terminal at least 100 ft. in urban areas and 300 ft. in rural areas (see Chapter 6 of this manual
for more specific details).

2.7.5.3 1/30/2009
P. Pedestrian Accommodation

To assure access for persons with disabilities, pedestrian facilities located at the ramp terminal
with a crossroad shall be located and constructed in accordance with Chapter 18 of this
manual.
2.7.5.3 Speed Change Lanes

Acceleration lanes, deceleration lanes, and combination acceleration-deceleration lanes have the
same lane width as the adjacent travel lanes. The minimum shoulder width is 6 ft. on interstates
and other freeways and 4 ft. on other roadways. All other critical design elements (grades, stopping
sight distance, etc.) are the same as apply for the adjacent roadway.

The lengths of acceleration and deceleration lanes are not critical design elements. However the
lengths, as determined from Chapter 10 in AASHTO's, A Policy on Geometric Design of Highways
and Streets, 2004 should be provided. If these lengths are not provided an explanation must be
included in the design report.

2-53a DESIGN CRITERIA
9/3/2013 2.7.5.2

Exhibit 2-9a Traveled Way Widths for Interstate Ramps
(1)

Radius on
Inside
Edge of
Traveled
Way, R (ft)
Traveled Way Width (ft)
(2)

One-Lane, One-Way
Operation
Two-Lane Operation
(3)

One-Way or Two-Way
50 See note 4 See note 4
150 23 (17)
(5)
32
200 21 (16)
(5)
30
300 19 (15)
(5)
29
400 18 (15)
(5)
28
500 17 (15)
(5)
28
Tangent
(1000 ft)
15 26
Width Modification for Edge Conditions
No Stabilized
Shoulder
None None
Sloping Curb None None
Vertical Curb
One Side
Two Sides

Add 1 ft
Add 2 ft

Add 1 ft
Add 2 ft
Paved
Shoulder, one
or both sides
Traveled way width for
tangent (R1000 ft) may be
reduced to 12 ft where the
combined left and right
shoulder width is 4 ft or
wider.
Deduct 2 ft where the
wider
1
For non-interstate ramps and turning roadways use Exhibit 2-9b.
2
The ramp traveled way width may vary according to the radius encountered. In general, the least width is
selected, with the width increased in curved segments of the ramp. Taper between different widths in accord
with HDM Chapter 5.
3
These widths (from AASHTO Green Book 2011 Table 3-29) reflect a combination of separate design
vehicles, and will only accommodate two WB-40 design vehicles passing one another. For the rare cases
where the design must accommodate WB-67 design vehicles passing one another, use AASHTO Green Book
2011 Table 3-28b to determine the required width.
4
These radii are associated with design speeds lower than the minimum required for interstate ramps in New
York State. Retaining these radii on existing interstate ramps requires Non-Standard Feature Justification(s)
with a safety and operational analysis of the impact on larger vehicles. New or reconstructed ramps should
not use less than a 150 ft radius.
5
The

reduced

traveled way width included in parenthesis may be used instead if BOTH of the following apply:
a)
Right and left shoulders are full depth (required for new or reconstructed ramps only) and widths
meet or exceed the minimum shoulder widths from Exhibit 2-10.

b)
The cross slope of traveled way and shoulders is on a single plane, as shown in HDM Figure 3-
5, 3
rd
section from top, with no rollover.

DESIGN CRITERIA 2-53b

2.7.5.2 9/3/2013
Exhibit 2-9b Traveled Way Widths for Non-Interstate Ramps and
Turning Roadways
(1)

Radius on
Inner Edge
of Traveled
Way, R (ft)
Traveled Way Width (ft)
(2)
Case I
One-Lane, One-Way
Operation no provision
for passing a stalled
vehicle
Case II
One-Lane, One-Way
Operation with
provision for passing a
stalled vehicle

Case III
Two-Lane Operation
One-Way or Two-Way
Design Traffic Condition (see definitions below)
A B C A B C A B C
50 18 18 23 20 26 30 31 36 45
75 16 17 20 19 23 27 29 33 38
100 15 16 18 18 22 25 28 31 35
150 14 15 17 18 21 23 26 29 32
200 13 15 16 17 20 22 26 28 30
300 13 15 15 17 20 22 25 28 29
400 13 15 15 17 19 21 25 27 28
500 12 15 15 17 19 21 25 27 28
Tangent
(1000 ft)
12 14 14 17 18 20 24 26 26
No Stabilized
Shoulder
None None None
Sloping Curb None None None
Vertical Curb
One Side
Two Sides

Add 1 ft
Add 2 ft

None
Add 1 ft

Add 1 ft
Add 2 ft
Paved
Shoulder, one
or both sides
tangent (R1000 ft) may be
reduced to 12 ft where the
wider.
Deduct the combined left
and right shoulder width,
but the traveled way width
cannot be less than that
required under Case I.
3
Deduct 2 ft where the
wider.
Design Traffic Condition Definitions
A = Predominantly P vehicles, but some consideration for SU trucks
B = Single-Unit (SU) Truck and Semitrailer vehicles comprise 5-10% of traffic volume
C = Bus and Semitrailer vehicles comprise over 10% of traffic volume

1
For non-interstate highways designated as Qualifying Highways (see section 2.5.3.2), use Design Traffic
Condition C and ensure that the design permits a WB-67 design vehicle to negotiate the non-interstate
ramp/turning roadway using the full width of the roadway (traveled way plus shoulders).

2
Values are from AASHTO Green Book 2011 Table 3-29. The traveled way width may vary according to the
radius encountered. In general, the least width is selected, with the width increased in curved segments. Taper
between different widths in accord with HDM Chapter 5.
3
For example, for R=150 ft, Case II, Condition B and combined left and right shoulder width of 9 ft, the
traveled way width required is 21-9=12 ft. However, it cannot be less than that required under Case I so 15 ft
is required.
1/30/2009 2.7.5.3
Exhibit 2-10 Design Criteria for Turning Roadways
Design
Speed
(mph)
Shoulders
(ft.)
1
Maximum
Percent
Grade
Minimum
Stopping
Sight
Distance
(ft.)
Minimum Radius (ft.)
(measured to the inside edge of
traveled way)
Left Right
2

e
max

= 4%
3

e
max

= 6%
e
max

= 8%
10
4

15
20
25
30
35
40
45
50
3
3
3
3
3
3
3
3
3
6
6
6
6
6
6
6
6
6
8
8
8
7
7
6
6
5
5

50
80
115
155
200
250
305
360
425

-
42
86
154
250
371
533
711
926

-
39
81
144
231
340
485
643
833

-
38
76
134
214
314
444
587
758

Notes:
1. For urban turning roadways with curbing, no shoulder is required. A 2 ft. curb offset is desirable.
2. For direct connection ramps with design speeds over 40 mph, use a 8 ft. minimum right shoulder.
3. Only for Free-Flow Turning Roadways for at-grade intersections. See 2.7.5.4.B.
4. Refer to Chapter 9 of AASHTOs A Policy on Geometric Design of Highways and Streets, 2004 for minimum radii.


2.7.5.5 7/30/2010
2.7.5.4 Turning Roadways - Channelized for At-Grade Intersections
Channelized right-turning roadways are sometimes called right-turn slip lanes or right-turn bypass
lanes. There are two types of channelized right-turning roadways for at-grade intersections: right-
turning roadways with corner islands and free-flowing, right-turning roadways. Further information
on these roadways is provided in Chapter 5, Section 5.9.4 of this manual.

A. Turning Roadways with Yield, Stop, or Signal Control

Turning roadways with yield, stop, or signal control often have channelized islands and do not
include taper- or parallel-type acceleration lanes. Design criteria is not required for these types
of turning roadways.

For layout, the design speed may range from 10 mph to 25 mph. Refer to Chapter 5, Section
5.9.4.6 A of this manual for additional guidance.

B. Free-Flow Turning Roadways

Free-flow turning roadways are essentially ramps for at-grade intersections. They generally
include speed-change lanes. The design speed may be equal to or as much as to 20 mph less
than the design speed of the higher speed intersecting highway. The acceptable range of
design speeds is 10 mph to 50 mph.

Determine the lane widths from Exhibit 2-9.
Determine the shoulder widths, grade, stopping sight distance, and minimum radii from
Exhibit 2-10.
A maximum superelevation rate of 4% is used for urban areas, 6% for rural areas where
traffic is likely to stop on the turning roadway, and 8% for rural areas where traffic is
unlikely to stop on the turning roadway. For superelevation rates on curves with radii
above the minimum radius, use Exhibits 2-12, 2-13, or 2-14 for e
max
equal to 4%, 6%, or
8%, respectively.
The minimum horizontal clearance to obstructions (measured from the edge of traveled
way) on the right side is the larger of the shoulder width or 6 ft.
way) on the left side is 4 ft.
Determine the remaining critical design elements from Section 2.7.5.2.
2.7.5.5 Collector-Distributor Roads

The difference between the design speed of a collector-distributor road and the adjacent mainline
roadway should not exceed 15 mph. However, for freeways with 50 mph or 55 mph design speeds,
the minimum design speed for the collector-distributor road is 50 mph. The design criteria should be
the same as that of the adjacent mainline roadway. However the other critical design elements
(horizontal curve, stopping sight distance, etc.) should be modified appropriately if a design speed
less than the mainline design speed is used.
7/30/2010 2.7.5.9
2.7.5.6 Frontage Roads (Service Roads)
The design criteria for frontage roads should be consistent with the design criteria for the functional
class of the frontage road.

2.7.5.7 Climbing Lanes
Climbing lanes should have the same lane width as the adjacent travel lanes. The minimum
shoulder width for a climbing lane is 4 ft., or the shoulder width of the highway, whichever is less.
Desirably the climbing lane shoulder should match the shoulder for the adjacent segments of
highway. All other critical design elements (grades, stopping sight distances, etc.) are the same as
applies for the adjacent roadway.

2.7.5.8 Tunnels
The design criteria used for tunnels should not differ materially from those used for grade separation
structures. Refer to AASHTOs A Policy on Geometric Design of Highways and Streets, 2004 for
further guidance regarding tunnel design.

2.7.5.9 Shared Roadway

A roadway that is open to both bicycle and motor vehicle travel upon which no bicycle lane is
designated. Examples may include roads with wide curb lanes and roads with shoulders. Refer to
various tables within Section 2.7 of this chapter as well as Chapters 17 and 18 of this manual for
shoulder / lane width guidance.


2.7.5.9 1/30/2009
Exhibit 2-11 Minimum Radii and Superelevation for Low-Speed Urban Streets
e (%)

Vd = 15
mph

Vd = 20
mph

Vd = 25
mph

Vd = 30
mph

Vd = 35
mph

Vd = 40
mph

Vd = 45
mph

R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.)
-2.0 50 107 198 333 510 762 1039
-1.5 49 105 194 324 495 736 1000
0 47 99 181 300 454 667 900
1.5 45 94 170 279 419 610 818
2.0 44 92 167 273 408 593 794
2.2 44 91 165 270 404 586 785
2.4 44 91 164 268 400 580 776
2.6 43 90 163 265 396 573 767
2.8 43 89 161 263 393 567 758
3.0 43 89 160 261 389 561 750
3.2 43 88 159 259 385 556 742
3.4 42 88 158 256 382 550 734
3.6 42 87 157 254 378 544 726
3.8 42 87 155 252 375 539 718
4.0 42 86 154 250 371 533 711
Notes:
1. For low- and less) urban streets in heavily built-up residential, commercial, and industrial areas (where building fronts, drainage, sidewalks, or driveways would be
substantially impacted by added superelevation), sharper curves are allowed.
2. Computed using AASHTO Superelevation Distribution Method 2.
3. For segments using a normal crown of 2%, curves with radii that are larger than those required for e = -2.0% may retain normal crown. Curves with radii requiring superelevation rates
between e = -2.0% to e = 0% require removal of the adverse cross slope. Curves with radii requiring superelevation rates between e = 0% and e = 2% require superelevation at e = 2%.
4. For segments using a normal crown of 1.5%, curves with radii that are larger than those required for e = -1.5% may retain normal crown. Curves with radii requiring superelevation rates
between e = -1.5% to e = 0% require removal of the adverse cross slope. Curves with radii requiring superelevation rates between e = 0% and e = 1.5% require superelevation at e =
1.5%.

1/30/2009 2.7.5.9
Exhibit 2-12 Minimum Radii for Design Superelevation Rates, Design Speeds, and e
max
= 4%
e (%)

Vd = 15
mph

Vd = 20
mph

Vd = 25
mph

Vd = 30
mph

Vd = 35
mph

Vd = 40
mph

Vd = 45
mph
Vd = 50
mph
Vd = 55
mph
Vd = 60
mph
R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.)
1.5 796 1410 2050 2830 3730 4770 5930 7220 8650 10300
2.0
506 902 1340 1880 2490 3220 4040 4940 5950 7080
2.2
399 723 1110 1580 2120 2760 3480 4280 5180 6190
2.4
271 513 838 1270 1760 2340 2980 3690 4500 5410
2.6
201 388 650 1000 1420 1930 2490 3130 3870 4700
2.8
157 308 524 817 1170 1620 2100 2660 3310 4060
3.0
127 251 433 681 982 1370 1800 2290 2860 3530
3.2
105 209 363 576 835 1180 1550 1980 2490 3090
3.4
88 175 307 490 714 1010 1340 1720 2170 2700
3.6
73 147 259 416 610 865 1150 1480 1880 2350
3.8
61 122 215 348 512 730 970 1260 1600 2010
4.0
42 86 154 250 371 533 711 926 1190 1500
Notes:
2. Curves with radii greater than that needed for e = 1.5% may retain normal crown. Curves with radii requiring e= 1.5% to less than e = 2.0% require removal of the adverse cross slope.

2.7.5.9 1/30/2009
max
= 6%

e
(%)

Vd = 15
mph

Vd = 20
mph

Vd = 25
mph

Vd = 30
mph

Vd = 35
mph

Vd = 40
mph

Vd = 45
mph
Vd = 50
mph
Vd = 55
mph
Vd = 60
mph
Vd = 65
mph
Vd = 70
mph
R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.)
1.5 868 1580 2290 3130 4100 5230 6480 7870 9410 11100 12600 14100
2.0 614 1120 1630 2240 2950 3770 4680 5700 6820 8060 9130 10300
2.2 543 991 1450 2000 2630 3370 4190 5100 6110 7230 8200 9240
2.4 482 884 1300 1790 2360 3030 3770 4600 5520 6540 7430 8380
2.6 430 791 1170 1610 2130 2740 3420 4170 5020 5950 6770 7660
2.8 384 709 1050 1460 1930 2490 3110 3800 4580 5440 6200 7030
3.0 341 635 944 1320 1760 2270 2840 3480 4200 4990 5710 6490
3.2 300 566 850 1200 1600 2080 2600 3200 3860 4600 5280 6010
3.4 256 498 761 1080 1460 1900 2390 2940 3560 4250 4890 5580
3.6 209 422 673 972 1320 1740 2190 2710 3290 3940 4540 5210
3.8 176 358 583 864 1190 1590 2010 2490 3040 3650 4230 4860
4.0 151 309 511 766 1070 1440 1840 2300 2810 3390 3950 4550
4.2 131 270 452 684 960 1310 1680 2110 2590 3140 3680 4270
4.4 116 238 402 615 868 1190 1540 1940 2400 2920 3440 4010
4.6 102 212 360 555 788 1090 1410 1780 2210 2710 3220 3770
4.8 91 189 324 502 718 995 1300 1640 2050 2510 3000 3550
5.0 82 169 292 456 654 911 1190 1510 1890 2330 2800 3330
5.2 73 152 264 413 595 833 1090 1390 1750 2160 2610 3120
5.4 65 136 237 373 540 759 995 1280 1610 1990 2420 2910
5.6 58 121 212 335 487 687 903 1160 1470 1830 2230 2700
5.8 51 106 186 296 431 611 806 1040 1320 1650 2020 2460
6.0 39 81 144 231 340 485 643 833 1060 1330 1660 2040
Notes:

1/30/2009 2.7.5.9
max
= 8%

e
(%)

Vd = 15
mph

Vd = 20
mph

Vd = 25
mph

Vd = 30
mph

Vd = 35
mph

Vd = 40
mph

Vd = 45
mph
Vd = 50
mph
Vd = 55
mph
Vd = 60
mph
Vd = 65
mph
Vd = 70
mph
R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.)
1.5
932 1640 2370 3240 4260 5410 6710 8150 9720 11500 12900 14500
2.0 676 1190 1720 2370 3120 3970 4930 5990 7150 8440 9510 10700
2.2 605 1070 1550 2130 2800 3570 4440 5400 6450 7620 8600 9660
2.4 546 959 1400 1930 2540 3240 4030 4910 5870 6930 7830 8810
2.6 496 872 1280 1760 2320 2960 3690 4490 5370 6350 7180 8090
2.8 453 796 1170 1610 2130 2720 3390 4130 4950 5850 6630 7470
3.0 415 730 1070 1480 1960 2510 3130 3820 4580 5420 6140 6930
3.2 382 672 985 1370 1820 2330 2900 3550 4250 5040 5720 6460
3.4 352 620 911 1270 1690 2170 2700 3300 3970 4700 5350 6050
3.6 324 572 845 1180 1570 2020 2520 3090 3710 4400 5010 5680
3.8 300 530 784 1100 1470 1890 2360 2890 3480 4140 4710 5350
4.0 277 490 729 1030 1370 1770 2220 2720 3270 3890 4450 5050
4.2 255 453 678 955 1280 1660 2080 2560 3080 3670 4200 4780
4.4 235 418 630 893 1200 1560 1960 2410 2910 3470 3980 4540
4.6 215 384 585 834 1130 1470 1850 2280 2750 3290 3770 4310
4.8 193 349 542 779 1060 1390 1750 2160 2610 3120 3590 4100
5.0 172 314 499 727 991 1310 1650 2040 2470 2960 3410 3910
5.2 154 284 457 676 929 1230 1560 1930 2350 2820 3250 3740
5.4 139 258 420 627 870 1160 1480 1830 2230 2680 3110 3570
5.6 126 236 387 582 813 1090 1390 1740 2120 2550 2970 3420
5.8 115 216 358 542 761 1030 1320 1650 2010 2430 2840 3280
6.0 105 199 332 506 713 965 1250 1560 1920 2320 2710 3150
6.2 97 184 308 472 669 909 1180 1480 1820 2210 2600 3020
6.4 89 170 287 442 628 857 1110 1400 1730 2110 2490 2910
6.6 82 157 267 413 590 808 1050 1330 1650 2010 2380 2790
6.8 76 146 248 386 553 761 990 1260 1560 1910 2280 2690
7.0 70 135 231 360 518 716 933 1190 1480 1820 2180 2580
7.2 64 125 214 336 485 672 878 1120 1400 1720 2070 2470
7.4 59 115 198 312 451 628 822 1060 1320 1630 1970 2350
7.6 54 105 182 287 417 583 765 980 1230 1530 1850 2230
7.8 48 94 164 261 380 533 701 901 1140 1410 1720 2090
8.0 38 76 134 214 314 444 587 758 960 1200 1480 1810
Notes:
'2.8.3 11/21/2013
2.8 REQUIREMENTS FOR JUSTIFICATION OF NONSTANDARD FEATURES
2.8.1 Definition and Procedures
A nonstandard feature (NSF) exists when the established design criterion for a critical design element
is not met. An existing feature may be nonstandard or a nonstandard feature may be created
as part of the proposed work. In either case, all nonstandard features to be retained or created
must be listed, justified, and approved in accordance with this chapter and the Project
Development Manual.
Since many of the values for the critical design elements are dependent on the design speed, the
selection and justification of a nonstandard design speed is not permitted (per 23 CFR 625).
Instead, the design speed shall be determined in accordance with Section 2.7 and any nonstandard
critical design elements individually justified.
In addition to the critical design elements addressed in this chapter there are other design elements or
parameters with recommended values that must be considered. These elements may be important
and can have a considerable effect on the project. Any decisions to vary from recommended
values or accepted practices for these elements must be explained and documented as
nonconforming features in the design approval documents. Refer to Chapter 5, Section 5.1 for
further information on these nonconforming features.

A. Nonstandard Pedestrian Facilities

Exhibit 2-15a is to be used to justify sidewalks, curb ramps, walkways, pedestrian ramps and
other pedestrian facilities that do not fully comply with the standards in HDM Chapter 18. If it is
found that a pedestrian facility cannot fully comply with standards, the facility must be made
accessible to the extent practicable within the scope of the project. Document how the facility
will be made accessible to the extent practicable within the scope of the project on Exhibit 2-
15a.
2.8.2 Technical Discrepancies
There are technical discrepancies between the metric and U.S. customary values in AASHTO's A
Policy on Geometric Design of Highways and Streets. The discrepancies are from the independent
development of the criteria using the two systems of measurement. Since conversion was not
intended to create nonstandard features, a nonstandard feature justification is not necessary if the
feature is to be retained and it meets either the metric or U.S. customary values in this chapter.
2.8.3 Documentation
The documentation for all nonstandard features to be created or retained must be included as follows:
1. A brief narrative in Section 3.3.3.2 of the Design Report, Section 2.3.3.5 of the PSR/FDR, or
in the IPP/FDR as appropriate.
2. Completion of Exhibit 2-15 (2-15a for pedestrian facilities), and inclusion in the body of the
DAD or as an appendix to the DAD.
11/21/2013 '2.8.3

Similar features with similar accident histories may be justified with a single form. Examples of
features that may be grouped together include: a series of curves with similar radii, shoulders on a
grouping of similar ramps, and bridge widths for a series of bridges to be rehabilitated or replaced in a
future project.

Guidance for completing Exhibits 2-15 and 2-15a is shown below.

Guidance for Completing Exhibit 2-15:
Project Type: When a project has more than one work type (e.g., 3R and reconstruction), the
project type listed here should correspond to the work type at the location of the nonstandard
feature.

Location: Identify location(s) using stationing.

Accident Analysis: The information presented here should agree with the discussion in the Safety
and Accident Analysis section of the DAD. If the NSF does contribute to an accident problem, the
above section can reference the discussion in the Safety and Accident Analysis section of the DAD
rather than repeating it.

Cost Estimates: This section must always be filled out. The cost to fully or partially meet standards
need only be a ballpark estimate. The cost for incremental improvements should examine the
cost to bring the feature a significant step closer to standard values, e.g., improving a 2 ft shoulder
to 5 ft when the standard is 8 ft.

Measures to Mitigate the Potential Adverse Effects of the NSF: List proposed measures which WILL
be added to the project to mitigate the NSF.

Social, Economic & Environmental factors that weigh in the decision to retain or propose the NSF:
For example, Improving the curve radius would adversely impact a heavily used city park.

Recommendation: Briefly summarize what the project will do, such as:
The project will incrementally improve the shoulder width from 2 ft to 5 ft. The relevant section(s) in
the DAD may be referred to rather than including the whole discussion in Exhibit 2-15.

Guidance for Completing Exhibit 2-15a:
General: Use a separate form (Exhibit 2-15a) for each facility type (e.g., sidewalk, curb ramp,
pedestrian ramp). Only one form is required to justify all nonstandard elements on a given facility
type.

Physical Constraints: The Physical Constraints listed in Section 2 on Exhibit 2-15a are derived from
Section R202.3.1 of the July 26, 2011 Proposed Accessibility Guidelines for Pedestrian Facilities in
the Public Right of Way (PROWAG). Contact the DQAB, Project Development Section with
questions regarding the use of these constraints.

Explanation of Physical Constraint: If removal of the physical constraint is not possible, then this
should be documented in this section.

'2.8.3 11/21/2013

Exhibit 2-15 Nonstandard Feature (NSF) Justification Form (for Pedestrian Facilities, use
Exhibit 2-15a)
PIN:

Route No. & Name:
Project Type:

Design Classification:

ADT (Design Year)

Design Speed

DHV (Design Year)

% Trucks:

1. Description of Nonstandard Feature

Type of Feature (e.g.,
horizontal curve radius):
Location:
Standard Value:
Existing Value:
Proposed Value:

Design Speed:

2. Accident Analysis

Current Accident Rate:

acc/mvm or acc/mev

(
(Note 1)
Statewide Accident Rate:
acc/mvm or acc/mev

(Note 1)

Is the NSF a contributing feature to
identified accidents?
Choose YES or NO
YES NO
If YES, describe how the feature
contributes to accidents

3. Cost Estimates
Cost to Fully Meet Standards: $
Cost(s) For Incremental Improvements: $
4. Measures to Mitigate the Potential Adverse Effects of the NSF (e.g., curve warning signs for a non-standard horizontal curve;
ITS for non-standard LOS, etc.)

5. Compatibility with Future Plans for Adjacent Segments

6. Social, Economic & Environmental factors that weigh in the decision to retain or propose the NSF

7. Recommendation

NOTES:
1.Useaccidentspermillionvehiclemiles(acc/mvm)forlinearhighwaysegments;useaccidentspermillion
enteringvehicles(acc/mev)forintersections.
2-63a DESIGN CRITERIA
11/21/2013 '2.8.3

Exhibit 2-15a Nonstandard Feature (NSF) Justification Form for Pedestrian Facilities

PIN: Project Type:
Project Description:
Location of NSF:
1. Nonstandard Feature
Facility Type:
Sidewalk/Walkway
Describe Other Feature (e.g. pedestrian crossing):
Curb Ramp
Ramp
Other (describe at right):
Element:
Standard from HDM
Chapter 18
Existing Condition Proposed Condition
Clear Width with Passing Spaces
Running Slope/Grade
Cross Slope
Vertical Changes (Discontinuities)
Horizontal Openings
Other: Explain
2. Physical Constraints
Check all that apply
Existing Terrain
ROW Unavailability
Presence of Underground Structure(s)
Adjacent Developed Facilities
Drainage
Presence of Notable Natural or Historic Feature
Other
3. Explanation of Physical Constraint
Provide explanation on why HDM Chapter 18 cannot be met and how proposed facility will conform to standards to the extent
practicable (possible). Describe how the Physical Constraint(s) identified in 2 above preclude(s) full compliance.
2.8.3 7/30/2010
Exhibit 2-16 Design Criteria Table
Main Line Design (in accordance with HDM 2.7)
PIN: 1234.56 NHS (Y/N): Y
Route No. & Name: I-87 Northway Functional Class: Rural Principal Arterial Interstate
Project Type: Reconstruction Design Classification
(AASHTO Class)
Rural Interstate
% Trucks: 5% Terrain: Rolling
ADT: 50,000 Truck Access Rte.: Qualifying Highway
Element Standard
Criteria
Existing
Conditions
Proposed
Conditions
1 Design Speed (See Note 1) 70 mph 75-80 mph 85th% 70 mph
2 Lane Width 12 ft. 12 ft. 12 ft.
3 Shoulder Width: Left =
Right (rolling & level) =
Climbing Lane Shoulder =
4 ft.
10 ft.
4 ft.
4 ft.
10 ft.
4 ft.
10 ft.
4 Bridge Roadway Width (total) =
Lane =
Left Shoulder=
Right Shoulder=
Approach Width
12 ft.
4 ft.
10 ft.
Approach Width
12 ft.
4 ft.
10 ft.
Approach Width
12 ft.
4 ft.
10 ft.
5 Grade 4% 5%* 5%*
6 Horizontal Curvature 1640 ft. @ e=8.0% 1840 ft. @ e= 6%* 1840 ft. @ e= 8%
7 Superelevation Rate 8.0 % maximum 6.0% maximum* 8.0% maximum
8 Stopping Sight Distance
(Horizontal & Vertical)
720 ft. minimum

590 ft.* 590 ft. m*
9 Horizontal Clearance
Without barrier =
With Barrier =

10 ft.
4 ft. or full shoulder width,
which ever is greater

30 ft.
4 ft. left
10 ft. right

30 ft.
4 ft. left
10 ft. right
10 Vertical Clearance 16 ft. minimum 14 ft.* 17 ft.
11 Pavement Cross Slope 1.5 % to 2.0 % 2.0% 2.0%
12 Rollover - between lanes =
at edge of traveled way =
4.0 % max
8.0 % max
4.0 % max
8.0 % max
4.0 % max
10.0 % max*
13 Structural Capacity - Replace =
Rehabilitation =
MS 23
MS 20
MS 20 MS 20
14 Level of Service B for rural area C* C*
15 Control of Access Full Full Full
16 Pedestrian Accommodations NA NA NA
17 Median Width 36 ft. 50 ft. 50 ft.
* Nonstandard Feature
Note:
1. The Regional Traffic Engineer has concurred with the selected design speed.
7/30/2010 2.9
2.9 REFERENCES
1. A Guide for Achieving Flexibility in Highway Design, 2004, American Association of State
Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W.,
Washington, D.C. 20001.
2. A Policy on Design Standards, Interstate System, January, 2005, American Association of
State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W.,
3. A Policy on Geometric Design of Highways and Streets, 2004, American Association of
State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W.,
4. Americans with Disabilities Act Accessibility Guidelines, United States Access Board, 1331
F Street NW, Suite 1000, Washington, DC 20004-1111 (www.access-board.gov)
5. Bridge Manual, Structures Design and Construction Division, New York State Department of
Transportation, State Office Campus, Albany, NY 12232.
6. Guide for the Development of Bicycle Facilities, 1999, American Association of State
7. Guidelines for Highways Within the Adirondack Park, 1996, New York State Department of
Transportation, State Campus, Albany, NY 12232.
8. Highway Capacity Manual, 2000, Transportation Research Board, National Research
Council, 2101 Constitution Avenue, N.W., Washington D.C., 20418.
9. Highway Safety Design and Operations Guide, 1997, American Association of State
10. NCHRP Synthesis 299 Recent Geometric Design Research for Improved Safety and
Operations, 2001, K. Fitzpatrick & M. Wooldridge, Transportation Research Board, 2101
Constitution Avenue, N.W., Washington, D.C. 20418.
11. NCHRP Report 500 Guidance on the Implementation of the AASHTO Strategic Highway
Safety Plan, 2007, Transportation Research Board, 2101 Constitution Avenue, N.W.,
12. The New York State Supplement to the National Manual of Uniform Traffic Control Devices
for Streets and Highways, Official Compilation of Codes, Rules and Regulations of the State
of New York (NYCRR), April, 2008, Volume 17B, Uniform Traffic Control Devices,
Department of State, 41 State Street, Albany, NY 12231.
13. Official Description of Designated Qualifying and Access Highways in New York State,
Traffic and Safety Division, New York State Department of Transportation, State Office
Campus, Albany, NY 12232.
14. Project Development Manual, Design Quality Assurance Bureau, New York State
Department of Transportation, State Office Campus, Albany, NY 12232.
DESIGN CRITERIA

7/30/2010 'M2.7.1.1
2-66
APPENDIX A- METRIC VALUES FOR STANDARDS
This section provides the corresponding standard values in metric units for the critical design
elements stated in Section M2.7. There are technical discrepancies between the metric and U.S.
customary values in AASHTO's A Policy on Geometric Design of Highways and Streets. Guidance
on this issue is provided in Section M2.8.2 of this chapter.
M2.7.1 Interstates and Other Freeways
M2.7.1.1 Interstates

The design criteria for interstate highways are detailed in sections A to P below.

A. Design Speed

class speeds as shown below. Refer to Section M2.6.1 for guidance on design speed and
Chapter 5 of this manual, Section M5.2.4 for methods to determine the off-peak 85
th
percentile

Area
Character

Terrain

Minimum
Design Speed
(km/h)

Maximum
Design Speed

(km/h)

Rural

Level

110

110

Rural

Rolling

110

110

Rural

Mountainous

80

100

Urban

All

80

110

For consistency with adjacent sections and anticipated off-peak 85

th
percentile speeds higher
than the maximum values tabulated above, a 120 km/h maximum speed may be used for rural
(level & rolling) freeways and a 110 km/h maximum speed may be used for rural mountainous
freeways.

B. Lane Width

Travel lanes = 3.6 m minimum.

C. Shoulder Width

Determine from Exhibit M2-2.

'M2.7.1.2 7/30/2010


E. Grade

Determine maximum from Exhibit M2-2.


Determine minimum radius from Exhibit M2-2. For curves flatter than the minimum radius, the
max
table (Exhibit M2-13 for e
max.
= 6% or Exhibit M2-14 for
e
max.
= 8%).

G. Superelevation



Determine minimum distances from Exhibit M2-2.


4.6 m where no barrier is provided. Where barrier is provided, the minimum is the greater of the
shoulder width or 1.2 m, except:

On bridges where the NYSDOT Bridge Manual, Section 2 allows less than 1.2 m.
In depressed sections where the minimum is the shoulder width plus 0.6 m.




DESIGN CRITERIA

7/30/2010 '2.8.3
2-68

L. Rollover




N. Level of Service (LOS)

A minimum of four traffic lanes shall be provided on the Interstate System. The number of
lanes shall be sufficient to accommodate the selected DDHV (directional design hourly volume)
at an acceptable level of service as listed below, and shall be determined on the basis of
design year volumes. On ascending grades which exceed the critical design length, a climbing
lane analysis shall be made in accordance with TRB=s Highway Capacity Manual, and
AASHTO's A Policy on Geometric Design of Highways and Streets, and climbing lanes added
where warranted.


Urban and suburban
LOS = C minimum

Note: In heavily developed sections of metropolitan areas, conditions may necessitate LOS = D
minimum. Scoping and design approval documents should include documentation of the heavily
developed metropolitan area conditions.

shown above due to social, economic, and environmental and/or policy/intergovernmental
decisions during project scoping and design. Such decisions for lesser levels of service should
be made in accordance with National Environmental Policy Act (NEPA) and/or State
Environmental Quality Review Act (SEQR) procedures and, where applicable, with the Major
Metropolitan Transportation Investment process. These decisions should be supported and
documented in the design approval documents.

O. Control of Access

Access to the interstate system shall be fully controlled. Access is to be achieved by
'M2.7.1.2 7/30/2010

interchanges at selected public highways. Access control shall extend the full length of ramps
and terminals on the crossroad. Such control shall either be acquired outright prior to
construction or by the construction of frontage roads or by a combination of both.

Control for connections to the crossroad should be provided beyond the ramp terminals by
purchasing access rights or providing frontage roads. Such control should extend beyond the
ramp terminal at least 30 m in urban areas and 90 m in rural areas (see Chapter 6 of this
manual for more specific details).

The interstate highway shall be grade separated at all railroad crossings and selected public
crossroads. All at-grade intersections of public highways shall be eliminated. To accomplish
this the connecting roads are to be terminated, rerouted, or intercepted by frontage roads.

P. Median Width

Medians in rural areas in level or rolling terrain shall be at least 11.0 m wide and desirably 15 m
to 30 m wide. Medians in mountainous terrain or in urban areas shall be at least 3.0 m wide.

M2.7.1.2 Other Freeways

The design criteria for freeways other than interstates are the same as Section M2.7.1.1 Interstates
with the exception that Section M2.7.1.1N Level of Service is not a critical design element. Level of
service for other freeways should be included as an Other Design Parameter. When the LOS is not
met, it should be addressed as a nonconforming feature per Chapter 5, Section 5.1 of this manual.
DESIGN CRITERIA

1/30/2009 'M2.7.1.1
2-70
Exhibit M2-2 Design Criteria for Interstates and Other Freeways

Design
Speed
(km/h)


Minimum
Stopping
Sight
Distance, m

Minimum
Radius
Curve, m
e
max
= 6%

Minimum
Radius
Curve, m
e
max
= 8%

Level
2

Rolling
2

Mountainous

80
90
100
110
120

4
4
3
3
3

5
5
4
4
4

6
6
6
5
-

130
160
185
220
250

252
336
437
560
756

229
304
394
501
667

Notes:
2. Grades 1% steeper may be used for one-way downgrades and for extreme cases in urban areas where development precludes the use of flatter grades.
3. For shoulder widths of 10 ft. or less, an additional 2 ft. is desirable where barrier is used.
Shoulders
1

Description

Width, m

Minimum

Desirable
3

Right side:
General
In mountainous terrain involving high cost for additional width
For noninterstate parkways that exclude truck and bus traffic
Where trucks exceed 250 DDHV (directional design hourly volume)

3.0
2.4
2.4
3.0

3.0
3.0
3.0
3.6

Left side:
General
For interstates of six or more lanes
For interstates of six or more lanes where trucks exceed 250 DDHV

1.2
1.2
1.2

1.2
3.0
3.6


'M2.7.2.1 7/30/2010
M2.7.2 Arterials
M2.7.2.1 Rural Arterials

The design criteria for undivided and divided rural arterials are:

A. Design Speed

th
percentile

Terrain

Minimum Design Speed

Maximum Design Speed

Level

60 km/h

100 km/h

Rolling

60 km/h

100 km/h

Mountainous

60 km/h

80 km/h

B. Lane Width


C. Shoulder Width




E. Grade

DESIGN CRITERIA

7/30/2010 'M2.7.2.1
2-72

max
max.
e
max.
= 8%).

G. Superelevation











L. Rollover


guidance.

'M2.7.2.1 1/30/2009


N. Pedestrian Accommodation


O. Median Width (only for multilane, divided, rural arterials)

Median = 1.2 m minimum without left turn lanes. Where left turn lanes are provided, the median
= 3.6 m minimum (3.0 m left turn lane with 0.6 m median separation).

DESIGN CRITERIA

7/30/2010 'M2.7.2.1
2-74

Exhibit M2-3 Design Criteria for Rural Arterials

Design
speed
(km/h)

Travel Lane Width (m)
1,2,3

Design Year ADT

Maximum % Grade

Min. Stopping
Sight
Distance (m)

Min. Radius
Curve (m)
emax= 6%

Min. Radius
Curve (m)
emax= 8%

ADT
Under
400

ADT
400 to
1500

ADT
1500 to
2000

ADT
over 2000

Level

Rolling

Mountainous

60

3.3

3.3

3.3

3.6

5

6

8

85

123

113

70

3.3

3.3

3.3

3.6

5

6

7

105

184

168

80

3.3

3.3

3.6

3.6

4

5

7

130

252

229

90

3.3

3.3

3.6

3.6

4

5

6

160

336

304

100

3.6

3.6

3.6

3.6

3

4

6

185

437

394

110

3.6

3.6

3.6

3.6

3

4

5

220

560

501

Shoulder Width (m)
3

Notes:
1. Width of travel lane may remain 3.3 m on reconstructed highways where accident
history is satisfactory and the route is not designated as a Qualifying Highway.
2. Routes designated as Qualifying Highways on the national network of Designated
Truck Access Highways require 3.6 m travel lanes.
3. For bridges, determine the lane and shoulder width from the NYSDOT Bridge Manual,
Section 2.
4. For turning lanes, use Exhibit M2-4 of this chapter.
5. Refer to Section M2.6.17 of this chapter for a definition of divided.

Un-divided
(right
shoulder)

1.2

1.8

1.8

2.4

Divided
5

Right shoulder = 2.4
Left shoulder = 1.2


'M2.7.2.2 7/30/2010
M2.7.2.2 Urban Arterials
The design criteria for urban arterials are:

A. Design Speed

th
percentile

Area
Character

Minimum
Design Speed

Maximum
Design Speed

Suburban and Developing Areas

60 km/h

100 km/h

Central Business District

50 km/h

100 km/h

B. Lane Width


C. Shoulder Width




E. Grade


DESIGN CRITERIA

1/30/2009 'M2.7.2.2
2-76


Determine minimum radius from Exhibit M2-4. For curves with radii larger than the minimum
the design speed in accordance with Exhibit M2-12 for e
max
= 4%. The superelevation
Chapter III of AASHTO=s A Policy on Geometric Design of Highways and Streets, 2004.

For low-speed (70 km/h and below) urban streets in heavily built-up residential, commercial,
and industrial areas (where building fronts, drainage, sidewalks, or driveways would be
substantially impacted by added superelevation), the use of superelevation can be minimized by
placing greater reliance on side friction to counter lateral acceleration. This distribution of
superelevation is based on Method 2 in Chapter 3 of AASHTO=s A Policy on Geometric Design
method.

Design Speed (km/h) Minimum Curve Radius (e
max
= 4%) (m)

30 22
40 47
50 86
60 135
70 203

max
= 4%, determine the superelevation rate
using Exhibit M2-11.

G. Superelevation

4% maximum.


Determine minimum and desirable from Exhibit M2-4.


The minimum horizontal clearance to obstructions (measured from the face of curb) is 0 m if
barrier is provided, 0.5 m in areas without barrier, and 1 m at intersections.



'M2.7.2.2 7/30/2010



L. Rollover





DESIGN CRITERIA

7/30/2010 'M2.7.2.2

2-78
Exhibit M2-4 Design Criteria for Urban Arterials

Lanes
1

Width (m)

Travel Lanes -

Minimum

Desirable
Low speed (<80 km/h)

3.3

-
High speed (80 km/h)

3.6

-
For highly restricted areas with no or little truck traffic (0 to 2%)

3.0

-
Routes designated as Qualifying Highways on the national network of Designated Truck Access Highways

3.6

-
2

3.6

4.2
Turning Lanes -

Minimum

Desirable
Left and Right, T

3.0

3.6
Left and Right, Truck volume > 2%

3.3

3.6

3.3

4.8

Parking Lanes -

Minimum

Desirable
Future provision for travel lane

3.3

3.6
Future provision for turn lanes

3.0

3.6
Future provision for turn lane on 60 km/h or less arterial

2.7

3.6
No future provisions for turn lanes

2.4

3.6

Shoulders
1

Width (m)

Curbed -

Minimum

Desirable
Left shoulder for divided arterials

0

0.3 - 0.6
2

1.5

-


1.8

3.0

Uncurbed -

Refer to Exhibit M2-3

Design
Speed
(km/h)


Distance (m)

Minimum Radius Curve (m)
emax = 4%
Level

Rolling

Mountainous

50
60
70
80
90
100

8
7
6
6
5
5

9
8
7
7
6
6

11
10
9
9
8
8

65
85
105
130
160
185

86
135
203
280
375
492
Notes:
2. Wide travel lanes may be used in low-speed segments. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have the same rights and responsibilities
as motorists except as provided in Sections 1230 - 1236 of the New York State Vehicle and Traffic Law. A 0 to 1.2 m minimum shoulder may be used where a wide outside travel lane
(3.6 m minimum) or separate provisions (e.g., multiuse path) are provided.

'M2.7.3.1 7/30/2010
M2.7.3 Collector Roads and Streets
M2.7.3.1 Rural Collectors
The design criteria for rural collectors are:

A. Design Speed

th
percentile

Type of Terrain

Range of Design Speeds (km/h)

Design Year ADT

0 to 400

400 to 2000

2000 and over

Level

60 - 100

80 - 100

100

Rolling

50 - 100

60 - 100

80 - 100

Mountainous

30 - 100

50 - 100

60 - 100

B. Lane Width
Determine minimum from Exhibit M2-5.

C. Shoulder Width



E. Grade
DESIGN CRITERIA

7/30/2010 'M2.7.3.1
2-80
max.
max.
e
max.
= 8%).

G. Superelevation







L. Rollover
guidance.



DESIGN CRITERIA

1/30/2009 'M2.7.3.1
2-81
Exhibit M2-5 Design Criteria for Rural Collectors

Design
Speed
(km/h)

Travel Lane Width (m)
1,7

Design Year ADT

Turn Lane (m)

2

Min.
Stopping Sight
Distance
(m)

Min.
Radius
Curve (m)
emax=6%

Min.
Radius
Curve (m)
emax=8%

ADT
Under
400

ADT
400 to
1500

ADT
1500
to
2000
3

ADT
over
2000
3

Min.

Des.

Terrain

Level

Rolling

Mountainous

30

3.0
4

3.0

3.3

3.6
3.0
Match
Travel
Lane
Width

7

10

12

35

21

20

40

3.0
4

3.0

3.3

3.6

7

10

11

50

43

41

50

3.0
4

3.0

3.3

3.6

7

9

10

65

79

73

60

3.0
4

3.3

3.3

3.6

7

8

10

85

123

113

70

3.0
4

3.3

3.3

3.6

7

8

10

105

184

168

80

3.0
4

3.3

3.3

3.6

6

7

9

130

252

229

90

3.3

3.3

3.6

3.6

6

7

9

160

336

304

100

3.3

3.3

3.6

3.6

5

6

8

185

437

394

Shoulder Width (m)
7

Notes:
1. Routes designated as Qualifying Highways on the national network of Designated Truck Access
Highways require 3.6 m travel lanes.
2. Short lengths of grade in rural areas, such as grades less than 150 m in length, one-way
downgrades, and grades on low-volume (<1500 vpd) rural collectors may be up to 2% steeper
than the grades shown above.
3. 3.3 m lanes may be retained where accident rates are acceptable.
4. 2.7 m lanes may be used for design volumes under 250 vpd.
5. Minimum width is 1.2 m if roadside barrier is utilized. 1.2 m shoulder is desirable if the shoulder
is intended for occasional pedestrian and/or bicycle use.
6. Shoulder width may be reduced to 1.2 m for design speeds of 60 km/h to 100 km/h.

All
Speeds

0.6
5

1.5
6

1.8

2.4

'M2.7.3.2 7/30/2010
M2.7.3.2 Urban Collectors

The design criteria for urban collectors are:

A. Design Speed

th
percentile

Minimum Maximum
50 km/h 100 km/h

B. Lane Width


C. Shoulder Width




E. Grade



max
= 4% table. The superelevation
as the curve radii decreases, with a bias that minimizes the unresolved lateral forces on a
vehicle as for curves with large radii. This distribution of superelevation is based on Method 5
in Chapter 3 of AASHTO=s A Policy on Geometric Design of Highways and Streets, 2004.

DESIGN CRITERIA

7/30/2010 'M2.7.3.2
2-83
For low-speed (70 km/h) urban streets in heavily built-up residential, commercial, and
industrial areas (where building fronts, drainage, sidewalks, or driveways would be substantially
impacted by added superelevation), the use of superelevation can be minimized by placing
greater reliance on side friction to counter lateral acceleration. This distribution of
superelevation is based on Method 2 in Chapter 3 of AASHTO=s A Policy on Geometric Design
method.

Design Speed (km/h) Minimum Curve Radius (e
max
= 4%) (m)
30 22
40 47
50 86
60 135
70 203

max
= 4%, determine the superelevation rate
using Exhibit M2-11.

G. Superelevation

4% maximum.










L. Rollover



'M2.7.3.2 1/30/2009





DESIGN CRITERIA

7/30/2010 '2.7.3.2
2-85
Exhibit M2-6 Design Criteria for Urban Collectors

Lanes
1,4

Width (m)

Travel Lanes (curbed) -

Minimum

Desirable
Residential & Commercial

3.0 m

3.6
Industrial areas without severe ROW limitations

3.6

-

3.3

-
2

3.6

4.2

Travel Lanes (uncurbed)


Turning Lanes -

Truck volume 2%
Truck volume > 2%

3.0
3.3

3.6
3.6
Two-way left-turn lanes (trucks 2%)
Two-way left-turn lanes (trucks > 2%)

3.0
3.3

4.8
4.8
Parking Lanes -

Residential

2.4
2.1

3.3
2.4

Shoulders
2

Width (m)

Curbed -

Minimum

Desirable
Left shoulder for divided urban collectors

0

0.3 - 0.6
2

1.5

-


1.8

3.0

Uncurbed


Design
Speed
(km/h)

3

Distance (m)

emax = 4%
Level

Rolling

Mountainous

50
60
70
80
90
100

9
9
8
7
7
6

11
10
9
8
8
7

12
12
11
10
10
9

65
85
105
130
160
185

86
135
203
280
375
492
Notes:
1. For bridges determine the lane and shoulder width from the NYSDOT Bridge Manual, Section 2.
2. Wide travel lanes may be used on low speed ( 70 km/h) urban collectors. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have the same rights
and responsibilities as motorists except as provided in Sections 1230 - 1236 of the New York State Vehicle and Traffic Law. A 0 to 1.2 m minimum shoulder may be used where a wide
outside travel lane (3.6 m minimum) or separate provisions (e.g., multiuse path) are provided.
3. Maximum grades of short length (less than 150 m) and on one-way down grades may be 2% steeper.
4. Routes designated as Qualifying Highways on the national network of Designated Truck Access Highways require 3.6 m travel lanes.


'M2.7.4.1 7/30/2010
M2.7.4 Local Roads and Streets
M2.7.4.1 Local Rural Roads
The design criteria for local rural roads are as follows:

A. Design Speed

th
percentile

Range of Design Speeds (km/h)

Type of
Terrain

Design Year ADT

Under 50

50 to 250

250 to 400

Over 400

Level

50 90

50 90

60 90

80 90

Rolling

30 90

50 90

50 90

60 90

Mountainous

30 90

30 90

30 90

50 90

B. Lane Width

C. Shoulder Width


E. Grade

DESIGN CRITERIA

7/30/2010 'M2.7.4.1
2-87
max
max
e
max
= 8%).
G. Superelevation
8% maximum. A 6% maximum may be used in suburban and developing areas to minimize the

The minimum horizontal clearance to obstructions (measured from the edge of traveled way) is:

Without Barrier

With Barrier

2.0 m
for low-speed (70 km/h) segments

The greater of the Shoulder width or
1.2 m, except on bridges where the
NYSDOT Bridge Manual, Section 2
allows less than 1.2 m.
3.0 m
for high-speed (80 km/h) segments
L. Rollover
guidance.

'M2.7.4 1/30/2009
Exhibit M2-7 Design Criteria for Local Rural Roads

Design
Speed
(km/h)

Travel Lane Widths (m) Based on Design
Year ADT
1

Turn Lane (m)

Max. Percent Grade

Minimum
Stopping
Sight
Distance
(m)

Minimum Radius
Curve (m)
ADT
under
400

ADT
400 -
1500

ADT
1500 to
2000

ADT
2000 &
Over

Min.

Des.

Terrain

Level

Rolling

Mountainous
emax=
6%
emax=
8%

30

2.7
2

3.0
3

3.3

3.6
4

3.0

Match
Travel
Lane
Width

8

11

16

35

21

20

40

2.7
2

3.0
3

3.3

3.6
4

7

11

15

50

43

41

50

2.7
2

3.0
3

3.3

3.6
4

7

10

14

65

79

73

60

2.7
2

3.0
3

3.3

3.6
4

7

10

13

85

123

113

70

3.0

3.3

3.3

3.6
4

7

9

12

105

184

168

80

3.0

3.3

3.3

3.6
4

6

8

10

130

252

229

90

3.3

3.3

3.6
4

3.6
4

6

7

10

160

336

304

Width of Shoulder (m)
1

Notes:
1. For bridges determine the lane and shoulder width from the NYSDOT Bridge Manual, Section 2.
2. Minimum travel lane width is 3.0 m for routes designated as Access Highways and for routes within 1.6
km of Qualifying Highways on the national network of Designated Truck Access Highways.
3. For roads in mountainous terrain with design volume of 400 to 600 ADT, use 2.7 m lanes (except when
note 2 applies).
4. Lanes - 3.3 m lanes may remain where accident history is acceptable.
5. Minimum width is 1.2 m if roadside barrier is used on low-volume roads.
6. For roads in mountainous terrain with design volume of 400 to 600 ADT, use 0.6 m shoulders.
7. Shoulder may be 1.2 m where speeds are > 60 km/h (i.e. shoulder adjusted to achieve a minimum
roadway width of 9 m).
All Speeds

0.6
5

1.5
6,7

1.8

2.4

DESIGN CRITERIA

7/30/2010 'M2.7.4.2
2-89
M2.7.4.2 Local Urban Streets

The design criteria for local urban streets are:

A. Design Speed

th
percentile

Minimum Maximum
30 km/h 50 km/h

B. Lane Width


C. Shoulder Width




E. Grade

Grades for local streets = 15% maximum in residential areas and 8% maximum in commercial
and industrial areas.


max
= 4% table,. The superelevation
Chapter 3 of AASHTO=s A Policy on Geometric Design of Highways and Streets, 2004.


'M2.7.4.2 7/30/2010
Local urban streets in heavily built-up residential, commercial, and industrial areas (where
building fronts, drainage, sidewalks, or driveways would be substantially impacted by added
superelevation), the use of superelevation can be minimized by placing greater reliance on side
friction to counter lateral acceleration. This distribution of superelevation is based on Method 2
in Chapter 3 of AASHTO=s A Policy on Geometric Design of Highways and Streets, 2004.
Below are the minimum radii at 4% superelevation using this method.

Design Speed, km/h Minimum Curve Radius (e
max
= 4%) (m)
30 22
40 47
50 86

max
rate using Exhibit M2-11.

G. Superelevation

4% maximum.








Travel lane = 1.5% minimum to 2% maximum.


DESIGN CRITERIA

1/30/2009 'M2.7.4.2
2-91
L. Rollover

Between travel lanes = 4% maximum. At edge of traveled way = 8% maximum.






'M2.7.4.2 7/30/2010
Exhibit M2-8 Design Criteria for Local Urban Streets

Lanes
1

Width (m)

Travel Lanes (with curbing)

minimum

desirable
Residential without severe ROW limitations & Commercial
Residential with severe ROW limitations
Industrial areas with out severe ROW limitations
2

3.0
2.7
3.6
3.3
3.6

3.3
3.0
-
-
4.2

Travel Lanes (Without curbing)

Refer to Exhibit M2 -7
Turning Lanes -

Truck volume 2%
Truck volume > 2%

2.7
2.7

3.0
3.6

3.0

3.3

Parking Lanes -

Commercial & Industrial
Residential

2.4
2.1

3.3
2.4

Shoulder
1

Width (m)

Curbed

minimum

desirable
Left shoulder for divided urban streets

0

0.3 - 0.6
2

1.5

-


1.8

3.0
Uncurbed

Refer to Exhibit M2 -7

Grade

Maximum
Residential

15%
8%

Design Speed
(km/h)

Min. Stopping
Sight Distance (m)

emax= 4%

30
40
50

35
50
65

22
47
86
Note:
2. Wide travel lanes may be used on local urban streets. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have the same rights and responsibilities as
motorists except as provided in Sections 1230 - 1236 of the New York State Vehicle and Traffic Law. A 0 to 1.2 m minimum shoulder may be used where a wide outside travel lane
(3.6 m minimum) or separate provisions (e.g., multiuse path) are provided.

DESIGN CRITERIA

1/30/2009 'M2.7.5.2
2-93
M2.7.5 Other Roadways
M2.7.5.1 Parkways
Parkways that are multilane, divided freeways, or expressways with occasional at-grade
intersections should follow the standards in Section M2.7.1.2 Other Freeways. Parkways that are
two-lane highways or multilane, divided highways with signalized intersections should follow the
standards of the design classification established for the subject parkway.
M2.7.5.2 Ramps (Turning Roadways for Grade-Separated Highways)
Ramps are turning roadways to accommodate high volumes of turning movements between grade-
separated highways. Ramps are functionally classified based on the higher-type highway they
service. For example, all the ramps to and from an interstate are considered part of the Interstate
System. The design criteria for ramps are:

A. Design Speed
A ramp speed study is not required to determine the ramp design speed. The ramp design
speed for the design criteria applies to the sharpest ramp curve, usually on the ramp proper.
The ramp design speed does not apply to the ramp terminals, which should include transition
curves and speed change lanes based on the design speeds of the highways and ramps
involved.
Desirably, ramp design speed should approximate the off-peak running speeds (50
th
percentile
speeds) on the higher speed intersecting highway, but not exceed 80 km/h. Ramps with design
speeds over 80 km/h should be designed using Section M2.7.1 of this chapter. The minimum
design speeds based on ramp type (as illustrated in Exhibit 10-55 of AASHTO=s A Policy on
Geometric Design of Highways and Streets, 2004) are:
Loop ramps - 40 km/h minimum for highways with design speeds of more than 80 km/h.
Semidirect connection ramps - 50 km/h minimum.
Direct connection ramps - 60 km/h minimum; 80 km/h preferred.
Diagonals, outer connections, and one-quadrant ramps - Below is the minimum ramp
design speed related to the highway design speed. The highway design speed is the
higher design speed of the interchanging roadways.

Highway Design Speed (km/h) 60 70 80 90 100 110 120
Min. Ramp Design Speed (km/h) 30 40 40 50 50 60 70


'M2.7.5.2 9/3/2013
B. Traveled Way Width

Determine minimum traveled way width from Exhibits M2-9a or M2-9b, as appropriate. Use
Exhibit M2-9a for interstate ramps and Exhibit M2-9b for non-interstate ramps and turning
roadways, including non-interstate highways that are designated as Qualifying Highways.

C. Shoulder Width

Determine minimum shoulder widths from Exhibit M2-10.


The lane and shoulder widths are to be carried across all ramp structures.

E. Grade



max
max.
e
max.
= 8%).

G. Superelevation



Determine minimum and desirable stopping sight distance from Exhibit M2-10.


Right side = greater of shoulder width or 1.8 m and left side = 1.0 m minimum. Where ramps
pass under structures, there should be an additional 1.2 m clearance beyond the outside of
shoulders to bridge piers or abutments.
DESIGN CRITERIA

1/30/2009 'M2.7.5.2
2-95

Determine minimum from the NYSDOT Bridge Manual, Section 2. Ramps should have the
same vertical clearance as the higher functional classification of the interchanging roadways.



L. Rollover




N. Level of Service (interstate ramps only)

Exit ramps with poor levels of service can cause backups onto the mainline. Ramps shall meet
acceptable levels of service, as listed below, and shall be determined on the basis of design
year volumes in accordance with TRB=s Highway Capacity Manual.


Urban and suburban
1
LOS = C minimum

1
In heavily developed sections of metropolitan areas, conditions may necessitate LOS D
minimum. Scoping closure and design approval documents should include documentation

above due to social, economic, and environmental and/or policy/intergovernmental decisions
during project scoping and design. Such decisions for lesser levels of service should be made
in accordance with National Environmental Policy Act (NEPA) and/or State Environmental
Quality Review Act (SEQR) procedures and, where applicable, with the Major Metropolitan
Transportation Investment process. These decisions should be supported and documented in
the design approval documents.

2-96

'M2.7.5.2 7/30/2010
O. Control of Access (interstate and other freeway ramps only)

Access along freeway ramps and terminals on the crossroad shall be fully controlled. Such
control shall either be acquired outright prior to construction or reconstruction.

Access along the crossroad should be provided beyond the ramp terminals by purchasing
access rights or providing frontage roads. Such control should extend beyond the ramp
terminal at least 30 m in urban areas and 90 m in rural areas (see Chapter 6 of this manual for
more specific details).

P. Pedestrian Accommodation

To assure access for persons with disabilities, pedestrian facilities located at the ramp terminal
with a crossroad shall be located and constructed in accordance with Chapter 18 of this
manual.

2.7.5.3 Speed Change Lanes

Acceleration lanes, deceleration lanes, and combination acceleration-deceleration lanes have the
same lane width as the adjacent travel lanes. The minimum shoulder width is 1.8 m on interstates
and other freeways and 1.2 m on other roadways. All other critical design elements (grades,
stopping sight distance, etc.) are the same as apply for the adjacent roadway.

The lengths of acceleration and deceleration lanes are not critical design elements. However the
lengths, as determined from Chapter 10 in AASHTO's, A Policy on Geometric Design of Highways
and Streets, 2004 should be provided. If these lengths are not provided an explanation must be
included in the design report.

DESIGN CRITERIA

9/3/2013 'M2.7.5.2
2-97a

Exhibit M2-9a Traveled Way Widths for Interstate Ramps
(1)

Radius on
Inner Edge
of Traveled
Way, R (m)
Traveled Way Width (m)
(2)
One-Lane, One-Way
Operation
Two-Lane Operation
(3)

One-Way or Two-Way
50 6.7 (5.0)
(5)
9.5
75 5.9 (4.8)
(5)
8.9
100 5.5 (4.8)
(5)
8.7
125 5.3 (4.8)
(5)
8.5
150 5.2 (4.5)
(5)
8.4
Tangent
(300 m)
4.5 7.9
No Stabilized
Shoulder
None None
Sloping Curb None None
Vertical Curb
One Side
Two Sides

Add 0.3 m
Add 0.6 m

Add 0.3 m
Add 0.6 m
Paved
Shoulder, one
or both sides
tangent (R300 m) may be
reduced to 3.6 m where the
shoulder width is 1.2 m or
wider.
Deduct 0.6 m where the
wider
1
For non-interstate ramps and turning roadways use Exhibit 2-9b.
2
The ramp traveled way width may vary according to the radius encountered. In general, the least width is
selected, with the width increased in curved segments of the ramp. Taper between different widths in accord
with HDM Chapter 5.

3
These widths (from AASHTO Green Book 2011 Table 3-29) reflect a combination of separate design
vehicles, and will only accommodate two WB-12 design vehicles passing one another. For the rare cases
where the design must accommodate WB-20 design vehicles passing one another, use AASHTO Green Book
2011 Table 3-28a to determine the required width.
4
These radii are associated with design speeds lower than the minimum required for interstate ramps in New
York State. Retaining these radii or proposing them for new/reconstructed ramps requires Non-Standard
Feature Justification(s) with a safety and operational analysis of the impact on larger vehicles. New or
reconstructed ramps should not use less than a 50 m radius.
5
The

reduced

traveled way width included in parenthesis may be used instead if BOTH of the following apply:
a)
Right and left shoulders are full depth (required for new or reconstructed ramps only) and widths
meet or exceed the minimum shoulder widths from Exhibit 2-10.

b)
The cross slope of traveled way and shoulders is on a single plane, as shown in HDM Figure 3-
5, 3
rd
section from top, with no rollover.

2-97b

'M2.7.5.2 9/3/2013
Exhibit M2-9b Traveled Way Widths for Non-Interstate Ramps and
Turning Roadways
(1)

Radius on
Inner Edge
of Traveled
Way, R (m)
Traveled Way Width (m)
(2)
Case I
One-Lane, One-Way
Operation no provision
for passing a stalled
vehicle
Case II
One-Lane, One-Way
Operation with
provision for passing a
stalled vehicle

Case III
Two-Lane Operation
One-Way or Two-Way
Design Traffic Condition (see definitions below)
A B C A B C A B C
15 5.4 5.5 7.0 6.0 7.8 9.2 9.4 11.0 13.6
25 4.8 5.0 5.8 5.6 6.9 7.9 8.6 9.7 11.1
30 4.5 4.9 5.5 5.5 6.7 7.6 8.4 9.4 10.6
50 4.2 4.6 5.0 5.3 6.3 7.0 7.9 8.8 9.5
75 3.9 4.5 4.8 5.2 6.1 6.7 7.7 8.5 8.9
100 3.9 4.5 4.8 5.2 5.9 6.5 7.6 8.3 8.7
125 3.9 4.5 4.8 5.1 5.9 6.4 7.6 8.2 8.5
150 3.6 4.5 4.5 5.1 5.8 6.4 7.5 8.2 8.4
Tangent
(300 m)
3.6 4.2 4.2 5.0 5.5 6.1 7.3 7.9 7.9
No Stabilized
Shoulder
None None None
Sloping Curb None None None
Vertical Curb
One Side
Two Sides

Add 0.3 m
Add 0.6 m

None
Add 0.3 m

Add 0.3 m
Add 0.6 m
Paved
Shoulder, one
or both sides
tangent (R300 m) may be
reduced to 3.6 m where the
wider.
Deduct the combined left
and right shoulder width,
but the traveled way width
cannot be less than that
required under Case I.
3
Deduct 0.6 m where the
wider.
Design Traffic Condition Definitions
A = Predominantly P vehicles, but some consideration for SU trucks
B = Single-Unit (SU) Truck and Semitrailer vehicles comprise 5-10% of traffic volume
C = Bus and Semitrailer vehicles comprise over 10% of traffic volume

1
For non-interstate highways designated as Qualifying Highways (see section 2.5.3.2), use Design Traffic
Condition C and ensure that the design permits a WB-20 design vehicle to negotiate the non-interstate
ramp/turning roadway using the full width of the roadway (traveled way plus shoulders).

2
Values are from AASHTO Green Book 2011 Table 3-29.
3
For example, for R=50 m, Case II, Condition B and combined left and right shoulder width of 3 m, the width
required is 6.3 3 =3.3 m. However, it cannot be less than that required under Case I so 4.6 m is required.
DESIGN CRITERIA

7/30/2010 'M2.7.5.3
2-98
Exhibit M2-10 Design Criteria for Turning Roadways

Design
Speed
(km/h)

Shoulder
1
(m)

Maximum
Percent
Grade

Minimum
Stopping
Sight
Distance
(m)

Minimum Radius (m)
(measured to inside edge of the traveled
way)

Left

Right
2

e
max
= 4%
3

e
max
= 6%

e
max
= 8%

15
4

20
30
40
50
60
70
80

1.0

2.0

8
8
8
7
7
6
5
5

15
20
35
50
65
85
105
130

-
8
22
47
86
135
203
S

-
8
21
43
79
123
184
252

-
7
20
41
73
113
168
229

Notes:
1. For urban turning roadways with curbing, no shoulder is required. A 0.6 m curb offset is desirable.
2. For direct connection ramps with design speeds over 60 km/h, use a 2.4 m minimum right shoulder.
3. Only for Free-Flow Turning Roadways for at-grade intersections. See 'M2.7.5.4.B.
4. Refer to Chapter 9 of AASHTO=s A Policy on Geometric Design of Highways and Streets, 2004 for
minimum radii.
2-99

'M2.7.5.4 1/30/2010
M2.7.5.4 Turning Roadways - Channelized for At-Grade Intersections

Channelized right-turning roadways are sometimes called right-turn slip lanes or right-turn bypass
lanes. There are two types of channelized right-turning roadways for at-grade intersections: right-
turning roadways with corner islands and free-flowing, right-turning roadways. Further information
on these roadways is provided in Chapter 5, Section 5.9.4 of this manual.

A. Turning Roadways with Yield, Stop, or Signal Control

Turning roadways with yield, stop, or signal control often have channelized islands and do not
include taper- or parallel-type acceleration lanes. Design criteria is not required for these types
of turning roadways.

For layout, the design speed may range from 15 km/h to 40 km/h. Refer to Chapter 5, Section
5.9.4.6 A of this manual for additional guidance.

B. Free-Flow Turning Roadways

Free-flow turning roadways are essentially ramps for at-grade intersections. They generally
include speed-change lanes. The design speed may be equal to or as much as to 30 km/h less
than the design speed of the higher speed intersecting highway. The acceptable range of
design speeds is 15 km/h to 80 km/h.

Determine the lane widths from Exhibit M2-9.
Determine the shoulder widths, grade, stopping sight distance, and minimum radii from
Exhibit M2-10.
A maximum superelevation rate of 4% is used for urban areas, 6% for rural areas where
traffic is likely to stop on the turning roadway, and 8% for rural areas where traffic is
unlikely to stop on the turning roadway. For superelevation rates on curves with radii
above the minimum radius, use Exhibits M2-12, M2-13, or M2-14 for e
max
equal to 4%,
6%, or 8%, respectively.
way) on the right side is the larger of the shoulder width or 1.8 m.
way) on the left side is 1.2 m.
Determine the remaining critical design elements from Section M2.7.5.2.

DESIGN CRITERIA

1/30/2009 '2.7.5.9
2-100
M2.7.5.5 Collector-Distributor Roads

The difference between the design speed of a collector-distributor road and the adjacent mainline
roadway should not exceed 20 km/h. However, for freeways with 80 km/h or 90 km/h design
speeds, the minimum design speed for the collector-distributor road is 80 km/h. The design criteria
should be the same as that of the adjacent mainline roadway. However the other critical design
elements (horizontal curve, stopping sight distance, etc.) should be modified appropriately if a
design speed less than the mainline design speed is used.

M2.7.5.6 Frontage Roads (Service Roads)

The design criteria for frontage roads should be consistent with the design criteria for the functional
class of the frontage road.

M2.7.5.7 Climbing Lanes

Climbing lanes should have the same lane width as the adjacent travel lanes. The minimum
shoulder width for a climbing lane is 1.2 m, or the shoulder width of the highway, whichever is less.
Desirably the climbing lane shoulder should match the shoulder for the adjacent segments of
highway. All other critical design elements (grades, stopping sight distances, etc.) are the same as
applies for the adjacent roadway.

M2.7.5.8 Tunnels

The design criteria used for tunnels should not differ materially from those used for grade separation
structures. Refer to AASHTO=s A Policy on Geometric Design of Highways and Streets, 2004 for
further guidance regarding tunnel design.

M2.7.5.9 Shared Roadway

A roadway which is open to both bicycle and motor vehicle travel upon which no bicycle lane is
designated. Examples may include roads with wide curb lanes and roads with shoulders. Refer to
various tables within Section M2.7 of this chapter as well as Chapters 17 and 18 of this manual for
shoulder / lane width guidance.


'M2.7.5.9 1/30/2009
Exhibit M2-11 Minimum Radii and Superelevation for Low-Speed Urban Streets

Notes:
1. For low-speed (70 km/h) urban streets in heavily built-up residential, commercial, and industrial areas (where building fronts, drainage, sidewalks, or driveways would be
substantially impacted by added superelevation), sharper curves are allowed.
3. For segments using a normal crown of 2%, curves with radii that are larger than those required for e = -2.0% may retain normal crown. Curves with radii requiring superelevation
rates between e = -2.0% to e = 0% require removal of the adverse cross slope. Curves with radii requiring superelevation rates between e = 0% and e = 2% require superelevation
at e = 2%.
For segments using a normal crown of 1.5%, curves with radii that are larger than those required for e = -1.5% may retain normal crown. Curves with radii requiring superelevation rates
between e = -1.5% to e = 0% require removal of the adverse cross slope. Curves with radii requiring superelevation rates between e = 0% and e = 1.5% require superelevation at e =
1.5%.

e
(%)
V
d
= 20 km/h V
d
= 30 km/h V
d
= 40 km/h V
d
=50 km/h V
d
=60 km/h V
d
=70 km/h
R(m) R(m) R(m) R(m) R(m) R(m)
-2.0 10 27 60 116 189 297
-1.5 9 27 59 113 183 286
0 9 25 55 104 167 257
1.5 9 24 51 96 153 234
2.0 9 24 50 94 149 227
2.2 8 23 50 93 148 224
2.4 8 23 50 92 146 222
2.6 8 23 49 91 145 219
2.8 8 23 49 90 143 217
3.0 8 23 48 89 142 214
3.2 8 23 48 89 140 212
3.4 8 23 48 88 139 210
3.6 8 22 47 87 138 207
3.8 8 22 47 86 136 205
4.0 8 22 47 86 135 203
DESIGN CRITERIA

1/30/2009 'M2.7.5.9
2-102
Exhibit M2-12 Minimum Radii for Design Superelevation Rates, Design Speeds, and e
max
= 4%

Notes:
Curves with radii greater than that needed for e = 1.5% may retain normal crown. Curves with radii requiring e= 1.5% to less than e = 2.0% require removal of the adverse cross slope.

e
(%)
V
d
=20
km/h
V
d
=30
km/h
V
d
=40
km/h
V
d
=50
km/h
V
d
=60
km/h
V
d
=70
km/h
V
d
=80
km/h
V
d
=90
km/h
V
d
=100
km/h
R(m) R(m) R(m) R(m) R(m) R(m) R(m) R(m) R(m)
1.5 163 371 679 951 1310 1740 2170 2640 3250
2.0 102 237 441 632 877 1180 1490 1830 2260
2.2 75 187 363 534 749 1020 1290 1590 1980
2.4 51 132 273 435 626 865 1110 1390 1730
2.6 38 99 209 345 508 720 944 1200 1510
2.8 30 79 167 283 422 605 802 1030 1320
3.0 24 64 137 236 356 516 690 893 1150
3.2 20 54 114 199 303 443 597 779 1010
3.4 17 45 96 170 260 382 518 680 879
3.6 14 38 81 144 222 329 448 591 767
3.8 12 31 67 121 187 278 381 505 658
4.0 8 22 47 86 135 203 280 375 492

'M2.7.5.9 1/30/2009
Exhibit M2-13 Minimum Radii for Design Superelevation Rates, Design Speeds, e
max
= 6%
E
(%)
V
d
=20
km/h
V
d
=30
km/h
V
d
=40
km/h
V
d
=50
km/h
V
d
=60
km/h
V
d
=70
km/h
V
d
=80
km/h
V
d
=90
km/h
V
d
=100
km/h
V
d
=110
km/h
V
d
=120
m/h
R(m) R(m) R(m) R(m) R(m) R(m) R(m) R(m) R(m) R(m) R(m)
1.5 194 421 738 1050 1440 1910 2360 2880 3510 4060 4770
2.0 138 299 525 750 1030 1380 1710 2090 2560 2970 3510
2.2 122 265 465 668 919 1230 1530 1880 2300 2670 3160
2.4 109 236 415 599 825 1110 1380 1700 2080 2420 2870
2.6 97 212 372 540 746 1000 1260 1540 1890 2210 2630
2.8 87 190 334 488 676 910 1150 1410 1730 2020 2420
3.0 78 170 300 443 615 831 1050 1290 1590 1870 2240
3.2 70 152 269 402 561 761 959 1190 1470 1730 2080
3.4 61 133 239 364 511 697 882 1100 1360 1600 1940
3.6 51 113 206 329 465 640 813 1020 1260 1490 1810
3.8 42 96 177 294 422 586 749 939 1170 1390 1700
4.0 36 82 155 261 380 535 690 870 1090 1300 1590
4.2 31 72 136 234 343 488 635 806 1010 1220 1500
4.4 27 63 121 210 311 446 584 746 938 1140 1410
4.6 24 56 108 190 283 408 538 692 873 1070 1330
4.8 21 50 97 172 258 374 496 641 812 997 1260
5.0 19 45 88 156 235 343 457 594 755 933 1190
5.2 17 40 79 142 214 315 421 549 701 871 1120
5.4 15 36 71 128 195 287 386 506 648 810 1060
5.6 13 32 63 115 176 260 351 463 594 747 980
5.8 11 28 56 102 156 232 315 416 537 679 900
6.0 8 21 43 79 123 184 252 336 437 560 756

Notes:
Curves with radii greater than that needed for e = 1.5% may retain normal crown. Curves with radii requiring e= 1.5% to less than e = 2.0% require removal of the adverse cross slope.
DESIGN CRITERIA

1/30/2009 'M2.7.5.9
2-104
Exhibit M2-14 Minimum Radii for Design Superelevation Rates, Design Speeds, e
max
= 8%
e(%)
V
d
=20
km/h
V
d
=30
km/h
V
d
=40
km/h
V
d
=50
km/h
V
d
=60
km/h
V
d
=70
km/h
V
d
=80
km/h
V
d
=90
km/h
V
d
=100
km/h
V
d
=110
km/h
V
d
=120
km/h
R(m) R(m) R(m) R(m) R(m) R(m) R(m) R(m) R(m) R(m) R(m)
1.5 184 443 784 1090 1490 1970 2440 2970 3630 4180 4900
2.0 133 322 571 791 1090 1450 1790 2190 2680 3090 3640
2.2 119 288 512 711 976 1300 1620 1980 2420 2790 3290
2.4 107 261 463 644 885 1190 1470 1800 2200 2550 3010
2.6 97 237 421 587 808 1080 1350 1650 2020 2340 2760
2.8 88 216 385 539 742 992 1240 1520 1860 2160 2550
3.0 81 199 354 496 684 916 1150 1410 1730 2000 2370
3.2 74 183 326 458 633 849 1060 1310 1610 1870 2220
3.4 68 169 302 425 588 790 988 1220 1500 1740 2080
3.6 62 156 279 395 548 738 924 1140 1410 1640 1950
3.8 57 144 259 368 512 690 866 1070 1320 1540 1840
4.0 52 134 241 344 479 648 813 1010 1240 1450 1740
4.2 48 124 224 321 449 608 766 948 1180 1380 1650
4.4 43 115 208 301 421 573 722 895 1110 1300 1570
4.6 38 106 192 281 395 540 682 847 1050 1240 1490
4.8 33 96 178 263 371 509 645 803 996 1180 1420
5.0 30 87 163 246 349 480 611 762 947 1120 1360
5.2 27 78 148 229 328 454 579 724 901 1070 1300
5.4 24 71 136 213 307 429 549 689 859 1020 1250
5.6 22 65 125 198 288 405 521 656 819 975 1200
5.8 20 59 115 185 270 382 494 625 781 933 1150
6.0 19 55 106 172 253 360 469 595 746 894 1100
6.2 17 50 98 161 238 340 445 567 713 857 1060
6.4 16 46 91 151 224 322 422 540 681 823 1020
6.6 15 43 85 141 210 304 400 514 651 789 982
6.8 14 40 79 132 198 287 379 489 620 757 948
7.0 13 37 73 123 185 270 358 464 591 724 914
7.2 12 34 68 115 174 254 338 440 561 691 879
7.4 11 31 62 107 162 237 318 415 531 657 842
7.6 10 29 57 99 150 221 296 389 499 621 803
7.8 9 26 52 90 137 202 273 359 462 579 757
8.0 7 20 41 73 113 168 229 304 394 501 667

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HIGHWAY DESIGN MANUAL

Chapter 2 Design Criteria

For consistency with adjacent sections and anticipated off-peak 85

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