GDHS 6 Errata

Michael W. Hancock, P.E.
, President
Secretary, Kentucky Transportation Cabinet
Bud Wright, Executive Director
444 North Capitol Street NW, Suite 249
,
Washington, DC 20001

(202) 624-5800 Fax: (202) 624-5806

transportation.org

centennial.transportation.org

ERRATA for
A Policy on Geometric Design of Highways and Streets

November 2013
Dear Customer:
Recently, we were made aware of some technical revisions that need to be applied to the 2011 A Policy
on Geometric Design of Highways and Streets, 6th Edition.
Please replace the existing text with the corrected text to ensure that your edition is both accurate and
current.
In addition to the technical corrections, two unfortunate errors occurred in the front matter of the Green
Book. First, Reza Amini, Geometric Design Engineer for the Oklahoma Department of Transportation,
was inadvertently omitted from the Technical Committee on Geometric Design. Mr. Amini has served
on the technical committee from 2001 until the present and was the primary author of Chapter 2.
AASHTO definitely wishes to recognize his technical expertise and the dedication he has shown over
the years. The voluntary services he has provided help make the Green Book the model of excellence
that it is today. AASHTO staff apologizes profusely for this oversight and deeply appreciates his
understanding in this matter.
Secondly, the name of one representative from Kansas to the Highway Subcommittee on Design was
unfortunately misspelled as Robert Lacy. The correct spelling is Rodney Dean Lacy. Again, we
apologize and appreciate Mr. Lacys understanding in this matter.
AASHTO staff sincerely apologizes for any inconvenience to our readers.
Additional copies of this erratum can be downloaded from AASHTOs online bookstore at
http://downloads.transportation.org/GDHS-6-Errata.pdf

2013 by the American Association of State Highway and Transportation Officials.
All rights reserved. Duplication is a violation of applicable law.
GDHS-6-E1November 2013*

Page Existing Text Corrected Text
Chapter 2

2-13 Two dimensions of the Intercity Bus (BUS-12
[BUS-40]) in Figure 2-4 were rounded up
to the tenth decimal in the U.S. Customary
unit measurements. For the sake of accuracy,
the current measurements of 7.09 m [23.3 ft])
and 1.93 m [6.3 ft] should be changed to
7.09 m [23.25 ft]) and 1.93 m [6.25 ft],
respectively.
Please substitute page 2-13 with the
attached page that includes the revised
figure.
2-14 The dimensions for the back overhang of the
Intercity Bus (BUS-14 [BUS-45]) in Figure 2-5
are incorrect. The current measurement of the
back overhang (2.12 m [7.0 ft]) should be
changed to 2.67 m [8.8 ft].
figure.
2-25 All double-trailer combination design vehicles
(WB-30D [WB-67D]) depicted in Figure 2-16
should be 5-axle trucks.
figure.
2-28 All turnpike-double combination design
vehicles (WB-33D [WB-109D]) depicted in
Figure 2-19 should be 9-axle trucks.
figure.
2-35 In Figure 2-25, the legends in both the SI and
the U.S. Customary unit graphs list the
Minimum Braking Distance as X = Wet
Pavement and Y = Dry Pavement.
These representations should be reversed so
that X = Dry Pavement and Y = Wet
Pavement.
Chapter 3

3-7 For the 70 km/h design speed in Table 3-3, the
Decision Sight Distance for Maneuver B is
listed as 325 m.
Please change 325 m to 235 m.
3-12 Item 4 refers to a PC design vehicle. Please change PC design vehicle to
P design vehicle.
3-86 The second paragraph on page 3-86 refers to
for tangent lane widths, W
n
.
Please change tangent lane widths to
tangent two-lane traveled way widths.
3-87 Figure 3-17 should be updated. Please substitute page 3-87 with the
figure.

3-88 Figure 3-18 should be updated. Please substitute page 3-88 with the
figure.
3-92 The second sentence of the final paragraph on
page 3-92 begins The differences in track
widths of the SU, WB-12, WB-19, WB-20,
WB-20D, WB-30T, and WB-33D [SU, WB-40,
WB-62, WB-67, WB-67D, WB-100T, and
WB-109D] design trucks are substantial for the
sharp curves associated with . . .

Please change this sentence to read The
differences in track widths of the SU-9,
SU-12, WB-12, WB-19, WB-20, WB-20D,
WB-28D, WB-30T, and WB-33D [SU-30,
SU-40, WB-40, WB-62, WB-67, WB-67D,
WB-92D, WB-100T, and WB-109D]
design trucks are substantial for the sharp
curves associated with . . .
3-94 The first note under Table 3-26b references the
metric WB-19 design vehicle.
Please change this reference to the U.S.
Customary design vehicle WB-62.
3-96 In the Radius of Curve column, the 2
nd
row
value is listed as 25000.
Please change 25000 to 2500.
3-99 The final sentence in the section about Case II
begins Case I widths for these longer vehicles,
including the WB-19, WB-20, WB-30T, and
WB-33D [WB-62, WB-65, WB-100T, and WB-
109D] design vehicles, may . . .

Please change this sentence to read Case I
widths for these longer vehicles, including
the WB-19, WB-20, WB-20D, WB-28D,
WB-30T, and WB-33D [WB-62, WB-67,
WB-67D, WB-92D, WB-100T, and WB-
109D] design vehicles, may . . .
3-103 Bottom section of Table 3-29

For clarification, add a row below
Application of Modification for Edge
Conditions with the headings Case I,
Case II, and Case III in columns 2, 3,
and 4, respectively; repeat in columns 6,
7, and 8 respectively.
3-114 The final paragraph on page 3-114 reads
The effect of rate and length of grade on the
speed of a typical heavy truck is shown in
Figures 3-24 and 3-25. From Figure 3-24 it
can be determined how far a truck, starting
its climb from any speed up to approximately
120 km/h [70 mph], travels up various grades
or combinations of grades before a certain or
uniform speed is reached. For instance, with
an entering speed of approximately 110 km/h
[70 mph], the truck travels about 950 m
[2,700 ft] up a 6 percent grade before its
speed is reduced to 60 km/h [35 mph]. If the
entering speed is 60 km/h [35 mph], the speed
at the end of a 300-m [1,000-ft] climb is about

Please change this paragraph to read
The effect of rate and length of grade on
the speed of a typical heavy truck is
shown in Figures 3-24 and 3-25. From
Figure 3-24 it can be determined how far
a truck, starting its climb from any speed
up to approximately 110 km/h [70 mph],
travels up various grades or
combinations of grades before a certain
or uniform speed is reached. For
instance, with an entering speed of
approximately 110 km/h [70 mph], the
truck travels about 750 m [2,700 ft] up a
6 percent grade before its speed is
reduced to 60 km/h [35 mph]. If the

43 km/h [26 mph]. This is determined by
starting on the curve for a 6 percent grade
corresponding to 60 km/h [35 mph] for which
the distance is 750 m [2,500 ft], and
proceeding along it to the point where the
distance is 300 m [1,000 ft] more, or 1050 m
[3,500 ft], for which the speed is about
43 km/h [26 mph]. Figure 3-24 shows the
performance on grade for a truck that
approaches the grade at or below crawl
speed. The truck is able to accelerate to a
speed of 40 km/h [25 mph] or more only on
grades of less than 3.5 percent. These data
serve as a valuable guide for design in
appraising the effect of trucks on traffic
operation for a given set of profile
conditions.
entering speed is 60 km/h [35 mph], the
speed at the end of a 300-m [1,000-ft]
climb is about 43 km/h [26 mph]. This is
determined by starting on the curve for
a 6 percent grade corresponding to
60 km/h [35 mph] for which the distance
is 750 m [2,700 ft], and proceeding along
it to the point where the distance is 300 m
[1,000 ft] more, or 1050 m [3,700 ft], for
which the speed is about 43 km/h
[26 mph]. Figure 3-25 shows the
performance on grade for a truck that
approaches the grade at or below crawl
speed. The truck is able to accelerate to a
speed of 40 km/h [25 mph] or more only
on grades of less than 5.5 percent. These
data serve as a valuable guide for design
in appraising the effect of trucks on
traffic operation for a given set of profile
conditions.
3-147 Equation 3-39 is shown as

( )
2
254
V
L
R G
=
for the Metric units and as

( )
2
30
V
L
R G
=
for the U.S. Customary units.

Please change Equation 3-39 to read

( )
2
254
V
L
R G
=
for the Metric units and

( )
2
30
V
L
R G
=
for the U.S. Customary

units.
Chapter 4

4-2 Figure 4-1 incorrectly labels the traveled way
and the roadway.
Please substitute page 4-2 with the attached
page that includes the revised figure.
Chapter 6

6-13 Under Sight Distance, the final subsection of
Section 6.3.1, the final sentence references
Tables 6-2 and 6-3.
Please change this cross reference to Tables
6-3 and 6-4.
Chapter 9

9-42 The design speeds shown in U.S. Customary
units in Figure 9-18 are incorrect.
figure.

9-45 In the 7
th
row of Table 9-9 under U.S.
Customary units, the Design Speed is listed as 4.
Please change this Design Speed to 45.
9-74 The dimensions for Diagram B in Figure 9-28
(Metric) are incorrect.
figure.
9-75 The dimensions for Diagram B in Figure 9-28
(U.S. Customary) are incorrect.
figure.
Chapter 10

10-78 In Figure 10-53, Part B2 incorrectly cross
references Figure 10-69.
Please change the cross reference to For
Deceleration Length See Table 10-5.
10-93 Item 1 under Superelevation and cross slope
refers to Figures 3-21 through 3-25.

Item 3 refers to Figures 3-29 and 3-30.
The correct cross reference should be
Tables 3-8 through 3-12.

Please change these cross references to
Tables 3-15 and 3-16, respectively.
10-108 Note 2 in Figure 10-69 states, Point A
controls speed on the ramp. L
a
should not
start back on the curvature of the ramp
unless the radius equals 300 m [100 ft] or
more.
Please change 100 ft to 1,000 ft.

* Items shown in bold are recent additions to the 2012 edition of the GDHS-6 errata.

Chapter 2Design Controls and Criteria 2-13
12.36 m
[40.5 ft]
0.30 m
[1.0 ft]
2.12 m
[7.0 ft]
1.22 m
[4.0 ft]
7.09 m
[23.25 ft]
1.93 m
[6.25 ft]
1.07 m
[3.5 ft]
Path of left
front wheel
Path of front
overhang
Path of front overhang
if the bus is equipped
with a bicycle rack
Path of right
rear wheel
Max. steering angle is 41.9
CTR = Centerline turning
radius at front axle
2.59 m
[8.5 ft]
C
T
R

=

1
1
.
5
3

m

[
3
7
.
8

f
t
]
M
in
. tu
r
n
in
g

r
a
d
iu
s
=
1
2
.7
0
m
[4
1
.7
ft]
7
.
4
1

m

m
i
n
.
[
2
4
.
3

f
t
]
1
4
.
1
8

m

m
i
n
.
[
4
6
.
5

f
t
]
1
3
.
6
2

m

m
a
x
.
[
4
4
.
7

f
t
]
0 5 ft 10 ft
0 1 m
Scale
2.5 m
0 5 ft 10 ft
0 1 m
Scale
2.5 m
Figure 2-4. Minimum Turning Path for Intercity Bus (BUS-12 [BUS-40]) Design Vehicle
GDHS-6-E1November 2013
2-14 A Policy on Geometric Design of Highways and Streets
13.86 m
[45.5 ft]
0.30 m
[1.0 ft]
2.67 m
[8.8 ft]
1.22 m
[4.0 ft]
8.08 m
[26.5 ft]
1.89 m
[6.2 ft]
1.07 m
[3.5 ft]
Path of left
front wheel
Path of front
overhang
Path of front overhang
if the bus is equipped
with a bicycle rack
Path of right
rear wheel
2.59 m
[8.5 ft]
C
T
R

=

1
2
.
2
5

m

[
4
0
.
2

f
t
]
M
in
. tu
r
n
in
g

r
a
d
iu
s
=
1
3
.4
0
m
[4
4
.0
ft]
7
.
5
4

m

m
in
.
[
2
4
.
7

f
t
]
1
4
.
9
1

m

m
i
n
.
[
4
8
.
9

f
t
]
1
4
.
3
3

m

m
a
x
.
[
4
7
.
0

f
t
]
0 5 ft 10 ft
0 1 m
Scale
2.5 m
0 5 ft 10 ft
0 1 m
Scale
2.5 m
Figure 2-5. Minimum Turning Path for Intercity Bus (BUS-14 [BUS-45]) Design Vehicle
GDHS-6-E1August 2012
Chapter 2Design Controls and Criteria 2-25
8.69 m
[28.5 ft]
8.69 m
[28.5 ft]
7.01 m
[23.0 ft]
0.91 m
[3.0 ft]
0.76 m
[2.5 ft]
0.91 m
[3.0 ft]
0.76 m
[2.5 ft]
7.01 m
[23.0 ft]
2.13 m
[7.0 ft]
0.71 m
[2.3 ft]
0.71 m
[2.3 ft]
3.35 m
[11.0 ft]
20.42 m
[ 67.0 ft ]
22.04 m
[72.3 ft]
5
.
8
3

m

m
i
n
.
[
1
9
.
1

f
t
]
1.98 m
[6.5 ft]
0 5 ft 10 ft
0 1 m
Scale
2.5 m
Path of left
front wheel
Path of front
overhang
Path of right
rear wheel
AA1 = 35.1
AA2 = 56.0
2.59 m
[8.5 ft]
C
T
R

=

1
2
.
4
7

m

[
4
0
.
9

f
t
]
M
in
. tu
r
n
in
g

r
a
d
iu
s
=
1
3
.6
7
m
[4
4
.8
ft]
1
3
.
8
3

m

m
a
x
.
[
4
5
.
4

f
t
]
0 5 ft 10 ft
0 1 m
Scale
2.5 m
Figure 2-16. Minimum Turning Path for Double-Trailer Combinaton (WB-20D [WB-67D]) Design Vehicle
14.63 m
[48.0 ft]
1.98 m
[6.5 ft]
0.71 m
[2.3 ft]
3.72 m
[12.2 ft]
1.22 m
[4.0 ft]
3.05 m
[10.0 ft]
12.19 m
[40.0 ft]
33.28 m
[109.2 ft]
34.75 m
[114.0 ft]
12.34 m
[40.5 ft]
1.37 m
[4.5 ft]
0.91 m
[3.0 ft]
14.63 m
[48.0 ft]
12.34 m
[40.5 ft]
1.37 m
[4.5 ft]
0.91 m
[3.0 ft]
4.19 m min.
[13.8 ft]
0 5 ft 10 ft
0 1 m
Scale
2.5 m
Path of left
front wheel
Path of front
overhang
Path of right
rear wheel
AA1 = 45.0
AA2 = 70.0
2.59 m
[8.5 ft]
2.44 m
[8.0 ft]
C
T
R

=

1
7
.
0
4

m

[
5
5
.
9

f
t
]
M
in
. tu
r
n
in
g

r
a
d
iu
s
=
1
8
.2
5
m
[5
9
.9
ft]
1
8
.
4
0

m

m
a
x
.
[
6
0
.
4

f
t
]
0 5 ft 10 ft
0 1 m
Scale
2.5 m
3.08 m
[10.1 ft]
1.28 m
[4.2 ft]
1.35 m
[4.4 ft]
Figure 2-19. Minimum Turning Path for Turnpike-Double Combinaton (WB-33D [WB-109D])
Design Vehicle
Chapter 3Elements of Design 3-87
U.S. CUSTOMARY
METRIC
Symbol Design Vehicle Represented
P Passenger Car
SU SU, S-BUS-11, S-BUS-12, MH, P/T, P/B
WB-12 WB-12, BUS-12, BUS-14, CITY-BUS, A-BUS, MH/B
SU-8 SU-8
WB-20 WB-20, WB-28D
WB-19 WB-19, WB-30T
WB-33D WB-33D
WB-20D WB-20D
0
1 2 3 4 5 6
100
200
300
400
500
600
Track Width, U (m)
R
a
d
i
u
s

o
f

C
u
r
v
e
,

R

(
m
)
P
SU
SU-8
WB-12
WB-20D
WB-19
WB-20
WB-33D
P Passenger Car
SU SU, S-BUS-36, S-BUS-40, MH, P/T, P/B
WB-40 WB-40, BUS-40, BUS-45, CITY-BUS, A-BUS, MH/B
SU-25 SU-25
WB-67 WB-67, WB-92D
WB-62 WB-62, WB-100T
WB-109D WB-109D
WB-67D WB-67D
0
4 8 12 16 20
500
1000
1500
2000
Track Width, U (ft)
R
a
d
i
u
s

o
f

C
u
r
v
e
,

R

(
f
t
)
P
SU
SU-25
WB-40
WB-67D
WB-62
WB-109D
WB-67
Figure 3-17. Track Width for Widening of Traveled Way on Curves
Figure 3-18. Front Overhang for Widening
U.S. CUSTOMARY
METRIC
P P, P/T, P/B, WB-12, WB-20D, WB-28D, WB-30T,
WB-33D, S-BUS-11
S SU-9, SU-12, WB-19, WB-20, MH, MH/B
B BUS-12, BUS-14, CITY-BUS, A-BUS
SB S-BUS-12
R BUS-12 with Bike Rack, BUS-14 with Bike Rack,
CITY-BUS with Bike Rack
P S
SB
B
R
0 0.1 0.2 0.3 0.4 0.5 0.6
1000
800
600
400
200
0
Front Overhang, F
A
(m)
R
a
d
i
u
s

o
f

C
u
r
v
e
,

R

(
m
)
P P, P/T, P/B, WB-40, WB-67D, WB-92D, WB-100T,
WB-109D, S-BUS-36
S SU-30, SU-40, WB-62, WB-67, MH, MH/B
B BUS-40, BUS-45, CITY-BUS, A-BUS
SB S-BUS-40
R BUS-40 with Bike Rack, BUS-45 with Bike Rack,
CITY-BUS with Bike Rack
P S
SB
B
R
0 0.5 1.0 1.5 2.0 2.5
3000
2500
2000
1500
1000
0
Front Overhang, F
A
(ft)
R
a
d
i
u
s

o
f

C
u
r
v
e
,

R

(
f
t
)
500
of Traveled Way on Curves
slightly rounded surface at the crown line and increasing cross slope toward the edge of the traveled
way. Because the rate of cross slope is variable, the parabolic section is described by the crown height
(i.e., the vertical drop from the center crown line to the edge of the traveled way). The rounded section
is advantageous in that the cross slope steepens toward the edge of the traveled way, thereby facilitating
drainage. Disadvantages are that rounded sections are more difcult to construct, the cross slope of the
outer lanes may be excessive, and warping of pavement areas at intersections may be awkward or difcult
to construct.
TW
TW
TW
S S
S S
S S
Rounding
Rounding
Variable Foreslope
Drainage Channel
B
a
c
k
s
lo
p
e
Sidewalk
Edge of
Building
Variable
Drainage Pipe
Guardrail
F
o
re
s
lo
p
e
Note: TW = Traveled Way
S = Usable Shoulder
= Rate of Slope 2 to 6%
A
B
C
Roadway
Roadway
Roadway
Figure 4-1. Typical Cross Secton, Normal Crown
METRIC
U.S. CUSTOMARY
Length of Sight Triangle Leg (m)
Length of Sight Triangle Leg (ft)
D
e
s
i
g
n

S
p
e
e
d

(
m
p
h
)
D
e
s
i
g
n

S
p
e
e
d

(
k
m
/
h
)
SSD
SU
PC
COMB
SSD
SU
PC
COMB
0
20
30
40
50
60
70
80
90
100
110
120
130
50 100 150 200 250 300 350
Figure 9-18. Intersecton Sight DistanceCase B2, Right Turn from Stop, and Case B3, Crossing Maneuver
Figure
3
.6
-
m L
a
n
e
Angle
of Turn
P
a
t
h

o
f

O
u
t
e
r

F
r
o
n
t

W
h
e
e
l
P
a
t
h

o
f

I
n
n
e
r

R
e
a
r

W
h
e
e
l
F
r
o
n
t

O
v
e
r
h
a
n
g
3
.6
-
m
L
a
n
e
WB-28D Design
Vehicle Path
2
.6
m
0
.6
m
P
C
R
=
1
4
3
m
R
=
1
4
3
m
P
T
7
.
5

f
t

0
.
2

m
0
.6
m
2
6
m
2
.6
m
2
6
m
Three-Centered Compound Curve with
143 m 23 m 143 m Radii, Offset 3 m
A
3
.6
-
m L
a
n
e
Angle
of Turn
P
a
t
h

o
f

O
u
t
e
r

F
r
o
n
t

W
h
e
e
l
P
a
t
h

o
f

I
n
n
e
r

R
e
a
r

W
h
e
e
l
F
r
o
n
t

O
v
e
r
h
a
n
g
3
.6
-
m
L
a
n
e
WB-28D Design
Vehicle Path
2
.6
m
0
.6
m
R
=
4
6
m
&
2
7
m
R
=
2
7
m
&
1
5
2
m
7
.
2

m

0
.
2

m
0
.6
m
2
.6
m
2
7
.5
m
P
C
C
P
C
C
P
C
R
=
4
6
m
46 m 27 m 152 m Radii, Offset 0.5 m and 2.6 m
B
METRIC
R
=
1
4
3
m
&
2
3
m
R
=
2
3
m
&
1
4
3
m
P
C
C
P
C
C
R
=
1
5
2
m
P
T
2
9
.6
m
9-28. Minimum Edge-of-Traveled-Way Designs (WB-28D [WB-92D] Combinaton Trucks)
Chapter 9Intersectons 9-75
Figure 9-28. M
1
2
-
ft
L
a
n
e
Angle
of Turn
P
a
t
h

o
f

O
u
t
e
r

F
r
o
n
t

W
h
e
e
l
P
a
t
h

o
f

I
n
n
e
r

R
e
a
r

W
h
e
e
l
F
r
o
n
t

O
v
e
r
h
a
n
g
1
2
-
ft
L
a
n
e
WB-92D Design
Vehicle Path
8
.5
ft
2
ft
P
C
R
=
4
7
0
ft
R
=
4
7
0
ft P
T
2
3
.
5

f
t

0
.
5

f
t
2
ft
8
5
ft
8
.5
ft 8
5
ft
470 ft 75 ft 470 ft Radii, Offset 10 ft
A
1
2
-
ft
L
a
n
e
Angle
of Turn
P
a
t
h

o
f

O
u
t
e
r

F
r
o
n
t

W
h
e
e
l
P
a
t
h

o
f

I
n
n
e
r

R
e
a
r

W
h
e
e
l
F
r
o
n
t

O
v
e
r
h
a
n
g
1
2
-
ft
L
a
n
e
WB-92D Design
Vehicle Path
8
.5
ft
2
ft
R
=
1
5
0
ft &
9
0
ft
R
=
9
0
ft &
5
0
0
ft
2
3
.
5

f
t

0
.
5

f
t
2
ft
8
.5
ft
9
1
.5
ft
P
C
C
P
C
C
P
C
R
=
1
5
0
ft
150 ft 90 ft 500 ft Radii, Offset 1.5 ft and 8.5 ft
B
U.S. CUSTOMARY
P
C
C
P
C
C
P
C
C
R
=
7
5
ft &
4
7
0
ft
R
=
4
7
0
ft
&
7
5
ft
R
=
5
0
0
ft P
T
9
8
.5
ft
inimum Edge-of-Traveled-Way Designs (WB-28D [WB-92D]
Combinaton Trucks) (Contnued)

GDHS 6 Errata

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GDHS 6 Errata

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Michael W. Hancock, P.E.

for the Metric units and as

for the U.S. Customary units.

for the Metric units and

for the U.S. Customary

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