Hightway Design Manual - Chapt - 02

HIGHWAY DESIGN MANUAL
Chapter 2 Design Criteria
Revision 76
(Limited Revision)
November 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
2-1
2-1a
2-2
2-3
2-4
2-5
2-6
2-7
2-8
2-9a
2-9b
2-10
2-11
2-12
2-13
2-14
2-15
2-15a
2-16
Title
Page
Functional Classification of Highways - Various Sources ........................................... 2-7
Horizontal Clearance ................................................................................................ 2-18
Design Criteria for Interstates and Other Freeways ................................................. 2-26
Design Criteria for Rural Arterials.............................................................................. 2-29
Design Criteria for Urban Arterials ............................................................................ 2-33
Design Criteria for Rural Collectors ........................................................................... 2-37
Design Criteria for Urban Collectors.......................................................................... 2-41
Design Criteria for Local Rural Roads ....................................................................... 2-44
Design Criteria for Local Urban Streets..................................................................... 2-48
Traveled Way Widths for Interstate Ramps............................................................. 2-53a
Traveled Way Widths for Non-Interstate Ramps and Turning Roadways ............... 2-53b
Design Criteria for Turning Roadways ...................................................................... 2-54
Minimum Radii and Superelevation for Low-Speed Urban Streets ........................... 2-57
Minimum Radii for Design Superelevation Rates, Design Speeds, and emax = 4% ... 2-58
Nonstandard Feature (NSF) Justification Form ....................................................... 2-63
Nonstandard Feature (NSF) Justification Form for Pedestrian Facilities..................2-63a
Design Criteria Table ................................................................................................ 2-64
M2-2
M2-3
M2-4
M2-5
M2-6
M2-7
M2-8
M2-9a
M2-9b
M2-10
M2-11
M2-12
M2-13
M2-14
Design Criteria for Interstates and Other Freeways ................................................. 2-70

Design Criteria for Rural Arterials.............................................................................. 2-74
Design Criteria for Urban Arterials ............................................................................ 2-78
Design Criteria for Rural Collectors ........................................................................... 2-81
Design Criteria for Urban Collectors.......................................................................... 2-85
Design Criteria for Local Rural Roads ....................................................................... 2-88
Design Criteria for Local Urban Streets..................................................................... 2-92
Traveled Way Widths for Interstate Ramps............................................................. 2-97a
Traveled Way Widths for Non-Interstate Ramps and Turning Roadways ............... 2-97b
Design Criteria for Turning Roadways ...................................................................... 2-98
Minimum Radii and Superelevation for Low-Speed Urban Streets ......................... 2-101
Minimum Radii for Design Superelevation Rates, Design Speeds, and emax = 4% . 2-102
11/21/2013
DESIGN CRITERIA
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
Lane Width
Shoulder Width
Bridge Roadway Width
Grade
Horizontal Curvature
Superelevation
Stopping Sight Distance
Horizontal Clearance
$
$
$
$
$
$
$
$
Vertical Clearance
Travel Lane Cross Slope
Rollover
Structural Capacity
Level of Service
Control of Access
Pedestrian Accommodation
Median Width
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)
1/30/2009
'2.1
2-2
DESIGN CRITERIA
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.
'2.1
1/30/2009
DESIGN CRITERIA
2.2
2-3
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 design 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.
1/30/2009
'2.3.3
2-4
2.3.4
DESIGN CRITERIA
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.
'2.3.6
1/30/2009
DESIGN CRITERIA
2.4
2-5
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 Planning &
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
85th percentile speeds of 45 mph or less
1/30/2009
'2.4
2-6
DESIGN CRITERIA
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.
'2.4
1/30/2009
DESIGN CRITERIA
2-7
Exhibit 2-1 Functional Classification of Highways - Various Sources1,4

Classification is based upon the service the
highway is intended to provide and is dependent
upon census data and urban boundaries
NYSDOT Highway Inventory & Functional
Classification Maps
Description
Code
Urban Principal Arterial Interstate
11
Rural Principal ArterialInterstate
01
Urban Principal Arterial Other Freeway/Expressway
12
Rural Principal Arterial

Other Freeway/Expressway
02
Urban Principal Arterial - Other
14
Urban Minor Arterial
16
Rural Principal Arterial Other
04
Rural Minor Arterial
06
Urban Collector/ Major Collector
17
Urban Minor Collector
18
Rural Major Collector
07
Rural Minor Collector

Rural Local
Urban Local
Classification determined by the designer based upon

2
conditions anticipated during the design life of the project.
Design
Classification
Character
Per HDM 2.4
Criteria Section
Interstate
Urban and Rural
2.7.1.1
Other Freeways
Urban and Rural
2.7.1.2
Urban
2.7.2.2
Rural
2.7.2.1
Urban
2.7.3.2
Rural
2.7.3.1
Rural
2.7.4.1
Urban
2.7.4.2
Arterial
Collector
08
09
19
Local
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.
4/10/2012
'2.4
DESIGN CRITERIA
2-8
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.
2.4.3.1
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DESIGN CRITERIA
2-9
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.
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2.4.5.4
DESIGN CRITERIA
2-10
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 twoway, 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.
2.5.3.4
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DESIGN CRITERIA
2-11
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.
1/30/2009
2.5.2
DESIGN CRITERIA
2-12
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
2.5.3.4
1/30/2009
DESIGN CRITERIA
2-13
Services Bureau. Maps are available in the Regional Planning and Program Management Group.
The routes can also be viewed on FHWA=s website.
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2.5.3.4
DESIGN CRITERIA
2-14
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 85th 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 85th 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 85th percentile speed is to be based on:
Existing off-peak 85th 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 85th 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 85th 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.
2.6.1.1
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DESIGN CRITERIA
2-15
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.
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2.6.3
DESIGN CRITERIA
2-16
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
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
2.6.6
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DESIGN CRITERIA
2.6.7
2-17
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 is a segment of the road section lying adjacent to the traveled way, identified
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2.6.8
2-18
DESIGN CRITERIA
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 21a, 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).
2.6.9.1
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2-19
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.
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2.6.14
2-20
DESIGN CRITERIA
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.
2.6.17
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2.6.17
DESIGN CRITERIA
2-22
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.
2.7.1.1
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DESIGN CRITERIA
2-23
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 85th 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 85th 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
emax. = 8%).
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2.7.1.1
DESIGN CRITERIA
2-24
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.
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.
2.7.1.1
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DESIGN CRITERIA
2-25
The following levels of service are the criteria for interstates:

Rural, level terrain
Rural, rolling terrain
Rural, mountainous terrain
Urban and suburban *
LOS = B minimum
LOS = B minimum
LOS = C minimum
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.
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2.7.1.2
DESIGN CRITERIA
2-26
Exhibit 2-2 Design Criteria for Interstates and Other Freeways

Shoulder
Shoulder Width (ft.)
Description
Minimum
Desirable
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)
Left Side:
10
8
8
10
10
10
10
12
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
Minimum
Stopping Sight
Distance, ft.
Minimum
Radius
Curve, ft.
emax = 6%
Minimum
Radius
Curve, ft.
emax = 8%
425
495
570
645
730
820
833
1060
1330
1660
2040
2500
758
960
1200
1480
1810
2210
Design
Speed
(mph)
50
55
60
65
70
75
Maximum Percent Grade

Level
4
4
3
3
3
3
Rolling
5
5
4
4
4
4
Mountainous
6
6
6
5.5
5
-
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.
2.7.1.2
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DESIGN CRITERIA
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 85th 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
accordance with the appropriate emax table (Exhibit 2-13 for e max. = 6% or Exhibit 2-14 for emax. =
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.
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DESIGN CRITERIA
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I. Horizontal Clearance
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).
2.7.2.1
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2-29
Exhibit 2-3 Design Criteria for Rural Arterials

1,2,3
Design
Speed
(mph)
Travel Lane Width

(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
305
485
444
45
11
11
11
12
360
643
587
50
11
11
12
12
425
833
758
55
11
11
12
12
495
1060
960
60
12
12
12
12
570
1330
1200
65
12
12
12
12
645
1660
1480
70
12
12
12
12
730
2040
1810
Undivided
(Right
Shoulder)
Divided
1/30/2009
4 ft.
6 ft.
6 ft.
Notes:
8 ft.
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.
Right Shoulder = 8 ft.

Left Shoulder = 4 ft.
2.7.2.1
DESIGN CRITERIA
2-30
2.7.2.2 Urban Arterials

The design criteria for urban arterials are:
A. Design Speed
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.
2.7.2.2
1/30/2009
DESIGN CRITERIA
2-31
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)
20
25
30
35
40
45
Minimum Curve Radius (emax = 4%) (ft.)

86
154
250
371
533
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.
J.
Vertical Clearance

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.
1/30/2009
2.7.2.1
DESIGN CRITERIA
2-32
N. Pedestrian Accommodations
2.7.2.2
1/30/2009
DESIGN CRITERIA
2-33
Exhibit 2-4 Design Criteria for Urban Arterials

Lanes
Width (ft.)
Travel Lanes Low Speed (<50 mph)

High Speed (50 mph)
For highly restricted areas with no or little truck traffic (0 to 2%)
Routes designated as Qualifying Highways on the national network of Designated Truck Access Highways
2
Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low speed segments
Turning Lanes Left and Right, T
2%
Left and Right, Truck volume > 2%
Two-way left-turn lanes
Parking Lanes Future provision for travel lane
Future provision for turn lanes
Future provision for turn lane on 35 mph or less arterial
No future provisions for turn lanes
Shoulders

Level
Rolling
Mountainous
8
9
11
7
8
10
7
8
10
6
7
9
6
7
9
5
6
8
5
6
8
Desirable
14
Desirable
12
12
16
Desirable
12
12
12
12
Width (ft.)
Curbed Left shoulder for divided arterials

2
Right shoulder for bicycling, lateral offset, etc.
Right shoulder for breakdowns and turning movements in addition to bicycling, lateral offset, etc.
Uncurbed Design Speed
(mph)
30
35
40
45
50
55
60
Minimum
11
12
10
12
12
Minimum
10
11
11
Minimum
11
10
9
8
Minimum Stopping Sight

Distance (ft.)
200
250
305
360
425
495
570
Minimum
0
5
6
Desirable
1 to 2
10
Refer to Exhibit 2-3
Minimum Radius Curve (ft.)

emax = 4%
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.
7/30/2010
2.7.2.2
DESIGN CRITERIA
2-34
2.7.3
Collector Roads and Streets
2.7.3.1 Rural Collectors

The design criteria for rural collectors are:
A. Design Speed
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
2.7.3.1
1/30/2009
DESIGN CRITERIA
2-35
accordance with the appropriate e max. table (Exhibit 2-13 for e max. = 6% or Exhibit 2-14 for e max.
= 8%).
G. Superelevation
Determine minimum from the NYSDOT Bridge Manual, Section 2.
L. Rollover
guidance.
7/30/2010
2.7.3.1
2-36
DESIGN CRITERIA
Determine from the NYSDOT Bridge Manual, Section 2.
2.7.3.1
1/30/2009
DESIGN CRITERIA
2-37
Exhibit 2-5 Design Criteria for Rural Collectors

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

Based on Design Year ADT
ADT
Under
400
ADT
4001500
ADT
15003
2000
ADT
Over
3
2000
Turn Lane (ft.)
Minimum Desirable
Level
Rolling
Mountainous
Min.
Stopping
Sight
Distance
(ft.)
Terrain
Min.
Radius Curve
(ft.)
emax = 6%
Min.
Radius Curve
(ft.)
emax = 8%
20
10
10
11
12
10
12
115
81
76
25
10
10
11
12
10
11
155
144
134
30
10
10
11
12
10
200
231
214
35
10
10
11
12
10
250
340
314
40
10
11
11
12
10
305
485
444
45
10
11
11
12
10
360
643
587
50
10
11
11
12
425
833
758
10
Match
Travel
Lane
Width
55
11
11
12
12
495
1060
960
60
11
11
12
12
570
1330
1200
All
Speeds
9/3/2013
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.
2.7.3.1
2-38
DESIGN CRITERIA
2.7.3.2 Urban Collectors

The design criteria for urban collectors are:
A. Design Speed
Minimum
30 mph
Maximum
60 mph
B. Lane Width
C. Shoulder Width
E. Grade
the design speed in accordance with Exhibit 2-12 for e 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.
2.7.3.2
7/30/2010
DESIGN CRITERIA
2-39
ts in heavily built-up residential, commercial, and industrial

For lowareas (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)
20
25
30
35
40
45

86
154
250
371
533
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.
The minimum horizontal clearance to obstructions (measured from the face of curb) is 0 if
1/30/2009
2.7.3.2
DESIGN CRITERIA2-
2-40
L. Rollover
2.7.3.2
1/30/2009
DESIGN CRITERIA
2-41
Exhibit 2-6 Design Criteria for Urban Collectors
Lanes
1,4
Travel Lanes Residential and Commercial

Industrial areas without severe ROW limitations
Industrial areas with severe ROW limitations
2
Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low-speed segments
Travel Lanes (uncurbed)
Turning Lanes Truck volume 2%
Truck Volume > 2%
Two-way left-turn lanes (trucks 2%)
Two-way left-turn lanes (trucks > 2%)
Parking Lanes Commercial / Industrial
Residential
Shoulders
Minimum
10
12
11
12
Minimum
10
11
10
11
Minimum
8
7
Curbed Left shoulder for divided urban collectors

2
Right shoulder for bicycling , lateral offset, etc.
Uncurbed Design Speed
Minimum
Stopping Sight
(mph)
Level
Rolling
Mountainous
Distance (ft)
30
9
11
12
200
35
9
10
12
250
40
9
10
12
305
45
8
9
11
360
50
7
8
10
425
55
7
8
10
495
60
6
7
9
570
Minimum
0
5
6
Width (ft.)
Desirable
12
14

Desirable
12
12
16
16
Desirable
11
8
Width (ft.)
Desirable
1 to 2
10
Minimum Radius Curve (ft)
emax = 4%
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
3
4.
shoulder may be used where a wide outside travel lane (12 ft minimum) or separate provisions (e.g., multiuse path) are provided.
Maximum grades of short length (< 490 ft.) and on one-way down grades may be 2% steeper.
Routes designated as Qualifying Highways on the national network of Designated Truck Access Highways require 12 ft. travel lane.
1/30/2010
2.7.3.2
DESIGN CRITERIA
2.7.4
2-42
Local Roads and Streets
2.7.4.1 Local Rural Roads

The design criteria for local rural roads are as follows:
A. Design Speed
Range of Design Speeds (mph)
Design Year ADT
Type of
Terrain
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
2.7.4.1
1/30/2009
2-43
DESIGN CRITERIA
accordance with the appropriate e 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 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
for low-
6 ft.
45 mph) segments
for high-
10 ft.
50 mph) segments
Greater of shoulder width or 4 ft.,

except on bridges where the NYSDOT
Bridge Manual, Section 2 allows less
than 4 ft.
L. Rollover
guidance.
1/30/2009
2.7.4.1
DESIGN CRITERIA
2-44
Exhibit 2-7 Design Criteria for Local Rural Roads

Travel Lane Width (ft.) Based
on Design Year ADT
Design
Speed
ADT
Under
400
ADT
4003
1500
ADT
15004
2000
ADT
Over
4
2000
20
10
11
25
10
30
40
Turn Lane (ft.)
Max. Percent Grade
Terrain
Minimum
Stopping
Sight
Distance
(ft.)
Minimum Radius Curve

(ft.)
e max = 6 %
e max = 8 %
Minimum Desirable
Level
Rolling
Mountainous
12
11
16
115
81
76
11
12
11
15
155
144
134
10
11
12
10
14
200
231
214
10
11
12
10
13
305
485
444
45
10
11
11
12
12
360
643
587
50
10
11
11
12
10
425
833
758
55
11
11
12
12
10
495
1060
960
Shoulder Width (ft)
All
Speeds
2.7.4.1
6,7
10
Match
Travel
Lane
Width
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.
1/30/2009
DESIGN CRITERIA
2-45
2.7.4.2 Local Urban Streets
The design criteria for local urban streets are:

A. Design Speed
Minimum
20 mph
Maximum
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.
the design speed in accordance with Exhibit 2-12 for e max = 4% table,. The superelevation
Chapter 3 of AASHTOs A Policy on Geometric Design of Highways and Streets, 2004.
1/30/2009
2.7.4.2
DESIGN CRITERIA
2-46
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
20
25
30

72
154
282
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.
2.7.4.2
1/30/2009
2-47
L. Rollover
DESIGN CRITERIA
Between travel lanes = 4% maximum. At edge of traveled way = 8% maximum.

1/30/2009
2.7.4.2
DESIGN CRITERIA
2-48
Exhibit 2-8 Design Criteria for Local Urban Streets

Lanes
Travel Lanes - (with curbing)

Residential without severe ROW limitations & Commercial
Residential with severe ROW limitations
2
Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low speed segments
Travel Lanes - (uncurbed)
Turning Lanes
Truck volume 2%
Truck volume > 2%
Parking Lanes
Commercial and Industrial
Residential
Shoulders
Grade
Minimum
9
9
10

Desirable
10
12
11
8
7
11
8
Minimum
0
5
6
Width (ft.)
Desirable
1 to 2
10
Maximum
15%
8%
Residential
Commercial / Industrial
Design Speed
(mph)

Distance (ft)
20
25
30
115
155
200
2.7.4.2
Width (ft.)
Desirable
11
10
14
Curbed
Left shoulder for divided urban streets
2
Right shoulder for bicycling , lateral offset, etc.
Uncurbed
Notes:
1.
2.
Minimum
10
9
12
11
12
Minimum Radius Curve

(ft)
emax = 4%
86
154
250
For bridges, determine the lane and shoulder width from the NYSDOT Bridge Manual, Section 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.
7/30/2010
DESIGN CRITERIA
2-49
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 twolane 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 gradeseparated 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 (50th 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:
9/3/2013
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
B. Traveled Way Width
DESIGN CRITERIA
2-50
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
accordance with the appropriate e 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 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.
2.7.5.2
9/3/2013
DESIGN CRITERIA
2-51
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 = B minimum
LOS = B minimum
LOS = C minimum
LOS = C minimum
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).
7/30/2009
2.7.5.2
DESIGN CRITERIA
2-52
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.
2.7.5.3
1/30/2009
2-53a
DESIGN CRITERIA
Exhibit 2-9a Traveled Way Widths for Interstate Ramps(1)

Radius on
Inside
Edge of
Traveled
Way, R (ft)
50
Traveled Way Width (ft)(2)

One-Lane, One-Way
Two-Lane Operation(3)
Operation
One-Way or Two-Way
See note 4
See note 4
75
See note 4
See note 4
100
See note 4
See note 4
150
23 (17)(5)
32
200
(5)
30
(5)
29
(5)
28
(5)
28
300
400
500
Tangent
(1000 ft)
21 (16)
19 (15)
18 (15)
17 (15)
15
26
Width Modification for Edge Conditions

No Stabilized
Shoulder
Sloping Curb
Vertical Curb
One Side
Two Sides
Paved
Shoulder, one
or both sides
None
None
None
None
Add 1 ft
Add 1 ft
Add 2 ft
Add 2 ft
Traveled way width for
Deduct 2 ft where the
tangent (R1000 ft) may be
combined left and right
reduced to 12 ft where the
shoulder width is 4 ft or
wider
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 35, 3rd section from top, with no rollover.
9/3/2013
2.7.5.2
DESIGN CRITERIA
2-53b
Exhibit 2-9b Traveled Way Widths for Non-Interstate Ramps and

Turning Roadways(1)
(2)
Radius on
Inner Edge
of Traveled
Way, R (ft)
50
75
100
150
200
300
400
500
Tangent
(1000 ft)
No Stabilized
Shoulder
Sloping Curb
Vertical Curb
One Side
Two Sides
Paved
Shoulder, one
or both sides
Traveled Way Width (ft)

Case I
Case II
Case III
One-Lane, One-Way
One-Lane, One-Way
Two-Lane Operation
Operation no provision
Operation with
One-Way or Two-Way
for passing a stalled
provision for passing a
vehicle
stalled vehicle
Design Traffic Condition (see definitions below)
A
B
C
A
B
C
A
B
C
18
18
23
20
26
30
31
36
45
16
17
20
19
23
27
29
33
38
15
16
18
18
22
25
28
31
35
14
15
17
18
21
23
26
29
32
13
15
16
17
20
22
26
28
30
13
15
15
17
20
22
25
28
29
13
15
15
17
19
21
25
27
28
12
15
15
17
19
21
25
27
28
12
14
14
17
18
20
24
26
26

None
None
None
None
None
None
Add 1 ft
None
Add 1 ft
Add 2 ft
Add 1 ft
Add 2 ft
Deduct the combined left
Deduct 2 ft where the
tangent (R1000 ft) may be
and right shoulder width,
reduced to 12 ft where the
but the traveled way width
cannot be less than that
wider.
3
required under Case I.
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.
2.7.5.2
9/3/2013
2-54
DESIGN CRITERIA
Exhibit 2-10 Design Criteria for Turning Roadways
Shoulders
Design
Speed
(mph)
(ft.)
Maximum
Percent
Grade
Minimum
Stopping
Sight
Distance
(ft.)
Minimum Radius (ft.)

(measured to the inside edge of
traveled way)
emax
emax
= 6%
= 8%
80
42
39
38
115
86
81
76
155
154
144
134
200
250
231
214
35
250
371
340
314
40
305
533
485
444
45
360
711
643
587
50
425
926
833
758
Left
Right
10
50
15
20
25
30
emax
= 4%
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.
1/30/2009
2.7.5.3
DESIGN CRITERIA
2-55
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: rightturning 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 emax 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.
2.7.5.5
7/30/2010
2-56
DESIGN CRITERIA
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.
7/30/2010
2.7.5.9
DESIGN CRITERIA
2-57
Exhibit 2-11 Minimum Radii and Superelevation for Low-Speed Urban Streets
e (%)
-2.0
-1.5
0
1.5
2.0
2.2
2.4
2.6
2.8
3.0
3.2
3.4
3.6
3.8
4.0
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.)
107
105
99
94
92
91
91
90
89
89
88
88
87
87
86
198
194
181
170
167
165
164
163
161
160
159
158
157
155
154
333
324
300
279
273
270
268
265
263
261
259
256
254
252
250
510
495
454
419
408
404
400
396
393
389
385
382
378
375
371
762
736
667
610
593
586
580
573
567
561
556
550
544
539
533
50
49
47
45
44
44
44
43
43
43
43
42
42
42
42
1039
1000
900
818
794
785
776
767
758
750
742
734
726
718
711
Notes:
1. For lowand 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%.
2.7.5.9
1/30/2009
2-58
DESIGN CRITERIA
Exhibit 2-12 Minimum Radii for Design Superelevation Rates, Design Speeds, and emax = 4%
e (%)
1.5
2.0
2.2
2.4
2.6
2.8
3.0
3.2
3.4
3.6
3.8
4.0
Vd = 15
mph
Vd = 20
mph
R (ft.)
R (ft.)
796
506
399
271
201
157
127
105
88
73
61
42
1410
902
723
513
388
308
251
209
175
147
122
86
Vd = 25
mph
R (ft.)
2050
1340
1110
838
650
524
433
363
307
259
215
154
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.)
2830
1880
1580
1270
1000
817
681
576
490
416
348
250
3730
2490
2120
1760
1420
1170
982
835
714
610
512
371
4770
3220
2760
2340
1930
1620
1370
1180
1010
865
730
533
5930
4040
3480
2980
2490
2100
1800
1550
1340
1150
970
711
7220
4940
4280
3690
3130
2660
2290
1980
1720
1480
1260
926
8650
5950
5180
4500
3870
3310
2860
2490
2170
1880
1600
1190
10300
7080
6190
5410
4700
4060
3530
3090
2700
2350
2010
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.
1/30/2009
2.7.5.9
DESIGN CRITERIA
2-59
Exhibit 2-13 Minimum Radii for Design Superelevation Rates, Design Speeds, and e max = 6%
e
(%)
1.5
2.0
2.2
2.4
2.6
2.8
3.0
3.2
3.4
3.6
3.8
4.0
4.2
4.4
4.6
4.8
5.0
5.2
5.4
5.6
5.8
6.0
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.)
2290
1630
1450
1300
1170
1050
944
850
761
673
583
511
452
402
360
324
292
264
237
212
186
144
3130
2240
2000
1790
1610
1460
1320
1200
1080
972
864
766
684
615
555
502
456
413
373
335
296
231
4100
2950
2630
2360
2130
1930
1760
1600
1460
1320
1190
1070
960
868
788
718
654
595
540
487
431
340
11100
8060
7230
6540
5950
5440
4990
4600
4250
3940
3650
3390
3140
2920
2710
2510
2330
2160
1990
1830
1650
1330
12600
9130
8200
7430
6770
6200
5710
5280
4890
4540
4230
3950
3680
3440
3220
3000
2800
2610
2420
2230
2020
1660
14100
10300
9240
8380
7660
7030
6490
6010
5580
5210
4860
4550
4270
4010
3770
3550
3330
3120
2910
2700
2460
2040
868
614
543
482
430
384
341
300
256
209
176
151
131
116
102
91
82
73
65
58
51
39
1580
1120
991
884
791
709
635
566
498
422
358
309
270
238
212
189
169
152
136
121
106
81
5230
3770
3370
3030
2740
2490
2270
2080
1900
1740
1590
1440
1310
1190
1090
995
911
833
759
687
611
485
6480
4680
4190
3770
3420
3110
2840
2600
2390
2190
2010
1840
1680
1540
1410
1300
1190
1090
995
903
806
643
7870
5700
5100
4600
4170
3800
3480
3200
2940
2710
2490
2300
2110
1940
1780
1640
1510
1390
1280
1160
1040
833
9410
6820
6110
5520
5020
4580
4200
3860
3560
3290
3040
2810
2590
2400
2210
2050
1890
1750
1610
1470
1320
1060
Notes:
2.7.5.9
1/30/2009
2-60
DESIGN CRITERIA
Exhibit 2-14 Minimum Radii for Design Superelevation Rates, Design Speeds, and e 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
2.0
932
1640
2370
3240
4260
5410
6710
8150
9720
11500
12900
14500
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:
1/30/2009
2.7.5.9
DESIGN CRITERIA
2.8
REQUIREMENTS FOR JUSTIFICATION OF NONSTANDARD FEATURES
2.8.1
Definition and Procedures
2-61
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 215a.
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.
'2.8.3
11/21/2013
2-62
DESIGN CRITERIA
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.
11/21/2013
'2.8.3
2-63
DESIGN CRITERIA
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
horizontal curve radius):
(e.g.,
Location:
Standard
Value:
Existing
Value:
Design Speed:
Proposed Value:
Accident Analysis
2.
Current Accident Rate:
acc/mvm or acc/mev
(
(Note 1)
Is the NSF a contributing feature to

identified accidents?
Choose YES or NO
Statewide Accident Rate:
YES
acc/mvm or acc/mev
(Note 1)
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.
'2.8.3
11/21/2013
2-63a
DESIGN CRITERIA
Exhibit 2-15a Nonstandard Feature (NSF) Justification Form for Pedestrian Facilities
PIN:
Project Type:
Project Description:
Location of NSF:
1.
Nonstandard Feature
Sidewalk/Walkway
Facility Type:
Curb Ramp
Describe Other Feature (e.g. pedestrian crossing):
Ramp
Other (describe at right):
Standard
from
Chapter 18
Element:
HDM
Existing Condition
Proposed Condition
Clear Width with Passing Spaces

Running Slope/Grade
Cross Slope
Vertical Changes (Discontinuities)
Horizontal Openings
Other: Explain
2.
Physical Constraints
Existing Terrain
ROW Unavailability
Presence of Underground Structure(s)
Check all that apply
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.
11/21/2013
'2.8.3
DESIGN CRITERIA
Exhibit 2-16 Design Criteria Table
2-64
Main Line Design (in accordance with HDM 2.7)

PIN:
1234.56
NHS (Y/N):
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
70 mph
75-80 mph 85th%
70 mph
Design Speed (See Note 1)
Lane Width
12 ft.
12 ft.
12 ft.
Shoulder Width:
Left =
Right (rolling & level) =
Climbing Lane Shoulder =
4 ft.
10 ft.
4 ft.
4 ft.
10 ft.
4 ft.
10 ft.
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.
Grade
4%
5%*
5%*
1640 ft. @ e=8.0%
1840 ft. @ e= 6%*
1840 ft. @ e= 8%
Superelevation Rate
8.0 % maximum
6.0% maximum*
8.0% maximum
Stopping Sight Distance

(Horizontal & Vertical)
720 ft. minimum
590 ft.*
590 ft. m*
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.
2.8.3
7/30/2010
DESIGN CRITERIA
2-65
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.
7/30/2010
2.9
2-66
DESIGN CRITERIA
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 85th percentile
Minimum
Design Speed
Maximum
Design Speed
Level
110
110
Rural
Rolling
110
110
Rural
Mountainous
80
100
Urban
All
80
110
Area
Character
Terrain
Rural
(km/h)
(km/h)
th
For consistency with adjacent sections and anticipated off-peak 85 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.
7/30/2010
'M2.7.1.1
DESIGN CRITERIA
2-67
E. Grade
Determine maximum from Exhibit M2-2.
Determine minimum radius from Exhibit M2-2. For curves flatter than the minimum radius, the
accordance with the appropriate e 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.

'M2.7.1.2
7/30/2010
DESIGN CRITERIA
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 = B minimum
LOS = B minimum
LOS = C minimum
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
7/30/2010
'2.8.3
2-69
DESIGN CRITERIA
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.
'M2.7.1.2
7/30/2010
2-70
DESIGN CRITERIA
Exhibit M2-2 Design Criteria for Interstates and Other Freeways
Shoulders
Width, m
Description
Minimum
Desirable
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
Minimum
Radius
Curve, m
emax = 6%
Minimum
Radius
Curve, m
emax = 8%
252
336
437
560
756
229
304
394
501
667
Design
Speed
(km/h)
80
90
100
110
120

Level 2
Rolling 2
Mountainous
Minimum
Stopping
Sight
Distance, m
4
4
3
3
3
5
5
4
4
4
6
6
6
5
-
130
160
185
220
250
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.
1/30/2009
'M2.7.1.1
DESIGN CRITERIA
2-71
M2.7.2 Arterials
M2.7.2.1 Rural Arterials
The design criteria for undivided and divided rural arterials are:
A. Design Speed
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
'M2.7.2.1
7/30/2010
2-72
DESIGN CRITERIA
e max. = 8%).
G. Superelevation
L. Rollover
guidance.
7/30/2010
'M2.7.2.1
2-73
DESIGN CRITERIA
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).
'M2.7.2.1
1/30/2009
2-74
DESIGN CRITERIA
Exhibit M2-3 Design Criteria for Rural Arterials
Travel Lane Width (m)
Design Year ADT
1,2,3
ADT
Under
400
ADT
400
1500
ADT
1500
2000
60
3.3
3.3
70
3.3
80
Design
speed
(km/h)
Maximum % Grade
Min. Stopping
Sight
Distance (m)
Min. Radius
Curve (m)
emax= 6%
Min. Radius
Curve (m)
emax= 8%
ADT
over 2000
Level
Rolling
Mountainous
3.3
3.6
85
123
113
3.3
3.3
3.6
105
184
168
3.3
3.3
3.6
3.6
130
252
229
90
3.3
3.3
3.6
3.6
160
336
304
100
3.6
3.6
3.6
3.6
185
437
394
110
3.6
3.6
3.6
3.6
220
560
501
Shoulder Width (m)

Un-divided
(right
shoulder)
Divided
7/30/2010
1.2
to
to
1.8
Right shoulder = 2.4

Left shoulder = 1.2
1.8
2.4
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.
'M2.7.2.1
DESIGN CRITERIA
2-75
M2.7.2.2 Urban Arterials

The design criteria for urban arterials are:
A. Design Speed
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
'M2.7.2.2
7/30/2010
2-76
DESIGN CRITERIA
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 (emax = 4%) (m)
30
40
50
60
70
22
47
86
135
203
For radii larger than the above minimum radius for emax = 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.
1/30/2009
'M2.7.2.2
2-77
DESIGN CRITERIA

L. Rollover
'M2.7.2.2
7/30/2010
2-78
DESIGN CRITERIA
Exhibit M2-4 Design Criteria for Urban Arterials
Lanes1
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
3.6
4.2
Turning Lanes Left and Right, T

Left and Right, Truck volume > 2%
Minimum
Desirable
3.0
3.6
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
Shoulders1
Width (m)
Curbed -
Minimum
Desirable
0.3 - 0.6
1.5
1.8
3.0
Left shoulder for divided arterials

Uncurbed Design
Speed
(km/h)
50
60
70
80
90
100
Refer to Exhibit M2-3

Level
8
7
6
6
5
5
Rolling
9
8
7
7
6
6
Mountainous

Distance (m)
Minimum Radius Curve (m)

emax = 4%
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.
7/30/2010
'M2.7.2.2
DESIGN CRITERIA
2-79
M2.7.3 Collector Roads and Streets

M2.7.3.1 Rural Collectors
The design criteria for rural collectors are:
A. Design Speed
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
'M2.7.3.1
7/30/2010
2-80
DESIGN CRITERIA
accordance with the appropriate e max. table (Exhibit M2-13 for e max. = 6% or Exhibit M2-14 for
e max. = 8%).
G. Superelevation
L. Rollover
guidance.
7/30/2010
'M2.7.3.1
2-81
DESIGN CRITERIA
Exhibit M2-5 Design Criteria for Rural Collectors
Design
Speed
(km/h)
Travel Lane Width (m)

Design Year ADT
ADT
Under
400
ADT
400 to
1500
ADT
1500
to
3
2000
1,7
Turn Lane (m)

ADT
over
3
2000
Min.
Stopping Sight
Distance
Terrain
Min.
Des.
Level
Rolling
Mountainous
(m)
Min.
Radius
Curve (m)
emax=6%
Min.
Radius
Curve (m)
emax=8%
30
3.0
3.0
3.3
3.6
10
12
35
21
20
40
3.0
3.0
3.3
3.6
10
11
50
43
41
50
3.0
3.0
3.3
3.6
10
65
79
73
60
3.0
3.3
3.3
3.6
10
85
123
113
70
3.0
3.3
3.3
3.6
10
105
184
168
80
3.0
3.3
3.3
3.6
130
252
229
90
3.3
3.3
3.6
3.6
160
336
304
100
3.3
3.3
3.6
3.6
185
437
394
Shoulder Width (m)
Match
Travel
Lane
Width
3.0
Notes:
1.
2.
All
Speeds
1/30/2009
0.6
1.5
1.8
2.4
3.
4.
5.
6.
7.
Routes designated as Qualifying Highways on the national network of Designated Truck Access
Highways require 3.6 m travel lanes.
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 m lanes may be retained where accident rates are acceptable.
2.7 m lanes may be used for design volumes under 250 vpd.
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.
Shoulder width may be reduced to 1.2 m for design speeds of 60 km/h to 100 km/h.
For bridges, determine the shoulder width from the NYSDOT Bridge Manual, Section 2.
'M2.7.3.1
DESIGN CRITERIA
2-82
M2.7.3.2 Urban Collectors

The design criteria for urban collectors are:
A. Design Speed
Minimum
50 km/h
Maximum
100 km/h
B. Lane Width
C. Shoulder Width
E. Grade
the design speed in accordance with Exhibit M2-12 for e 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.
'M2.7.3.2
7/30/2010
DESIGN CRITERIA
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)
30
40
50
60
70

22
47
86
135
203
For radii larger than the above minimum radius for e max = 4%, determine the superelevation rate
using Exhibit M2-11.
G. Superelevation
4% maximum.
L. Rollover
7/30/2010
'M2.7.3.2
2-84
DESIGN CRITERIA
'M2.7.3.2
1/30/2009
2-85
DESIGN CRITERIA
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
3.6
3.3
3.6
4.2
Travel Lanes (uncurbed)

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
2.4
2.1
3.3
2.4
Parking Lanes Commercial / Industrial

Residential
Shoulders
Width (m)
Curbed Left shoulder for divided urban collectors

Uncurbed
Minimum
Desirable
0.3 - 0.6
1.5
1.8
3.0

3
Design
Speed
(km/h)
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

Distance (m)
65
85
105
130
160
185

emax = 4%
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.
7/30/2010
'2.7.3.2
DESIGN CRITERIA
2-86
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
Range of Design Speeds (km/h)
Design Year ADT
Type of
Terrain
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
'M2.7.4.1
7/30/2010
DESIGN CRITERIA
2-87
accordance with the appropriate e max table (Exhibit M2-13 for e max = 6% or Exhibit M2-14 for
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
2.0 m
for low-speed (70 km/h) segments
3.0 m
for high-speed (80 km/h) segments
With Barrier
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.
L. Rollover
guidance.
7/30/2010
'M2.7.4.1
DESIGN CRITERIA
2-88
Exhibit M2-7 Design Criteria for Local Rural Roads

Design
Speed
(km/h)
Travel Lane Widths (m) Based on Design

1
Year ADT
ADT
under
400
ADT
400 1500
ADT
1500 to
2000
ADT
2000 &
Over
Turn Lane (m)
Min.
Des.
Max. Percent Grade

Terrain
Level
Rolling
Mountainous
Minimum
Stopping
Sight
Distance
(m)
Minimum Radius
Curve (m)
emax=
6%
emax=
8%
30
2.7
3.0
3.3
3.6
11
16
35
21
20
40
2.7
3.0
3.3
3.6
11
15
50
43
41
50
2.7
3.0
3.3
3.6
10
14
65
79
73
60
2.7
3.0
3.3
3.6
10
13
85
123
113
12
105
184
168
3.0
Match
Travel
Lane
Width
70
3.0
3.3
3.3
3.6
80
3.0
3.3
3.3
3.6
10
130
252
229
90
3.3
3.3
3.6
10
160
336
304
3.6
Width of Shoulder (m)
All Speeds
'M2.7.4
0.6
1.5
6,7
1.8
2.4
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).
1/30/2009
DESIGN CRITERIA
2-89
M2.7.4.2 Local Urban Streets

The design criteria for local urban streets are:
A. Design Speed
Minimum
30 km/h
Maximum
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.
the design speed in accordance with Exhibit M2-12 for e max = 4% table,. The superelevation
Chapter 3 of AASHTO=s A Policy on Geometric Design of Highways and Streets, 2004.
7/30/2010
'M2.7.4.2
DESIGN CRITERIA
2-90
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
30
40
50

22
47
86
rate using Exhibit M2-11.
G. Superelevation
4% maximum.
Travel lane = 1.5% minimum to 2% maximum.
'M2.7.4.2
7/30/2010
DESIGN CRITERIA
2-91
L. Rollover
Between travel lanes = 4% maximum. At edge of traveled way = 8% maximum.
1/30/2009
'M2.7.4.2
DESIGN CRITERIA
2-92
Exhibit M2-8 Design Criteria for Local Urban Streets

Lanes
Width (m)
Travel Lanes (with curbing)

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

Truck volume > 2%
2.7
2.7
3.0
3.6
3.0
3.3
2.4
2.1
3.3
2.4
Parking Lanes Commercial & Industrial

Residential
1
Shoulder
Width (m)
Curbed
Left shoulder for divided urban streets
Uncurbed
minimum
desirable
0.3 - 0.6
1.5
1.8
3.0
Refer to Exhibit M2 -7
Grade
Maximum
Residential
Commercial / Industrial
Design Speed
(km/h)
30
40
50
15%
8%
Min. Stopping
Sight Distance (m)

emax= 4%
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.
'M2.7.4.2
7/30/2010
2-93
DESIGN CRITERIA
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 gradeseparated 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 (50th 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)
Min. Ramp Design Speed (km/h)
1/30/2009
60
30
70
40
80
40
90
50
100 110 120

50 60 70
'M2.7.5.2
2-94
DESIGN CRITERIA
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
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.
'M2.7.5.2
9/3/2013
DESIGN CRITERIA
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.
1
Urban and suburban
LOS = B minimum
LOS = B minimum
LOS = C minimum
LOS = C minimum
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.
1/30/2009
'M2.7.5.2
2-96
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.
'M2.7.5.2
7/30/2010
DESIGN CRITERIA
2-97a
Exhibit M2-9a Traveled Way Widths for Interstate Ramps(1)

Radius on
Inner Edge
of Traveled
Way, R (m)
15
Traveled Way Width (m)(2)

One-Lane, One-Way
Two-Lane Operation(3)
Operation
One-Way or Two-Way
See note 4
See note 4
25
See note 4
See note 4
30
See note 4
See note 4
50
(5)
9.5
75
(5)
5.9 (4.8)
8.9
100
5.5 (4.8)(5)
8.7
125
(5)
8.5
(5)
8.4
150
Tangent
(300 m)
6.7 (5.0)
5.3 (4.8)
5.2 (4.5)
4.5
7.9

No Stabilized
Shoulder
Sloping Curb
Vertical Curb
One Side
Two Sides
Paved
Shoulder, one
or both sides
None
None
None
None
Add 0.3 m
Add 0.3 m
Add 0.6 m
Add 0.6 m
Deduct 0.6 m where the
tangent (R300 m) may be
reduced to 3.6 m where the
shoulder width is 1.2 m or
wider
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 35, 3rd section from top, with no rollover.
9/3/2013
'M2.7.5.2
2-97b
Exhibit M2-9b Traveled Way Widths for Non-Interstate Ramps and
Turning Roadways(1)
(2)
Radius on
Inner Edge
of Traveled
Way, R (m)
15
25
30
50
75
100
125
150
Tangent
(300 m)
No Stabilized
Shoulder
Sloping Curb
Vertical Curb
One Side
Two Sides
Paved
Shoulder, one
or both sides
Traveled Way Width (m)

Case I
Case II
Case III
One-Lane, One-Way
One-Lane, One-Way
Two-Lane Operation
Operation no provision
Operation with
One-Way or Two-Way
for passing a stalled
provision for passing a
vehicle
stalled vehicle
Design Traffic Condition (see definitions below)
A
B
C
A
B
C
A
B
C
5.4
5.5
7.0
6.0
7.8
9.2
9.4
11.0
13.6
4.8
5.0
5.8
5.6
6.9
7.9
8.6
9.7
11.1
4.5
4.9
5.5
5.5
6.7
7.6
8.4
9.4
10.6
4.2
4.6
5.0
5.3
6.3
7.0
7.9
8.8
9.5
3.9
4.5
4.8
5.2
6.1
6.7
7.7
8.5
8.9
3.9
4.5
4.8
5.2
5.9
6.5
7.6
8.3
8.7
3.9
4.5
4.8
5.1
5.9
6.4
7.6
8.2
8.5
3.6
4.5
4.5
5.1
5.8
6.4
7.5
8.2
8.4
3.6
4.2
4.2
5.0
5.5
6.1
7.3
7.9
7.9

None
None
None
None
None
None
Add 0.3 m
None
Add 0.3 m
Add 0.6 m
Add 0.3 m
Add 0.6 m
Deduct the combined left
Deduct 0.6 m where the
tangent (R300 m) may be
and right shoulder width,
reduced to 3.6 m where the but the traveled way width
cannot be less than that
wider.
3
required under Case I.
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.
'M2.7.5.2
9/3/2013
2-98
DESIGN CRITERIA
Exhibit M2-10
Design
Speed
(km/h)
Shoulder
Left
15
20
30
40
50
60
70
80
1.0
Notes:
1.
2.
3.
4.
Design Criteria for Turning Roadways

1
(m)
Right
Maximum
Percent
Grade
2.0
8
8
8
7
7
6
5
5
Minimum
Stopping
Sight
Distance
(m)
15
20
35
50
65
85
105
130
Minimum Radius (m)

(measured to inside edge of the traveled
way)
3
emax = 4%
emax = 6%
emax = 8%
8
22
47
86
135
203
S
8
21
43
79
123
184
252
7
20
41
73
113
168
229
For urban turning roadways with curbing, no shoulder is required. A 0.6 m curb offset is desirable.
For direct connection ramps with design speeds over 60 km/h, use a 2.4 m minimum right shoulder.
Only for Free-Flow Turning Roadways for at-grade intersections. See 'M2.7.5.4.B.
Refer to Chapter 9 of AASHTO=s A Policy on Geometric Design of Highways and Streets, 2004 for
minimum radii.
7/30/2010
'M2.7.5.3
2-99
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: rightturning 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.
'M2.7.5.4
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 emax 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.
1/30/2010
DESIGN CRITERIA
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.
1/30/2009
'2.7.5.9
2-101
DESIGN CRITERIA
Exhibit M2-11 Minimum Radii and Superelevation for Low-Speed Urban Streets
Vd= 20 km/h
Vd= 30 km/h
Vd= 40 km/h
Vd=50 km/h
e
(%)
R(m)
R(m)
R(m)
R(m)
-2.0
10
27
60
116
-1.5
9
27
59
113
0
9
25
55
104
1.5
9
24
51
96
2.0
9
24
50
94
2.2
8
23
50
93
2.4
8
23
50
92
2.6
8
23
49
91
2.8
8
23
49
90
3.0
8
23
48
89
3.2
8
23
48
89
3.4
8
23
48
88
3.6
8
22
47
87
3.8
8
22
47
86
4.0
8
22
47
86
Vd=60 km/h
R(m)
189
183
167
153
149
148
146
145
143
142
140
139
138
136
135
Vd=70 km/h
R(m)
297
286
257
234
227
224
222
219
217
214
212
210
207
205
203
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%.
'M2.7.5.9
1/30/2009
2-102
DESIGN CRITERIA
Exhibit M2-12 Minimum Radii for Design Superelevation Rates, Design Speeds, and e max = 4%
Vd=20
Vd=30
Vd=40
Vd=50
Vd=60
Vd=70
Vd=80
e
km/h
km/h
km/h
km/h
km/h
km/h
km/h
(%)
R(m)
R(m)
R(m)
R(m)
R(m)
R(m)
R(m)
1.5
163
371
679
951
1310
1740
2170
2.0
102
237
441
632
877
1180
1490
2.2
75
187
363
534
749
1020
1290
2.4
51
132
273
435
626
865
1110
2.6
38
99
209
345
508
720
944
2.8
30
79
167
283
422
605
802
3.0
24
64
137
236
356
516
690
3.2
20
54
114
199
303
443
597
3.4
17
45
96
170
260
382
518
3.6
14
38
81
144
222
329
448
3.8
12
31
67
121
187
278
381
4.0
8
22
47
86
135
203
280
Vd=90
km/h
R(m)
2640
1830
1590
1390
1200
1030
893
779
680
591
505
375
Vd=100
km/h
R(m)
3250
2260
1980
1730
1510
1320
1150
1010
879
767
658
492
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.
1/30/2009
'M2.7.5.9
2-103
DESIGN CRITERIA
Exhibit M2-13 Minimum Radii for Design Superelevation Rates, Design Speeds, e max = 6%
Vd=20
Vd=30
Vd=40
Vd=50
Vd=60
Vd=70
Vd=80
Vd=90
E
km/h
km/h
km/h
km/h
km/h
km/h
km/h
km/h
(%)
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
2.0
138
299
525
750
1030
1380
1710
2090
2.2
122
265
465
668
919
1230
1530
1880
2.4
109
236
415
599
825
1110
1380
1700
2.6
97
212
372
540
746
1000
1260
1540
2.8
87
190
334
488
676
910
1150
1410
3.0
78
170
300
443
615
831
1050
1290
3.2
70
152
269
402
561
761
959
1190
3.4
61
133
239
364
511
697
882
1100
3.6
51
113
206
329
465
640
813
1020
3.8
42
96
177
294
422
586
749
939
4.0
36
82
155
261
380
535
690
870
4.2
31
72
136
234
343
488
635
806
4.4
27
63
121
210
311
446
584
746
4.6
24
56
108
190
283
408
538
692
4.8
21
50
97
172
258
374
496
641
5.0
19
45
88
156
235
343
457
594
5.2
17
40
79
142
214
315
421
549
5.4
15
36
71
128
195
287
386
506
5.6
13
32
63
115
176
260
351
463
5.8
11
28
56
102
156
232
315
416
6.0
8
21
43
79
123
184
252
336
Vd=100
km/h
R(m)
3510
2560
2300
2080
1890
1730
1590
1470
1360
1260
1170
1090
1010
938
873
812
755
701
648
594
537
437
Vd=110
km/h
R(m)
4060
2970
2670
2420
2210
2020
1870
1730
1600
1490
1390
1300
1220
1140
1070
997
933
871
810
747
679
560
Vd=120
m/h
R(m)
4770
3510
3160
2870
2630
2420
2240
2080
1940
1810
1700
1590
1500
1410
1330
1260
1190
1120
1060
980
900
756
Notes:
1.
Computed using AASHTO Superelevation Distribution Method 5.
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.
'M2.7.5.9
1/30/2009
2-104
DESIGN CRITERIA
Exhibit M2-14 Minimum Radii for Design Superelevation Rates, Design Speeds, emax = 8%
e(%)
1.5
2.0
2.2
2.4
2.6
2.8
3.0
3.2
3.4
3.6
3.8
4.0
4.2
4.4
4.6
4.8
5.0
5.2
5.4
5.6
5.8
6.0
6.2
6.4
6.6
6.8
7.0
7.2
7.4
7.6
7.8
8.0
1/30/2009
Vd=20
km/h
R(m)
184
133
119
107
97
88
81
74
68
62
57
52
48
43
38
33
30
27
24
22
20
19
17
16
15
14
13
12
11
10
9
7
Vd=30
km/h
R(m)
443
322
288
261
237
216
199
183
169
156
144
134
124
115
106
96
87
78
71
65
59
55
50
46
43
40
37
34
31
29
26
20
Vd=40
km/h
R(m)
784
571
512
463
421
385
354
326
302
279
259
241
224
208
192
178
163
148
136
125
115
106
98
91
85
79
73
68
62
57
52
41
Vd=50
km/h
R(m)
1090
791
711
644
587
539
496
458
425
395
368
344
321
301
281
263
246
229
213
198
185
172
161
151
141
132
123
115
107
99
90
73
Vd=60
km/h
R(m)
1490
1090
976
885
808
742
684
633
588
548
512
479
449
421
395
371
349
328
307
288
270
253
238
224
210
198
185
174
162
150
137
113
Vd=70
km/h
R(m)
1970
1450
1300
1190
1080
992
916
849
790
738
690
648
608
573
540
509
480
454
429
405
382
360
340
322
304
287
270
254
237
221
202
168
Vd=80
km/h
R(m)
2440
1790
1620
1470
1350
1240
1150
1060
988
924
866
813
766
722
682
645
611
579
549
521
494
469
445
422
400
379
358
338
318
296
273
229
Vd=90
km/h
R(m)
2970
2190
1980
1800
1650
1520
1410
1310
1220
1140
1070
1010
948
895
847
803
762
724
689
656
625
595
567
540
514
489
464
440
415
389
359
304
Vd=100
km/h
R(m)
3630
2680
2420
2200
2020
1860
1730
1610
1500
1410
1320
1240
1180
1110
1050
996
947
901
859
819
781
746
713
681
651
620
591
561
531
499
462
394
Vd=110
km/h
R(m)
4180
3090
2790
2550
2340
2160
2000
1870
1740
1640
1540
1450
1380
1300
1240
1180
1120
1070
1020
975
933
894
857
823
789
757
724
691
657
621
579
501
Vd=120
km/h
R(m)
4900
3640
3290
3010
2760
2550
2370
2220
2080
1950
1840
1740
1650
1570
1490
1420
1360
1300
1250
1200
1150
1100
1060
1020
982
948
914
879
842
803
757
667
'M2.7.5.9

Hightway Design Manual - Chapt - 02

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Hightway Design Manual - Chapt - 02

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HIGHWAY DESIGN MANUAL

Chapter 2 Design Criteria

November 21, 2013

Section was revised to provide up to date guidance on documentation needed for

Design Criteria for Interstates and Other Freeways ................................................. 2-70

DESIGN CRITERIA SOURCES

A Policy on Geometric Design of Highways and Streets

A Policy on Design Standards, Interstate System

NYSDOT Bridge Manual

NYSDOT Guidelines for the Adirondack Park

Americans with Disabilities Act Accessibility Guidelines (ADAAG)

National Cooperative Highway Research Program (NCHRP)

FUNCTIONAL CLASSIFICATION OF HIGHWAYS

Exhibit 2-1 Functional Classification of Highways - Various Sources1,4

Urban Principal Arterial Interstate

Rural Principal ArterialInterstate

Urban Principal Arterial Other Freeway/Expressway

Rural Principal Arterial

Urban Principal Arterial - Other

Urban Minor Arterial

Rural Principal Arterial Other

Rural Minor Arterial

Urban Collector/ Major Collector

Urban Minor Collector

Rural Major Collector

Rural Minor Collector

Classification determined by the designer based upon

Urban and Rural

Urban and Rural

Interstates and Other Freeways

2.4.2.1 Rural Arterials

Collector Roads and Streets

2.4.3.2 Urban Collectors

Local Roads and Streets

2.4.4.1 Local Rural Roads

2.4.5.5 Collector - Distributor Roads

2.5.1.1 Traffic Volume

2.5.1.2 Trucks and Other Heavy Vehicles

CRITICAL DESIGN ELEMENTS

2.6.1.2 Design Speed Segments

Bridge Roadway Width (Clear Roadway Width of Bridge)

A bridge is a structure, including supports, erected over a depression or an obstruction such as

Stopping Sight Distance (Horizontal and Vertical)

2.6.9.2 Urban Arterials, Urban Collectors, and Local Urban Streets

2.6.15 Control of Access

This page is intentionally left blank.

Interstates and Other Freeways

The following levels of service are the criteria for interstates:

Note: In heavily developed sections of metropolitan areas, conditions may necessitate

Exhibit 2-2 Design Criteria for Interstates and Other Freeways

Shoulder Width (ft.)

Maximum Percent Grade

2.7.2.1 Rural Arterials

Minimum Design Speed

Maximum Design Speed

H. Stopping Sight Distance (Horizontal and Vertical)

Exhibit 2-3 Design Criteria for Rural Arterials

Travel Lane Width

Shoulder Width (ft.)

Right Shoulder = 8 ft.

2.7.2.2 Urban Arterials

Suburban and Developing Areas

Central Business District