); [EMAIL_ADDRESS] (PR.I.T)  
Crastian Felipe Ramirez-Gutierrez  
Carretera Estatal 420 S/N, El Marques, Universidad Politecnica de Queretaro (UPQ), Queretaro 76240, Mexico; karina. modeled through finite element analysis, influence structural capacity, which is critical in highway design [2]. **Operating Speed Prediction Models. ** The quest for design consistency has propelled the development of models to predict operating speeds, based on driver behavior analysis. The recent advances utilize dynamic-driving simulators to capture continuous speed profiles, offering deeper insights into driver behaviors on various roadway configurations [3]. **Effects of Changing Highway Design Speed. ** Evaluating the implications of design speed adjustments through surveys and case studies has shed light on design engineers' perspectives and the consequential shifts in traffic dynamics, notably in traffic flow, speed patterns, and accident rates [4]. **Driver Errors on Highway Segments. ** Acknowledging driver errors as a fundamental concern in highway safety means this area integrates human factors into roadway guidelines, emphasizing the necessity of understanding the underlying causes of errors for the design of safer roadways and the implementation of effective traffic management [5]. **Acceleration Lengths for Entrance Terminals. ** The critical analysis of entrance ramp acceleration lengths suggests a potential revision of the existing standards to improve traffic integration and reduce collision risks, highlighting the importance of infrastructure adaptability to driving behaviors [6]. **Design Speeds and Speed Limits. ** Design speeds play a crucial role in ensuring safe highway operations. Highways should be designed in a conservative manner to accommodate the speed that drivers are likely to develop. However, actual freeflow speeds may exceed the design speed, and this situation does not necessarily lead to excessive hazards if drivers adequately perceive the risks involved. Ensuring consistency between design speeds and speed limits is, therefore, essential for promoting safe and efficient traffic flow [7]. Therefore, the academic research on safe design traffic speed on highways has made contributions to understanding the relationship between design speed and highway safety. Apart from the perspectives mentioned in the previous paragraphs, studies have also investigated operating speed prediction models, the effects of changing design speed, driver errors, acceleration lengths, and the relationship between design speeds and speed limits. These findings provide valuable insights for highway designers, engineers, and policy-makers in developing guidelines and strategies to enhance highway safety and efficiency. Complementarily, this paper focuses on the role of geometrophysical parameters such as super-elevation rate and curvature radius over maximum safe speeds in highways, further exploring their influence on vehicle dynamics and their implications for highway policy and safety measures [8; 9; 10; 11]. That relates to the last bullet point in the previous paragraphs. However, we find that many of these studies rely on one perhaps unnoticed applied conceptual framework of classical dynamics, which could hinder practical considerations related to highway design, construction, and operation. It is, in our perception, a subject of considering the critical aspects of the same problem from different perspectives. This conceptual framework is referred to here as the instantaneous radius of curvature model (IRCM) for highway vehicle dynamics. One of its main characteristics is its wide use when defining the trajectory of a vehicle on the pavement [12; 13; 14; 15]. More details are found in Section 3.1. We posit that the problem can also be analyzed in terms of alternative geometric-physical parameters, opening unconsidered perspectives for assessing highway planning, building, and safe operation. Nevertheless, the detailed development of those remains the matter of future studies.