rev 59 HDM Ch 2 eb 10-035 errata · §2.7.2.2 7/30/2010 2.7.2.2 Urban Arterials The design criteria...

To:

New York State Department of Transportation

ENGINEERING BULLETIN

EB10-035

Expires one year after issue unless replaced sooner

Title: HIGHWAY DESIGN MANUAL REVISION NO. 59 – REVISION TO CHAPTERS 2, 5, 7, 8, AND 19

Distribution: Manufacturers (18) Local Govt. (31) Agencies (32)

Surveyors (33) Consultants (34) Contractors (39) ____________( )

Approved: /s/Stephen A. Zargham Stephen A. Zargham, P.E. Director,Design Quality Assurance Bureau

7/30/10 Date

ADMINISTRATIVE INFORMATION: $ Effective Date. This Engineering Bulletin (EB) is effective upon signature. $ Superseded Issuances. None.

PURPOSE: To issue a revision that corrects known errors in the Highway Design Manual (HDM) Chapters 2, 5, 7, 8, and 19. TECHNICAL INFORMATION: Errata are detailed on the change sheets that are located on the backs of the Chapter covers. TRANSMITTED MATERIALS : Chapter covers, change sheets, and corrected pages are transmitted as part of this EB. Revised Chapters 2, 5, 7, 8, 19 are available at: https://www.nysdot.gov/divisions/engineering/design/dqab/hdm IMPLEMENTATION: Since this issuance corrects known errors, it is effective immediately. DISTRIBUTION: Consultants and others who are required to purchase the HDM may purchase Revision No. 59 by sending a check or money order for $3.50 payable to the New York State Department of Transportation at the following address:

Plan Sales Unit New York State Department of Transportation 50 Wolf Road Albany, N.Y. 12232

BACKGROUND: Errors have been discovered in five chapters of the Highway Design Manual. CONTACT: Questions regarding this revision should be addressed to Kevin Stanley of the Design Quality Assurance Bureau at (518) 485-8612 or via e-mail at [email protected].

HIGHWAY DESIGN MANUAL CONTENTS

7/30/2010

Number Title Latest Revision 1 PURPOSE ....................................................................................... 5/10/96 2 DESIGN CRITERIA ......................................................................... 7/30/10 3 TYPICAL SECTIONS ........................................................................ 7/9/04 4 DESIGN CRITERIA & GUIDANCE FOR BRIDGE

PROJECTS ON LOW VOLUME HIGHWAYS .................................. 2/5/99 5 BASIC DESIGN ............................................................................... 7/30/10 6.00 INTERCHANGES ....................................................................... June 1979 7 RESURFACING, RESTORATION AND

REHABILITATION (3R) .................................................................. 7/30/10

8 HIGHWAY DRAINAGE ................................................................... 7/30/10 9 SOILS, WALLS, AND FOUNDATIONS ............................................ 3/2/07 10 ROADSIDE DESIGN, GUIDE RAIL

AND APPURTENANCES ................................................................ 6/28/10 11 SIGNS, SIGNALS, AND DELINEATION (Partial) ............................ 2/1/08 12 HIGHWAY LIGHTING ....................................................................... 8/4/95 13 UTILITIES .......................................................................................... 6/6/03 14.00 RESOLUTIONS AND AGREEMENTS .............................................. 6/6/03 15.00 MAINTENANCE JURISDICTION ................................................ May 1983 16 MAINTENANCE AND PROTECTION OF TRAFFIC IN HIGHWAY WORK ZONES ......................................................... 1/20/06 17 BICYCLE FACILITY DESIGN ......................................................... 3/30/06

HIGHWAY DESIGN MANUAL CONTENTS

7/30/2010

Number Title Latest Revision 18 PEDESTRIAN FACILITY DESIGN .................................................. 3/30/06 19 REINFORCED CONCRETE BOX CULVERTS AND SIMILAR STRUCTURES ................................................................ 7/30/10 20 CADD STANDARDS AND PROCEDURES .................................. 11/10/08 21 CONTRACT PLANS, SPECIFICATIONS AND

ESTIMATE......................................................................................... 7/9/04 22 ENGINEERING SOFTWARE SETTINGS AND RESOURCES .... 11/10/08 23 RAILROADS ................................................................................... 3/15/02 24 MOBILITY MEASURES .................................................................... 5/4/98 25 TRAFFIC CALMING .......................................................................... 2/5/99 26 VACANT 27 HIGHWAY REST AREAS AND ROADSIDE PARKING AREAS ..... 9/1/10

HIGHWAY DESIGN MANUAL

Chapter 2 Design Criteria

Revision 59 (Limited Revisions)

July 30, 2010

Section Changes Exhibit 2-4 Changed Travel Lanes-High Speed value from “> 50 mph” to “� 50 mph” Exhibits 2-4, Under Turning Lanes, eliminated “for principal arterials” language from 2-6, & 2-8 first line. Added “Left and Right” to second line. Changed “Continuous Median left turn lanes” to “Two-way left-turn lanes”. Exhibit 2-4 Under Parking Lanes, changed metric speed of 60 km/h to US Customary speed of 35 mph. Exhibit 2-4 Changed “Minimum Sight Stopping Distance” to “Minimum Stopping Sight Distance”. 2.7.5.2 Wording change to clarify the width of right side horizontal clearance. M2.7.2.1 Corrects metric design criteria for rural arterial horizontal clearance from 4.6 m to 3.0 m. M2.7.3.2 Corrects metric design criteria for urban collector design speed range from 30 kph-50 kph to 50 kph-100 km/h. M2.7.5.2 Wording change to clarify the width of right side horizontal clearance. Exhibits M2-4 Under Turning Lanes, eliminated “for principal arterials” language from first M2-6 & M2-8 line. Added “Left and Right” to second line. Changed “Continuous Median left turn lanes” to “Two-way left-turn lanes”. App. A References to Exhibits and Sections are corrected in the body of the Metric

Appendix to provide an “M” prefix to the Section and Exhibit numbers, numerous locations.

Chapter 2- Footers are corrected to match the last section on the corresponding entire page, numerous locations. Chapter 2- Typographical error “Section s” was changed to “Sections” entire

2-30 DESIGN CRITERIA

§2.7.2.2 7/30/2010

2.7.2.2 Urban Arterials The design criteria for urban arterials are:

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 Minimum

Design Speed Maximum

Design Speed

Suburban and Developing Areas 40 mph 60 mph

Central Business District 30 mph 60 mph

B. Lane Width

Determine from Exhibit 2-4.

C. Shoulder Width

Determine from Exhibit 2-4.

D. Bridge Roadway 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

Determine maximum from Exhibit 2-4. F. Horizontal Curvature

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 AASHTO’s A Policy on Geometric Design of Highways and Streets, 2004.

DESIGN CRITERIA

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Exhibit 2-4 Design Criteria for Urban Arterials Lanes1 Width (ft.)

Travel Lanes - Minimum Desirable Low Speed (<50 mph) 11 - High Speed (�50 mph) 12 - For highly restricted areas with no or little truck traffic (0 to 2%) 10 - Routes designated as Qualifying Highways on the national network of Designated Truck Access Highways 12 - Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low speed segments 2 12 14

Turning Lanes - Minimum Desirable Left and Right, Truck volume � � 2% 10 12 Left and Right, Truck volume > 2% 11 12 Two-way left-turn lanes 11 16

Parking Lanes - Minimum Desirable Future provision for travel lane 11 12 Future provision for turn lanes 10 12 Future provision for turn lane on 35 mph or less arterial 9 12 No future provisions for turn lanes 8 12

Shoulders1 Width (ft.) Curbed - Minimum Desirable

Left shoulder for divided arterials 0 1 to 2 Right shoulder for bicycling, lateral offset, etc. 2 5 - Right shoulder for breakdowns and turning movements in addition to bicycling, lateral offset, etc. 6 10

Uncurbed - Refer to Exhibit 2-3

Design Speed (mph)

Maximum Percent Grade Minimum Stopping Sight Distance (ft.)

Minimum Radius Curve (ft.) emax = 4% Level Rolling Mountainous

30 35 40 45 50 55 60

8 7 7 6 6 5 5

9 8 8 7 7 6 6

11 10 10 9 9 8 8

200 250 305 360 425 495 570

250 371 533 711 926 1190 1500

Notes 1. For bridges, determine lane and shoulder width from NYSDOT Bridge Manual, Section 2. 2. Wide travel lanes may be used in low-speed segments. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have the same rights and responsibilities

as motorists except as provided in Sections 1230-1236 of the New York State Vehicle and Traffic Law. A 0 to 4 ft minimum shoulder may be used where a wide outside travel lane (12 ft minimum) or separate provisions (e.g., multiuse path) are provided.

DESIGN CRITERIA

7/30/2010 §2.7.3.1

2-35

Determine minimum radius from Exhibit 2-5. 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. table (Exhibit 2-13 for e max. = 6% or Exhibit 2-14 for e max. = 8%).

G. Superelevation

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

H. Stopping Sight Distance (Horizontal and Vertical)

Determine minimum distances from Exhibit 2-5.

I. Horizontal Clearance

The minimum horizontal clearance to obstructions (measured from the edge of traveled way) is 10 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.

J. Vertical Clearance

Determine minimum from the 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 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.


§2.7.3.2 7/30/2010

2.7.3.2 Urban Collectors The design criteria for urban collectors are:

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. Minimum Maximum

30 mph 60 mph

B. Lane Width

Determine minimum from Exhibit 2-6.

C. Shoulder Width

Determine minimum from Exhibit 2-6.


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

Determine maximum from Exhibit 2-6.

F. Horizontal Curvature

Determine minimum radius from Exhibit 2-6. 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% table. The superelevation distribution in this table provides a gradual increase in the unresolved lateral forces on a vehicle as the curve radii decreases, with a bias that minimizes the unresolved lateral forces on a vehicle as for curves with large radii. This distribution of superelevation is based on Method 5 in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2004.

DESIGN CRITERIA

7/30/2010 §2.7.3.2

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Exhibit 2-6 Design Criteria for Urban Collectors Lanes 1,4 Width (ft.)

Travel Lanes - Minimum Desirable Residential and Commercial 10 12 Industrial areas without severe ROW limitations 12 - Industrial areas with severe ROW limitations 11 -

Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low-speed segments 2 12 14 Travel Lanes – (uncurbed) Refer to Exhibit 2-5

Turning Lanes - Minimum Desirable Truck volume � 2% 10 12 Truck Volume > 2% 11 12 Two-way left-turn lanes (trucks � 2%) 10 16 Two-way left-turn lanes (trucks > 2%) 11 16 Parking Lanes - Minimum Desirable Commercial / Industrial 8 11 Residential 7 8

Shoulders 2 Width (ft.) Curbed - Minimum Desirable Left shoulder for divided urban collectors 0 1 to 2 Right shoulder for bicycling 2, lateral offset, etc. 5 - Right shoulder for breakdowns and turning movements in addition to bicycling, lateral offset, etc. 6 10 Uncurbed - Refer to Exhibit 2-5

Design Speed (mph)

Maximum Percent Grade Minimum Stopping Sight

Distance (ft)

Minimum Radius Curve (ft) emax = 4% Level Rolling Mountainous

30 35 40 45 50 55 60

9 9 9 8 7 7 6

11 10 10 9 8 8 7

12 12 12 11 10 10 9

200 250 305 360 425 495 570

250 371 533 711 926

1190 1500

Notes: 1. For bridges, determine lane and shoulder width from NYSDOT Bridge Manual, Section 2. 2. Wide travel lanes may be used in low-speed (� 45 mph) segments. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have the

same rights and responsibilities as motorists except as provided in Sections 1230-1236 of the New York State Vehicle and Traffic Law. A 0 to 4 ft minimum shoulder may be used where a wide outside travel lane (12 ft minimum) or separate provisions (e.g., multiuse path) are provided.

3 Maximum grades of short length (< 490 ft.) and on one-way down grades may be 2% steeper. 4. Routes designated as Qualifying Highways on the national network of Designated Truck Access Highways require 12 ft. travel lane.


§2.7.4.2 7/30/2010

Exhibit 2-8 Design Criteria for Local Urban StreetsLanes 1 Width (ft.)

Travel Lanes - (with curbing) Residential without severe ROW limitations & Commercial Residential with severe ROW limitations Industrial areas without severe ROW limitations Industrial areas with severe ROW limitations Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low speed segments 2

Minimum 10 9 12 11 12

Desirable 11 10 - -

14 Travel Lanes - (uncurbed) Refer to Exhibit 2-7 Turning Lanes

Truck volume � 2% Truck volume > 2% Two-way left-turn lanes

Minimum 9 9 10

Desirable 10 12 11

Parking Lanes Commercial and Industrial Residential

8 7

11 8

Shoulders 1 Width (ft.) Curbed

Left shoulder for divided urban streets Right shoulder for bicycling 2 , lateral offset, etc. Right shoulder for breakdowns and turning movements in addition to bicycling, lateral offset, etc.

Minimum 0 5 6

Desirable 1 to 2

- 10

Uncurbed Refer to Exhibit 2-7

Grade Maximum

Residential Commercial / Industrial

15% 8%

Design Speed (mph)

Minimum Stopping Sight Distance (ft)

Minimum Radius Curve (ft)

emax = 4% 20 25 30

115 155 200

86 154 250

Notes: 1. For bridges, determine the lane and shoulder width from the NYSDOT Bridge Manual, Section 2. 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.


§2.7.5.2 7/30/2010

B. Lane Width

Determine minimum lane widths from Exhibit 2-9. For one-lane, one-way ramps, Case II, which provides for passing a stalled vehicle, should normally be used.

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

Determine maximum from Exhibit 2-10.


Determine minimum radius from Exhibit 2-10. 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 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 effect of negative side friction during peak periods with low travel speeds.


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. J. Vertical Clearance

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.


1.5% minimum to 2% maximum.

DESIGN CRITERIA

7/30/2010 2.7.5.5

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: right-turning roadways with corner islands and free-flowing, right-turning roadways. Further information on these roadways is provided in Chapter 5, Section 5.9.4 of this manual.

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

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

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

B. Free-Flow Turning Roadways

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

� Determine the lane widths from Exhibit 2-9. � Determine the shoulder widths, grade, stopping sight distance, and minimum radii from

Exhibit 2-10. � A maximum superelevation rate of 4% is used for urban areas, 6% for rural areas where

traffic is likely to stop on the turning roadway, and 8% for rural areas where traffic is unlikely to stop on the turning roadway. For superelevation rates on curves with radii above the minimum radius, use Exhibits 2-12, 2-13, or 2-14 for 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.

� The minimum horizontal clearance to obstructions (measured from the edge of traveled 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.


§2.7.5.9 7/30/2010

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 AASHTO’s A Policy on Geometric Design of Highways and Streets, 2004 for further guidance regarding tunnel design.

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


'2.8.3 7/30/2010

Exhibit 2-16 Design Criteria Table Main Line Design (in accordance with HDM §2.7)

PIN: 1234.56 NHS (Y/N): Y

Route No. & Name: I-87 Northway Functional Class: Rural Principal Arterial Interstate

Project Type: Reconstruction Design Classification (AASHTO Class)

Rural Interstate

% Trucks: 5% Terrain: Rolling

ADT: 50,000 Truck Access Rte.: Qualifying Highway

Element StandardCriteria

Existing Conditions

ProposedConditions

1 Design Speed (See Note 1) 70 mph 75-80 mph 85th% 70 mph

2 Lane Width 12 ft. 12 ft. 12 ft.

3 Shoulder Width: Left = Right (rolling & level) = Climbing Lane Shoulder =

4 ft. 10 ft. 4 ft.

4 ft. 10 ft.

4 ft. 10 ft.

4 Bridge Roadway Width (total) = Lane =

Left Shoulder= Right Shoulder=

Approach Width 12 ft. 4 ft.

10 ft.


10 ft.


10 ft.

5 Grade 4% 5%* 5%*

6 Horizontal Curvature 1640 ft. @ e=8.0% 1840 ft. @ e= 6%* 1840 ft. @ e= 8%

7 Superelevation Rate 8.0 % maximum 6.0% maximum* 8.0% maximum

8 Stopping Sight Distance (Horizontal & Vertical)

720 ft. minimum

590 ft.* 590 ft. m*

9 Horizontal Clearance Without barrier = With Barrier =

10 ft.

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

30 ft.

4 ft. left 10 ft. right

30 ft.

4 ft. left 10 ft. right

10 Vertical Clearance 16 ft. minimum 14 ft.* 17 ft.

11 Pavement Cross Slope 1.5 % to 2.0 % 2.0% 2.0%

12 Rollover - between lanes = at edge of traveled way =

4.0 % max 8.0 % max

4.0 % max 8.0 % max

4.0 % max 10.0 % max*

13 Structural Capacity - Replace = Rehabilitation =

MS 23 MS 20

MS 20 MS 20

14 Level of Service B for rural area C* C*

15 Control of Access Full Full Full

16 Pedestrian Accommodations NA NA NA

17 Median Width 36 ft. 50 ft. 50 ft.

* Nonstandard Feature Note: 1. The Regional Traffic Engineer has concurred with the selected design speed.

DESIGN CRITERIA

7/30/2010 '2.9

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., Washington, D.C. 20001.

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., Washington, D.C. 20001.

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 Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

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 Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

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., Washington, D.C. 20418.

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.


'M2.7.1.1 7/30/2010

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

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 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 speed. The following are the range of design speeds.

AreaCharacter Terrain

MinimumDesign Speed (km/h)

MaximumDesign Speed � (km/h)

Rural

Level 110

110

Rural

Rolling 110

110

Rural

Mountainous 80

100

Urban

All 80

110

� For consistency with adjacent sections and anticipated off-peak 85th 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.

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E. Grade

Determine maximum from Exhibit M2-2. F. Horizontal Curvature

Determine minimum radius from Exhibit M2-2. 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 emax 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.


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


Determine minimum from NYSDOT Bridge Manual, Section 2.


'M2.7.1.1 7/30/2010



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. M. Structural Capacity

Determine from NYSDOT Bridge Manual, Section 2.

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.

The following levels of service are the criteria for interstates:

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

� Note: In heavily developed sections of metropolitan areas, conditions may necessitate LOS = D

minimum. Scoping and design approval documents should include documentation of the heavily developed metropolitan area conditions.

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

DESIGN CRITERIA

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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 30 m in urban areas and 90 m in rural areas (see Chapter 6 of this manual for more specific details). The interstate highway shall be grade separated at all railroad crossings and selected public crossroads. All at-grade intersections of public highways shall be eliminated. To accomplish this the connecting roads are to be terminated, rerouted, or intercepted by frontage roads.

P. Median Width

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

M2.7.1.2 Other Freeways The design criteria for freeways other than interstates are the same as Section M2.7.1.1 Interstates with the exception that Section M2.7.1.1N Level of Service is not a critical design element. Level of service for other freeways should be included as an Other Design Parameter. When the LOS is not met, it should be addressed as a nonconforming feature per Chapter 5, Section 5.1 of this manual.

DESIGN CRITERIA

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M2.7.2 Arterials

M2.7.2.1 Rural Arterials The design criteria for undivided and divided rural arterials are:

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 M2.6.1 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

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

Determine maximum from Exhibit M2-3.


'M2.7.2.1 7/30/2010


Determine minimum radius from Exhibit M2-3. 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 emax table (Exhibit M2-13 for e max. = 6% or Exhibit M2-14 for e max. = 8%).

G. Superelevation





The minimum horizontal clearance to obstructions (measured from the edge of traveled way) is 3.0 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.


Determine minimum from NYSDOT Bridge Manual, Section 2.


1.5% minimum to 2% maximum. L. Rollover



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M2.7.2.2 Urban Arterials The design criteria for urban arterials are:

A. Design Speed


AreaCharacter

MinimumDesign Speed

MaximumDesign 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


Determine minimum radius from Exhibit M2-4. 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 M2-12 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 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 of Highways and Streets, 2004. Below are the minimum radii at 4% superelevation using this method.

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

30 22 40 47 50 86 60 135 70 203

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. J. Vertical Clearance Determine minimum from NYSDOT Bridge Manual, Section 2.


'M2.7.2.2 7/30/2010

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 - Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low-speed segments 2 3.6 4.2

Turning Lanes - Minimum Desirable

Left and Right, Truck volume � � 2% 3.0 3.6

Left and Right, Truck volume > 2% 3.3 3.6

Two-way left-turn lanes 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

Left shoulder for divided arterials 0 0.3 - 0.6 Right shoulder for bicycling, lateral offset, etc. 2 1.5 -

Right shoulder for breakdowns and turning movements in addition to bicycling, lateral offset, etc. 1.8 3.0

Uncurbed - Refer to Exhibit M2-3 Design Speed (km/h)

Maximum Percent Grade Minimum Stopping Sight Distance (m)

Minimum Radius Curve (m) emax = 4%

Level Rolling Mountainous

50 60 70 80 90 100

8 7 6 6 5 5

9 8 7 7 6 6

11 10 9 9 8 8

65 85 105 130 160 185

86 135 203 280 375 492

Notes: 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 1.2 m minimum shoulder may be used where a wide outside travel lane (3.6 m minimum) or separate provisions (e.g., multiuse path) are provided.

DESIGN CRITERIA

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M2.7.3 Collector Roads and Streets

M2.7.3.1 Rural Collectors The design criteria for rural collectors are:

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 M2.6.1 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.

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


D. Bridge Roadway 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



'M2.7.3.1 7/30/2010


Determine minimum radius from Exhibit M2-5. 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. table (Exhibit M2-13 for e max. = 6% or Exhibit M2-14 for e max. = 8%).

G. Superelevation




I. Horizontal Clearance The minimum horizontal clearance to obstructions (measured from the edge of traveled way) is 3.0 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.







M. Structural Capacity

Determine from the NYSDOT Bridge Manual, Section 2.

N. Pedestrian Accommodations

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


'M2.7.3.2 7/30/2010

M2.7.3.2 Urban Collectors The design criteria for urban collectors are:

A. Design Speed


Minimum Maximum 50 km/h 100 km/h

B. Lane Width


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



Determine minimum radius from Exhibit M2-6. 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 M2-12 for e max = 4% table. The superelevation distribution in this table provides a gradual increase in the unresolved lateral forces on a vehicle 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.

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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 of Highways and Streets, 2004. Below are the minimum radii at 4% superelevation using this method.

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

30 22 40 47 50 86 60 135 70 203


G. Superelevation

4% maximum.




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.




Travel lanes = 1.5% minimum to 2% maximum.

Parking lanes = 1.5% minimum to 5% maximum. L. Rollover


At edge of traveled way = 8% maximum.

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Exhibit M2-6 Design Criteria for Urban Collectors Lanes 1,4 Width (m) Travel Lanes (curbed) - Minimum Desirable

Residential & Commercial 3.0 m 3.6 Industrial areas without severe ROW limitations 3.6 - Industrial areas with severe ROW limitations 3.3 - Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low-speed segments 2 3.6 4.2

Travel Lanes (uncurbed) Refer to Exhibit M2-5 Turning Lanes - Truck volume � 2%

Truck volume > 2% 3.0 3.3

3.6 3.6

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

3.0 3.3

4.8 4.8

Parking Lanes - Commercial / Industrial Residential

2.4 2.1

3.3 2.4

Shoulders 2 Width (m)

Curbed - Minimum Desirable Left shoulder for divided urban collectors 0 0.3 - 0.6 Right shoulder for bicycling, lateral offset, etc. 2 1.5 -

Right shoulder for breakdowns and turning movements in addition to bicycling, lateral offset, etc. 1.8 3.0

Uncurbed Refer to Exhibit M2-5

DesignSpeed(km/h)

Maximum Percent Grade 3 Minimum Stopping Sight Distance (m) Minimum Radius Curve (m)

emax = 4%

Level Rolling Mountainous

50 60 70 80 90 100

9 9 8 7 7 6

11 10 9 8 8 7

12 12 11 10 10 9

65 85 105 130 160 185

86 135 203 280 375 492

Notes: 1. For bridges determine the lane and shoulder width from the NYSDOT Bridge Manual, Section 2. 2. Wide travel lanes may be used on low speed (� 70 km/h) urban collectors. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have the same rights

and responsibilities as motorists except as provided in Sections 1230 - 1236 of the New York State Vehicle and Traffic Law. A 0 to 1.2 m minimum shoulder may be used where a wide outside travel lane (3.6 m minimum) or separate provisions (e.g., multiuse path) are provided.

3. Maximum grades of short length (less than 150 m) and on one-way down grades may be 2% steeper. 4. Routes designated as Qualifying Highways on the national network of Designated Truck Access Highways require 3.6 m travel lanes.


'M2.7.4.1 7/30/2010

M2.7.4 Local Roads and Streets

M2.7.4.1 Local Rural Roads

The design criteria for local rural roads are as follows:

A. Design Speed 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 M2.6.1 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. Range of Design Speeds (km/h)

Type of Terrain

Design Year ADT

Under 50 50 to 250 250 to 400

Over 400 Level

50 – 90 50 – 90 60 – 90

80 – 90

Rolling

30 – 90 50 – 90 50 – 90

60 – 90

Mountainous

30 – 90 30 – 90 30 – 90

50 – 90

B. Lane Width


C. Shoulder Width


D. Bridge Roadway 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


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Determine minimum radius from Exhibit M2-7. 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 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 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 Barrier2.0 m for low-speed (�70 km/h) segments

The greater of the Shoulder width or 1.2 m, except on bridges where the NYSDOT Bridge Manual, Section 2 allows less than 1.2 m.

3.0 m for high-speed (�80 km/h) segments




Travel lanes = 1.5% minimum to 2% maximum.

L. Rollover



M. Structural Capacity

Determine from the NYSDOT Bridge Manual, Section 2.

N. Pedestrian Accommodations

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

DESIGN CRITERIA

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M2.7.4.2 Local Urban Streets

The design criteria for local urban streets are:

A. Design Speed


Minimum Maximum 30 km/h 50 km/h

B. Lane Width


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

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


Determine minimum radius from Exhibit M2-8. 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 M2-12 for e max = 4% table,. 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 3 of AASHTO=s A Policy on Geometric Design of Highways and Streets, 2004.


'M2.7.4.2 7/30/2010

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

Design Speed, km/h Minimum Curve Radius (emax = 4%) (m)

30 22 40 47 50 86


G. Superelevation

4% maximum.




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.




Travel lane = 1.5% minimum to 2% maximum.

Parking lanes = 1.5% minimum to 5% maximum.


'M2.7.4.2 7/30/2010

Exhibit M2-8 Design Criteria for Local Urban Streets Lanes 1 Width (m) Travel Lanes (with curbing) minimum desirable Residential without severe ROW limitations & Commercial

Residential with severe ROW limitations Industrial areas with out severe ROW limitations Industrial areas with severe ROW limitations Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low-speed segments 2

3.0 2.7 3.6 3.3 3.6

3.3 3.0 - -

4.2 Travel Lanes (Without curbing) Refer to Exhibit M2 -7 Turning Lanes - Truck volume � 2%

Truck volume > 2% 2.7 2.7

3.0 3.6

Two-way left-turn lanes 3.0 3.3 Parking Lanes -

Commercial & Industrial Residential

2.4 2.1

3.3 2.4

Shoulder 1 Width (m) Curbed minimum desirable

Left shoulder for divided urban streets 0 0.3 - 0.6 Right shoulder for bicycling, lateral offset, etc. 2 1.5 - Right shoulder for breakdowns and turning movements in addition to bicycling, lateral offset, etc. 1.8 3.0

Uncurbed Refer to Exhibit M2 -7 Grade Maximum Residential Commercial / Industrial

15% 8%

Design Speed

(km/h)Min. Stopping

Sight Distance (m) Minimum Radius Curve (m)

emax= 4% 30 40 50

35 50 65

22 47 86

Note: 1. For bridges, determine the lane and shoulder width from the NYSDOT Bridge Manual, Section 2. 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.


'M2.7.5.2 7/30/2010

B. Lane Width

Determine minimum lane widths from Exhibit M2-9. For one-lane, one-way ramps, Case II, which provides for passing a stalled vehicle, should normally be used.

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



Determine minimum radius from Exhibit M2-10. 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 table (Exhibit M2-13 for e max. = 6% or Exhibit M2-14 for 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.


'M2.7.5.3 7/30/2010

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

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

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

P. Pedestrian Accommodation

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

M2.7.5.3 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.


'M2.7.5.3 7/30/2010

Exhibit M2-10 Design Criteria for Turning Roadways

DesignSpeed(km/h)

Shoulder 1 (m) MaximumPercent Grade

MinimumStopping

SightDistance (m)

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

Left Right 2

emax = 4%3 emax = 6% emax = 8%

15 4 20 30 40 50 60 70 80

1.0 � � � � � � �

2.0 � � � � � � �

8 8 8 7 7 6 5 5

15 20 35 50 65 85 105 130

- 8 22 47 86 135 203 S

- 8 21 43 79 123 184 252

- 7 20 41 73 113 168 229

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

DESIGN CRITERIA

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M2.7.5.4 Turning Roadways - Channelized for At-Grade Intersections Channelized right-turning roadways are sometimes called right-turn slip lanes or right-turn bypass lanes. There are two types of channelized right-turning roadways for at-grade intersections: right-turning roadways with corner islands and free-flowing, right-turning roadways. Further information on these roadways is provided in Chapter 5, Section 5.9.4 of this manual.

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

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

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

B. Free-Flow Turning Roadways

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

� Determine the lane widths from Exhibit M2-9. � Determine the shoulder widths, grade, stopping sight distance, and minimum radii from

Exhibit M2-10. � A maximum superelevation rate of 4% is used for urban areas, 6% for rural areas where

traffic is likely to stop on the turning roadway, and 8% for rural areas where traffic is unlikely to stop on the turning roadway. For superelevation rates on curves with radii above the minimum radius, use Exhibits M2-12, M2-13, or M2-14 for 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 1.8 m.

� The minimum horizontal clearance to obstructions (measured from the edge of traveled way) on the left side is 1.2 m.

� Determine the remaining critical design elements from Section M2.7.5.2.


'M2.7.5.9 7/30/2010

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

2

3

4

5


Chapter 5 - Basic Design (Limited Revisions)

Revision 59

July 30, 2010

07/30/10

Section Changes

5.7.3.4 Changed reference to AASHTO Exhibits 3-51 and 3-52 to Exhibits 3-47 and 3-48.

App. 5C Changed the three headings in Table B23 to say Lane “Entered” rather than Lane “Crossed”.

App. 5C Changed the name of Table C1 to C1-A. Changed the word “Minor” to “Major” in

the title of this table to correspond with 2004 AASHTO Exhibit 9-61.

App. 5C Added Table C1-B entitled Length of Minor Road Leg (in meters) – Case C1 – Crossing Maneuvers at Yield Controlled Approaches; to correspond with 2004 AASHTO Exhibit 9-60.

App. 5C Clarified the three column headings in Table C2 to say “Left Turn - Lanes Crossed”

and “Right Turn - Lane Entered”.

BASIC DESIGN

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5.7.3.4 Widening Along Horizontal Curves Travel lane widening along horizontal curves compensates for vehicle off-tracking, steering difficulty, and lane infringement. The need for travel lane widening is common along relatively sharp horizontal alignments. This need is exacerbated by narrow lane widths, narrow shoulder widths, or the lack of spiral transitions. It applies to both one-way and two-way facilities. It does not apply to turning roadways at intersections or interchanges, which are to be designed using Table 2-9 in Chapter 2 of this manual.

A. Benefits of Widening Along Sharp Horizontal Curves Table 7 in FHWA's Safety Effectiveness of Highway Design Features, Volume II: Alignment, November, 1992, shows that the accident rate can be reduced by 5% to 21% by widening the traveled way along horizontal curves. Widening or providing paved shoulders along a horizontal curve can also result in substantial accident reductions.

B. Design of Widening Along Sharp Horizontal Curves

Refer to Exhibit 3-47 in AASHTO’s A Policy on Geometric Design of Highways and Streets, 2004, for the recommended pavement widening along horizontal curves. The values are based on three traffic conditions and should be modified by Exhibit 3-48 when other traffic conditions will be present. Although paved shoulders provide some compensation when travel lanes are not widened along sharp horizontal curves, the highway should be designed so that vehicles only use the shoulder in emergency situations. When the right of way is severely constrained and paved shoulders are provided, a portion of the paved shoulder width may be subtracted from the above values since drivers can use part of the paved shoulder to increase the offset between passing vehicles. However, if there is frequent truck traffic (>10%), bicycle traffic, or a history of side-swipe, run-off-the-road, head-on, fixed-object, or rollover accidents, the full pavement widening values should be used.

When widening the traveled way, the additional paved width should be added equally to both sides of the curve along spiraled curves, as shown in Exhibit 5-16, and to the inside edge of the curve for curves without spiral transitions, as shown in Exhibit 5-17. The pavement structure of the traveled way widening should be designed to meet the rigors of the additional vehicular traffic. Since the traveled way widening is often directly over the shoulder, the existing shoulder may require removal and replacement with the appropriate course(s) where the shoulder is severely deteriorated, unpaved, or inadequate to handle the projected traffic.

As shown in Exhibits 5-16 and 5-17, the centerline markings should be placed along the centerline of the final, surfaced roadway. The edge striping should be located so that the normal shoulder width, from the tangent or unwidened curved sections, are maintained along the curve to permit use of the shoulder by bicyclists, pedestrians, and stopped vehicles.

APPENDIX 5C

July 30, 2010

5C-2 A P P E N D I X 5 C INTERSECTION SIGHT DISTANCE CHARTS

Table B1 Design Intersection Sight Distance (in meters) - Case B1 - Left Turn From Stop Design speed

Passenger Car Lanes Crossed

Single-Unit Truck Lanes Crossed

Combination Truck Lanes Crossed

(km/h) 1 2 3 1 2 3 1 2 3 20 45 45 50 55 60 65 65 70 75 30 65 70 75 80 90 95 100 105 110 40 85 90 100 110 115 125 130 140 145 50 105 115 120 135 145 155 160 170 180 60 130 135 145 160 175 185 195 205 220 70 150 160 170 185 200 215 225 240 255 80 170 180 190 215 230 245 260 275 290 90 190 205 215 240 260 275 290 310 325 100 210 225 240 265 285 305 320 340 360 110 230 250 265 295 315 335 355 375 395 120 255 270 285 320 345 365 385 410 435 130 275 290 310 345 370 395 420 445 470

Table B23 Design Intersection Sight Distance (in meters) - Case B2 - Right Turn From Stop and - Case B3 - Crossing Maneuver

Design speed

Passenger Car Case B2-- Lane Entered

Case B3 – Lanes Crossed

Single-Unit Truck Case B2-- Lane Entered


Combination Truck Case B2-- Lane Entered


(km/h) 1 2 3 1 2 3 1 2 3 20 40 40 45 50 55 60 60 65 75 30 55 60 65 75 80 85 90 95 110 40 75 80 85 95 105 115 120 125 145 50 95 100 105 120 130 140 150 160 180 60 110 120 130 145 155 170 180 190 220 70 130 140 150 170 180 195 205 220 255 80 145 160 170 190 205 225 235 250 290 90 165 180 190 215 235 250 265 285 325

100 185 195 210 240 260 280 295 315 360 110 200 215 230 260 285 305 325 345 395 120 220 235 255 285 310 335 355 375 435 130 235 255 275 310 335 360 380 405 470

07/30/10

APPENDIX 5C 5C‐3 INTERSECTION SIGHT DISTANCE CHARTS

7/30/10

Table C1‐A Length of Sight Triangle Leg Along Major Road‐Case C1‐Crossing Maneuver at Yield Controlled Intersections

Major road design speed

(km/h)

Passenger car

Minor‐road design speed (km/h)

20 30‐80 90 100 110 120 130

Design Values (m)20 40 40 40 40 45 45 4530 60 55 60 60 65 65 70

40 80 75 80 80 85 90 90

50 100 95 95 100 105 110 115

60 120 110 115 120 125 130 135

70 140 130 135 140 145 150 160

80 160 145 155 160 165 175 180

90 180 165 175 180 190 195 205

100 200 185 190 200 210 215 225

110 220 200 210 220 230 240 245

120 240 220 230 240 250 260 270

130 260 235 250 260 270 280 290


(km/h)

Single unit truck


20 30‐80 90 100 110 120 130

Design Values (m)20 50 40 40 45 45 45 5030 70 55 60 65 65 70 70

40 95 75 80 85 85 90 95

50 115 95 100 105 110 110 115

60 140 110 120 125 130 135 140

70 160 130 140 145 150 155 160

80 185 150 160 165 170 175 185

90 205 165 175 185 190 200 205

100 230 185 195 205 215 220 230

110 250 205 215 225 235 240 250

120 275 220 235 245 255 265 275

130 295 240 255 265 275 285 295


(km/h)

Combination truck


20 30‐80 90 100 110 120 130

Design Values (m)20 70 50 45 45 50 50 5030 105 70 70 70 70 75 75

40 135 95 90 90 95 95 100

50 170 115 110 115 120 120 125

60 205 140 135 135 140 145 150

70 235 160 155 160 165 165 175

80 270 185 180 180 185 190 195

90 305 205 200 205 210 215 220

100 340 230 220 225 235 240 245

110 370 250 245 250 255 260 270

120 405 275 265 270 280 285 295

130 440 300 285 295 305 310 320

Note: For minor‐road approach grades that exceed 3%, multiply the design value by the appropriate adjustment factor from Table G.

5C‐4 APPENDIX 5C INTERSECTION SIGHT DISTANCE CHARTS

7/30/10

Table C1‐B Length of Minor Road Leg (in meters) ‐ Case C1 ‐ Crossing Maneuvers from Yield Controlled Approaches

Design Speed 20 30 40 50 60 70 80 90 100 110 120 130

(km/h) Length of Leg 20 30 40 55 65 80 100 115 135 155 180 205

(m)

Notes: Values shown are for a passenger car crossing a two‐lane highway with no median and grades 3 percent or less. For minor‐road approach grades that exceed 3 percent, multiply the distance by the appropriate adjustment factor from Table G. Table C2 Design Intersection Sight Distance (in meters) ‐ Case C2 ‐ Left or Right Turn at Yield

Controlled Intersections Design speed

(km/h) Passenger Car Single‐Unit Truck Combination Truck

Left Turn ‐ Lanes Crossed(Right Turn ‐ Lane Entered)



1 2 3 1 2 3 1 2 320 45 50 55 60 60 65 70 75 7530 70 75 80 85 90 100 105 110 11540 90 95 105 115 120 130 135 145 15050 115 120 130 140 150 160 170 180 19060 135 145 155 170 180 195 205 215 22570 160 170 180 195 210 225 235 250 26580 180 190 205 225 240 255 265 285 30090 205 215 230 255 270 290 305 320 340100 225 240 255 280 300 320 335 355 375110 245 260 280 310 330 350 370 390 410120 270 285 305 335 360 385 405 425 450130 290 310 330 365 390 420 435 460 485

Table F Design Intersection Sight Distance (in meters) ‐ Case F ‐ Left Turns at From the Major Road Design speed

(km/h) Passenger Car Single‐Unit Truck Combination Truck

Lanes Crossed Lanes Crossed Lanes Crossed

1 2 3 1 2 3 1 2 320 35 35 40 40 45 45 45 50 5030 50 55 55 55 65 70 65 70 7540 65 70 75 75 85 90 85 95 10050 80 85 95 95 105 110 105 115 12560 95 105 110 110 125 135 130 140 15070 110 120 130 130 145 155 150 160 17580 125 135 145 145 165 180 170 185 20090 140 155 165 165 185 200 190 210 225100 155 170 185 185 205 220 210 230 250110 170 185 200 200 225 245 230 255 275120 185 205 220 220 245 265 255 275 300130 200 220 235 235 265 290 275 300 325


Chapter 7 - Resurfacing, Restoration

And Rehabilitation (1R, 2R & 3R)

(Limited Revisions)

Revision 59

July 30, 2010

7/30/2010

Section Changes Exhibit 7-3 Under CAPACITY SCREENING, changed the value under Through

Capacity from 3.3 m to 11 ft. Exhibit 7-3 Under CAPACITY SCREENING, changed references under Intersection

Capacity from 7.5.3.1 B and 7.5.3.2 B to 7.5.2.1 B and 7.5.2.2 B respectively.

Exhibit 7-3 Under GEOMETRIC DESIGN CRITERIA SCREENING, changed reference

from 7.5.3 to 7.5.2. 7.5.2, 7.6.3 Changed “other controlling design criteria” to “other design criteria”. 7.6 Changed the value from 50 mm to 2 in. Exhibit 7-11 Changed the value in Note 7 from 40 km/h to 25 mph.

RESURFACING, RESTORATION, & REHABILITATION 7-13

7/30/2010 §7.5.1

Exhibit 7-3 Non Freeway 3R Screening/Scoping Checklist (Page 1 of 2)

PIN: � 1. FUNCTIONAL CLASSIFICATION � Highway is not classified as an Interstate or other freeway as defined by Chapter 2, Section

2.4.

2. PAVEMENT TREATMENT SCREENING - • No full-depth replacement of pavement except in localized areas (i.e., must be 0.6 miles or

less of continuous reconstruction and less than 25% of the project length). • At a minimum, shoulders, if any, must be restored to a satisfactory condition and be flush with

the edge of traveled way. • Pavement treatments are to be designed to a minimum expected service life (ESL) of 10 years

and desirably 15 to 20 years. ESL's of 5 to 9 years are non-conforming features that require an explanation.

3. CAPACITY SCREENING - Through Capacity - A Level of Service (LOS) analysis is performed in accordance with HDM §5.2 Note: secondary data may be used if approved by the RPPM. The ETC+10 LOS will be at least “D” or, the design approval documents that the RPPM or Regional Traffic Engineer does not anticipate capacity improvements within ten years.” • Additional through travel lanes cannot be created/constructed. This includes restriping an

existing 4- lane highway to 6 lanes, with or without widening the existing pavement. • Intermittent climbing and passing lanes are allowed. • New or existing Two-Way Left-Turn Lanes are to be a minimum of 11 ft. wide with minimal

reconstruction work (e.g., through restriping, minor widening, changing a 4 lane road to a 3 lane road).

NOTE: Additional through travel lanes substantially change the operating characteristics of the highway and violate the basic premise of the non-freeway 3R standards. Additionally, added travel lanes may create safety and operational problems, not only for the project segment, but at other locations within the highway system. Significant social, economic, and environmental concerns may also result from increasing the number of travel lanes. Intersection Capacity - Intersections with observed operational or safety problems due to lack of turn lane or insufficient length of turn lane are analyzed in accordance with HDM §5.2. Note: secondary data may be used if approved by the RPPM or Regional Traffic Engineer. • New turn lanes needed at intersections (signalized and unsignalized) are to: • Meet the length required by HDM §5.9.8.2 or include an explanation for non-

conforming lengths in the design approval document per HDM §5.1. • Meet the width requirement in 7.5.2.1 B for rural highways or 7.5.2.2 B for urban

highways. • Meet the air quality requirements of Environmental Procedure Manual (EPM) §1.1.

• New, longer, and/or wider auxiliary lanes through an intersection with minimal reconstruction work.

4. GEOMETRIC DESIGN CRITERIA SCREENING -• Non-freeway 3R standards in HDM §7.5.2 • All non-standard geometric features are justified in accordance with HDM §2.8. • Non-conforming features (HDM §5.1) are listed in the design approval document with an

explanation, as necessary.

7-26 RESURFACING, RESTORATION, & REHABILITATION

§7.6.2 7/30/2010

7.6 FREEWAY 3R PROJECTS There are no separate standards for freeway 3R projects. The standards for 3R projects on interstates and other freeways are the same as those that apply to new and reconstruction projects, except as specifically noted in Section 7.6.3 of this chapter. Consequently, the requirements and guidance in this section apply to all interstate and other multilane freeway 3R projects regardless of funding. Unless specifically modified by this chapter, all other Department policies, procedures, standards, rules, regulations and guidance must be followed as appropriate. A freeway resurfacing project must follow these freeway 3R requirements if the minimum overall thickness of truing and leveling plus the single course overlay exceeds 2 in, or the project proposes multiple overlays. 7.6.1 Definition of Freeway Resurfacing, Restoration & Rehabilitation (3R) 7.6.1.1 Definition of the Term Freeway 3R For the purposes of this chapter, the term freeway 3R applies to interstates and other freeways, expressways and multi-lane divided parkways. The following definitions are based on Chapter 2, Section 2.4.1:

1. Interstate highways are highways on the Interstate Highway System. Generally, they are interregional, high speed, divided, high volume facilities with complete control of access. All interstates in New York State are freeways.

2. Freeways are local, intraregional and interregional high speed, divided, high

volume facilities with complete control of access. Historically, most freeways have been classified as principal arterials.

3. Expressways are divided highways for through traffic with full or partial control of

access and generally with grade separations at major crossroads. 7.6.1.2 Freeway 3R Project Scope of Work Freeway 3R projects are designed to extend the operational and service life, and to enhance the safety of an existing freeway. Since the standards for 3R projects on interstates and other freeways are the same as those that apply to new and reconstruction projects, except as specifically noted in Section 7.6.3 of this chapter, there are almost no limitations on the type of work that can be accomplished. All work is allowable except the extensive replacement of existing pavement (reconstruction of 0.6 miles or more or more than 25% of the project length) or the addition of new travel lanes. Projects with extensive full depth pavement replacement or the addition of new travel lanes can not be classified as 3R type projects and shall follow the criteria in Chapter 2, Section 2.7 for new or reconstruction projects. The general philosophy to follow when developing a freeway 3R project is to treat interstates and other freeways as what they are, our most important highway system. Consequently, extra effort should be exercised to maintain, restore, or improve them with particular emphasis placed on improving safety and operations.

RESURFACING, RESTORATION, & REHABILITATION 7-31 7

7/30/2010 §7.6.3.2

Exhibit 7-11 Ramp Critical Design Elements Based on "Standards of the Day"3,5

Editions of AASHTO's "Green Book" & AASHO's "Blue Book"6

2001 1990 &1984 1965 1954

Versions of the AASHO & AASHTO "A Policy on Design Standards - Interstate System"

1991

1991 & 1967

1967 &

1965

1963 &

1956

Ramp Design Speed4 - Ramp Design Speed7

Ramp Design Speed7

Ramp Design Speed

Ramp Design Speed

Mainline Design Speed

50 mph 55 mph

60 mph 65 mph 70 mph 75 mph

25 mph 30 mph 30 mph 30 mph 35 mph

-

25 mph -

30 mph 30 mph 35 mph

-

25 mph -


25 mph -

30 mph -

30 mph -

Grade - 25 mph 30 mph 35 mph 40 mph

45 mph 50 mph

7.0% 7.0%

- 6.0% 5.0% 5.0%

7.0% 7.0% 6.0% 6.0% 5.0% 5.0%

7.0% 7.0% 6.0% 6.0% 5.0% 5.0%

7.0% 7.0% 6.0% 6.0% 5.0% 5.0%

Minimum Radii at emax1,2 - 25 mph 30 mph 35 mph 40 mph 45 mph 50 mph

6.0% 8.0% 144 ft 134 ft 230 ft 214 ft 340 ft 310 ft 485 ft 444 ft 660 ft 500 ft 835 ft 760 ft




SSD2 - 25 mph 30 mph


155 ft 200 ft 250 ft 305 ft 360 ft 425 ft

150 ft 200 ft 225 ft 275 ft 325 ft 400 ft

160 ft 200 ft 240 ft 275 ft

- 350 ft

160 ft 200 ft 240 ft 275 ft

- 350 ft

Notes 1. For curves with radii larger than the minimum radius, use Chapter 2, Exhibits 2-13 and 2-14 to determine the

superelevation rate. 2. To avoid technical discrepancies, metric radii and stopping sight distances are soft converted from US

Customary values and rounded to the nearest meter.3. "Standards of the day" refers to the standards in effect at the time of original construction or inclusion in the

interstate system and only applies to existing features. 4. Ramp design speed is based on mainline design speed. Therefore, the design criteria must be consistent with

the current mainline design speed. 5. Ramp critical design elements not listed in this Exhibit shall be determined from Chapter 2, Section 2.7.5.2 and

Section 7.6.3.2 of this chapter.6. "Green Book" and “Blue Book" refer to the AASHTO and AASHO Policies referenced in Section 7.9 of this

Chapter. 7. For loop ramps, a 25 mph design speed may be used based on Chapter 2 of this manual and the 1984 through

2004 AASHTO “Green Books”.


Chapter 8 HIGHWAY DRAINAGE (Limited Revisions)

Revision 59

July 30, 2010

7/30/10

Section Change

8.3.2.4 Added the 3.28 constant to the US Customary formula for the velocity of concentrated flow.

Table 8-4 Changed capital “K” to small “k”. 8.6.2.4 Changed title of section to "Engineering and Economic Analysis", consistent with EI 08-003.

8.7.4.4.C Changed puddle depth value from 4 inches to 0.5 inches.

HIGHWAY DRAINAGE

7/30/10 §8.3.2.4

8-25

The velocity of shallow concentrated flow can be estimated by using the following equation:

V = 3.28k S 0.5 where

V = velocity in (ft/s) k = Value from Table 8-4 S = slope (percent)

The value of k is a function of the land cover as shown in Table 8-4.

Table 8-4 k Values for Various Land Covers and Flow Regimes

k Land cover/flow regime

0.076 Forest with heavy ground litter; hay meadow/overland flow

0.152 Trash fallow or minimum tillage cultivation;contour or strip cropped; woodland/overlandflow

0.213 Short grass pasture/overland flow

0.274 Cultivated straight row/overland flow

0.305 Nearly bare and untilled/overland flow

0.457 Grassed waterway/shallow concentrated flow

0.491 Unpaved/shallow concentrated flow

0.619 Paved area/shallow concentrated flow; smalupland gullies

Manning's equation, provided in Section 8.4.1.1, can be used to determine flow velocities in pipes and open channels.

3. Area. This is the drainage area contributing flow to the drainage feature under

evaluation.

HIGHWAY DRAINAGE

7/30/10 §8.6.2.4

8-52

8.6.2.4 Engineering and Economic Analysis Materials shall be specified which satisfy engineering requirements at the lowest overall cost. This cost should include all expenses necessary to install and maintain the pipe throughout the life of the highway. The installation cost includes not only the pipe itself but the pipe excavation, backfill, labor, and any other special features. Generally, the design with the least installation cost is the first choice. Occasionally, however, there may be other quantifiable lifetime factors which negate the initial savings. These can include maintenance costs which occur on a regular predictable basis or specific material features which offer additional resistance to corrosion, silting, sliding or rupture. A discussion on cost analysis and justification of the final design should be included in the Drainage Report.

Note: In the absence of firm cost data and without an engineering reason dictating the choice of one pipe material, an optional specification should be used. Special specifications are available to specify alternate culvert materials for side drains (driveways and ditch crossings) and cross drains (culverts under gravel or dirt roads) not installed under high type pavement (603.85xxxx15, 603.86xxxx15, 603.87xxxx15). Under the optional items, the designer selects the size and shape of the pipe and the contractor picks the material based on the specification. Therefore, pipes should be sized based on the hydraulically least efficient material.

8.6.3 Culvert Design - Overview Culvert design should proceed in accordance with the following sequence of steps:

1. An initial pipe material, shape, and size should be selected which are consistent with

the criteria stated in Sections 8.6.1 and 8.6.2.

2. The headwater depth should be calculated based on inlet, and outlet control – the greater of the two values is the controlling headwater. (Section 8.6.3.1 discusses the factors which influence inlet and outlet control.) The controlling headwater elevation should be compared with the allowable headwater criteria stated in Section 8.6.1.1. If the controlling headwater is greater than the allowable headwater, a larger size pipe or a different culvert configuration shall be designed and analyzed.

3. The outlet velocity should be calculated to determine the need for scour protection,

channel protection, or an energy dissipator.

HIGHWAY DRAINAGE 7

7/30/10 §8.7.4.4

8-74

B. Inlets in Sag Locations

When a sag vertical curve in a curbed section connects a negative grade with a positive grade, inlets should be placed with one at the low point and one at each side of this point. The inlets at each side are known as flankers. The purpose of the flanking inlets is to act in relief of the inlet at the low point if it should become clogged or if the design spread is exceeded. Flanking inlets should be located so that they will function before water spread exceeds the spread criteria provided in Section C below for inlets on grade.

C. Inlet Spacing on Continuous Grades

Spread is the criterion used for locating inlets between those required by geometric or other controls. Spread and puddle depth criteria are established to protect the traveling public. Spread should not encroach beyond one half the width of the right most travel lane for all functional classifications of highways except for Interstates and other freeways with shoulders. Spread should be limited to the shoulder of Interstates and other freeways. Puddle depth should be 0.5 inches less than the curb height regardless of functional classification.

The following should be considered regarding the spread criteria. Spread should be increased or decreased as deemed necessary:

1. Gutter flow can utilize the full parking lane or shoulder width because these typical

section elements are outside the travel lane. 2. The half lane flooding criteria can be very restrictive when the typical section does

not include parking lanes or shoulders. Highways without parking lanes or shoulders have inherent traffic constraints. Consideration should be given to the effects of half lane flooding relative to inlet spacing and drainage system cost.

3. Highways with a design speed greater than 40 mph will have a higher potential for hydroplaning if travel lanes are covered with water.

When the spread criteria is exceeded, it should be noted and explained in the Drainage Report.

Inlet spacing necessary to meet the spread and puddle depth criteria should not be misused. These are maximum flooding criteria and when used in an average parking lane or wide shoulder could result in considerable by-pass. A design which allows considerable by-pass upstream should not result in the need to place numerous inlets near the low point to intercept the remaining stormwater.

The interception capacity of the upstream inlet will define the initial spread. As flow is contributed to the gutter section in the downstream direction, spread increases. The next downstream inlet is located at the point where spread in the gutter reaches the design spread, or a value less than the design spread to control the amount of water flowing to the sag. Therefore, the spacing of inlets on a continuous grade is a function of the amount of upstream bypass flow, the tributary drainage area, and the gutter geometry.


Chapter 8 HIGHWAY DRAINAGE

Revision 59- Metric (Limited Revision)

July 30, 2010

7/30/10

Section Change Table 8-4 Changed capital “K” to small “k”.

8.7.4.4.C Changed puddle depth value from 100 mm to 10 mm. 8.6.2.4 Changed section title to "Engineering and Economic Analysis", consistent with EI 08-003.

HIGHWAY DRAINAGE

10/22/09 §8.3.2.4

8-25

The velocity of shallow concentrated flow can be estimated using by using the following equation:

V = k S 0.5 where

V = velocity in (m/s) k = Value from Table 8-4 S = slope (percent)

The value of k is a function of the land cover as shown in Table 8-4.

Table 8-4 k Values for Various Land Covers and Flow Regimes

k Land cover/flow regime

0.076 Forest with heavy ground litter; hay meadow/overland flow

0.152 Trash fallow or minimum tillage cultivation;contour or strip cropped; woodland/overlandflow

0.213 Short grass pasture/overland flow

0.274 Cultivated straight row/overland flow

0.305 Nearly bare and untilled/overland flow

0.457 Grassed waterway/shallow concentrated flow

0.491 Unpaved/shallow concentrated flow

0.619 Paved area/shallow concentrated flow; smalupland gullies

Manning's equation, provided in Section 8.4.1.1, can be used to determine flow velocities in pipes and open channels.

3. Area. This is the drainage area contributing flow to the drainage feature under

evaluation.

HIGHWAY DRAINAGE

7/30/10 §8.6.2.4

8-52

8.6.2.4 Engineering and Economic Analysis Materials shall be specified which satisfy engineering requirements at the lowest overall cost. This cost should include all expenses necessary to install and maintain the pipe throughout the life of the highway. The installation cost includes not only the pipe itself but the pipe excavation, backfill, labor, and any other special features. Generally, the design with the least installation cost is the first choice. Occasionally, however, there may be other quantifiable lifetime factors which negate the initial savings. These can include maintenance costs which occur on a regular predictable basis or specific material features which offer additional resistance to corrosion, silting, sliding or rupture. A discussion on cost analysis and justification of the final design should be included in the Drainage Report.

Note: In the absence of firm cost data and without an engineering reason dictating the choice of one pipe material, an optional specification should be used. Special specifications are available to specify alternate culvert materials for side drains (driveways and ditch crossings) and cross drains (culverts under gravel or dirt roads) not installed under high type pavement (603.85xxxx15, 603.86xxxx15, 603.87xxxx15). Under the optional items, the designer selects the size and shape of the pipe and the contractor picks the material based on the specification. Therefore, pipes should be sized based on the hydraulically least efficient material.

8.6.3 Culvert Design - Overview Culvert design should proceed in accordance with the following sequence of steps:

1. An initial pipe material, shape, and size should be selected which are consistent with

the criteria stated in Sections 8.6.1 and 8.6.2.

2. The headwater depth should be calculated based on inlet, and outlet control – the greater of the two values is the controlling headwater. (Section 8.6.3.1 discusses the factors which influence inlet and outlet control.) The controlling headwater elevation should be compared with the allowable headwater criteria stated in Section 8.6.1.1. If the controlling headwater is greater than the allowable headwater, a larger size pipe or a different culvert configuration shall be designed and analyzed.

3. The outlet velocity should be calculated to determine the need for scour protection,

channel protection, or an energy dissipator.

HIGHWAY DRAINAGE

7/30/10 §8.7.4.4

8-74

B. Inlets in Sag Locations

When a sag vertical curve in a curbed section connects a negative grade with a positive grade, inlets should be placed with one at the low point and one at each side of this point. The inlets at each side are known as flankers. The purpose of the flanking inlets is to act in relief of the inlet at the low point if it should become clogged or if the design spread is exceeded. Flanking inlets should be located so that they will function before water spread exceeds the spread criteria provided in Section C below for inlets on grade.

C. Inlet Spacing on Continuous Grades

Spread is the criterion used for locating inlets between those required by geometric or other controls. Spread and puddle depth criteria are established to protect the traveling public. Spread should not encroach beyond one half the width of the right most travel lane for all functional classifications of highways except for Interstates and other freeways with shoulders. Spread should be limited to the shoulder of Interstates and other freeways. Puddle depth should be 10 mm less than the curb height regardless of functional classification.

The following should be considered regarding the spread criteria. Spread should be increased or decreased as deemed necessary:

1. Gutter flow can utilize the full parking lane or shoulder width because these typical

section elements are outside the travel lane. 2. The half lane flooding criteria can be very restrictive when the typical section does

not include parking lanes or shoulders. Highways without parking lanes or shoulders have inherent traffic constraints. Consideration should be given to the effects of half lane flooding relative to inlet spacing and drainage system cost.

3. Highways with a design speed greater than 65 km/h will have a higher potential for hydroplaning if travel lanes are covered with water.

When the spread criteria is exceeded, it should be noted and explained in the Drainage Report.

Inlet spacing necessary to meet the spread and puddle depth criteria should not be misused. These are maximum flooding criteria and when used in an average parking lane or wide shoulder could result in considerable by-pass. A design which allows considerable by-pass upstream should not result in the need to place numerous inlets near the low point to intercept the remaining stormwater.

The interception capacity of the upstream inlet will define the initial spread. As flow is contributed to the gutter section in the downstream direction, spread increases. The next downstream inlet is located at the point where spread in the gutter reaches the design spread, or a value less than the design spread to control the amount of water flowing to the sag. Therefore, the spacing of inlets on a continuous grade is a function of the amount of upstream bypass flow, the tributary drainage area, and the gutter geometry.


REVISION 59

CHAPTER 19: REINFORCED CONCRETE BOXCULVERTS AND SIMILAR STRUCTURES

(Limited Revisions)

JULY 30, 2010

Section Changes 19.4.4 Changed reference from Chapter 20 of the HDM to Chapter 9 of the HDM. 19.4.4 Changed reference from Section 11.4 of the Bridge Manual to Section

11.5.3 of the Bridge Manual.

19-8 REINFORCED CONCRETE BOX CULVERTS AND SIMILAR STRUCTURES

§19.4.4 7/30/10

select granular material or crushed stone. Concrete culverts are rigid frames and do not perform well when subjected to differential settlement due to a redistribution of moments. If differential settlement cannot be avoided, a concrete culvert should not be used. All precast concrete box culverts should have a designed undercut and backfill. The Regional Geotechnical Engineer or the Geotechnical Engineering Bureau should be consulted to determine the depth of the undercut and type of backfill material required. The current BD-CBx sheets show recommended foundation treatments. A concrete box culvert can be considered if settlement is expected and the foundation material is fairly uniform. However, the culvert should be designed to accommodate additional dead load due to subsequent wearing surface(s) which may be needed to accommodate the settlement of the box. The Geotechnical Engineering Bureau can provide an anticipated settlement amount. If the foundation material is extremely poor and it is desirable to limit settlement, the problem should be referred to the Regional Geotechnical Engineer or the Geotechnical Engineering Bureau to determine the best course of action. A typical remedy might be removal of unsuitable or unstable material and replacement with suitable material. 19.4.3 Precast Frames, Arch-Topped Units, and Arches When a bridge-size, three-sided structure is selected for a site, there are several types that may meet the project specifications. The designer must decide which specific type of unit would best fit that particular application and use those vertical and horizontal reactions for design of the foundations. The designer may contact known fabricators for design reactions. If no specific type of unit is determined as most appropriate, a conservative estimate of the design reactions of all types should be used. The following note shall be included on the final contract plans: THE ASSUMED VERTICAL REACTION IS _____ kN/m. THE ASSUMED HORIZONTAL REACTION IS _____ kN/m. THE CONTRACTOR MUST SUBMIT A REVISED FOUNDATION DESIGN TO THE ENGINEER IN CHARGE IF THE ACTUAL LOADS OF THE SUPPLIED STRUCTURE EXCEED THESE ASSUMED VALUES. THE REVISED DESIGN SHALL BE SUBMITTED AT THE SAME TIME THE DESIGN CALCULATIONS FOR THE THREE-SIDED STRUCTURE ARE SUBMITTED FOR APPROVAL. 19.4.4 Wingwalls A wingwall is a retaining wall placed adjacent to a culvert to retain fill and to a lesser extent direct water. Wingwalls may be cast-in-place or precast. Wingwall/retaining wall design information is provided in Chapter 9 of this Manual and Section 11.5.3 of the Bridge Manual. Wingwall design is not included in this Chapter. Computer programs available for cast-in-place wall design are BRADD2 and WALLRUN. Computer programs (C-WALL and BINWALL) are in the development stages for precast cantilever and bin type walls. If design assistance is required, contact the Regional Structures Engineer or the Structures Design

rev 59 HDM Ch 2 eb 10-035 errata · §2.7.2.2 7/30/2010 2.7.2.2 Urban Arterials The design criteria...

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