JTG

PROFESSIONAL STANDARD OF THE PEOPLE’S

REPUBLIC OF CHINA

中华人民共和国行业标准
JTG D50-2006

Specifications for Design of Highway Asphalt

Pavements
公路沥青路面设计规范

Issued on October 10, 2006 Implemented on January 01, 2007

1
Issued by the Ministry of Communications of the People's Republic of China

2
Professional Standards of the People’s Republic of China

中华人民共和国行业标准

Specifications for Design of Highway Asphalt Pavement

公路沥青路面设计规范
JTG D50-2006

Edited by: CCCC Highway Consultant Co., Ltd.

Approved by: The Ministry of Transport of the People’s Republic of China
Effective Date: January 01, 2007

1
 The Ministry of Transport of the People's Republic of China
Public Notice

No. 68 [2011]

On Release the English version of Specifications for Design of Highway Asphalt

Pavement (JTG D50—2006)

The English version of Specifications for Design of Highway Asphalt Pavement (JTG D50—2006)
is hereby released for the very purpose of promoting international exchange of highway
engineering industrial standards.

The Ministry of Transport of the People's Republic of China is responsible for management and
interpretation of this English version while CCCC Highway Consultants Co. ,Ltd. ,the compilation
unit of this specification, is for routine interpretation and management.

The Chinese version shall always prevail in case of any discrepancy of interpretation in English
and Chinese version.

Comments and suggestions from users are welcome and shall be addressed timely to CCCC
Highway Consultants Co., Ltd. (Address: 85 Deshengmenwai Dajie. Beijing. Postal Code :
100088, E-mail: sssohpdi@163.com).

The Ministry of Transport of the People's Republic of China

October 8, 2011

1
 INTRODUCTORY NOTE TO ENGLISH EDITION

In order to fulfill international projects, as well as to further the international exchange in the field
of highway technology and standardization, the English edition of the prevailing Chinese
standards of highway construction is compiled and translated from the current Chinese edition
under the authorization of the Ministry of Transport of the People's Republic of China and with
the sponsorship of the Export-Import Bank of China and the China Communication Construction
Company Limited (CCCC).

The work was launched by the Steering Committee jointly chaired by Mr. Li Shenglin. Minister of
Transport and Mr. Li Ruogu, Chairman of the board and president of the Export-Import Bank of
China. The coordination for the translation, compilation and other relevant works was carried out
under the leadership of Mr. Zhou Jichang, Chairman of the board of CCCC. The primary English
edition was provided by the Leading Editor of the Chinese edition. The review, final editing and
overall compilation was assigned to the China Road and Bridge Corporation.

The final English edition of the Specifications For Design Of Highway Asphalt Pavement (JTG
D50— 2006) was reviewed and compiled by Mr. Zhang Qinghong. approved by Mr. Yao
Haidong. and was published and issued by Standards Press of China.

Comments, suggestions and inquiries are welcome and shall be addressed to :

Leading Editor of Chinese Edition: CCCC Highway Consultants Co., Ltd. (Address: No. 85
Deshengmenwai Dajie.Beijing. Postal Code:100088, E-mail:sssohpdi@163.com).

Leading Editor of English Edition: China Road and Bridge Corporation (Address: 88C
Andingmenwai Dajie. Beijing, Postal Code: 100011, E-mail: crbc@crbc.com).

1
 The Ministry of Transport of the People's Republic of China
Public Notice

No. 39.2006

On Release the Specifications for Design of Highway Asphalt Pavement

(JTG D50—2006)

It is hereby to issue the Specifications for Design of Highway Asphalt Pavement (JTG D50—
2006). to go into effect on January 1st,2007. The former Code for Design of Highway Asphalt
Pavement (JTJ 014—97 ) shall be superseded from the same date. The general administration and
final interpretation of the specification belong to the Ministry of Transport. The Chief
Development Organization. CCCC Highway Consultants CO. , Ltd. is responsible for particular
interpretation for application and routine administration

Comments, suggestions and inquiries are welcome and shall be addressed to the Leading Editor:
CCCC Highway Consultants CO. , Ltd. (No. 33, Qianchaomian Hutong. Dongsi. Beijing, post
code: 100010: Tel: 010-65237331). The feedbacks will be used as reference in future revisions.

The Ministry of Transport of the People's Republic of China

October 10. 2006

1
 Foreword

Since its issuance and implementation, the Code for Design of Highway Asphalt Pavement (JTJ
014—97) has played a major role in improving the quality of asphalt pavement design. But with
the continuous development of highway construction and advancement of asphalt pavement
technology, parts of the Code are unable to meet the actual requirements, further revision and im-
provement is needed. According to the requirements for code revisions by the Ministry of
Transport, a revision panel chaired by CCCC Highway Consultants CO. , Ltd and included related
universities, research institutes, and design institutes, was formed. The revision panel summarized
the recent practical engineering experience and research results and performed extensive research
and investigation. After repeated reviews and considerations, the Specifications for Design of
Highway Asphalt Pavement (JTG D50—2006) has been finalized to supersede the former "Code".

This Specification consists of 11 Chapters and 7 Appendices. The major revisions compared to the
former code include:

1. Emphasis on traffic load analysis and forecast according to the actual situation and the concept
of life cycle costs for pavement design:

2. Took technical measures to prevent early damage, strengthened the requirements for the
material, mixture and combination design of pavement structure, and added design elements for
flexible base and lean concrete base;

3. Subdivided the mixture gradation type of semi-rigid base course, adjusted aggregate gradation
range, and added the frost resistance design requirements for fly-ash and lime stabilized aggregate:

4. Improvements were made in parameters' value-taking for pavement thickness calculation and
the formula for existing road strengthening:

5. Increased the design content of asphalt surfacing on existing cement concrete pavement:

6. Added design content of asphalt pavement on concrete bridge deck, etc.

Comments, suggestions and inquiries are welcome and shall be addressed to the chief editor
(address: 33 Qianchaomei Hutong, Dongsi District, Beijing, post code : 100010; Tel: 010-
65237331, E-mail: ssso@hpdi.com.cn) so that they can be used as references in future revisions.

Leading Editor: CCCC Highway Consultants Co. ,Ltd.

Co-editors:Harbin Institute of Technology

Chang'an University
Jiangsu Transportation Research Institute CO. , Ltd.

1
 Sichuan Provincial Communications Department Planning Survey Design Research
Institute Changsha University of Science and Technology
Shandong Communications Science Research Institute

Persons in Charge:Yang Mengyu.Feng Decheng.Sha Aiming,Fu Guanhua.Cui Shibin. Zhou

Zhigang. Wang Lin.

2
 Contents

1 General...........................................................................................................................................1
2 Terms and Symbols.......................................................................................................................2
2.1 Terms....................................................................................................................................2
2.2 Symbol.................................................................................................................................4
3 General Provisions........................................................................................................................5
3.1 Standard Axle Load and Design Traffic Volume............................................................5
3.2 Road Materials...................................................................................................................8
4 Structure Courses and Combination Design............................................................................11
4.1 Structure Courses Design................................................................................................11
4.2 Structure Combination Design.......................................................................................13
5 Subgrade and Bed Course..........................................................................................................15
5.1 Subgrade Resilience Modulus.........................................................................................15
5.2 Design for Bed Course and Anti-freezing Course.........................................................20
6 Base Course and Subbase Course.............................................................................................23
6.1 Semi-Rigid Base and Subbase Course...........................................................................23
6.2 Flexible Base Course and Subbase Course....................................................................27
6.3 Rigid Base........................................................................................................................29
7 Asphalt Surface Course..............................................................................................................30
7.1 Asphalt Mixture Surface Course....................................................................................30
7.2 Asphalt Penetration Type Pavement and Surface Treatment.............................................33
8 Thickness of New Pavement Structure.....................................................................................35
9 Pavement Reconstruction Design.............................................................................................42
9.1 General Provisions...........................................................................................................42
9.2 Asphalt Pavement Resurfacing.......................................................................................42
9.3 Cement Concrete Pavement Resurfacing with Asphalt...............................................47
10 Drainage Design........................................................................................................................49
11 Bridge Deck Pavement and Other Works...............................................................................54
11.1 Bridge Deck Pavement.....................................................................................................54
11.2 Other Works...................................................................................................................56
Appendix A Vibration Moulding Process for Samples of Semi-rigid Base Material and Anti-
freezing Test Method.......................................................................................................................57
A.1 Vibration Moulding Process for Samples of Semi-rigid Base Material....................57
A.2 Anti-freezing Test Method for Semi-rigid Base Material............................................61
Appendix B Relevant Data in Climatic Region...........................................................................65
Appendix C Asphalt Mixture Mineral Grading, Specifications and Dosage and Asphalt
Penetration Type and Asphalt Surface Treatment Materials.....................................................71
Appendix D Gradation Composition of Non-binder Materials................................................75
Appendix E Reference Data for Material Design Parameters..................................................77
Appendix F Estimation of Resilient Modulus for Earth Foundation by Lookup Table
Method..............................................................................................................................................79
Appendix G Wording Explanation for This Standard...............................................................87

1
1 General

1.0.1 This Specification is prepared with the purpose of meeting the development of
highway construction, making the asphalt pavement meet service requirements, guaranteeing
the quality of pavement, and improving the durability of pavement.

1.0.2 This Specification is applicable for the asphalt pavement design in the construction and
reconstruction of all classified highways. Accommodation highway can use this Specification
as a reference.

1.0.3 Asphalt pavement design consists of works of the survey, analysis and forecast of
traffic volume, material selection, mixture design, test and determination of design
parameters, combination design of the pavement structure and thickness calculation, design
of pavement drainage system, and the design of other pavement engineering, and the work of
providing the recommended scheme based on comprehensive comparison of technology and
economy of pavement structure schemes.

1.0.4 The asphalt pavement of Expressway and Class-1 highways should not be constructed
in stages. Sections of highway which may possibly have significant settlement such as soft
soil area, high fill subgrade, loess collapsibility area, and highway with low traffic volume at
the early stage can be "designed entirely and constructed by stages".

1.0.5 Asphalt pavement design shall follow the following principles:

1 Survey and collect on-site information, analyze and predict traffic loads, and design
the pavement based on the concept of life cycle cost.

2 Survey and master subgrade characteristics along the route, soil quality, and wetness
type of subgrade. Perform the integrated design of the subgrade and pavement after
consideration of the soil improvement for sections with poor geologic conditions.

3 Follow the principles of adjusting measures to local conditions , selecting the

material, and saving the resources: choose the pavement structure scheme that has
advanced technology, reasonable economy, reliable safety, and is convenient to
construct.

4 Consider the local conditions, actively and circumspectly promote new techniques,
structure, materials and new technologies, and carefully pave the test road, summarize
the experience, make improvements continuously, and promote the achievements step
by step.

1
 5 The related provisions of the national environmental protection should be followed,
the safety and health of the related personnel must be protected; attentions should be
paid to the recycle of materials and handling of wasted materials.

1.0.6 The index and parameters in the Specifications have certain prerequisites and
application conditions, which should be applied rationally in specific designs with
considerations of engineering practice to ensure the quality of the projects.

1.0.7 For the pavement structure in special areas like perennially frozen soil, desert, saline
soil, expansive soil, and so forth, pavement should be designed according to the provisions in
this Specification and in combination with practical experience, giving consideration to
factors such as local climate, hydrology, soil property, materials, and so forth.

1.0.8 The design of pavement should conform to not only this code, but also to current
relevant national and industrial standards and specifications.

2 Terms and Symbols

2.1 Terms
2.1.1 Asphalt pavement
The pavement structure paved with asphalt surface course.

2.1.2 Semi-rigid base

The base paved by aggregate or earth materials, which were stabilized by inorganic binding
agent.

2.1.3 Rigid base

The base paved by the materials of common concrete, roller compacted concrete, lean
concrete, reinforced concrete, continuously reinforced concrete, and so forth.

2.1.4 Flexible base

The base paved by hot or cold mixed asphalt mixture, asphalt penetration crushed stone and
granular materials without any hinder. Granular materials include graded crushed stone,
graded gravel, natural granule which complies with gradation, graded crushed gravels which
are made by crushed gravels mixed with natural gravels, clay-bound macadam, marl-bound
macadam and gap choked crushed stone, etc.
2.1.5 Axle load spectrum
Probability distribution of different axle loads of various vehicles.
2.1.6 Equivalent effect numbers of single axle loads

2
Based on the principle of deflection equivalent or tension stress equivalent, different effect
numbers of axle loads from different types of vehicles are converted into equivalent effect
numbers of single axle loads with the standard axle load 100kN.

2.1.7 Equivalent effect numbers of cumulative axle loads

The total equivalent effect numbers of axle loads of one lane within the design period, after

taking the lane coefficient into consideration.

2.1.8 Design life span

Reference time in calculating the equivalent effect numbers of cumulative axle loads.

2.1.9 Freezing index

It is the cumulative value (℃) of daily average minus temperature in a year.

2.1.10 Design deflection

It is the design deflection on pavement surface determined by the equivalent effect numbers
of cumulative single axle loads of one lane, highway classification, and pavement structure
type within the design period.

2.1.11 Maximum grain size

Minimum standard sieve opening size through which the passing rate of mixture is 100% .

2.1.12 Nominal maximum grain size

Minimum standard sieve opening size through which the passing rate of mixture is between
90%~100% .

2.1.13 Seal coat

The asphalt thin course that is paved on the asphalt surface course, on the base, or between
asphalt courses to prevent rainwater from seeping downward.

2.1.14 Slurry seal coat

Stone chips or sands and fillers(cement, lime, fly ash, stone powder, etc,)that have a certain
gradation are mixed with emulsified bitumen, admixture, and water based on certain ratios to
form a flowable mixture, which is then evenly spreaded onto the pavement surface.

3
 2.1.15 Micro-surfacing

Stone chips or sands and fillers(cement, lime, fly ash, stone powder, etc.)that have a certain
gradation are mixed with emulsified bitumen modified by polymer, admixture, and water
based on certain ratios to form a flowable mixture, which is then evenly spreaded onto the
pavement surface.

2.1.16 Tensile strength structural coefficient

It is the safety coefficient of the asphalt mixture, semi-rigid material under the fatigue action,
which is determined by the ratio of failure strength under one-off loading and the failure
strength under different stresses of fatigue action, and factors of highway classification, and
differences between lab and field, etc should also be considered.

2.1.17 Tolerated tension stress

It is the ratio of ultimate tensile strength of the mixture to the tensile strength structure coef -
ficient.

2.1.18 Deflection combined correctness factor

It is the ratio of the site tested deflection value to the theoretical deflection value.

2.1.19 The most unfavorable season

It is the season in which the subgrade and pavement structure is in the most unfavorable
situation.

2.1.20 Non-disadvantageous season

It is any season except the most unfavorable season.

2.2 Symbol
AC—Dense gradation asphalt mixture

AC-C—Dense gradation coarse asphalt mixture

AC-F—Dense gradation fine asphalt mixture

SMA—Asphalt mastic macadam mixture

OGFC—Open gradation asphalt wearing course (Open graded friction course)

4
AM—Semi-open gradation asphalt macadam

ATB—Dense gradation asphalt stabilized macadam (Asphalt treated base)

ATPB—Open gradation asphalt stabilized macadam (Asphalt treated permeable base)

5
3 General Provisions

3.1 Standard Axle Load and Design Traffic Volume

3.1.1 The pavement design should use 100kN of single axle load with two wheels as the
standard axle load, expressed as BZZ-100. The calculation parameters of standard axle load
are determined according to Table 3.1.1.

Table 3.1.1 Calculation Parameters of Standard Axle Load

Standard axle load BZZ-100 Standard axle load BZZ-100
Equivalent round diameter of a single tyre pressure
Standard axle load P (kN) 100 21.30
transmitting area d (cm)
Tire contact pressure p (MPa) 0.70 Centre distance between two tyres (cm) 1.5d

For highways that are mainly used by heavy vehicles carrying coal or construction materials,
the design calculation parameter should be selected specifically based on the actual
conditions after evaluation.

3.1.2 Axle loads of different types of vehicles should be converted into equivalent effect
numbers of single axle loads of standard axle load BZZ-100.

1 When the design deflection, and tension stress on the bottom of the asphalt course are
used as indexes, the axle load at various rating should be converted into equivalent
effect numbers (N) of standard axle load P according to Formula (3.1.2-1).

(3.1.2-1)
Where:

N—Eequivalent effect numbers of single axle loads (numbers/d) of standard axle load
when the design deflection and tension stress on the bottom of asphalt course are
regarded as indexes:

ni—Effect numbers (numbers/d) of axle load of various rating vehicle type being con-
verted :

P—Standard axle load (kN);

Pi—Axle load (kN) of various rating vehicle type being converted;

C1—Axle number factor of the vehicle type being converted;

C2—Tyre group factor of the vehicle type being converted, it is 1.0 for twin-tyre group,
6.4 for single tyre group and 0.38 for four-tyre group;

6
 K—rating of axle load of the vehicle type being converted .

When the distance between two axles is more than 3m, it should be calculated as a
single axle load. When the distance between two axles is less than 3m, the axle number
factor of double axles or multi-axle is calculated according to Formula (3.1.2-2).
C1=1+1.2(m-1) (3.1.2-2)
Where:

m—Axle number.

2 When the tension stress of semi-rigid material layer is used as the design index, the axle
load of various rating should be converted into equivalent effect numbers of single axle
loads N' of standard axle load P according to Formula (3.1.2-3).

(3.1.2-3)
Where:

N′—Equivalent effect numbers of standard axle load(numbers/d)when the tension stress

of semi-rigid material layer is regarded as design index;

C1′—Axle number factor of the vehicle type being converted;

C2′—Tyre group factor of the vehicle type being converted; it is 1.0 for a twin-tyre
group,18.5 for a single tyre group, and 0.09 for a four-tyre group.

For the meaning of other symbols, refer to Formula(3.1.2-1).

When the tension stress is regarded as design index, the axle number factor of double-
axle or multi-axle is calculated as Formula(3.1.2-4).

C1′=1+2(m-1) (3.1.2-4)
Where:

m—Axle number.
3 The above axle load conversion formula can be applied to the axle load conversion of all
types of vehicles whose single axle load is less than or equal to 130kN.

3.1.3 the design life span should be comprehensively determined according to the conditions
of the economy, traffic increase, importance of the highway in the highway network, and
environment and investment. The design life span of asphalt pavement in each classified
highway should not be less than the requirements in Table 3.1.3. If there are special
requirements, the values can be adjusted appropriately.
Table 3.1.3 Design period of Asphalt Pavement for Each

7
 Highway classification Design life (year) Highway classification Design life (year)
Expressway and Class-1 highway 15 Class-3 highway 8
Class-2 highway 12 Class-4 highway 6

3.1.4 The design traffic volume of asphalt pavement should be made by, based on the real
measurement of axle load spectrum of all related vehicle types, referring to the related traffic
volume forecast documents such as the project feasibility study report, considering the
expected constitution of future vehicle types and determining the representative axle load of
each vehicle type, carrying out the axle load conversion of different vehicle types, and then

calculating the two-way daily average equivalent effect numbers of single axle loads N1 in

the first year after the project to be completed.

3.1.5 Based on the project feasibility study report, the average increasing rate γ of traffic
volume within the design life span should be determined by researching and analyzing.

3.1.6 Lane coefficient η should be selected according to Table 3.1.6. If the highway is not
separated, the high value is suitable for narrow lane while the low value is suitable for wide
lane.
Table 3.1.6 Lane Coefficient
Lane feature η Lane feature η
Two-way one-lane 1.0 Two-way six-lane 0.3~0.4
Two-way double-lane 0.6~0.7 Two-way eight-lane 0.25~0.35
Two-way four-lane 0.4~0.5

If there is an obvious difference between the traffic loads of up going and down going , the
structure and thickness of up lane and down lane can be designed separately according to
their traffic features.

3.1.7 Accumulated equivalent effect numbers of axle loads Ne in one lane within design life
span should be calculated according to Formula(3.1.7)in design.

(3.1.7)
Where:
Ne—Accumulated equivalent effect numbers of axle loads in one lane within the design
period(numbers/lane);

t—Design period(year);

N1—The two-way daily average effect numbers of equivalent axle loads in the first serving
year of the highway(numbers/d);

8
 γ—The annual average increasing rate of traffic volume within the design period(%);

η—Lane coefficient, see Table 3.1.6.

3.1.8 The traffic volume can be classified into four classes according to Table 3.1.8. In
design, a higher traffic class should be selected as the design traffic class based on the
accumulated equivalent effect numbers of axle loads Ne per lane (numbers/lane) or the
average traffic volume per lane of the daily large buses, and trucks which are of or above
medium-size [vehicle/(d • lane)].
Table 3.1.8 Traffic Classification
BZZ-100 accumulated effect numbers of Traffic of large bus and trucks which are
Traffic classification
standard axle loads N, (load/lane) above medium-size [vehicle/Id • lane)]
6
Light traffic <3×10 <600
6 7
Medium traffic 3×10 ~1.2×10 600~1 500
7 7
Heavy traffic 1.2×10 ~2.5×10 1 500~3 000
7
Super heavy traffic >2.5×10 >3 000

3.2 Road Materials

3.2.1 Asphalt pavement should be built by road petroleum asphalt or its refined products.
The selection of bitumen grade is made according to the highway classification, climate
conditions, traffic volume and its composition, route alignment, surface course structure and
layering, construction technology, and the local practice.

The asphalt technical index of all road asphalts should meet the requirements of national
standards, industrial standards, and specifications.

3.2.2 Liquid petroleum asphalt is suitable to be used as the bound materials for prime coat,
surface treatment and cold mixing asphalt mixture, whose type and grade should be selected
according to the purpose, climate conditions, and construction situation.

3.2.3 Emulsified bitumen is suitable for prime coat, tack coat, slurry seal, cold mixing
asphalt mixture, and surface treatment.

Modified emulsified bitumen is suitable for tack coat, slurry seal, tack coat for bridge deck
pavement, surface treatment, cold mixing asphalt mixture, and micro-surfacing, where the
pavement are under heavy traffic volume or to be important roads.

3.2.4 Modified emulsified bitumen can be used for super heavy traffic, heavy traffic,
important highways or areas where there is large temperature variation and with severe
climate, or when special structure layers, or continuous long and steep longitudinal slope
sections are involved.

9
 The modification agent of modified emulsified bitumen should be determined after the
technical and economic evaluation about factors of modification purpose and practice effect,
difficultness in processing, stability of quality, and so forth.

The technical index of modified emulsified bitumen should meet the requirements of national
and industrial standards and specifications.

3.2.5 The types and their dosages of fiber stabilization agent should be reasonably selected
according to the types and application requirements of mixture. Fiber stabilizing agents
include cellulose fibers, synthetic fibers, and mineral fibers.

The technology index of fiber stabilizing agents should meet the requirements of national and
industrial standards and specifications.

3.2.6 Asphalt pavement should be built by selecting the coarse aggregate (include crushed
gravel), fine aggregate, and mineral powder whose qualities meet the requirements of
Industrial technical standards.

3.2.7 Coarse aggregate of asphalt pavement should be the crushed stone or crushed gravel.
Asphalt concrete courses of Class-3 and Class-4 highways can be built by the sieved gravel.

3.2.8 Coarse aggregate used for asphalt pavement of Expressway and Class-1 and Class-2
highways should be hard crushed stone with high abrasion resistance. The polished stone
value should meet the requirements in Table 3.2.8. These requirements are also applicable for
other highways.

Table 3.2.8 Technical Requirements of Polished

Highway
classification
PSV Expressway and Class-1 highway Class-2 highway
Yearly
Rainfall(mm)
>1 000 >42 >40
500~1 000 >40 >38
250~500 >38 >36
<250 >36 —

3.2.9 Coarse aggregate and asphalt should be well adhesional. For Expressway and Class-1
highway in areas where the average yearly rainfall is above 1.000mm, the adhesion between
aggregate and asphalt for surface course should be Class-5. For other highways, the adhesion
should not be below Class-4. If the adhesion cannot meet the requirements, the anti-striping
agents with good stability in high temperature should be added or asphalt should be modified
to improve the adhesion between coarse aggregate and asphalt.

10
 3.2.10 For fine aggregates in the asphalt mixture, the machine-made sand, natural sand, and
stone chip can be used. Fine aggregates should be clean, dry, not being weathered, free from
impurities, and have considerable characters of edges and corners. The natural sand should be
of medium or coarse grain size. The content of natural river sand should be no more than
20% in weight of the total aggregate. The natural sand is not applicable for the stone matrix
asphalt nor the mixture of open graded skid resistance surface course.

3.2.11 The mineral powder should be the grinded stone powder from the alkali stone
materials such as limestone. The mineral powder should be dry, clean, and without
conglomeration. If the powder recovered from mixing plant is used, its adding ratio should
not be more than 25% of mineral powder's total weight and the plasticity index of mineral
powder cannot be more than 4% after mixing.

3.2.12 Cement for semi-rigid base should meet the requirements of national technical
standards. The initial setting time should be more than 4 hours and the final setting time
should be more than 6 hours.

3.2.13 The total content of SiO2,AI2O3 and Fe2O3 in fly ash used in lime- fly ash stabilized
soil in semi-rigid base and subbase should be more than 70% ;the ignition loss should not be
more than 20%;specific surface area should be more than 2, 500cm 2/g and passing rate
through 0.075mm sieve should be more than 60%.

When lime stabilized soil is used as base or subbase, the lime grade should be higher than
grade III and the technical index should meet the related requirements in Table 3.2.13.

Table 3.2.13 Technical Index of Lime

Material type Calcium Calcium
Magnesium Magnesium
quick hydrated
quick lime hydrated lime
Technical index lime lime
Effective content(%)of calcium and magnesia is not
70 65 55 50
less than
Content of unconsumed residue(5mm round opening
17 20 — —
sieving,%)is not more than

Water Content(%)is not more than — — 4 4

0.71mm square opening sieving (%) is

— — 1 1
not more than
Fineness
Accumulative 0.125mm square opening
— — 20 20
sieving (%) is not more than
Limitation to classify calcium and magnesium lime,
≤5 >5 ≤4 >4
content of magnesia(%)

11
3.2.14 The aggregate crushing value for base course and subbase course should meet the
requirements in Table 3.2.14.

12
 Table 3.2.14 Aggregate Crushing Value for Base Course and Subbase Course(%)
Highway classification Expressway and Class-1 Class-2 Class-3 and 4
Material type highway highway highways
Cement, lime fly-ash stabilization item ≤30 ≤35 ≤35
Lime Base course — ≤30 ≤35
stabilization Subbase course ≤35 ≤40 ≤40
Graded Base course ≤26 ≤30 ≤35
macadam Subbase course ≤30 ≤35 ≤40
Gap filling Base course — — ≤26
macadam Subbase course ≤30 ≤30 ≤30
Gradated Base course — — ≤35
or natural
Subbase course ≤30 ≤35 ≤40
granule

4 Structure Courses and Combination Design

4.1 Structure Courses Design

4.1.1 Asphalt pavement structure can consist of multi-courses such as surface course, base
course, subbase course, and bed course, etc.

1 Surface course can be a single course, double courses, or three-courses. A double-course

structure can be divided into surface course and lower surface course. The three-course
structure can be divided into a surface course, middle surface course, and lower surface
course. Surface courses shall have the merits of flatness, density, skid resistance wear
resistance, crack resistance and durability, Middle course and lower course shall have
the merits of rutting resistance in high temperature, shear resistance, to be dense and
mainly waterproof. Lower course shall resist fatigue cracks.

2 Base course is the major bearing course. It shall have stability, durability, and higher
bearing capability. It can be divided into a single course or double course. Whether the
course is a flexible base of asphalt mixture or granular materials, or a semi-rigid base
and rigid base, they are all required to have a relatively higher physical and mechanical
performance index.

3 Subbase course is the sub-bearing course under the base course, together with surface
course and base course to carry the repeat action of wheel load.

4 Bed course is a structure course between the subbase course and soil subgrade. It’s
functions are to drain off water, prevent permeation, resist frost, and so forth.

Necessary structure courses should be used for various classes of highways according to
specific circumstances.

13
 4.1.2 Surface course type should be in conformity with the highway class, operation
requirements and traffic classification.

1 Hot mixing asphalt concrete can be used for the surface course of all classes of highways.

2 Penetration asphalt macadam and penetration macadam topped with asphalt mixture can
be used for the surface course of Class-3 and Class-4 highways.

3 Asphalt surface treatment and slurry seal can be used for the surface course of Class-3
and Class-4 highways.

4 Cold mixing asphalt mixture can be used for the surface course of Class-3 and Class-4
highways with low traffic volume.
4.1.3 The thickness of each asphalt course should match the nominal maximum grain size of
the mixture. The minimum thickness of a compacted layer of asphalt mixture should not be
less than 2.5~3 times of the nominal maximum grain size of mixture. The minimum thickness
of a compacted layer of OGFC or SMA should not be less than 2~2.5 times of the nominal
maximum grain size of mixture.
Design thickness of all structure courses shall be determined according to the gradation type,
structural combination, and construction conditions. The minimum thickness and appropriate
thickness of compacted asphalt mixture should conform to the requirements in Table 4.1.3-1.
The minimum compacted thickness and appropriate thickness of penetration macadam and
asphalt surface treatment should conform to the requirements in Table 4.1.3-2.

4.1.4 The base course and subbase course design principle of "using local materials" shall be
carried out. The local materials should be investigated thoroughly. The technically reliable
and economically reasonable structure course should be selected according to the traffic
volume and its composition, climate conditions, road building materials, and subgrade
hydrological conditions.

Table 4.1.3-1 Minimum Thickness and Appropriate Thickness of Compacted Asphalt Mixture
Max. grain Minimum Appropriate
Nominal Max.
Asphalt mixture type size Symbol compacted compacted
grain size (mm)
(mm) thickness (mm) thickness (mm)
Sand grain type 9.5 4. 75 AC-5 15 15~30
13.2 9.5 AC-10 20 25~40
Dense gradation Fine grain type
16 13.2 AC-13 35 40~60
asphalt mixture
Medium grain 19 16 AC-16 40 50~80
(AC)
type 26.5 19 AC-20 50 60~100
Coarse grain type 31.5 26.5 AC-25 70 80~120
Dense gradation Coarse grain type 31.5 26.5 ATB-25 70 80~120
asphalt macadam 37.5 31. 5 ATB-30 90 90~150

14
 Super coarse grain 53 37.5 ATB-40 120 120~150
(ATB) type
31.5 26.5 ATPB-25 80 80~120
Open gradation Coarse grain type
37.5 31.5 ATPB-30 90 90~150
asphalt macadam
Super coarse grain 53 37.5 ATPB-40 120 120~150
(ATPB)
type
Fine grain type 16 13.2 SAM-13 35 40~60
19 16 SAM-16 40 50~70
Semi-open Medium grain 26.5 19 SAM-20 50 60~80
gradation asphalt type
macadam (AM) Coarse grain type 31.5 26.5 AM-25 80 80~120
Super coarse grain 53 37.5 AM-40 120 120~150
type
13.2 9.5 SMA-10 25 25~50
Stone matrix Fine grain type
16 13.2 SMA-13 30 35~60
asphalt mixture
Medium grain 19 16 SMA-16 40 40~70
(SMA)
type 26.5 19 SMA-20 50 50~80
Open gradation 13.2 9.5 OGFC-10 20 20~30
asphalt wearing Fine grain type 16 13.2 OGFC-13 30 30~40
course (OGFC)

Table 4.1.3-2 Minimum Thickness and Appropriate Thickness of Penetration Asphalt

Macadam and Asphalt Surface Treatment after compacted

Structure course type Minimum compacted Appropriate compacted

thickness (mm) thickness (mm)
Penetration asphalt macadam 40 40~80
Penetration macadam topped with asphalt
60 60~80
mixture
Asphalt surface treatment 10 10~30

Base course can use inorganic binder stabilized aggregate or asphalt mixture, granular
materials, and lean concrete and other materials. Subbase course should fully utilize the local
materials along the route while the inorganic binder stabilized

4.1.5 Thickness of base course and subbase course shall be determined after considering
traffic volume, material property, advantages of compaction equipments; and the factors in
favor of construction. In order to be convenient for organization and management of
construction, the materials of all structure courses should not be frequently changed. The
minimum thickness and appropriate thickness of each compacted structure course shall
conform to the requirements in Table 4.1.5. It is not allowed to design a semi-rigid material
thin layer with thickness less than 150mm.

15
 Table 4.1.5 Minimum Thickness and Appropriate Thickness After Compacted of Each
Structure Course
Structure course type Minimum thickness (mm) Appropriate thickness (mm)
Graded macadam 80 100~200
Cement stabilization type 150 180~200
Lime stabilization type 150 180~200
Lime fly ash stabilization type 150 180~200
Lean concrete 150 180~240
Graded gravel 80 100~200
Clay-bound macadam 80 100~150
Gap filling crushed stones 100 100~120

4.2 Structure Combination Design

4.2.1 The selection of appropriate pavement structure combination and determination of

asphalt course thickness shall be based on the factors of hydrogeology, climate feature,
highway classification and operation requirements, traffic volume and composition, and local
practical experience.

4.2.2 For structural course combination design of asphalt pavement with semi-rigid base, the
modular ratio between base course and asphalt surface course should be within 1. 5~3.

The modular ratio between base course and subbase course should not be more than 3.0 and
the modular ratio between subbase and soil subgrade should be appropriately within 2.5~ 12.
5.

4.2.3 For asphalt pavement with rigid base, measures should be taken to strengthen the
binding between asphalt course and rigid base and increase the shear strength of asphalt mix-
ture.

4.2.4 To prevent rainwater and snow water from seeping into the pavement structure course
and soil subgrade, the asphalt surface course shall use a dense gradation asphalt mixture.
When the permeable base course is used, the waterproof layer under it, together with the
drainage system inside the structure to drain water off the subgrade should be set.

4.2.5 In order to drain free water retained in pavement and subgrade and ensure pavement
structure in dry or moderate-wet state, the bed course shall be used for the subgrade in the
following cases.

1 Sections with high ground water level, poor drainage condition, or where the subgrade is
often in wet and over-wet state.

16
 2 Soil cutting sections with poor drainage condition and rock excavation sections with
unfavorable hydrology such as fissure water and spring water.

3 For moderate-wet and wet sections in seasonal frost zones where frost swelling may
occur, frost resistance bed course should be used.

4 Sections where the base course or subbase course may be polluted or the subgrade is
weak.
4.2.6 For asphalt pavement with semi-rigid base, the following measures should be taken to
reduce the shrinkage crack and reflection crack.

1 Select the dense skeleton type of semi-rigid base, strictly control the contents of the fine
material, binder and water, and timely perform the task of curing.

2 Properly increase the thickness of asphalt course and set up the flexible base with
asphalt macadam or gradation macadam onto the semi-rigid material course.

3 Lay the modified asphalt stress absorbing film, stress absorbing layer or effective
geotextile onto the semi-rigid base.

4.2.7 In design, technical measures should be taken to strengthen the binding among all the
structure courses of pavement, increase the integrity of pavement structure, and avoid
slippage between various courses.

1 Tack coat should be set between the asphalt courses. It can be the emulsified asphalt,
modified emulsified asphalt, or hot asphalt. The spreading quantity should be properly
within 0. 3kg/m2 ~0. 6kg/m2.

2 Prime coat asphalt should be laid onto all types of base course. Prime coat asphalt
should have good permeability. The liquid asphalt (cut-back asphalt) and emulsified
asphalt, etc. can be used.

3 Lower seal coat should be laid onto the semi-rigid base.

4 Tack coat asphalt should be sprayed between new and old asphalt courses and between
the asphalt courses and existing cement concrete slabs. The hot asphalt, modified
emulsified asphalt, or modified asphalt are suitable.

5 When the pavement is widened, the joint area of new and old pavement should be
sprayed with tack coat.

6 For double layer type semi-rigid material base course, the process of continuous
spreading and rolling technology should be adopted to enhance the combination
between layers and form an integrated course.

17
 4.2.8 For lower seal coat, asphalt single course surface treatment, or dense gradation asphalt
mixture of sand grain type or fine grain type, or slurry seal can be adopted. The specifications
and requirements of materials should conform to the relevant regulations in this
Specifications .

5 Subgrade and Bed Course

5.1 Subgrade Resilience Modulus

5.1.1 Subgrade should be compacted, uniform, and stable. The selection of fill materials for
subgrade, the roadbed compaction degree, ground treatment of the fill embankment, and so
forth should be in accordance with the relevant highway subgrade design specifications.

Measures should be taken to prevent the ground surface water and groundwater from
penetrating into the pavement and subgrade to assure the subgrade’ s strength and stability.
The design should make the subgrade in dry or moderate humidity conditions. Soil subgrade
resilience modulus value should be more than 30MPa. For heavy and super heavy traffic
highways, the soil subgrade resilience modulus value should be more than 40MPa.

For wet or over-wet subgrade, an integrated treatment should be carried out by using
permeable materials, like sand, gravel, and crushed stone to replace the foundation soil, or by
adding hydrated lime or other solidifying materials or by setting geosynthetic materials, or by
strengthening the subgrade drainage to treat the foundation soil. The design value of soil
subgrade resilience modulus should be determined according to various subgrade treatment
measures.

5.1.2 For soil cutting sections in rainy areas and sections with severely weathered rock,
special attention should be paid to the drainage design in transition positions between fill and
cut, and in cutting sections, so as to improve the hydrological conditions of the subgrade. The
wetness type of soil in cutting sections should be one grade lowered and the pavement should
be designed according to moderate wet or wet road sections.

5.1.3 For rock cutting sections, a solid and stable base course must be set. For over
excavation parts of the subgrade, the integrated materials of lean concrete or inorganic
binding agent stabilized crushed stone (gravel) should be used as leveling course and fill with
soil is not allowed. Graded crushed stone (gravel) bed course of 150mm~250mm thick may
be set in the whole section according to the weathering, cracking, and rainfall situations of
the rock.

When the pavement may be affected by groundwater such as fracture water and spring water,
the subgrade drainage should be strengthened by, for example, setting seepage ditch.

18
 5.1.4 Pavement design should be based on the consistency limits of subgrade soil to
determine the wetness types of subgrade. Wetness types of subgrade can be determined by

measuring the soil average consistency wc in depths of 800mm below the top surface of the

roadbed in the unfavorable season, and then looking-up Table 5.1.4-1 according to the
recommended value for consistency limits in wetness classification of Subgrade. It can be
also determined based on the general characteristics in Table 5.1.4-2 according to the
highway natural zoning, soil type, drainage condition, and the height from top of roadbed to
groundwater level or surface water level.

Table 5.1.4-1 Recommended Value for Consistency limits in Wetness

Wet and dry states Moderate wet
Dry( solid) Wet (plastic) Over-wet (liquid)
( semi-solid)
Soil type WC≥WC1 WC1> WC≥Wc2 WC2> WC≥Wc3 WC <Wc3
Earthy-sandy WC≥1.20 1.20> WC≥1.00 1.00> WC≥0.85 WC <0.85
Clayey soil WC≥1.10 1.10> WC≥0.95 0.95> WC≥0.80 WC <0.80
Silty soil WC≥1.05 1.05> WC≥0.90 0.90> WC≥0.75 WC <0.75
Note: wC1,wC2,wC3 are subgrade consistencies limits between dry and moderate wet, moderate wet

and wet, wet and over-wet states, respectively; wc is the average consistency in depth of 800mm

below the top surface of the roadbed.

The average consistency wc of the subgrade is calculated by the following formula:

(5.1.4)

Where:

wc—Average consistency of the soil；

—Average water content of the soil；

wL,wP—Liquid limit and plastic limit of the soil, respectively. They are measured according
to the joint determination method of liquid limit and plastic limits in the current Test Methods
of Soil for Highway Engineering.

The average consistency for the new highway can be calculated according to the local stable
average water content, liquid limit and plastic limit. After considering fill height of subgrade
and the effects by groundwater or surface water, the wetness type of subgrade soil can be de -
termined.
Table 5.1.4-2 Wetness Types of Subgrade

Wetness type of Subgrade The relation between the average General characteristics

19
 consistency wc in depth of 800mm
below the top surface of the roadbed
and consistency limits wa
Earth foundation is dry and stable; pavement
strength and stability are not affected by
Dry wc≥wc1
groundwater and surface water. Subgrade
height H0>H1.
The upper layer of soil subgrade is in the
Humid wc1>wc≥wc2 transitional zone influenced by groundwater
or surface water. Subgrade height H2 < H0≤H1
The upper layer of soil subgrade is in the
Wet wc2>wc≥wc3 capillary affecting area of groundwater or
surface water. Subgrade height H3 < H0
Subgrade is extremely unstable, frozen area is
with spring melts pumping, or in the non-
Over-wet wc<wc3 frozen area paving can only be done after the
soft or springing soil subgrade is treated.
Subgrade height H0≤H3.
Note: 1. H0 is the height from roadbed to groundwater level or the surface water level in the unfavorable season.
2. The surface water is the water accumulated more than 20d in the unfavorable season.
3. H1, H2 and H3 are the subgrade critical height of dry, humid, and wet states, respectively, See Appendix F.
4. The soil subgrade wetness types are determined mainly according to the average consistency w c, When
lacking in information, the general characteristics in the table can be referenced to determine soil
subgrade wetness types.

5.1.5 The design value of subgrade resilience modulus shall be determined by the following
methods:

1 In the preliminary design of new highways, design value of subgrade resilience modulus
for different subgrade situations along the road should be determined according to the
methods of lookup table (or the existing highway investigation) ,lab testing and
converting calculation, etc, through comprehensive analysis and evaluation.

2 Through the site measurements of subgrade resilience modulus value, compaction

degree K, subgrade consistency wc , subgrade soil resilient modulus value and CBR

value measured by lab test, the reliable conversion relationship can be established and
used to calculate the site subgrade resilience modulus.

3 When the subgrade is completed, the representative values of subgrade resilience

modulus for all sections should be measured in the unfavorable season to verify
whether they meet the requirements of the design values. The bearing plate test method
or Benkelman beam deflectometer can be used in site measurements. If the

20
 measurement is made in the non-unfavorable season, it should be corrected.

4 If the representative value of site measured subgrade resilience modulus is less than the
design value or the deflection value is greater than the acceptable value, the measures
of scarifying the subgrade and drying it and then re-compacting it, adding lime or fly
ash or adjusting the thickness of pavement structure should be taken to assure the
strength and stability of the subgrade and pavement.

5.1.6 The laboratory test of measuring the soil resilience modulus shall be performed as
follows;

1 Choose soil borrow pit and take soil samples. Bearing plate of 100mm diameter should
be used. Perform the test in accordance with the test requirements for bearing plate in
the current Test Methods of Soil for Highway Engineering. Test result of resilient
modulus should be corrected as follows:
E0S=λE (5.1.6-1)
Where:

E0S—Resilience modulus after correction(MPa);

λ—Cylinder size constraint’s correction coefficient, 0.78 for 50mm diameter bearing
plate and 0.59 for 100mm bearing plate;

E—Actual value of resilient modulus by laboratory test(MPa).

2 Sample preparation should be based on the optimum water content determined by the
heavy compaction criteria. Three group samples should be used and each group should
have three samples. For each sample, three layers should be compacted with heavy
hammer drop for 98.50 and 30 times, respectively. The different compaction degrees
and their corresponding resilience modulus should be measured to draw a relationship
curve between the compaction degree and resilience modulus. The soil resilience
modulus value on the standard compaction degree can be found from this relationship
curve.
3 For design value of subgrade resilience modulus, the effects of highway classification,
unfavorable season and wetness types of subgrade should be considered. It can be
calculated as follows:

(5.1.6-2)
Where:
E0D—Design value of subgrade resilience modulus(MPa)；
E0S—Test result of resilience modulus after the cylinder size constraint’s correction is
considered using the laboratory bearing plate method(MPa)；
Z—Discount coefficient of reliability, using 0.66 for Expressway and Class-1
highway,0.59 for Class-2 and Class-3 highways, and 0.52 for Class-4 highway.

21
 K—Combined effect coefficient considering unfavorable season and wetness types of
subgrade. Refer the Table 5.1.6 for selection. It can also be determined by
analyzing the relations between resilience modulus and the consistency from
laboratory test of bearing plate method or be determined from local experience.

Table 5.1.6 Combined Effect Coefficient K

Soil subgrade consistency value wc wc≥wc1 wc1>wc≥wc2 wc<wc2
Combined effect coefficient 1.3 1.6 1.9

5.1.7 Measure the resilience modulus of completed subgrade by bearing plate and use
Formula(5.1.7-1) to calculate the subgrade resilient modulus E0b at the measuring point.

(5.1.7-1)
Where:

D—Bearing plate diameter(mm)；

Pi,Ii—The grade i load (kN) and the measured resilience deformation (in 0.01mm)；

μ0—Poisson’s ratio of the subgrade, taking 0.35 as its value.

The design value of subgrade resilience modulus of a highway section should be calculated
ac-cording to Formula(5.1.7-2).

(5.1.7-2)
Where:

E0D—Design value of the soil subgrade resilience modulus of a section (MPa)；

—Measured average value and mean square deviation of soil subgrade resilience modulus;

Z0—Reliability coefficient ，2 for Expressway and Class-1 highway, 1.645 for Class-2 and
Class-3 highways, and 1.5 for Class-4 highway;

K1—Unfavorable season effect coefficient，it can he determined in accordance with the local
experience.
5.1.8 Benkelman beam deflectometer can be used to measure the subgrade deflection, to
verify the deflection corresponding to design value of subgrade resilient modulus.

1 Calculate the corresponding subgrade design deflection value 1 OD by the design value of
subgrade resilience modulus in accordance with Formula (5.1.8-1 ）.It can be used as a
simple method to verify the strength of a subgrade.

22
 (5.1.8-1)
Where

IOD 一 Subgrade design deflection value (0.01 mm)；

p,δ—Measured contact pressure of vehicle tyre （ MPa) and equivalent circle

radius(mm)：

α0—Homogeneous deflection coefficient, taking 0.712 as its value;

K1—Unfavorable season effect coefficient，it can be determined in accordance with the

local experience.

2 The measured representative deflection value I 0 of a road section shall not be more than the
subgrade design deflection value IOD.
I0＝I0＋ZaS≤IOD （5.1.8-2）
Where:

I0,S—Measured subgrade average deflection value （ 0.01 mm ） and mean square

deviation (0.01 mm) of a road section:

Za—Reliability coefficient,2 for Expressway and Class-1 highway,1.645 for Class-2 and
Class-3 highways, and 1.5 for Class-4 highway.

5.2 Design for Bed Course and Anti-freezing Course

5.2.1 The bed course can be granular materials of sand, gravel, crushed stone, cinder, slag,
and granules stabilized by cement or lime-cinder and/or stabilized by lime-fly-ash. Drainable
bed course for all classes of highways should be connected to the edge drainage system. The
width of bed course should be reached to the subgrade edge or connected with the seepage
ditch under the side ditch.

1 Good permeable granular materials should be used for the anti-freezing bed course. The
grain content passing through 0.075mm sieve should not exceed 5%. When cinder is
used, content of grain which is smaller than 2mm should not exceed 20% ． The bed
course thickness shall depend on the specific conditions and generally be
150mm~200mm. For wet and over-wet road sections of severe frozen area, the thickness
should be 300mm~400mm
2 When the bed course is crushed stone and gravel, the largest grain size should fit the
structure thickness. Generally, the largest grain size should not exceed 1/2 of the structure
thickness to ensure forming a skeleton structure and improving the structure stability.
Grain composition should meet the requirements of Appendix D.
3 A geosynthetics isolation course can be built on the top of subgrade to prevent the

23
 subgrade from polluting the granular material bed course or to cut off groundwater.
5.2.2 The frozen area is divided into severe frozen area, moderate frozen area, light frozen
area and non-frozen area as shown in Table 5.2. 2 according to the average value of more
than 20-year frozen indexes. See Appendix B for the frozen index.

Table 5.2.2 Division of Frozen Areas

Moderate
Division of frozen areas Severe frozen area Light frozen area Non-from, area
frozen area

Freezing index（℃） ≥2 000 2000~800 800~50 ≤50

5.2.3 The road permafrost maximum freezing-depth Zmax is calculated as follows:

Zmax＝abcZd (5.2.3)
Where

Zmax—Perennial Permafrost maximum freezing-depth (m)；

Zd—Standard frost penetration (m)；

a—Thermophysical property coefficient of pavement and subgrade materials ， see Table

5.2.3-1；

b—Subgrade moisture coefficient，see Table 5.2.3-2；

c—Subgrade cross-section form coefficient, see Table 5.2.3-3.

24
 Table 5.2.3-1 Thermophysical Property Coefficient of Pavement and Subgrade Materials a
Fine-grained Fine-grained
Subgrade
Clayey soil Silty soil Silty earth sand earth sand earth gravel
material
clayey earth sand (sand)
Thermophysical
property 1.05 1.1 1.2 1.3 1.35
coefficient
Lime fly-ash
Pavement Cement Asphalt Lime fly-ash clay macadam and Graded
material concrete concrete and cement-clay cement macadam Macadam
(gravel)
Thermophysical
property 1.4 1.35 1.35 1.4 1.45
coefficient
Note: Value a is the weighted average value of all the materials of subgrade and pavement within earth freezing-
depth.

Table 5.2.3-2 Subgrade Moisture Coefficient b

Wet and dry types Dry Moderate wet Wet Over-wet

Humidity coefficient 1.0 0.95 0.90 0.80

Table 5.2.3-3 Subgrade cross-Section Form Coefficient c

Subgrade fill
Fill and Subgrade cut depth(m)
height(m)
cut forms
Zero fill 2m 4m 6m Above 6mm 2m 4m 6m Above 6mm

Cross-section
form 1.0 1.02 1.05 1.08 1.10 0.98 0.95 0.92 0.90
coefficient

5.2.4 In all the wet and over-wet road sections in frozen areas, the anti-freezing thickness
should be checked.

The total thickness of the structure calculated according to the traffic volume should not be
less than the minimum anti-freezing thickness required in Table 5. 2. 4. The anti-freezing
thickness depends on subgrade wetness type, subgrade soil type, road freezing-depth and
thermophysical property of pavement structure material. If the total thickness of structure is
less than the minimum thickness of anti-freezing, the anti-freezing bed course should be
added to meet the minimum thickness requirement.

25
 Table 5. 2.4 Minimum Anti-freezing Thickness
Road Clayey soil. fine sand loam Silt Soil
Subgrade perennial Industrial Industrial
Gravel Stabilized Gravel
type freezing-depth waste Stabilized waste
category soil category category
(cm) category soil category category
50~100 40~45 35~40 30~35 45~50 40~45 30~40
100~150 45~50 40~45 35~40 50~60 45~50 40~45
Moderate wet
150~200 50~60 45~55 40~50 60~70 50~60 45~50
>200 60~70 55~65 50~55 70~75 60~70 50~65
60~100 45~55 40~50 35~45 50~60 45~55 40~50
Wet
100~150 55~60 50~55 45~50 60~70 55~65 50~60
150~200 60~70 55~65 50~55^ 70~80 65~70 60~65
>200 70~80 65~75 55~70 80~100 70~90 65~80
Note: 1. In the Standard of Climatic Zoning for Highway, for areas with the moisture coefficient less than 0.5,the
anti-freezing thickness of II, III, and IV arid zones should be reduced by 15%~20% of the values in this
table.
2. The sandy soil subgrade anti-freezing thickness in II zone should be correspondingly reduced by 5 %
~10%.

6 Base Course and Subbase Course

6.1 Semi-Rigid Base and Subbase Course

6.1.1 Semi-rigid base and subbase should have sufficient strength and stability, less
shrinkage(thermal shrinkage and dry shrinkage) and relatively strong capability of anti-
erosion, In the moderate frozen and severe frozen areas. The anti-freezing performance of
semi-rigid base and subbase should be checked.

6.1.2 According to the mixture structure, the semi-rigid base and subbase course should be
divided into four structure types: skeleton dense type, skeleton gapped type, floated dense
type, and uniform dense type.

6.1.3 Semi-rigid base application conditions

1 Materials of cement-stabilized aggregates and lime fly-ash-stabilized aggregates are

applicable for base course and subbase course of all highway classes. Within the frozen
area and rainy humid area, the lime-fly-ash stabilized aggregate materials are suitable
for the base course and subbase course of Expressway and Class-1 highway. The lime-
stabilized materials are suitable for subbase course of all classes of highways and base
course of Class-3 and Class-4 highways.

2 Skeleton dense type mixture is suitable for base course or upper base course of
Expressway and Class-1 highway. Base courses of Class-2 highways, base courses

26
 below Class-2 highways, and the subbase course for all classes of highways can be
built by floated dense type mixture. Uniform dense type mixture is suitable for the
subbase course of Expressway and Class-1 highways and base course of Class-2
highways and below Class-2 highways. Skeleton gapped type mixture has higher
porosity and is suitable for the base course where there are considerations of drainage
requirements inside pavement.

6.1.4 For mixing proportion design of the semi-rigid base, the unconfined compressive
strength test method should be adopted to determine if the mixing proportion can meet the
design requirements.

6.1.5 The typical value for compaction degree of cement-stabilized material and 7d
unconfined compressive strength shall conform to the requirements specified in Table
6.1.5,and not exceeding the upper limit. The vibratory compaction method should be adopted
to mold the sample, see A. 1 of Appendix A. If there is lack of test facility, the static pressure
molding method can be used for the floated dense and uniform dense and uniform dense type
mixture.

Table 6.1. 5 Compaction Degree for Cement-Stabilized Material and 7d Unconfined

Compressive Strength

Super heavy traffic Heavy and moderate traffic Light traffic

Compressive Compressive Compressive
Course Stabilization type Compaction Compaction Compaction
strength strength strength
degree (%) degree (%) degree (%)
(MPa) (MPa> (MPa)
Aggregate ≥98 3.5~4.5 ≥98 3~4 ≥97
Base course 2.5~3.5
Fine-grained soil — — — — ≥96
Aggregate ≥97 ≥97 ≥96
Subbase course ≥2.5 ≥2.0 ≥1.5
Fine-grained soil ≥96 ≥96 ≥95

The cement content in cement-stabilized aggregate is generally 3%~5.5%. When the strength
requirement is not met, the gradation shall be regulated and the maximum content of cement
shall not exceed 6%.

6.1.6 The maximum grain size of floated dense type aggregate stabilized by cement for base
course should not be more than 31. 5mm. the maximum grain size of aggregate for subbase
course should not be more than 37. 5mm.and the aggregate gradation range shall conform to
the requirements in Table 6.1.6-1.

Table 6.1.6-1 Gradation of Floated Dense Type Aggregate Stabilized by Cement

Mass percentage passing through the following square sieve openings (mm) (%)
Course
37.5 31.5 19.0 9.50 4. 75 2.36 0.6 0.075
Base course 100 90~100 60~80 29~49 15~32 6~20 0~5
Subbase course 100 93~100 75~90 50~70 29~50 15~35 6~20 0~5

27
 The maximum grain size of skeleton dense type aggregate stabilized by cement for base
course should not be more than 31. 5mm and the aggregate gradation range shall conform to
the requirement in Table 6. 1. 6-2.

Table 6.1.6-2 Gradation of Skeleton Dense Type Aggregate Stabilized by Cement

Mass percentage passing through the following square sieve openings (mm) (%)
Course
31.5 19.0 9.50 4.75 2.36 0.6 0.075
Base course 100 68~86 38~58 22~32 16~28 8~15 0~3

6.1.7 For cement-stabilized sand or gravel with much mud content, the lime should be added
for synthetic stabilization. When the cement content is more than 30% of the total binder
mass, it should be designed as the cement-stabilization type; otherwise it shall be designed as
the lime stabilization type.

For aggregate with uniform grains and without gradation, or gravel, crushed stone with little
fine material, or sand without soil, a proper amount of fly ash or lime-soil in which lime takes
the percentage of 8%~12% should be added to the aggregate for synthetic stabilization.

6.1.8 The typical value of compaction degree for lime-fly-ash stabilized material and 7d
unconfined compressive strength shall conform to the requirements specified in Table 6. 1.8.

Table 6.1. 8 Compaction Degree for Lime-fly-ash Stabilized Material and 7d Unconfined Compressive Strength

Super heavy, heavy, and moderate traffic Light traffic

Course Stabilization type Compaction degree Compressive Compaction Compressive
(%) strength (MPa) degree (%) strength (MPa)
Aggregate ≥98 ≥0.8 ≥97 ≥0.6
Base course
Fine-grained soil — — ≥96

Aggregate ≥97 ≥0. 6 ≥96 ≥0.5

Subbase course
Fine-grained soil ≥96 ≥95

6.1.9 The maximum grain size of skeleton dense type aggregate stabilized by lime-fly-ash
for base course should not be more than 31.5mm and the aggregate gradation range should
conform to the requirements in Table 6.1.9.

Table 6.1. 9 Gradation of Skeleton Dense Type Aggregate Stabilized by Lime-fly-ash

Mass percentage passing through the following square sieve opening (mm) (%)
Course
31.5 26.5 19.0 9.50 4. 75 2. 36 1.18 0.6 0. 075
Base course 100 95~100 48~68 24~34 11~ 21 6~16 2~12 0~6 0~3

6.1.10 The maximum grain size of floated dense type aggregate stabilized by lime-fly-ash for
crushed stone base course and subbase course should not be more than 31.5mm and
37.5mm,respectively.Its gradation range should conform to the requirements in Table 6.1.10-

28
 1.

Table 6.1.10-1 Gradation of Floated Dense Type Crushed Stone Aggregate Stabilized by
Lime-fly-ash
Mass percentage passing through the following square sieve opening(mm)(%)
Course
37.5 31.5 19.0 9.50 4.75 2.36 1.18 0.6 0.075

Bass course 100 88~98 55~75 30~50 16~36 10~25 4~18 0~5

Subbase
100 94~100 79~92 51~72 30~50 16~36 10~25 4~18 0~5
course
For floated dense type gravel base course and subbase course stabilized by lime fly-ash, the
gradation range of gravel should conform to the requirements in Table 6.1.10-2.

Table 6.1.10-2 Gradation of Floated Dense Type Gravel Aggregate Stabilized by Lime-fly-ash
Mass percentage passing through the following square sieve opening (mm)(%)
Course
37.5 31.5 19.0 9.50 4.75 2.36 1.18 0.6 0.075
Base course 100 85~98 55~75 39~59 27~47 17~35 10~25 0~10
Subbase
100 85~100 65~89 50~72 35~55 25~45 17~35 10~27 0~15
course

6.1.11 When lime-fly-ash stabilization material is adopted for base course of the Expressway
and Class-1 highway in moderate and severe frozen areas, an anti-freezing performance
verification should be performed and the test method is seen in A. 2 of Appendix A.

The anti-freezing performance is evaluated by using the ratio between residual compressive
strength of 28d sample after five freezing-thaw cycles in 18℃~-18℃ and 28d compressive
strength (MPa), its index should be consistent with the requirements in Table 6.1.11.

Table 6.1.11 Technical Requirements for Anti-freezing Performance of Lime-fly-ash

Stabilization Material
Climate subzone Severe frozen area Moderate frozen area
Residual compressive strength radio (%) ≥70 ≥65

6.1.12 Cement and other early strength agents can be added into the lime-fly-ash stabilized
material to increase their early strength or anti-freezing performance in winter: the added
content is determined by tests.

6.1.13 The typical value of compaction degree for lime-fly-ash stabilized material and 7d un-
confined compressive strength should conform to the requirements specified in Table 6.1.13.

29
 Table 6.1.13 Compaction Degree for Lime-fly-ash Stabilized Material and
7d Unconfined Compressive Strength
Super heavy,heavy,and moderate
Course Stabilization type Light traffic
traffic
Compaction Compressive Compaction Compressive
degree (%) strength (MPa) degree (%) strength (MPa)
Base course Aggregate ≥98 1.5~3.5 ≥97 1.2~1. 5
Subbase course Aggregate ≥97 ≥1.0 ≥96 ≥0.6

6.1.14 Cement content in cement-fly ash stabilized material should be 3%~6%,the mass ratio
between cement-fly-ash and aggregate should be(13~17);(87~83),and the aggregate gradation
requirements are the same as lime-fly-ash stabilized mixture.
6.1.15 The typical value of compaction degree for lime stabilized material and 7d
unconfined compressive strength shall conform to the requirements specified in Table 6.1.15.

Table 6.1.15 Compaction Degree for Lime Stabilized Material and 7d

Unconfined Compressive strength
Super heavy, heavy, and
Light traffic
moderate traffic
Course Stabilization type
Compaction Compressive Compaction Compressive
degree(%) strength(MPa) degree(%) strength(MPa)
Aggregate — ≥97
Base course — ≥0.8①
Fine-grained soil — ≥95③

Aggregate ≥97 ≥96

Subbase course ≥0.8 ≥0.7②
Fine-grained soil ≥95 ≥95
Note: ① In a low plasticity soil (plasticity index is less than 10)area,7d compressive strength of lime stabilized
gravel and crushed stone should be more than 0.5MPa.
② The lower limit is for the soil with plasticity index less than 10, The upper limit is for the soil with
plasticity index more than 10.
③ For Class-3 and Class-4 highways, if there lacks compaction facility, the compaction degree can be
degraded by 1%.

6.1.16 When the lime stabilized aggregate is used for the base course, the maximum grain
size should not be more than 37.5mm;when it is used for subbase course, should not be more
than 53mm. The gravel without clay, the graded crushed stone, and unsieved crushed stone
should be preferledly stabilized with cement. If there is lack of condition and only lime is
available, it shall be stabilized with lime soil, the mass ratio of lime soil and aggregate should
be 1:4,and the aggregate should have favorable gradation.

6.2 Flexible Base Course and Subbase Course

6.2.1 Flexible base course and subbase course can be used for all classes of highways. Hot

30
 mixed asphalt macadam should be used for base course and subbase course of highway with
moderate traffic volume and above: the penetration asphalt macadam should be used for base
or subbase of highway with moderate and heavy traffic volume: hot mixed asphalt macadam
and penetration asphalt macadam can be used for the leveling course of the reconstructed
project.

Graded crushed stone can be used for base course and subbase course of all classes of
highways. The graded gravel. graded crushed gravel and natural granule conforming to the
technical requirements such as gradation and plasticity index can be used for the base of light
traffic volume in Class-2 highway, below Class-2 highways, and subbase course of all classes
of highways.

Gap choked crushed stone is suitable for the base course of Class-3 and Class-4 highways
and subbase course of all classes of highways.

6.2.2 According to the porosity, the gradation type of asphalt macadam mixture can be
divided into dense gradation, semi-open, and open gradation. The dense gradation asphalt
macadam mixture has higher bearing capacity. The semi-open gradation asphalt macadam
mixture can bear load, lessen reflection crack, and drain water moderately. The open
gradation asphalt macadam mixture is suitable for drainable base course. The nominal
maximum grain size of asphalt macadam for base course should be equal to or more than
26.5mm.
6.2.3 Dense gradation asphalt macadam (ATB) can refer to the requirements in Table C. 1 of
Appendix C. The aggregate gradation is determined according to test and service experience.
Mixing proportion design of mixture should be carried out according to the Marshall Test, but
it can be also designed by the other effective method.
6.2.4 Nominal maximum grain size of semi-open gradation asphalt macadam (AM) and open
gradation asphalt macadam (ATPB) should be 26. 5mm or 37. 5mm. Asphalt of higher
viscosity should be used for binder of semi-open gradation and open gradation asphalt
macadam. In mixing proportion design of mixture, the Marshall Test method can be adopted
and its gradation can refer to the requirements in Table C1 of Appendix C. Technical index of
mixture should conform to the requirements in Table 6.2.4.
Table 6. 2. 4 Technical Index of Mixing Proportion Design of Mixture

Semi-open gradation asphalt Open gradation asphalt macadam

Test index Unit
macadam (AM) (ATPB)
Nominal maximum grain size mm Equal to or more than 26.5 Equal to or more than 26. 5
Marshall test sample dimension mm ϕ152.4×95.3 ϕ152.4×95.3
numbe
Number of Drops (double face) 112 75
r
Design porosity VV % 12~18 >18
Asphalt membrane thickness μm >12 —
Binder loss in Schellenberg run-off test % Not more than 0.2 —
Mixture loss in Cantabria dispersing test % Not more than 20 —

31
 or immersion dispersing test
Note: Bulk volume density of sample is determined according to the volumetric method.

6.2.5 When penetration asphalt macadam is used for base course or leveling course, the
requirements of materials such as asphalt and macadam, etc. and their consumption amounts
should conform to the requirements in the Specifications and Table C. 2 of Appendix C.

6.2.6 Graded macadam should adopt the macadam with various grain sizes to mix with stone
chips. It is divided into skeleton dense type and continuous gradation type. The gradation
composition of the aggregate can refer to Table D. 1 of Appendix D. When to design with
heavy-duty compaction test, compaction degree of the base course should be more than 98%.
CBR value should not be less than 100% ,compaction degree of subbase course should be
more than 96% ,and CBR value should not be less than 80%.
6.2.7 Grain composition of graded gravel or natural granule should be in accordance with the
requirements in Table D, 2 of Appendix D, and the gradation should approach the smooth
curve. When graded gravel or natural granule is used for the base course, and heavy-duty
compaction design is used, the compaction degree should not be less than 98% and CBR
value should not be less than 80%. When it is used for subbase course, the compaction degree
should not be less than 96%. CBR value should be no less than 40% for light traffic volume
and no less than 60% for moderate traffic volume.

6.2.8 Filling gap macadam can be used for subbase course of Class-2 highway and below
Class-2 highway. Maximum grain size should be 0. 5~0. 7 times of thickness. When it is used
for base course, the maximum grain size should not exceed 60mm:when it is used for subbase
course, the maximum grain size should not exceed 80mm. The gap filler can be stone chips,
coarse sand, or granule whose maximum grain size is less than 10mm. The degree of
compaction for filling gap macadam is expressed by solid volume rate. When it is used for
subbase course, the compaction degree should not be less than 83% :when it is used for base
course, the compaction degree should not be less than 85%.

6.3 Rigid Base

6.3.1 Rigid base is suitable for highway of heavy traffic, super heavy traffic, and which is
used for transporting coal, mineral, building material, etc.

Rigid base thickness is generally 200mm~280mm while its minimum thickness should be
more than 150mm.

6.3.2 When lean concrete is used for rigid base, the mixing proportion design of lean
concrete should be determined according to the bending strength test of 28d while the cement
content should be 8%~12%. Lean concrete strength should conform to the requirements in
Table 6.3.2. The construction quality management and control should be evaluated using the
compression strength of 7d. Maximum grain size of lean concrete base course aggregate

32
should not be more than 31.5mm.

33
 Table 6. 3. 2 Strength Requirements of Lean Concrete Base Material
Test items Super heavy and heavy traffic Moderate traffic
28d bending strength(MPa) 2.5~3.5 2.0~3.0
28d compressive
12~20 9~16
strength(MPa)
7d compressive strength(MPa) 9~15 7~12

6.3.3 For lean concrete base course blended with fly ash, the requirements for bending
strength of 23d should be the same as those in Table 6.3.2. Acceptable value of 14d
compressive strength should reach 85% of the compressive strength of 23d in Table 6.3.2. Fly
ash content should be 20%~40% of cement.

6.3.4 For the lean concrete base course, longitudinal and transverse joints should be placed
and filled with joint filler, A tack coat using hot asphalt, modified asphalt, or modified
emulsified asphalt should be set on the lean concrete base course to enhance the combination
between courses.

7 Asphalt Surface Course

7.1 Asphalt Mixture Surface Course

7.1.1 Asphalt surface course should have properties of flatness, denseness, skid resistance,
and durability. It should also have the capacity of rut resistance in high temperature, crack
resistance in low temperature, and good water damage resistance. The performance of asphalt
pavement for newly built Expressway and Class-1 highway should conform to the
requirements in Table 7.1.1.

Table 7.1.1 Technical Index of Asphalt Pavement for Expressway and Class-1 Highway
Items Target value Test method

Flatness International roughness index IRI<2.0m/km,σ<1.0mm T0933、T0932

Sideway force coefficient and texture depth conform

Skid resistance T0965,T0961、T0963
to the requirements in Table 7.1.2

High temperature stability Dynamic stability conforms to Article 7.1.6 T0719

Freezing/thawing splitting test strength ratio conforms

Water stability T0709、T0729
to the requirements in Table 7.1.7
Ultimate bending strain conforms to the requirements
Crack resistance T0715
in Table 7.1.8

7.1.2 Main indexes of surface course antiskid performance include the sideway force
coefficient SFC60 and pavement mean profile depth TD(mm). When the inspection for hand
over of Expressway and Class-1 highway is performed, the antiskid technical index should
conform to the requirements in Table 7.1.2. Class-2 highway can refer to it.

34
 Table 7.1.2 Antiskid Technical Index
Completion acceptance target value
Annual average rainfall(mm)
Sideway force coefficient SFC60 Mean profile depth TD(mm)
>1 000 ≥54 ≥0.55
500~1 000 ≥50 ≥0.50
250~500 ≥45 ≥0.45
Note:1. Sideway force coefficient SFC 60—Vehicle is tested by using a sideway force coefficient; the sideway force
coefficient is obtained at vehicle speed of 60km/h±1km/h.
2. Pavement mean profile depth TD(mm)—It is measured by the sanding method.

7.1.3 According to the design porosity, the hot mixing asphalt concrete for surface course
can be classified into dense gradation type and open gradation type. See Table 7.1.3.

Table 7.1.3 Classification of Hot Mixing Asphalt Concrete

Nominal Gradation type and designed porosity
Hot mixing asphalt concrete Max, grain max, Dense gradation Open gradation
type size(mm) grain size
3~5 3~4 >18
(mm)
Sand grain type 9.5 4.75 AC-5
13.2 9.5 AC-10
Fine grain type
16 13.2 AC-13
AC
Medium grain 19 16 AC-16
type 26.5 19 AC-20
Coarse grain 31.5 26.5 AC-25
13.2 9.5 SMA-10
Fine grain type
16 13.2 SMA-13
SMA
Medium grain 19 16 SMA-16
type 26.5 19 SMA-20
13.2 9.5 OGFC-10
OGFC Fine grain type
16 13.2 OGFC-13
Note: When SMA is used for a hot summer zone, heavy traffic highway, or super heavy traffic highway, the upper
limit of design porosity can be properly increased up to 4.5%.

7.1.4 Asphalt mixture type of all the structural courses should be selected reasonably
according to the operation requirement, climate feature, traffic conditions, structural course
function, and other factors in combination with asphalt layer thickness and local practical
experience.

1 For antiskid surface course, asphalt mastic macadam (SMA) and dense gradation course
asphalt mixture (AC-C) should be adopted. When conditions is allowable, open graded
friction course (OGFC) can be adopted.

35
 2 Every asphalt pavements shall contain at least one layer of dense gradation asphalt
mixture.

7.1.5 The mixing proportion design of asphalt mixture for Expressway and Class-1 highway
should select materials which are suitable for road building, and select several gradation
curves according to the gradation range and practical experience in Table C. 1 of Appendix C,
then perform mixing proportion design, asphalt mixture performance test, and design
parameter test. The targeted mixing proportion range should be determined according to the
test result.

Targeted mixing proportion of Class-2 highway and below Class-2 highway can be
determined according to the gradation range and practical experience in Table C. 1 of
Appendix C.

The mixing proportion design of asphalt mixture should adopt the Marshal Test method. If
possible, other effective mixing proportion design methods proven by practice can be
adopted.

7.1.6 High temperature stability of asphalt mixture should be evaluated in its dynamic
stability.

The design value of dynamic stability of asphalt mixture of surface course and medium
surface course for medium traffic volume or over can be determined according to the
Technical Specifications for Construction of Highway Asphalt Pavement (JTG F40) and local
engineering experience. For hot areas, heavy traffic, super heavy traffic, sections with long
and steep consecutive longitudinal slope, bridge deck pavements, and sections with special
requirements, the requirements for dynamic stability index should be increased.

When it is required that the high temperature stability of asphalt mixture should be increased,
technical measures such as regulating aggregate gradation and asphalt content, increasing the
viscosity of asphalt, adopting modified asphalt, etc. can be taken.

7.1.7 Water stability of dense gradation of hot mixing asphalt mixture should conform to the
requirements in Table 7.1.7. If the technical index of asphalt mixture's water stability cannot
meet the requirements, a proper amount of hydrated lime or cement can be added to the
asphalt mixture; certain amount of fine aggregate or coarse aggregate of limestone can be
also added to increase water stability.

Table 7.1.7 Technical Index of Hot Mixing Asphalt Mixture’s Water Stability
Annual rainfall(mm) ≥500 <500 Test method
Splitting strength ratio of freezing/thawing splitting test(%) ≥75 ≥70 T0729
Submerging Marshall Test residual stability(%) ≥80 ≥75 T0709
Note: For heavy and super heavy traffic highways in rainy areas,5% of the index value of freezing/thawing

36
 splitting strength ratio can be increased.

7.1.8 For the surface course of Expressway and Class-1 highway, the bending test should be
carried out under a low temperature condition, - 10℃, to check the low temperature crack
resistance of dense gradation asphalt concrete. The ultimate failure strain should conform to
the requirements in Table 7.1.8.

Table 7.1.8 Technical Index of Asphalt Mixture's Breaking Strain in Low Temperature Bending Test (fit )

Climate conditions and Annual extreme minimum air temperature (℃ ) Test method
technical index <-37.0 -21.5~-37.0 -9.0~ -21. 5 > - 9.0
T0728
Ultimate failure strain (μɛ) ≥2 600 ≥2 300 ≥2 000
Note: When the modified asphalt is used, the ultimate failure strain index value can be increased properly.

7.1.9 For SMA, the modified asphalt should be adopted, the fiber stabilization agent should
be added, and the content should be determined through test.

The Marshall Test method can be adopted for SMA to perform the mixing proportion design
and check the high temperature stability, low temperature crack resistance, water stability and
other indices.

7.1.10 OGFC is suitable for the wearing course and surface course of drainage pavement in
areas where the mean annual rainfall is more than 800mm.

1 Wearing course thickness of open gradation asphalt mixture should be about 20mm and
the drainable surface course thickness should be 30mm~40mm. Gradation of aggregate
can refer to the requirements in Table C. 1 of Appendix C. The binder should be
modified asphalt with high viscosity. The proper amount of hydrated lime and fiber
stabilization agent should be added to the mixture.

2 Waterproof layer should be set under the open gradation asphalt mixture wearing course
or drainage surface course. The rainwater should be drained off from sub-grade.

7.1.11 Cold mixing asphalt mixture can be used for the surface course of Class-3 and Class-4
highways, with the binder of emulsified asphalt, modified emulsified asphalt, or liquid
asphalt, and dense gradation asphalt mixture should be adopted, of which the gradation may
be consulted from Table C. 1 of Appendix C. Mixing proportion design can be determined
according to the local successful experience or by trial mixing and trial paving.

7.2 Asphalt Penetration Type Pavement and Surface Treatment

7.2.1 The thickness of asphalt penetration type pavement should be 40mm ~ 80mm. When
the upper mixed layer and lower penetrating type asphalt pavement is used, the thickness of
the mixed layer should be 25mm~40mm and the total thickness should be 70mm~ 100mm.

37
Asphalt penetration type pavement binder should be petroleum asphalt.

7.2.2 The material specification and content of asphalt penetration type pavement (including
penetrating pavement topped with asphalt mixture) should conform to the requirements in
Table 3 of Appendix C. The dense gradation hot mixing asphalt mixture AC-10 and AC-13
should be adopted as asphalt mixtures for the top mixed layer. Gradation of mixture should
conform to the requirements in Table C of Appendix C. 1. Mixing proportion design of
asphalt mixture should conform to the relevant regulations.

7.2.3 Asphalt surface treatment is suitable for the surface course of Class-3 and Class-4
highways. It can be divided into single course, double courses, and three courses. Single
course treatment thickness is 10mm~15mm.double courses treatment thickness is
15mm~25mm. and three courses treatment thickness is 25mm~30mm.

7.2.4 For asphalt surface treatment, road petroleum asphalt or emulsified asphalt can be
adopted as binder. The specification and content of aggregate should conform to the
requirements in Table C.4 of Appendix C.

7.2.5 Micro-surfacing can be divided into MS-2 type and MS-3 type according to various
grain sizes of minerals. The single course thickness is 4mm~6mm and 8mm~10mm,
respectively. Slurry seals can be divided into ES-1 type, ES-2 type, or ES-3 type according to
the various grain sizes of minerals. The single course thickness ranges from 2.5mm~3mm,
4mm~6mm and 8mm~10mm, respectively.

1 MS-3 type micro-surfacing is suitable for the pavement overlay of expressway and
Class-1 highway. ES-3 type slurry seal is suitable for the pavement overlay of Class-2
highway and the lower seal coat of newly built highway.

2 MS-2 type micro-surfacing is suitable for the pavement overlay of medium traffic
Express way and Class-1 and Class-2 highways. ES-2 type slurry seal is suitable for
the pavement overlay of Class-2 highway and below Class-2 highways as well as the
lower seal coat of newly built highway.

3 ES-1 type slurry seal is suitable for the pavement overlay of Class-3 and Class-4
highways and parking lots.

7.2.6 Gradation of mineral aggregate for micro-surfacing and slurry seal should conform to
the requirements in Table 7.2.6-1. Laboratory testing technical indexes of slurry mixtures
should meet the requirements in Table 7.2.6-2.

Table 7.2.6-1 Gradation of Mineral Aggregate for Micro-Surfacing and Slurry Seal Coat
gradation type 9.5 4. 75 2. 36 1.18 0.6 0.3 0.15 0.075
ES-1 100 90~100 65~90 40~65 25~42 15~30 10~20

38
 MS-2. ES-2 100 90~100 65~90 45~70 30~50 18~30 10~21 5~15
MS-3.ES-3 100 70~90 45~70 28~50 19~34 12~25 7~18 5~15
Allowable
— ±5% ±5% ±5% ±5% ±4% ±3% ±2%
fluctuation range

Table 7.2.6-2 Technical Indexes of Slurry Mixture

Standard
Test items Road to be opened Road not to be
Micro-surfacing
quickly opened quickly
Mixing time(25℃)No less than(s) 120 120 180
Cohesion test No less than(N.m)
30 min(initial setting) 1.2 1.2 —
60min (open to traffic) 2.0 2.0 —
Sand quantity adhered to load tyre No more than(g/m2) 450 450①
wet tyre abrasion loss, immersed 1h No more than(g/m2) 540 800
2
immersed, 6d No more than(g/m ) 800 —
②
Width change rate in wheel rut deformation test No
5 —
more than(%)
Note: ① For overlay of pavement and lower seal coat of light traffic road, the adhered sand quantity indexes can be
not-required.
② When the micro-surfacing mixture is used to repair the rut. It is necessary to perform the tyre rutting test.

8 Thickness of New Pavement Structure

8.0.1 For the design of pavement structure, the calculation should be carried out based on the
multilayered and continuous elastic system theory subjected to double-round uniformly
distributed vertical load. Pavement loads and calculation points are shown in Figure 8.0.1.

Figure 8.0.1 Pavement loads and calculation points

8.0.2 The pavement structure should have a proper thickness to meet the requirements of
overall structural stiffness (i. e. bearing capacity) and to resist fatigue cracking of asphalt
course or semi-rigid base and subbase course.

1 The calculated deflection (Is) at tyre clear center (point A) should be less than or equal to
the design deflection (Id,), that is:

39
 Is≤Id (8.0.2-1)

2 The bottom tensile stress (<rm) at tyre clear center (point C) or at single-round load
center (point S) should be less than or equal to the tolerated stress (<rP).that is:

σm≤σR (8.0.2-2)

8.0.3 The pavement structures of Expressway and Class-1 and Class-2 highways use
pavement surface course resilient deflection value, tensile stress in the bottom of asphalt
concrete course, and tensile stress in the bottom of semi-rigid material course as the design
indexes. The pavement structures of Class-3 and Class-4 highways use the design deflection
on road surface as design indexes. When possible, it is recommended to examine the shear
strength of asphalt mixture for heavy load traffic pavement.

8.0.4 The design of pavement structure should be carried out in accordance with the
procedure shown in Figure 8.0.4. including the following main contents:

Figure 8.0.4 Design flow chart

1 In accordance with the design requirements and deflection or deflection index. calculate
the accumulative effect numbers of standard equivalent axle loads of a lane within the

40
 design life span. determine the design traffic volume and traffic classification. select
the types of surface course and base course. and calculate the design deflection or
tolerable tension stress. respectively.

2 The subgrade should be divided into several sections according to subgrade soil type,
wetness, and subgrade cross-section form: determine the design value of resilient
modulus in each section of subgrade.

3 Initially determine several feasible alternatives for pavement structural composition and
thickness by referring to the local experience, test the mixing proportion of the selected
materials for the project, measure the compressive resilient modulus and splitting
strength, etc. of the material in each structural course, and determine the design
parameters of each structural course.

4 Calculate or check the thickness of pavement following the design procedure according
to the design indexes and based on the multilayer elastic system theory.

5 Check if the anti-freezing thickness meets the requirement for seasonal frost region.

6 Determine the pavement structure solution by technical and economic comparative study.

8.0.5 Design deflection should be calculated using Equation 8.0.5 in accordance with
highway classification, accumulative effect numbers of standard equivalent axle loads within
the design life span, and types of surface course and base course.

Id=600Ne-0.2AcAsAb (8.0.5)

Where:

Id—Designed deflection(in 0.01mm);

Ne—The accumulative effect numbers of equivalent axle loads of a lane within the design
life(axles/lane);

Ac—Highway classification coefficient, 1.0 for Expressway and Class-1 highway, 1.1 for
Class-2 highway, and 1.2 for Class-3 and Class-4 highways;

As—Surface course type coefficient, 1.0 for asphalt concrete surface course, and 1.1 for hot
or cold mixing asphalt macadam, asphalt penetration type pavement(including penetrating
asphalt pavement topped with asphalt tmixture),and asphalt surface treatment;

Ab—Pavement structural type coefficient, 1.0 for semi-rigid base asphalt pavement and 1.6
for flexible base asphalt pavement.

41
8.0.6 When using the tensile stress as design or check index for the asphalt concrete
pavement, and semi-rigid base, and subbase course, the tolerated tensile stress σ R of materials
should be calculated using Equation 8.0.6-1:

(8.0.6-1)
Where:

σR—The torelated tensile stress of the material in pavement structure. (MPa):

σs—The ultimate splitting strength of asphalt concrete or semi-rigid material. (MPa) i

Ks—Tensile strength structural coefficient.

1 Ultimate splitting strength of asphalt concrete refers to that at 15C. And refers to that at
the ages of 90 days for cement stabilized materials and 180 days for lime fly-ash or
lime stabilized materials and 120 days for fly ash-cement stabilized materials.

2 Tensile strength structural coefficient for asphalt concrete course should be calculated
using the following equation:
KS=0.09Ne0.22/AC (8.0.6-2)

Tensile strength structural coefficient for inorganic binder stabilized aggregate should be
calculated by the following equation:
KS=0.35Ne0.11/AC (8.0.6-3)

Tensile strength structural coefficient for inorganic binder stabilized fine soil should be
calculated using the following equation:
KS=0.45Ne0.11/AC (8.0.6-4)

8.0.7 The design parameters of the materials of each structural course used in pavement
design should be determined according the requirements of highway classification and design
phase.

1 For construction drawing design of Expressway and Class-1 highway, the design
parameters should be obtained from the testing of selected pavement materials. When
the new materials are used for each classes of highways, the design parameters must
also be determined by tests.

2 Preliminary design of Expressway and Class-1 highway or the design of Class-2 and
below highways can refer to the existing test data or engineering experience in the
local area.

3 In the stage of feasibility study, the design parameters can be determined according to
Appendix E.

42
8.0.8 The design parameters of semi-rigid material should be determined in accordance with
the provisions of the Test Methods of Materials Stabilized with Inorganic Binders for
Highway Engineering. The design parameters of asphalt mixture should be determined in
accordance with the provisions of the Standard Test Methods of Bitumen and Bituminous
Mixtures for Highway Engineering.

8.0.9 When deflection value of the pavement surface course is taken as a design or check
index, the compressive resilient modulus should be selected as the design parameter. Test
temperature of asphalt concrete is at 20℃. For the calculation of pavement surface deflection
value, the design compressive resilient modulus E should be computed by Equation 8.0.9:
(8.0.9)
Where:

—The average value of the modulus in various test samples, MPa;

S—The standard deviation of the modulus in various test samples;

Za—Reliability coefficient, take 2.0 for 95% reliability.

8.0.10 When the tensile stress in the bottom of asphalt course or semi-rigid material
structural course is taken as a design or check index, the compressive resilient modulus of
asphalt mixture should be tested at 15℃.Semi-rigid material should be tested at the specified
curing age (90 days for cement-stabilized material, 180 days for lime-fly-ash and lime
stabilized materials, and 120 days for fly ash cement stabilized materials).

In the calculation of bottom tensile stress, the most unfavorable combination of modulus
should be taken into account. The design modulus value of each course below the considered
course should be computed by Equation 8.0.9 and the design modulus value E of considered
course and each course above it should be computed by Equation 8.0.10:
E= +ZaS (8.0.10)

The symbols in equation 8.0.10 have the same meaning as Equation 8.0.9.

8.0.11 After fully proved, the relationship of splitting strength, resilience modulus and age,
and the conversion relationship between material strength and modulus estimated for the
specified age under the quick curing method should be used as the basis for value-taking of
design parameters.

8.0.12 Calculation of resilient deflection of pavement surface at tyre clearance center

Deflection value of computation at pavement surface should be computed by Equation
8.0.12-1:

(8.0.12-1)

43
Where:

(8.0.12-2)

Where:

IS—Deflection value of computation atf pavement surface (in 0.01mm);

F—Comprehensive correction coefficient of deflection;

p,δ—Tyre contact pressure (MPa) and equivalent circle radius (cm) of standard vehicle
type: respectively:

αc—Theoretical deflection coefficient:

E0 or En—Compressive resilient modulus value of soil subgrade (MPa);

E1,E2,…，En-1 —Compressive resilient modulus of material in various courses (MPa);

h1,h2,…，hn-1—Thicknesses of various structural courses (cm).

8.0.13 Calculation of bottom tensile stress

Bottom tensile stress should be calculated respectively at single-circle center (point B) and
double-circle tyre clear center (point C),and the greater value is taken as the bottom tensile
stress. Maximum bottom tensile stress should be computed by Equation 8.0.13:

(8.0.13)

Where:

—Theoretical maximum tensile stress coefficient;

Other symbols of equation have the same meaning as Equation 8.0.12.

8.0.14 The thickness of each structural course can be determined by either the calculation
method or checking computation method.

1 Calculation method: Determine pavement structural composition according to road

44
 performance requirements or engineering experience. Select a course in advance as the
course to be designed. Determine the thickness of other courses according to the type
of mixture and construction technology. Compute the thickness of the course to be
designed using the procedure prescribed in Article 8. 0. 4. The thickness of the course
to be designed should not be less than the minimum construction thickness.

2 Checking computation method: Determine pavement structural composition with

reference to typical pavement structure in the local region. Determine the thickness of
each structural course according to the type of mixture and construction technology.
Carry out checking computation using the procedure prescribed in Article 8. 0. 4. The
structure passed the check computation can be used as an optional structure.

8.0.15 Prior to pavement hand-over, it is required to measure the surface course deflection
value at tyre clearance center under the standard axle load BZZ-100 in unfavorable season.
Its deflection representative value should comply with Formula 8.0.15-1:
I0j< Ia ( 8.0.15-1 )
Where:

Ioj—Representative value of measured surface course deflection value in a section (0.01mm);

Ia—Standard value for check of surface course deflection (0.01mm) .calculated according to
the final thickness of pavement structure and modulus of material.

1 The representative deflection value should be field-measured under the standard vehicle
axle load BZZ-100. A conversion should be made in the case of a nonstandard axle
load. A semi-rigid base structure should adopt 5.4m deflectometer for measurement. A
flexible base structure should adopt 3.6m deflectometer for measurement.

Temperature correction is not required when the asphalt course thickness is less than or
equal to 50mm in measurement. The temperature correction should be made in other
situations. If the deflection test is made in a non-unfavorable season, the seasonal
correction should be considered.

2 The length of 1km~3km should be taken as an evaluation section when testing the
deflection. Testing frequency of a lane should be one point every 10m~50m according
to highway classification. No less than 80 points for every kilometer of Expressway
and Class-1 highway should be tested and no less than 40 points for every kilometer of
Class-2 and below highways should be tested.

3 The deflection representative value (in 0. 01mm) of those field-measured values on

pavement surface in a road section. I0 .should be calculated by Equation 8.0.15-2:

(8.0.15-2)

Where:

45
 I0—The representative value of field-measured surface course deflection in a section
(0.01mm);

I0—The average value of field-measured surface course deflection in a section (0. 01mm);

S—The standard deviation of field-measured deflection on road surface in a section

(0.01mm);

Ze—Coefficient related with reliability. Za= 1.645 for Expressway and Class-1 highway, and
Zs = 1.5 for other asphalt pavements;

K1—Seasonal influence coefficient, determined by local experience;

K3—Temperature correction coefficient, temperature correction method may refer to the

related provisions of the Site Test Regulations of Subgrade and Pavement for Highway
Engineering or use its provision's description, or the locally measured data.

9 Pavement Reconstruction Design

9.1 General Provisions

9.1.1 The relocated road section should be designed as newly constructed pavement. The
sections where pavement is to be widened or subgrade to be improved, or longitudinal slope
to be adjusted could be designed as newly constructed or reconstructed pavement according
to the actual situation. The existing section to be reinforced should be designed as
reconstructed pavement.

9.1.2 The pavement condition survey should be carried out to assess the damaged condition
section by section, analyze the causes of pavement damage, and prepare a design scheme for
the pavement reconstruction in each section.

9.1.3 The Expressway, Class-1 highway, and suburb roads with high traffic volume should
be provided with a design scheme characterized by convenient construction, shorter
construction periods, and less disturbance to normal traffic. Excavation works and waste
materials of the existing road should be reduced but specified service life span should still be
assured.

9.1.4 The design scheme should consider the recycling of asphalt mixture and semi-rigid
base materials in the existing pavement, and actively but prudently promote the recycle
technology in combination with existing tech-achievements and experiences.

9.1.5 For widening works, effective measures should be taken for the integrate between new
and existing pavements to prevent differential settlements between them.

46
 9.1.6 For large reconstruction and expansion work, a test road should be built as per design
scheme to obtain more knowledge of traffic diversion, construction organization,
construction technology, construction quality control, etc. in order to improved the design
scheme.

9.2 Asphalt Pavement Resurfacing

9.2.1 Survey and analysis of existing pavement covers the following contents:

1 Investigate the damaged condition including crack degree, rut depth and patching area.
etc.
2 Assess the bearing capacity of existing pavement.

3 Based on the damage condition survey and the testing and assessment of the bearing
capacity, identify three typical pavement conditions, i. e. good, medium, and bad.
Conduct core sampling or pit sampling from each layer and collect samples from
asphalt mixture, base course, subbase course and soil subgrde for test. Analyze the
causes of damage and ascertain which layer is fatally broken layer and whether it can
be utilized.

4 Sampling to determine the water content, soil type, and bearing capacity in each layer of
subgrade soil within the road bed: analyze the stability and strength of the subgrade
and the drainage condition.

9.2.2 At the time of design, the entire highway should be divided into several sections
according to the following factors:

1 Existing pavement with similar type, similar causes of damage, and with similar
deflection value can be designated as a section.

2 In sections where partially considerable deflection value exists, patching then

reinforcing should be carried out. The separate points with the over large deflection
value can be disregarded when calculating the representative deflection value in this
section.

3 Road condition evaluation is generally performed every 1km in length, which can be
prolonged in case the evaluation presents less variation in road condition. The
minimum length of a section, where hydrological and soil conditions are complex, or
where special treatments are needed, can be set according to the actual condition.

9.2.3 Calculated deflection value in each section

The deflection value of existing pavement should be tested once every 20m~50m,no less than

47
20 testing points for each lane or each section, which can be intensified in case of greater
variation in deflection under standard axle load BZZ-100 with Benkelman Beam process. A
conversion should be made in the case of a nonstandard axle load. The deflection value I 0 in
each section should be calculated by Equation 9.2.3:

I0=( +ZaS)K1K2K3 (9.2.3)

Where:

K2—Moisture influence coefficient, determined by the local experience.

Other symbols of equation 9.2.3 have the same meaning as Equation 8.0.15-2.

9.2.4 Treatment of existing asphalt pavement

1 The asphalt pavement with fundamentally satisfactory overall strength, rut depth less
than 10mm, slightly cracked, but with poorer flatness and antiskid functions can be
resurfaced directly to restore its service function.

2 The asphalt pavement with moderate or severe cracking can be milled according to the
actual condition, otherwise the cracks should be grouted and pothole be patched, when
necessary, anti-cracking measures be adopted. Then the asphalt concrete repaying can
be taken. The asphalt pavement with shaped cracking, crazing, or aged asphalt should
be milled, cleaned, and tack-coated, then repaved with asphalt.

3 Where asphalt pavement is without sufficient overall strength or with serious damage,
the depth and area of existing pavement to be removed, as well as structure and
thickness of the reinforcing course to be repaved should be determined according to the
damage conditions.

9.2.5 Resurfacing

1 Improving and enhancing the service function of asphalt surface course can be made by
the measures of asphalt concrete resurfacing, surface treatment, or other preventive
maintenance measures. Normally, a single course of asphalt concrete resurfacing can
be 30mm~50mm in thickness, while an ultra-thin course of resurfacing can be 20mm~
25mm. Preventive maintenance can be carried out by applying slurry seal coat, micro-
surfacing, or curing compound, etc.

2 The binder for ultra-thin wearing course can be asphalt, modified asphalt or asphalt
blended with other additives to enhance the water stability of the course.

9.2.6 Calculation of the equivalent resilience modulus in existing pavement

1 The equivalent resilience modulus of existing pavement should be calculated for each

48
 section.

2 The equivalent resilience modulus in each section should be calculated by Equation

9.2.6-1 (tyre clearance/ deflection method):

(9.2.6-1)
Where:

Et—Equivalent resilience modulus of existing pavement (MPa);

p,δ—Tyre contact pressure (MPa) and equivalent circle radius (cm) of standard vehicle
type, Respectively;

I0—Deflection value of computation of existing pavement (0.01mm);

m1—The ratio of the deflection value of existing pavement measured under the
standard axle load of vehicle to the resilient deformation value measured by
bearing plate under the same pressure;

m2— Amplification coefficient of equivalent resilience modulus for existing pavement.

Ratio value m, should be determined through comparison and verification of
different test results performed in different locations. In the event that no such
data is available, m1 can take 1.1 (tyre clearance/ deflection method).

3 m2 should be determined by Equation 9.2.6-2 in the calculation of the tensile stress in

the bottom of the reinforcing course which contacts with existing pavement, and m 2
can be 1.0 in the calculation of the tensile stress and deflection value in the bottom of
other reinforcing courses.

(9.2.6-2)

Where:

En-1—Compression modulus of the course which contacts with existing pavement.

MPa；

h'—Total thickness (cm) of various reinforcing courses equivalent to modulus E n-1 of

contact course of the existing pavement.

4 The equivalent total thickness h' can be calculated by Equation 9.2.6-3:

(9.2.6-3)

49
 Where:

Ei—Compressive resilient modulus of the reinforcing course i,MPa;

hi—The thickness (cm) of the reinforcing course i;

n-1—The number of reinforcing courses.

9.2.7 Structural design of reinforcing courses

1 Reinforcing design should be carried out if existing pavement is insufficient in strength.

Reinforcing design should comply with the same design method as that of new
pavements.

2 Structural design of reinforcing courses should be carried out according to

comprehensive assessments of existing pavement, highway classification, traffic
volume, and considerations of being in harmony with the surrounding environment,
and in combination with the design for slope adjustment of both longitudinal and cross
sections. Direct resurfacing, excavating existing pavement to a certain structural
course, paving one or more reinforcing courses, paving semi-rigid base or poor
concrete base, and other alternatives can be selected. It is necessary to select a
coefficient of pavement type according to the resurfacing structure when determining
the design deflection value.

3 Tack coat, should be sprayed between existing pavement and reinforcing course. or
other measures to alleviate cracks should be adopted, or otherwise measures like to
pave leveling course, or to pave structural course directly may be adopted according to
the structure and thickness of the resurfacing course.

9.2.8 Design procedure for reinforcing courses

1 Calculate the equivalent resilience modulus of existing pavement.

2 Select several feasible structural combinations and thicknesses, and determine the
material parameter of each reinforcing course through testing or with reference to
mature local experiences.

3 Determine the design parameters according to the type of reinforcing courses. When the
pavement resilient deflection is used as the design index, the comprehensive correction
coefficient for deflection can be calculated by Equation 9.2.8:

(9.2.8)
Where:

50
 Et—Equivalent resilience modulus of existing pavement(MPa);

Other symbols of equation 9.2.8 have the same meaning as Equation 8.0.12-2.

When the tensile stress is used as the control index, the comprehensive correction co-
efficient for deflection should be calculated using Equation 8.0.12-2 after the designed
thickness is determined. Finally, calculate the pavement resilient deflection.

4 Calculate the thickness of course to be designed or conduct structural checking

computation following the design procedure based on the elastic layer system theory.
The wet and moderate wet road section in seasonal frost regions should also be
checked for anti-freezing thickness.

5 Determine a reinforcing solution through technical and economic comparison.

9.3 Cement Concrete Pavement Resurfacing with Asphalt

9.3.1 Field survey of cement concrete pavement condition focuses on the following aspects:

1 Check the damaged condition including slab cracking and breaking and damages at
corners and edges. Record the location and number of damaged slabs or draw a
damaging sketch for each lane. Calculate the failure rate of slabs per 1km. Investigate
the splitting width of longitudinal and transverse joints as well as the positions and
heights of slab faulting. Calculate the average heights of slab faultings over the faulted
section and check the void position under slab bottom, etc.

2 Field measurement should be performed by a drop hammer deflectometer or Benkelman

deflectometer.

1) Every one or two to four slabs should be provided with a test point according to the
road condition. Deflection measurement should be taken at transverse joint, of slab
and 30cm~50cm from its corner to acquire full knowledge about the bearing
capacity of cement concrete pavement.

2) Select a typical longitudinal section according to the measured deflection value or

deflection basin data and measure the deflection value of both sides of transverse
joints or cracks to evaluate the bearing capacity of existing concrete slab and the
load transfer ability of joints. Judge the slab bottom void according to the mean
height of slab faulting.

3 Select a typical pavement and carry out core sampling from each sourse. Then, test the
strength and modulus of the existing concrete and analyze the causes of damage.

9.3.2 Evaluation of the load transfer ability of existing pavement joints

51
 1 The difference in deflection of both sides of transverse joints can be calculated by
Equation 9.3.2-1:
△D=Du-De (9.3.2-1)
Where:

△D—Difference in deflection(0.01mm);

Du—The deflection value of the slab edge subjected to no load(0.01 mm);

De—The deflection value of the slab edge subjected to load(0.01mm).

2 When measuring the deflection of both sides of transverse joints using drop hammer
deflectometer or Benkelman deflectometer, the mean deflection value(calculated by
Equation 9.3.2-2) should be used to evaluate the bearing capacity of cement concrete
slabs and determine the treatments according to their conditions.

(9.3.2-2)
Where:

—Average deflection value(0.01mm).

9.3.3 Structural parameters of existing concrete pavement including slab thickness, flexural-
tensile strength, flexural-tensile resilient modulus, and standard equivalent resilience modulus
at the top of base course can be determined in conformance with related provisions of the
Specifications of Cement Concrete Pavement Design for Highway(JTG D40).

9.3.4 Depending on the damage survey and bearing capacity testing, the original cement
concrete pavement can be treated in accordance with Table 9.3.4. If the bearing capacity of
existing pavement doesn’t meet the requirements for the existing traffic load, it should be
reinforced.

Table 9.3.4 Treatment Method for Existing Cement Concrete Pavement

Existing pavement Average Deflection value
Evaluation Grade Repair Method
condition (0. 01mm)
Local treatment: Replace broken slab, repair
cracked slab, and grout voided slab to make the
Excellent or
20~45 representative deflection value of treated
good
Damaging section less than 20 (0.01mm) and resurface it
condition with asphalt.
Medium or Break concrete slabs into pieces, compact
>45
poor Them, and pave reinforcing course over them.

52
 Eliminate vertical and horizontal deformations
Insufficient load by grouting, installing dowel bars-or breaking
transfer △D≥6 the pavement to eliminate deformation on both
ability of joints vertical and horizontal directions. Then,
resurface it with asphalt layer.
Eliminate vertical and horizontal deformations
Void under slab
by grouting or breaking and compacting. Then,
bottom
resurface it with asphalt layer.

9.3.5 Asphalt resurfacing can be carried out with single course or double course, and a
leveling course or a reinforcing course can be added according to the actual conditions.
Resurfacing design should be done by combining existing experience .and considering such
factors like highway classification, functional requirements, traffic volume, environmental
conditions, longitudinal and transverse slope adjustment, treatments against damages to
stabilize the existing cement concrete slab, and measures to prevent reflecting cracks.

1 The asphalt course laid over the existing stable cement concrete slabs should have a
thickness no less than 100mm for Expressway and Class-1 highway (or medium
traffic and above) .and no less than 70mm for other highways.

2 A tack coat of hot asphalt, modified emulsified asphalt, or modified asphalt should be
furnished prior to surfacing the existing cement concrete pavement. The 20mm —
25mm thick stress absorbing course, stress absorbing membrane made of polymer
modified asphalt, or long-fiber non-woven polyester geotextile should be provided to
prevent water infiltration, mitigate reflection cracking, and strengthen intercourse
bonding.

3 Water prevention and drainage system of pavement should be improved in accordance

with the related provisions of the Specification.

9.3.6 Asphalt resurfacing design for broken slabs

1 When the average deflection value at slab joints or cracks is greater than 45 (0.01mm). it
is necessary to eliminate slab voids by breaking the cement concrete slabs to enable
them to be in tight contact with base, After that, pave the structural course over them.

2 When the average deflection value at slab joints or cracks is greater than 70 (0.01mm),
or the cement concrete slabs are relatively broken, it is recommended to break the slabs
into pieces and used as base course or subbase course. Then, test its equivalent
resilience modulus with drop hammer deflectometer or Benkelman deflectometer.
Finally, carry out the design of reinforcing course and asphalt course as specified in
Section 9.2 of the Specifications.

53
10 Drainage Design

10.0.1 General Provisions

1 Pavement drainage design should be carried out according to factors such as highway
classification, rainfall, and longitudinal slope in conjunction with drainage design of
subgrade. bridges, culverts or other structures; rationally select drainage scheme,
arrange drainage facilities, and provide an integral and smooth drainage system to
ensure the stability of subgrade and pavement.

2 Pavement drainage consists of pavement surface drainage, median drainage, and

internal drainage of pavement structure.

3 Pavement drainage should be designed according to a 5-year flood of recurrence for

Expressway and Class-1 highway, and to a 3-year flood of recurrence for Class-2 and
lower Highways. Flood of recurrence can be somewhat higher for the highways in rain
region or special road sections.

4 Urban road drainage should be well connected with the city drainage system.

10.0.2 Pavement surface drainage

1 Dispersed drainage: It consists of pavement transverse slope, road shoulder and side
slope protection, which is suitable for the road section with gentle longitudinal slope,
less water accumulation, and lower embankment.

2 Concentrated drainage: It consists of pavement transverse slope, water stopping curb or

rectangular trench, draining sump, and chute, which are suitable for road sections with
higher embankment or for sections filled by silty soil and/or sandy soil which is easy to
be eroded and for sections at the bottom of concave curve, etc.

10.0.3 Side structure of earth shoulder for dispersed drainage road section

1 Generally, the earth shoulder is provided with ecological protection, e. g. growing turf
adaptive to local climate and soil, and transverse drainpipes on the outside of the top of
subbase course to allow the seepage water occluded on the bottom of greening fill layer
to flow out from subgrade through them should be mounted. See Figure 10.0.3a). For
low-fill embankment, the construction as shown in Figure 10.0.3b) can be applied with
a bed course paved to the edge of subgrade.

2 For the sections with relatively greater erosion, the earth shoulder should be properly
protected using at least 50mm-thick precast cement concrete blocks or cast-in-place
concrete, underlaid by pervious materials such as sand, gravel, and crushed stone, etc.
for pavement drainage. See Figure 10.0.3c). It may be also protected with crushed

54
 stones and gravels as shown in Figure 10.0.3d).

3 Dispersed drainage should be designed in proper combination with subgrade side slope
protection, side ditch, or drainage ditch.

The meanings of the number in figure is:

① Surface course
② Base course
③ Subbase course
④ Arched slope protection
⑤ Seepage-proof woven geotextile
⑥ Crushed gravel gabion
⑦ Soil filling
⑧ Crushed stones or gravels pervious course
⑨ Seepage-proof geotextile
⑩ Base course(see page geotextile over the top)

Figure 10.0.3 Dispersed drainage shoulder structure(unit:cm)

10.0.4 Concentrated drainage in straight section

1 The interval of draining sump should be calculated in accordance with the relevant
specification, which is normally spaced at 30m~50m and generally with an opening of
0. 5m in width. More draining sump should be provided at the bottom of a concave
vertical curve or other position.

2 Water stopping curb can be made of asphalt concrete or precast cement concrete. In case
water stopping curb, is made from asphalt concrete, the gradation of the asphalt
concrete should conform to Table 10.0.4. The dosage of asphalt should be 0.5%~1%
more than the result of Marshall Test, which should be with the porosity of 2%~4%
after being blowed 50 times on both sides. Precast cement concrete water stopping curb

55
should be provided with weep hole to drain water from the inside of the pavement
structure.

56
 Table 10.0.4 Material Gradation of Asphalt Concrete water stopping curb
Square opening sieve(mm) 16 13.2 4.75 2.36 0.3 0.075
Percentage of mass passing(%) 100 85~100 65~80 50~65 18~30 5~15

10.0.5 For concentrated drainage in the super-elevation section of a new Expressway, it is

recommended to set a U-shaped precast monolithic concrete ditch or a slotted drainage ditch
with reinforced concrete cover to be set along the left side of the left marginal strip with
sumps at intervals of 25m~50m.The water is therein led to the chute or into the embedded
pipe in side slope through the transverse drainpipes. See Figure 10.0.5.

Figure 10.0.5 Centralized Drainage in Super-elevation Section

10.0.6 The drainage facility of median consists of drainage ditch (open drain ditch or hidden
drain ditch) .seepage ditch, storm-water well, sump, and transverse drainpipe, etc. The
median can be of convex, flat, or concave type, and is generally unclosed but can be closed,
as shown in Figure 10.0.6.

Figure 10.0.6 Median drainage(unit:cm)

1 In order to drain the surface water in the median, a longitudinal seepage ditch should be
furnished with transverse drainpipes at the interval of 40m~80m to lead out the water
in the seepage ditch. The seepage ditch should be wrapped with filter textile
(geotextile) to prevent the fine grains carried by infiltration water from clogging the
seepage ditch. Lay the waterproof geotextile in the intersection area between the back
filler over the seepage ditch and pavement structure.

2 In case the median is closed with 40mm~80mm-thick precast concrete or cast-in-place

concrete and with gravel bed course under it, the internal drainage system may not be
furnished.

10. 0. 7 Design requirements for pavement drainage

57
 1 When there is a possibility of free water retention in pavement, it is recommended to
pave a drainable: base of asphalt macadam, skeleton gapped cement stabilized
macadam, or graded crushed stone.

2 The drainable base course should be made of clean, firm, and durable macadam with a
crushing value not greater than 28%.and a maximum grain size of 20mm or 25mm.
The aggregate gradation should meet the requirement for water permeability
(permeability coefficient must be no less than 300m/d) .which can be determined by a
constant or falling head permeability test.

3 The skeleton gapped type cement stabilized macadam should have a soaked compressive
strength no less than 3MPa~4MPa at the age of 7 days. The amount of asphalt for open
gradation asphalt macadam aggregate should be 2.5%~4.5% of aggregate's dry weight.

10.0.8 Side drainage of pavement should be designed based on the local experience. The
road shoulder can be filled with pervious materials such as sands, gravels, and crushed
stones, etc. to form a drainage system together with transverse drainpipes and filter textile
(geotextile).

10.0.9 Drainage on bridge deck pavement

1 The water on bridge deck flows into sump along transverse and longitudinal slopes, and
is collected into the longitudinal drainage pipe. For the bridge across an ordinary
river, the deck water can directly flow down through the drainpipe.

2 In order to discharge the water accumulated inside the bridge deck overlay, it is
necessary to set a 40mm-wide and 50mm-thick macadam seepage ditch on the side of
bridge deck overlay, which is connected with the sumps at the interval of 5m~10m.

3 Drainage design should be enhanced for super large bridges and important large bridges.
Side drainage design can refer to Figure 10. 0. 9.

58
 Figure 10.0.9 Side drainage of bridge deck

11 Bridge Deck Pavement and Other Works

11.1 Bridge Deck Pavement

11.1.1 When the cement concrete bridge deck is surfaced with asphalt, the deck slab should
meet the following requirements:

1 The concrete deck slab should be flat, rough, dry, clean, and free of laitance, dust, water,
debris, and oily stains. For the bridges in Expressway and Class-1 highway, decks
should be textured. For super-large bridges and important large bridges, decks should
be sand-blasted.
2 When the concrete deck needs to be furnished with a leveling course, the concrete
leveling course should have a thickness no less than 80mm and a reinforcement mat
should be placed according to the requirements. The fiber concrete leveling course
should have a thickness no less than 60mm. The leveling course should have the same
concrete strength grade as the girder, and be tightly bonded with bridge deck. When the
leveling course is relatively thinner, the deck can be leveled by asphalt mixture or by
thickened lower surface course.

11.1.2 The asphalt bridge pavement consists of waterproof course, lower surface course, and
upper surface course. See Figure 11.1.2. The waterproofing course is as following:

59
 Figure 11.1.2 Structural diagram of bridge deck pavement with asphalt

The waterproof course and the lower surface course jointly constitute a waterproof system.
Greater attention shall be given to water tightness and thermal stability of the lower surface
course.

1 The waterproof course and the lower surface course shall be designed according to
bridge type, security grade, and environmental conditions(e.g. freezing and ocean
regions, acid fog/rain effects).

2 Super-large bridges and important large bridges shall have a lower seal coat laid over the
top of concrete floor.

11.1.3 The waterproof course can be made of special waterproof materials such as film
coating and roll sheets, etc. or polymer modified asphalt materials such as asphaltic sand,
asphalt mastic, hot melting asphalt macadam, and slurry seal coat, etc. or reactive resin
waterproof materials such as epoxy-resin lower seal coat, etc.

The lower surface course made of cast asphalt concrete can be deemed to be waterproof.
However, the location susceptible to negative bending moment under the action of dynamic
load should be provided with anti-crack measures.

11.1.4 The bridge deck pavement thickness in Expressway and Class-1 highway should be
70mm~100mm. The bridge deck pavement thickness in Class-2 and Class-3 highways should
be 50mm~90mm. The upper surface course should be no less than 30mm in thickness and no
less than 50mm in cases where bridge deck pavement is a single course.

1 When road pavement and bridge deck pavement are paved continuously .the surface
course structure and thickness of bridge deck pavement should be same with the
surface course and medium surface course of roads at both ends of bridge, regardless
of bridge sizes in Expressway and Class-1 highway.

60
 2 For large, medium, and small bridges in all the classes of highways, waterproof courses
can be made of asphaltic sand, hot melting asphalt macadam seal coat, slurry seal coat,
film coating, roll sheet, etc. .and a special painted coat can be furnished according to
the actual conditions to strengthen bonding. The lower surface course can be composed
of dense gradation asphalt concrete, asphalt mastic macadam, etc. to form a waterproof
system. The porosity of asphalt mixture should be strictly controlled.

3 The surface course must be made of dense gradation asphalt mixture. The antiskid
surface course should be paved on the bridge deck in rainy and moist regions, or with a
longitudinal slope greater than 3.5% .or a design speed greater than 50km/h.

11.1.5 Bridge deck pavement should be specially designed for super-large bridges and
important large bridges.

1 For super-large bridges and important large bridges, cast asphalt concrete, asphalt
mastic, or film coating should be selected as the waterproof course while cast asphalt
concrete or asphalt mastic macadam should be used as the lower surface course to
constitute a waterproof system.

2 It is necessary to check the shear strength and bond strength between various structural
courses of bridge deck pavement.

11.2 Other Works

11.2.1 Bridge approach connection

Bridge deck pavement should be smoothly connected with approaches at bridge abutments.
Medium and large bridges should have a approach slab furnished at both ends of bridge,
where the subgrade should be reinforced by technical measures of filling or replacing with
stabilized soil, and gravel, or using of geogrid to mitigate potential settlements after
construction, so as to prevent or reduce bumping at bridge abutments.

11.2.2 The side construction of Expressway and Class-1 highway can be designed as per
Figure 11.2.2.

Figure 11.2.2 Road side construction of road(unit:cm)

1—Curb; 2—Surface course; 3—Base course; 4—Subbase course

61
 Appendix A Vibration Moulding Process for Samples of Semi-rigid
Base Material and Anti-freezing Test Method

A.1 Vibration Moulding Process for Samples of Semi-rigid Base Material

A.1.1 Purpose and Applicable Scope

This test process is applicable for various kinds of aggregate samples stabilized by inorganic
binders, and moulded through vibratory compaction, including cylindrical samples used for
the test of unconfined compressive strength, indirect tensile strength, and compressive
resilience modulus as well as beam samples used for the test of thermal shrinkage coefficient,
dry shrinkage coefficient, rupture strength, and modulus of rupture. resilience

Cylindrical samples should have a diameter of 150mm and a height of 150mm. Beam
samples should have a size of 400×100×100mm(L×W×H).

A.1.2 Instruments and Equipment

1 Vibration compaction moulding machine (figure A.1.2):Static pressure, exciting force and
vibration frequency are adjustable( It is the same as that used for determining
compactness through vibration),and a ϕ 150mm round indenter and a 100mm×400mm
rectangular indenter is provided with.

Figure A.1.2 Schematic diagram of vibration compaction moulding machine

2 Cylindrical sample mould

Steel mould: Inside diameter 152mm.height 170mm.wall thickness 10mm.

62
 Mould collar: Inside diameter 152mm.height 50mm.wall thickness 10mm.

Bolster: Diameter 151 mm, height 20mm.

Bottom plate: Diameter 300mm.height 10mm.

All these parts can be assembled together with bolts.

3 Beam sample mould

Side steel plate:450mm×180mm×150mm(length×width×thickness).

Steel bolster:400mm×100mm×25mm(length×width×thickness).

All these parts can be assembled together with bolts.

4 Platform scale: Measuring range 15kg, sensitivity 5g; electronic scale: Weighing
capacity 3kg,sensitivity 0.01g;

5 Square opening sieve: Opening size of each standard sieve 37.5mm,31.5mm, 26.5mm,
19mm,9.5mm,4.75mm,2.36mm,0.6mm,and 0.075mm, respectively.

6 Measuring cylinder:50mL,100mL,and 500mL,respectively.

7 Straight scraper: Length 200mm~250mm,width 30mm, thickness 3mm. It is a single-

edged scraper used to scrape and finish large granular samples.

8 Mixing tool: A rectangular metal tray of about 400mm×600mm×70mm and a flat-end

small shovel used to mix, etc.

9 Stripper.

10 Spanner and pliers used for tightening bolts, and small hammer used to adjust the angle
of eccentric block, etc.

A.1.3 Preparation of Sample Materials

One day prior to planed testing, a given amount of typical sample material should be tested
for its air-dried moisture content. The materials to be tested should be no less than 100g for
fine grained material, no less than 1 000g for medium grained material, and no less than 2
000g for coarse granular material. At the same time, lime and cement should also be tested
for their moisture content.
Calculate the weight of each kind of aggregates and prepare the samples based on the

63
maximum dry density obtained through the standard compaction test, designed aggregate
grading, and sample volume. The number of samples should be determined by the
requirements of test.

There shall be 13 test samples of each mix design for the tests of unconfined compressive
strength, indirect tensile strength and compressive resilience modulus, and 6 beam specimens
of each mix design for the tests of thermal shrinkage coefficient, dry shrinkage coefficient,
rupture strength, and modulus of rupture resilience.

A.1.4 Sample Making Process

1 Adjust the vibration parameters of vibration compaction moulding machine. For

inorganic binder stabilized aggregate, generally select static pressure 1.900N. exciting
force 6. 800N~ 6.900N. and vibration frequency 28Hz~30Hz. Select a round indenter
or rectangular indenter according to the shape of the samples to be moulded. Carefully
determine the dimensions to which the mixture sample needs to be reached through
vibratory compaction. Adjust the scale on vibration compaction moulding machine in
target position accordingly.

2 Put and spread a sample of test material on a metal tray. Spray a given amount of water
over it which is calculated according to optimal water content identified through the
standard compaction test. Use a small shovel to fully stir them for an even mixture.

The adding amount of water can be calculated by the following equation:

(A.1.4)
Where:

Qw—The adding amount of water in mixture (g):

Qn—The mass of aggregate (g). Its original water content is w n, i. e. air-dried water
content (%):

Qc—The mass of cement or lime (g). Its original water content is wc(%);

w—The water content of mixture to be reached (%).

3 Add the binder materials such as cement or fly-ash and lime to the soaked test material.
Use a small shovel, trowel, or other tools to blend them into an even mixture. For
cement-added test material, it shall be vibration-tested within 1 hour after evenly
blended. The test samples shall be rejected (exclusive of lime or lime fly-ash stabilized

64
 material) if they are more than 1h after blending.

4 Assemble the steel mould collar, steel mould, and steel bottom plate, and place the
assembled set on a firm ground. Divide the evenly blended mixture into four parts and
put them into the cylinder one after another. Meanwhile, use a 2cm-diameter wood rod
to pound the material. After that, level its surf ace, compact it lightly, and cover it with
a pre-cut plastic paper. Then, put the mixture-filled steel mould set on the steel bottom
plate of the vibration compaction moulding machine, and fix the bottom plate of steel
mould set to the bottom plate of vibration compaction moulding machine with bolts.

5 After pointing the vibrating indenter to steel mould, lower the vibrator using a manual
chain hoist to put the indenter in close contact with the mixture in steel mould. After
that, put the chain in its position, check the bolting and related connections in the
vibration compaction moulding machine, and confirm that no other article is placed on
the vibration compaction moulding machine.

6 Start the vibration compaction moulding machine. Observe the variation of scale
indicator carefully. Power off the vibration compaction moulding machine immediately
when the scale indicator reaches the target position. Record the duration of vibratory
compaction.

7 Raise the vibrating indenter using a manual chain hoist. Loosen the bolts in the bottom
plate of steel mould and remove the steel mould together with compacted mixture.
Remove the collar by loosening the bolts. At this moment, the top surface of
compacted mixture shall be flush with the top edge of steel mould.

8 Place the steel mould filled with mixture at a proper location by holding the bolster on
the bottom of steel mould. After a period of time in consideration of the mixture
composition type, push the compacted mixture out of steel mould using a stripper.

For a beam sample, it is necessary to loosen bolts and remove the side plate carefully.
However, the sample shall remain on the steel bolster, and must not be moved until the
mixture gets strong enough.

9 After the sample is stripped and can be handled, wrap it with plastic membrane and
place it in a curing room immediately. Curing conditions are the same as those for the
static pressure method.

A.1.5 Notes and Descriptions

1 For cement stabilized material, the longer the interval between water added into mixture
and compression test is, the more the cement is hydrated and set. Therefore, when
cement is used as binder, a vibratory compaction test must be performed within 1 hour
after the test material is blended.

65
 2 Since vibration might damage test instruments, it is essential to carefully check the
instruments for bolt tightness prior to the test and fully obey operating rules at the time
of operation to avoid accidents arising from carelessness. As the period of vibratory
compaction is short, it is necessary to carefully observe whether the vibrating indenter
reaches jumping state. It is not allowed that the vibration compaction moulding
machine goes into long-time rebounding and jumping state.

3 After vibration compaction, in order to prevent compacted mixture from deformation or

loosening, the cylindrical test samples shall not be stripped immediately. When the
compacted mixture should be stripped depends on its composition type:

2h~3h for floated dense structural mixture;

5h~6h for skeleton density structural mixture;

10h~12h for skeleton gapped structural mixture.

Compared with a cylindrical test sample, a beam test specimen is more susceptible to
damage when it is just molded. Therefore, after vibration compaction and the side plate
is removed, beam test specimens shall remain on steel bolster and not be moved until
24 hours later. If temporary handling is inevitable, handle it carefully by holding the
steel bolster.

4 After the mixture is put into steel mould and leveled, it shall be covered with a plastic
paper. This can prevent fine grains in the mixture from sticking to the vibrating
indenter. If so, it will not only influence the vibrating effect, but it will also make the
top surface of the sample rough when the indenter is raised after completion of the test.

5 The evenly blended mixture must be divided into four parts and put into the cylinder one
after another. For semi-rigid base material, the segregation has considerable effect on
the result of laboratory test.

A.2 Anti-freezing Test Method for Semi-rigid Base Material

A.2.1 Purpose and Applicable Scope

This test method is applicable for the anti-freezing test of semi-rigid base material stabilized
with cement or lime-fly-ash.

The anti-freezing of a semi-rigid base material is evaluated by the ratio of its soaked
unconfined compressive strength at the age of 28d or 180d with exposure to several freezing
and thawing cycles to that with no exposure to freezing and thawing.

The test specimen is a cylinder of 150mm diameter and the height-to-diameter ratio of 1:1.

66
A.2.2 Instruments and Equipment

1 Road construction material strength tester, or a 200kN or above compression ma-chine.

2 Test mould:150mmx 150mm (diameter × height).

3 Balance: Sensitivity 0. 01g.

4 Stripper.

5 Thermostatic (20°C ±2°C ) moist (97%) chamber.

6 Constant temperature refrigerator: Keep the temperature at - 18C. In case no special

constant temperature refrigerator is available, a household refrigerator can be used
instead with a precision of temperature control ±1°C.

7 Platform scale: Weighing capacity 15kg, sensitivity 5g.

8 Water tank: Its depth should be 50mm greater than the height of a test sample.

9 Other instruments: Measuring cylinder, mixing tool, funnel, big and small aluminum
boxes, oven, etc.

A.2.3 Preparation of Test Material

Test material should be prepared in accordance with the Test Methods of Materials Stabilized
with Inorganic Binders for Highway Engineering (JTJ 057-94),T 0805-94,Article 4.0.3.

A.2.4 Sample Making Process

1 The maximum dry density and the optimal moisture content of the materials stabilized
with inorganic binders should be determined by a compaction test or vibratory
compaction test. The test specimen molded with static pressure method should have a
degree of compaction of 98%.

2 Each group should have 2×9 test samples.

A.2.5 Sample Curing

Curing temperature:20°C±2°C

The sample curing period for samples with five cycles of freezing and thawing should be 28
days and for samples with ten cycles of freezing and thawing should be 180 days.

67
A.2.6 Testing Procedure

1 Soak the samples in water at room temperature for 24 hours one day prior to the
completion of curing.

2 After taking the soaked samples out of water, towel them dry. weigh them, and measure
their heights (h1) to a precision of 0.1mm using a vernier caliper.

3 Divide the samples into two groups with 9 samples each. Place the first group of
samples onto the lifting platform of the pavement material strength tester (with flat ball
seat placed in advance) for a compressive test. Then, begin to test. In the testing
process, keep test samples under uniform deformation at a rate of 1mm/ min. Write
down the maximum compression force P (N) at the time of sample failure.

4 Place the second group of samples in a constant temperature refrigerator (or the freezing
compartment of a household refrigerator) with a freezing temperature of -18°C ±TC for
16h±1h.

5 After taking the second group of samples from the refrigerator, weigh them and measure
their heights (h2) to a precision of 0. 1mm using a vernier caliper. Then, put them in a
water tank at room temperature of 20°C for 8h± 1h.

6 After taking the second group of samples subjected to freezing and thawing cycle from
the water tank, use a soft cloth to absorb the free water over them, weigh them, and
replace them in the refrigerator to repeat the first freezing and thawing cycle.

7 Such freezing and thawing is carried out for 5 or 10 cycles according to the test
requirements. After the last freezing and thawing process is over, take the samples from
the refrigerator, and put them in the water tank for 24h. After that, take the soaked
samples out of the water, towel them dry. weigh them, and measure their heights.

8 Place the second group of samples on the lifting platform of the road construction
material strength tester. Then, begin to test. In the testing process, keep test pieces
under uniform deformation at a rate of 1mm/min. Write down the maximum
compression force P (N) at the time of sample failure.

A.2.7 Calculation

1 The unconfined compressive strength of a sample can be calculated by the following

equation;

RC (RDC) = P/A =0.000 057P (A.2.7-1)

Where:

68
 RC, RDC—The soaked unconfined compressive strength before and after the freezing
and thawing cycle (MPa), respectively.

P—The maximum compression force at the time of sample failure, N.

A—The cross section of sample,mm2.

2 Permissible error

The deviation coefficient (Cv, % ) of the test result of samples should not be larger than
20%.

3 The ratio of residual compressive strength of semi-rigid base material due to freezing
and thawing can be calculated using the following equation:

BDR = ( RDC/RC)×100% (A.2.7-2)

Where:

BDR—The freezing and thawing residual strength ratio of semi-rigid base material,%.

RC,RDC—Have the same meaning as Equation A.2.7-1.

69
 Appendix B Relevant Data in Climatic Region

Table B.1 Statistical Climatic Data of Each Province (Municipality and Autonomous
Region) from
1960 to 2000
Min. and. Max.
Temperature(℃)
Temperature(℃) Freezing index
Minimum Maximum 98%Guarantee Rate
Latitude
Station Province Multiyear
(℃)
Multiyear Standard Mean of Standard Multiyear
Maximum Maximum Maximum
Mean Deviation Hottest Deviation Mean
7d

Haozhou Anhui 33.87 -12 3 36 2 40 -18 39 81

Hefei Anhui 31.87 -9 2 36 1 38 -13 16 33

Huangshan Anhui 30.13 -18 2 23 1 25 -22 249 347

Beijing Beijing 39.93 -16 3 34 2 38 -22 178 308

Xiamen Fujian 24.48 4 1 34 1 36 2 - -
Jiuxianshan Fujian 25.72 -10 2 25 1 27 -14 - -

Jianou Fujian 27.05 -5 2 37 1 39 -9 - -

Fuzhou Fujian 26.08 1 2 36 1 38 -3 - -
Jiuquan Gansu 39.77 -25 3 31 1 33 -31 699 858
Lanzhou Gansu 36.05 -17 2 33 2 37 -21 276 338
Tianshui Gansu 34.58 -14 2 32 2 36 -18 105 154
Zhanjiang Guangdong 21.22 6 2 34 1 36 2 - -

Guangzhou Guangzhou 23.13 3 2 35 1 37 -1 - -

Shaoguan Guangdong 24.8 -1 2 36 1 38 -5 - -

Nanning Guangxi 22.82 2 2 35 1 37 -2 - -

70
 Table B.1 (continued)
Min.and.Max.
Temperature(℃)
Temperature(℃)
Freezing index
98%Guarantee
Minimum Maximum
Rate
Latit Multiy
Station Province ude ear
Standa Standa
(℃) Multiy Mean Multiy
rd rd Maxim Maxim Maxim
ear of ear
Deviat Deviat um um um
Mean Hottes Mean
ion ion
t
7d
Beihai Guangxi 21.48 4 2 33 1 35 0 - -
Guilin Guangxi 25.32 -2 2 35 1 37 -6 - -
Weining Guizhou 26.87 -9 2 25 1 27 -13 - -
Guiyang Guizhou 26.58 -5 2 31 1 33 -9 - -
Luodian Guizhou 25.43 -1 2 35 1 37 -5 - -
Sanya Hainan 18.23 12 3 33 1 35 6 - -
Haikou Hainan 20.03 8 2 35 1 37 4 - -
Xisha Hainan 16. 18 1 33 1 35 16 - -
83
Shijiazhu Hebei 38.03 -15 3 35 1 37 -21 113 184
ang
Weichan Hebei 41.93 -26 2 29 2 33 -30 1083 1233
g
Zhangjia Hebei 40.78 -21 2 33 2 37 -25 599 708
kou
Anyang Henan 36.12 -13 3 35 1 37 -19 69 153
Sanmenx Henan 34.8 -11 2 35 2 39 -15 53 93
ia
Zhengzh Henan 34.72 -12 2 35 2 39 -16 48 91
ou
Nanyang Henan 33.03 -10 3 35 2 39 -16 22 67
Mohe Heilongji 53.47 -47 3 29 2 33 -53 3573 4148
ang
Heihe Heilongji 50.25 -37 3 30 2 34 -43 2450 2843
ang
Harbin Heilongji 45.75 -34 3 31 1 33 -40 1623 2140
ang

71
 Table B.1 (continued)
Min.and.Max.
Temperature(℃)
Temperature(℃)
Freezing index
98%Guarantee
Minimum Maximum
Rate
Latit Multiy
Station Province ude ear
Standa Standa
(℃) Multiy Mean Multiy
rd rd Maxim Maxim Maxim
ear of ear
Deviat Deviat um um um
Mean Hottes Mean
ion ion
t
7d
Suifenh Heilongji
44.38 -31 2 29 2 33 -35 1586 2009
e ang
Yichang Hubei 30.7 -4 2 37 1 39 -8 1 10
Jingzh Hubei 30.38 -6 3 35 1 37 -12 2 12
ou
Wuhan Hubei 30.62 -9 3 36 1 38 -15 5 19
Hengya Hunan 26.9 -4 2 37 1 39 -8 - -
ng
Nanyue Hunan 27.3 -12 2 27 1 29 -16 - -
Yueyan Hunan 29.38 -5 3 35 1 37 -11 - -
g
Baichen Jilin 45. -31 3 32 2 36 -37 1487 2092
g 63
Changc Jilin 43.9 -29 3 31 2 35 -35 1308 1799
hun
Huadia Jilin 42.98 -37 4 30 2 34 -45 1504 2088
n
Songjia Jilin 42.53 -38 3 29 2 33 -44 1631 1958
ng
Xuzhou Jiangsu 34.28 -12 3 35 1 37 -18 42 76
Nanjing Jiangsu 32 -10 2 35 1 37 -14 15 33
Nanton Jiangsu 32.02 -8 2 34 1 36 -12 9 25
g
Ganzho Jiangxi 25.85 -3 1 36 1 38 -5 - -
u
Nancha Jiangxi 28.6 -5 2 37 1 39 -9 - -
ng
Lushan Jiangxi 29.58 -13 2 28 1 30 -17 - -
Jingdez Jiangxi 29.3 -7 2 36 1 38 -11 - -
hen

72
 Table B.1 (continued)
Min.and.Max.
Temperature(℃)
Temperature(℃)
Freezing index
98%Guarantee
Minimum Maximum
Rate
Latit Multiy
Provinc
Station ude ear
e Standa Standa
(℃) Multiy Mean Multiy
rd rd Maxim Maxim Maxim
ear of ear
Deviat Deviat um um um
Mean Hottes Mean
ion ion
t
7d
Liaonin
Kaiyuan 42.53 -31 3 31 2 35 -37 1095 1542
g
Liaonin
Jinzhou 41.13 -21 3 31 2 35 -27 546 865
g
Shenyan Liaonin 41.73 -27 2 31 2 35 -31 882 1225
g g
Dalian Liaonin 38.9 -16 3 29 1 31 -22 242 360
g
Tulihe Neimen 50.48 -46 2 27 2 31 -50 3370 3902
ggu
Hailaer Neimen 49.22 -40 3 30 2 34 -46 2631 3097
ggu
Wulateh Neimen 41.57 -29 3 31 2 35 -35 1187 1356
ouqi ggu
Hohhot Neimen 40.8 -25 3 31 2 35 -31 899 1028
ggu 2
Xilinhaot Neimen 43.95 -34 3 32 2 36 -40 1828 2060
e ggu
Yinchua Ningxia 38.48 -22 3 32 1 34 -28 503 607
n
Guyuan Ningxia 36 -24 3 28 2 32 -30 600 736
Delingha Qinghai 37.37 -27 4 27 2 31 -35 952 1093
Xining Qinghai 36.62 -21 2 28 2 32 -25 594 760
Wudaoli Qinghai 35.22 -32 2 16 2 20 -36 2443 2579
ang
Qingshui Qinghai 33.8 -37 3 16 1 18 -43 2362 2804
he
Jinan Shando 36.68 -13 2 35 1 37 -17 69 171
ng
Taishan Shando 36.25 -22 2 23 1 25 -26 654 785
ng

73
Yiyuan Shandor 36.18 -16 2 33 1 35 -20 158 203
g

74
 Table B.1(continued)
Min.and.Max.
Temperature(℃)
Temperature(℃)
Freezing index
98%Guarantee
Minimum Maximum
Rate
Latitu
Provin Multiy
Station de
ce Standa ear Standa
(℃) Multiy Multiy
rd Mean rd Maxim Maxim Maxim
ear ear
Deviati of Deviati um um um
Mean Mean
on Hottest on
7d
Qingda Shando
36.07 -11 2 30 1 32 -15 64 115
o ng
Datong Shanxi 40.1 -26 2 31 2 35 -30 830 940
Wutais Shanxi 39.03 -35 3 16 2 20 -41 1914` 2501
han
Taiyua Shan 37.78 -20 2 32 1 34 -24 331 393
n xi
Yunche Shanxi 35.03 -14 2 36 2 40 -18 65 102
ng
Yulin Shaanx 38.23 -25 3 33 2 37 -31 651 804
i
Yanan Shaanx 36.6 -20 2 33 1 35 -24 324 466
i
Xi`an Shaanx 34 -11 3 36 1 38 -17 46 92
i .3
Hanzho Shaanx 33.07 -7 1 33 2 37 -9 4 22
ng i
Shangh
ai Shangh
31.17 -7 2 35 1 37 -11 - -
longhu ai
a
Shiqu Sichua 32.98 -32 3 18 1 20 -38 1524 1661
n
Songpa Sichua 32.65 -18 2 25 2 29 -22 270 369
n n
Chengd Sichua 30.67 -4 1 33 1 35 -6 0 2
u n
Kangdi Sichua 30.05 -12 2 23 1 25 -16 178 235
ng n
Xichan Sichua 27.9 -2 2 32 2 36 -6 - -
g n

75
76
 Table B.1 (continued)
Min.and.Max.
Temperature(℃)
Temperature(℃)
Freezing index
98%Guarantee
Minimum Maximum
Rate
Latitud Multiy
Provinc
Station e ear
e Standa Standa
(℃) Multiy Mean Multiy
rd rd Maxim Maxim Maxim
ear of ear
Deviat Deviat um um um
Mean Hottes Mean
ion ion
t
7d
Wanyu
Sichuan 32.07 -6 2 34 1 36 -10 1 11
an
Tianjin Tianjin 39.1 -15 3 33 1 35 -21 207 317
Naqu Tibet 31.48 -31 4 18 2 22 -39 1382 1712`
Lhasa Tibet 29.72 -15 2 26 2 30 -19 108 182
Pali Tibet 27.73 -26 3 14 1 16 -32 1025 1752
Aletai Xinjian 47.73 -35 5 32 1 34 -45 1527 1838
g
Qinghe Xinjian 46.67 -41 5 29 2 33 -51 2287 2780
g
Urumqi Xinjian 43 -27 4 34 2 38 -35 1082 1462
g .78
Kashi Xinjian 39.47 -18 4 34 1 36 -26 272 383
g
Hami Xinjian 42.82 -23 3 37 2 41 -29 692 897
g
Zhongd Yunnan 27.83 -20 3 21 1 23 -26 198 324
ian
Zhaoto Yunnan 27.35 -8 2 28 1 30 -12 32 57
ng
Kunmi Yunnan 25.02 -3 2 27 1 29 -7 0 1
ng
Jingho Yunnan 22 6 2 35 2 39 2 - -
ng
Hangzh Zhejian 30.23 -6 2 36 1 38 -10 4 13
ou g
Wenzh Zhejian 28 -3 1 34 1 36 -5 - -
ou g
Shapin Chongq 29.58 1 2 38 1 40 - - -
gba ing 3
Youyan Chongq 28.8 -5 1 33 1 35 -7 - -

77
g ing

78
 Appendix C Asphalt Mixture Mineral Grading, Specifications and
Dosage and Asphalt Penetration Type and Asphalt Surface Treatment
Materials
Table C.1 Mineral Grading of Various Asphalt Mixtures
Percentage % by mass passing various sieve opening (nm)
Type of Gradation
53 37.5 31.5 26.5 19.0 16.0 13.2 9.5 4.75 2.36 1.18 0.6 0.3 0.15 0.075

AC-5 100 90~100 55~75 35~55 20~40 12~28 7~18 5~10

Dense AC-10 100 90~100 45~75 30~58 20~44 13~32 9~23 6~16 4~8

gradation AC-13 100 90~100 68~85 38~68 24~50 15~38 10~28 7~20 5~15 4~8

Asphalt AC-16 100 90~100 70~92 60~80 34~62 20~48 13~36 9~26 7~18 5~14 4~8

concrete AC-20 100 90~100 74~92 62~82 50~72 26~56 16~44 12~33 8~24 5~17 4~13 3~7

AC-25 100 90~100 70~90 60~83 51~76 40~65 24~52 14~42 10~33 7~24 5~17 4~13 3~7

Asphalt SMA-13 100 90~100 50~75 20~34 15~26 14~24 12~20 10~16 9~15 8~12

mastic SMA-16 100 90~100 65~85 45~65 20~32 15~24 14~22 12~18 10~15 9~14 8~12

macadam SMA-20 100 90~100 72~92 62~82 40~55 18~30 13~22 12~20 10~16 9~14 8~13 8~12

Dense ATB-25 100 90~100 60~80 48~68 42~62 32~52 20~40 15~32 10~25 8~18 5~14 3~10 2~6

gradation ATB-30 100 90~100 70~90 53~72 44~66 39~60 31~51 20~40 15~32 10~25 8~18 5~14 3~10 2~6

asphalt

macadam
ATB-40 100 90~100 72~92 65~85 49~71 43~63 37~57 30~50 20~40 15~32 10~25 8~18 5~14 3~10 2~6
base

course

AM-13 100 90~100 50~80 20~45 8~28 4~20 2~16 0~10 0~8 0~6
Semi-open
AM-16 100 90~100 60~85 45~68 18~40 6~25 3~18 1~14 0~10 0~8 0~5
gradation
AM-20 100 90~100 60~85 50~75 40~65 15~40 5~22 2~16 1~12 0~10 0~8 0~5
asphalt
AM-25 100 78~98 50~85 - 32~62 20~50 6~29 6~18 3~15 2~10 1~7 1~6 1~4
macadam
AM-40 100 75~98 67~96 50~80 25~60 - 15~40 10~35 6~25 6~18 3~15 2~10 1~7 1~6 1~4

Open ATPB-25 100 80~100 60~100 45~90 30~82 16~70 0~3 0~3 0~3 0~3 0~3 0~3 0~3

gradation ATPB-30 100 80~100 70~95 53~85 36~80 26~75 14~60 0~3 0~3 0~3 0~3 0~3 0~3 0~3

asphalt

macadam
ATPB-40 100 70~100 65~90 55~85 43~75 32~70 20~65 12~50 0~3 0~3 0~3 0~3 0~3 0~3 0~3
base

course

79
 Table C.2 Specifications and Dosage of Asphalt Penetration Type Surface Course Material (Square
Sieve Openings)
Type of Asphalt Petroleum Asphalt

Thickness(mm) 40 50 60

Spec. and Dosage Spec Dosage Spec Dosage Spec Dosage

Seal coating
S14 3~5 S14 3~5 S13(S14) 4~6
Material
3rd time asphalt 1.0~1.2 1.0~1.2 1.0~1.2

2nd time joint filler S12 6~7 S11(S10) 10~12 S11(S10) 10~12
2nd time asphalt 1.6~1.8 1.8~2.0 2.0~2.2

1st time joint filler S10(S9) 12~14 S8 16~18 S8(S6) 16~18

1st asphalt 1.8~2.1 2.4~2.6 2.8~3.0

Main course stone S5 45~50 S4 55~60 S3(S2) 66~76

Total amount of
4.4~5.1 5.2~5.8 5.8~6.4
Asphalt
Type of Asphalt Petroleum Asphalt
Remark
Thickness(mm) 70 80

Spec. and Dosage Spec Dosage Spec Dosage

Seal coating
S13(S14) 4~6 S13(S14) 4~6
Material 1. in the region exposed to extreme
rd
3 time asphalt 1.0~1.2 1.0~1.2 cold weather or dryness and

2nd time joint filler S10(S11) 11~13 S10(S11) 11~13 sandstorms, the values can exceed
upper limits, with an additional
2nd time asphalt 2.4~2.6 2.6~2.8
increase of 5%~10%.
1st time joint filler S6(S8) 18~20 S6(S8) 20~22
2. Aggregate dosage takes m/1000
1st asphalt 3.3~3.5 4.0~4.2 m2 as unit. Asphalt and asphalt
Main course stone S3 80~90 S1(S2) 95~100` emulsion dosage takes kg/m2 as
Total amount of unit
6.7~7.3 7.6~8.2
Asphalt

80
 Table C.3 Specifications and Dosage of Penetration Course Material(Upper Mixing and Lower
Penetrating Type) for Surfacing (Square Sieve Opening)
Type of Asphalt Petroleum Asphalt
Thickness(mm) 40 50 60
Spec. and Dosage Spec Dosage Spec Dosage Spec Dosage
2nd time joint filler S12 5~6 S12(S11) 7~9 S12(S11) 7~9
nd
2 time asphalt 1.4~1.6 1.6~1.8 1.6~1.8
1st time joint filler S10(S9) 12~14 S8 16~18 S8(S7) 16~18
1st asphalt 2.0~2.3 2.6~2.8 3.2~3.4
Main course stone S5 45~50 S4 55~60 S3(S2) 66~76
Total amount of
3.4~3.9 4.2~4.6 4.8~5.2
Asphalt
Type of Asphalt Petroleum Asphalt
Thickness(mm) 70 Remark
Spec. and dosage Spec Dosage
2nd time joint filler S10(S11) 8~10
nd
2 time asphalt 1.7~1.9
1stst time joint filler S6(S8) 18~20
In the region exposed to extreme cold weather or dryness and s
1st asphalt 4.0~4.2
storm,the upper limits can be 5%~10% higher
Main course stone S2(S3) 80~90
Total amount of
5.7~6.1
asphalt

81
 Table C.4 Specification and Dosage for Material of Asphalt Surface Treatment
(Square Opening Sieve Openings)
Aggregate(m3/1000m2) Dosage of Asphalt or Emulsion Asphalt
Type of Thickness
Type 1st Course 2nd Course 3rd Course
Asphalt (mm) 1st Time 2ndTime 3rd Time Total
Spec. Dosage Spec. Dosage Spec. Dosage

Single 10 S12 7~9 1.0~1.2 1.0~1.2

Course 15 S10 12~14 1.4~1.6 1.4~1.6

15 S10 12~14 S12 7~8 1.4~1.6 1.0~1.2 2.4~2.8

Petroleum Double
20 S9 16~18 S12 7~8 1.6~1.8 1.0~1.2 2.6~3.0
Asphalt Course
25 S8 18~20 S12 7~8 1.8~2.0 1.0~1.2 2.8~3.2

Triple 25 S8 18~20 S12 12~14 S12 7~8 1.6~1.8 1.2~1.4 1.0~1.2 3.8~4.4

Course 30 S6 20~22 S12 12~14 S12 7~8 1.8~2.0 1.2~1.4 1.0~1.2 4.0~4.6

Single
05 S14 7~9 0.9~1.0` 0.9~1.0
Course

Emulsified Double
10 S12 9~11 S14 4~6 1.8~2.0 1.0~1.2 2.8~3.2
Asphalt Course

Triple S12 4~6

30 S6 20~22 S10 9~11 2.0~2.2 1.8~2.0 1.0~1.2 4.8~5.4
Course S14 3.5~5.5

Note: 1 T e. he c mulsion
o e a ontenti t t fs mulsified
b c b sphalt
o t a no r he aablee hould I t e alculated

amount is different, it should be converted.

2. In the region exposed to extreme cold weather or dryness and sandstorms, the values can exceed the upper limity by 5%~10%.

82
 Appendix D Gradation Composition of Non-binder Materials
Table D.1 Gradation Composition of Graded Macadam Mixture
Percentage(%) by Mass Passing Following Sieve Opening (mm) Liquid Plasticity
Course Remark
37.5 31.5 26.5 19 16 13.2 9.5 4.75 2.36 1.18 0.6 0.3 0.15 0.075 Limit Index
Transition
Upper course
Base 100 85~100 60~80 30~50 15~30 10~20 0~5 Against
course reflection
cracking
100 90~100 79~95 60~85 53~80 48~74 40~65 25~50 18~40 13~32 9~25 6~20 3~13 0~7 Continuous
100 90~100 75~95 66~88 59~82 46~71 30~55 18~40 13~32 9~25 6~20 3~13 0~7 type
Base
Skeleton
course <25 <8
100 85~95 66~80 44~56 37~48 31~41 28~38 18~28 12~20 8~14 5~11 3~9 0~6 density
Type
95~1 Continuous
85~95 75~90 60~82 53~73 48~74 40~65 25~50 18~40 13~32 9~25 6~20 3~13 0~7
Subbase 00 type
Course Skeleton
100 85~100 65~85 42~67 20~40 10~27 8~20 5~18 0~10
And bed type
course Continuous
100 80~100 56~87 30~60 18~46 10~36 5~20 0~10
type
Note: 1. The upper base course refers to the graded macadam between the asphalt pavement and semi rigid base. The upper base course material should be
graded in ac-cordance with this provision.
2. Plasticity index of the base course in rainy and moist region should not be greater than 4%.
3. The percentage by mass passing the sieve of 0.075 mm opening should not exceed 5% when used for drainage or anti-freezing bed course.

83
 Table D.2 Gradation Composition of Graded Gravel Structure Course

Percentage(%) by Mass Passing Following Sieve Openings (mm) Liquid Plasticity

Course No.
53 37.5 31.5 26.5 19 9.5 4.75 1.18 0.6 0.075 Limit lndex
Sand-gravel 1 100 90~100 65~85 45~70 30~55 20~37 15~25 7~12 <43 12~21
Pavement 2 100 85~100 70~90 50~70 40~60 25~40 20~32 8~15 <43 12~21
Surface course 3 100 85~100 60~80 45~65 30~50 20~32 8~15 <43 12~18
Base course 1 100 90~100 65~85 45~70 30~55 15~35 10~20 4~10 <28 <9
And subbase 2 100 90~100 75~90 50~70 30~55 15~35 10~20 4~10 <28 <9
course 3 100 85~100 60~80 30~50 15~30 10~20 2~8 <28 <9
Bed course 1 100 90~100 65~85 30~50 8~25 0~5 <28 <9
Note: ① Wearing course may not be furnished on surface course. If fumished. The lower limit values of the percentage of fine granular material is less than
0.5mm and the plasticity index should be used.
② The plasticity index of the base course in rainy and moist region should not be greater than 6%.

84
85
 Appendix E Reference Data for Material Design Parameters
Table E.1 Design Parameters of Asphalt Mixture
Compression Splitting Strength
Material Modulus(MPa) at Remark
20℃ 15℃ 15℃(MPa)
Fine grained Dense gradation 1200~1600 1800~2200 1.2~1.6 AC-10,AC-13
asphalt concrete Open gradation 700~1000 1000~1400 0.6~1.0 OGFC
Asphalt mastic macadam 1200~1600 1600~2000 1.4~1.9 SMA
Medium grained asphalt concrete 1000~1400 1600~2000 0.8~1.2 AC-16,AC-20
Dense gradation coarse grained
800~1200 1000~1400 0.6~1.0 AC-25
asphalt concrete
Dense gradation 1000~1400 1200~1600 0.6~1.0 ATB-25,ATB-35
Asphalt macadam
Semi-open
Base course 600~800 - - AM-25,AM-40
gradation
Asphalt penetration type material 400~600 - - -
Table E.2 Design Parameters of Base Course and Subbase Course Materials
Compression
Compression
Mixture Ratio and Modulus E(Mpa) Splitting Strength
Material Modulus E(Mpa)
Specification (for tensile stress (Mpa)
(for deflection cal.)
cal.)
Cement sand gravel 4%~6% 1100~1500 3000~4200 0.4~0.6
Cement macadam 4%~6% 1300~1700 3000~4200 0.4~0.6
Lime fly-ash and
7:13:80 1100~1500 3000~4200 0.6~0.8
gravel
Lime fly-ash
8:17:75 1300~1700 3000~4200 0.5~0.8
macadam
Lime fly-ash
cement 6:3:16:75 1200~1600 2700~3700 0.4~0.55
Sand gravel
Fly-ash cement
4:16:80 1300~1700 2400~3000 0.4~0.55
macadam
Limestone soil Granular
700~1100 1600~2400 0.3~0.4
macadam Material<60%
Granular material
Macadam lime-soil 600~900 1200~1800 0.25~0.35
>40%~50%
Cement lime
4:3:25:68 800~1200 1500~2200 0.3~0.4
Sand-gravel soil
Lime fly-ash soil 10:30:60 600~900 2000~2800 0.2~0.3
Limestone soil 8%~12% 400~700 1200~1800 0.2~0.25
Limestone soil for
4%~7% 200~350 - -
subgrade treatment

86
 Table E.2 (continued)
Compression
Compression
Mixture Ratio and Modulus E (Mpa) Splitting Strength
Material Modulus E(Mpa)
Specification (for tensile stress (Mpa)
(for deflection cal.)
cal,)
Continuous grading
Type for base 300~350 -
course
Graded macadam Skeleton dense type -
300~500 -
For base course
Subbase course and
200~250 -
Bed course
Gap filling crushed
Subbase course 200~280 - -
Stones
Unscreened
For subbase course 180~220 - -
crushed
Graded sand
gravel, For subbase course 150~200 - -
Natural sand gravel
Medium-coarse
Bed course 80~100- - -
sand
Note: The calculation parameter of tensile stress mainly depends on field measurement. This table is only for refer-ence.

Table E.3 Design Parameters of Crushed Gravels

Percentage of
Dry and wet type of Resilience Modulus
Crushed Density(t/m2) Water Content(%)
Subgrade (Mpa)
Gravel(%)
DRY 90~100 2.05~2.25 7
>70 Moderate wet 70~80 2.00~2.20 8
Wet 55~65 1.95~2.15 11
Dry 75~85 2.00~2.20 7
50~70 Moderate wet 55~65 1.95~2.15 8
Wet 45~55 1.90~2.10 11
Dry 47~57 1.90~2.10 <10
30~50 Moderate wet 30~40 1.85~1.95 10~15
Wet 20~30 1.75~1.85 >15
Dry 30~40 1.80~1.90 <10
<30 Moderate wet 15~25 1.70~1.80 10~15
Wet 15 1.60~1.70 >15

87
 Appendix F Estimation of Resilient Modulus for Earth Foundation
by Lookup Table Method

F.0.1 Determination of Critical Height

Critical height refers to the minimum height from roadbed top to groundwater level or
impounded surface water level where the subgrade is in dry. Moderate wet, and wet states
respectively in an unfavorable season, which can be determined based on the local experience
with consideration soft soil and climate conditions. Lf no sufficient practical data is available,
the critical heights (H1,H2,H3) in dry, moderate wet and wet states, respectively, can be
determined with reference to Table F.0.1.

F.0.2 Determination of Average Consistency of Subgrade Soil

During the preliminary design of a new highway, if average consistency of soil cannot be
obtained through field measurement, it is allowed to ascertain the dry and wet type in each
section of subgrade based on the local experience or critical height of the subgrade, using the
average consistency(w.)of subgrade soil in Tables 5.1.4-1and 5.1.4-2.

F.0.3 Estimation of Design Resilience Modulus for Subgrade

The design resilience modulus of subgrade can be estimated based on the type of subgrade
soil, climatic region, and the average consistency of subgrade soil. Refer to Table F.0.3.When
using heavy compaction standard, the subgrade design resilience modulus can be increased
by 20%~30% compared with the values in the tables. The modulus of design value can be
increased by 20%~35% compared with the values in the tables.

Table F.0.1 Reference Values for Critical Height of Subgrade

Soil Sandy Soil
composition
Long-time surface water Short-time surface water
From roadbed Groundwater
Accumulation accumulation
top to water

Critical level H1 H2 H3 H1 H2 H3 H1 H2 H3
Natural zoning Height(m)

II1

II2

II3 1.9~2.2 1.3~1.6

II4

II5 1.1~1.5 0.7~1.1

III1

III2 1.3~1.6 1.1~1.3 0.9~1.1 1.1~1.3 0.9~1.1 0.6~0.9 0.9~1.1 0.6~0.9 0.4~0.6

88
 Table F.0.1 (continued)
Soil Sandy Soil
composition
Long-time surface water Short-time surface water
From roadbed Groundwater
Accumulation accumulation
top to water

Critical level H1 H2 H3 H1 H2 H3 H1 H2 H3
Natural zoning Height(m)

Ⅲ3 1.3~1.6 1.1~1.3 0.9~1.1 1.1~1.3 0.9~1.1 0.6~0.9 0.9~1.1 0.6~0.9 0.4~0.6

Ⅲ4

Ⅲ1a

Ⅲ2b 1.4~1.7 1.0~1.3

Ⅳ1,Ⅳ2a

Ⅳ2

Ⅳ3

Ⅳ4 1.0~1.1 0.7~0.8

Ⅳ5

Ⅳ6 1.0~1.1 0.7~0.8

Ⅳ6a

Ⅳ7 0.9~1.0 0.7~0.8 0.6~0.7

Ⅴ1 1.3~1.6 1.1~1.3 0.9~1.1 1.1~1.3 0.9~1.1 0.6~0.9 0.9~1.1 0.6~0.9 0.4~0.6

Ⅴ2、Ⅴ 2a(Purple soil)

Ⅴ3

Ⅴ2、/2a

(Yellow loam. modem

Alluvial soil)

Ⅴ4、Ⅴ 5、Ⅴ 6

Ⅵ1 (2.1) (1.7) (1.3) (1.8) (1.4) (1.0) 0.7 0.3

Ⅵ1a (2.0) (1.6) (1.2) (1.7) (1.3) (1.0) (1.0) (0.5)

Ⅵ2 1.4~1.7 1.1~1.4 0.9~1.1 1.1~1.4 0.9~1.1 0.6~0.9 0.9~1.1 0.76~0.9 0.4~0.6

Ⅵ3 (2.1) (1.7) (1.3) (1.9) (1.5) (1.1)

Ⅵ4 (2.2) (1.8) (1.4) (1.9) (1.5) (1.2) 0.8

Ⅵ4a (1.9) (1.5) (1.1) (1.6) (1.2) (0.9) (0.5)

Ⅵ4b (2.0) (1.6) (1.2) (1.7) (1.3) (1.0)

Ⅶ1 (2.2) (1.9) (1.6) (2.1) (1.6) (1.3) (0.8) (0.4)

Ⅶ2

Ⅶ3 1.5~1.8 1.2~1.5 0.9~1.2 1.2~1.5 0.9~1.2 0.6~1.2 0.9~1.2 0.7~0.9 0.4~0.6

Ⅶ4 (2.1) (1.6) (1.3) (1.8) (1.4) (1.0) (0.9)

Ⅶ5 (3.0) (2.4) (1.9) (2.4) (2.0) 1.6 (1.5) (1.1) (0.5)

Ⅶ6a

89
 Table F.0.1 (continued)

Soil Sandy Soil

composition
Long-time surface water Short-time surface water
From roadbed Groundwater
Accumulation accumulation
top to water

Critical level H1 H2 H3 H1 H2 H3 H1 H2 H3
Natural zoning Height(m)

2.9

Ⅱ1 2.7 2.2

Ⅱ2 2.5 2.0

Ⅱ3 2.4~2.6 1.8
1.2~1.4
Ⅱ4 2.1~2.5 1.9~2.1

Ⅱ5 1.6~2.0

Ⅲ1 2.2~2.7
1.3~1.7 0.9~1.3 0.45~0.9
Ⅲ2 5 1.7~2.2 1.75~2.2 1.3~1.7 1.3~1.75 0.9~1.3
1.2~1.6 0.9~1.2 0.55~0.9
Ⅲ3 2.1~2.5 1.6~2.1 1.6~2.1 1.2~1.6 1.2~1.6 0.9~1.2

Ⅲ4

Ⅲ1a

Ⅲ2a
0.8~0.9
Ⅳ1、Ⅳ 1a 1.7~1.9 1.2~1.3
0.8~0.9
Ⅳ2 1.6~1.7 1.1~1.2
0.8~0.9 0.3~0.4
Ⅳ3 1.5~1.7 1.1~1.2 0.8~0.9 0.5~0.6
0.8~1.0
Ⅳ4 1.7~1.8 1.0~1.2
0.9~1.0 0.3~0.4
Ⅳ5 1.7~1.9 1.3~1.4 1.0~1.1 0.6~0.7
1.0~1.2 0.3~0.4
Ⅳ6 1.8~2.0 1.3~1.5 0.9~1.0 0.5~0.6
0.7~0.8
Ⅳ6a 1.6~1.7 1.1~1.2
1.1~1.2 0.4~0.5
Ⅳ7 1.7~1.8 1.4~1.5 1.0~1.1 0.7~0.8
1.2~1.6 0.8~1.2 0.45~0.8
Ⅴ1 2.0~2.4 1.6~2.0 1.6~2.0 1.2~1.6 1.2~1.6 0.8~1.2
0.4~0.6
Ⅴ2,Ⅴ2a(Purple soil) 2.0~2.2 0.9~1.1
0.4~0.6
Ⅴ3 1.7~1.9 0.8~1.0
0.4~0.5
Ⅴ2,Ⅴ2a 1.7~1.9 0.7~0.9

（Yellow loam, modern

alluvial soil)
0.4~0.6
Ⅴ4Ⅴ5Ⅴ5a 1.7~1.9 0.9~1.1
(1.6) (1.3)
Ⅵ1 (2.3) (1.9) (2.1) (1.7) 0.9 0.5
(1.5) (1.2)
Ⅵ1a (2.2) (1.9) (2.0) (1.6) (0.9) (0.5)
1.2~1.6 0.75~1. 0.45~0.7
Ⅵ2 2.2~2.7 1.65~2.2 1.65~2.2 1.2~1.65 1.2~1.65 0.75~1.2
5 2 5
Ⅵ3 5 (2.0) (2.1) (1.7) (0.8) (0.6)
(1.6) (1.4)
Ⅵ4 (2.4) 2.0 (2.2) (1.7) 1.0 0.6
1.6 (1.3)
Ⅵ4a 2.4 (1.7) (1.9) (1.4) 0.7
(1.4) (1.1)
(2.2)

90
91
 Table F.0.1 (continued)
Soil Sandy Soil
composition
Long-time surface water Short-time surface water
From roadbed Groundwater
Accumulation accumulation
top to water

Critical level H1 H2 H3 H1 H2 H3 H1 H2 H3
Natural zoning Height(m)

Ⅵ4b (2.3) (1.8) (1.4) (2.0) (1.6) (1.2) (0.8)

(0.5)
Ⅶ1 2.2 (1.9) (1.5) (2.1) (1.6) (1.2) (0.9)
0.4
Ⅶ2 (2.3) (1.9) (1.6) 1.8 1.4 1.1 0.8
0.75~1.3 0.45~0.75
Ⅶ3 2.3~2.85 1.75~2. 1.3~1.7 1.75~2.3 1.3~1.75 0.75~1. 1.3~1.75

Ⅶ4 (2.1) 3 5 (1.8) (1.4) 3 (0.7)

(1.1) (0.5)
Ⅶ5 (3.3) (1.6) (1.3) (2.4) (2.0) (1.1) (1.5)
(0.8)
Ⅶ6a (2.8) (2.6) (2.1) 2.5 2.0 (1.6) 1.4

2.4 1.9 1.6

Soil Sandy Soil

composition
Long-time surface water Short-time surface water
From roadbed Groundwater
Accumulation accumulation
top to water

Critical level H1 H2 H3 H1 H2 H3 H1 H2 H3
Natural zoning Height(m)

Ⅱ1 3.8 3.0 2.2

Ⅱ2 3.4 2.6 1.9

Ⅱ3 3.0 2.2 1.6

Ⅱ4 2.6~2.8 2.1~2.3 1.4~1.6

Ⅱ5 2.4~2.9 1.8~2.3

Ⅲ1 2.4~3.0 1.7~2.4
1.9~2.4 1.0~1.9 1.0~1.4 1.4~1.9 1.0~1.4 0.5~1.0
Ⅲ2 2.4~2.i5 1.9~2.4 1.4~1.9
1.8~2.3 1.4~1.8 1.0~1.4 1.4~1.8 1.0~1.4 0.55~1.0
Ⅲ3 2.3~2.75 1.8~2.3 1.4~1.8

Ⅲ4 2.4~3.0 1.7~2.4

Ⅲ1a 2.4~3.0 1.7~2.4

Ⅲ2a 2.4~3.0 1.7~2.4

Ⅳ1,Ⅳ2a 1.9~2.1 1.3~1.4 0.9~1.-0

Ⅳ2 1.7~1.9 1.2~1.3 0.8~0.9

0.9~1.0 0.6~0.7 0.3~0.4
Ⅳ3 1.7~1.9 1.2~1.3 0.8~0.9

Ⅳ4

Ⅳ5 1.79~2.1 1.3~1.5 0.9~1.1

Ⅳ6 2.0~2.2 1.5~1.6 1.0~1.1

92
 Table F.0.1 (continued)

Soil Sandy Soil

composition
Long-time surface water Short-time surface water
From roadbed Groundwater
Accumulation accumulation
top to water

Critical level H1 H2 H3 H1 H2 H3 H1 H2 H3
Natural zoning Height(m)

Ⅳ6a 1.8~2.0 1.3~1.4 0.9~1.1

Ⅳ6
1.7~2.2 1.3~1.7 0.9~1.3 1.3~1.7 0.9~1.3 0.55~0.9
Ⅴ1 2.2~2.68 1.7~2.2 1.3~1.7

Ⅴ2,Ⅴ2a(Purple soil) 2.3~2.5 1.4~1.6 0.5~0.7

Ⅴ3 1.9~2.1 1.3~1.5 0.5~0.7

Ⅴ2,Ⅴ2a 2.3~2.5 1.4~1.6 0.5~0.7

（Yellow loam, modern

alluvial soil)

Ⅴ4Ⅴ5Ⅴ5a 2.2~2.5 1.4~1.6 0.5~0.7

(2.3) (1.8) (1.3) (1.2) 0.7 0.4
Ⅵ1 (2.5) (2.0) (1.6)
(2.2) (1.7) (1.2) 0.6
Ⅵ1a (2.5) (2.0) (1.5)
1.85~2.3 1.4~1.85 0.9~1.4 1.4~1.85 0.9~1.4 0.5~0.9
Ⅵ2 2.3~2.15 1.85~2.3 1.4~1.8
(2.4) (1.8) (1.4) (1.3) (0.7)
Ⅵ3 (2.6) (2.1) 5
2.4 1.9 1.4 1.3 0.8
Ⅵ4 (2.6) (2.2) (1.6)
2.1 1.6 1.1(1.2) 1.0 0.5
Ⅵ4a (2.4) (1.9) 1.7
(2.2) (1.7) 1.2 1.0 0.5
Ⅵ4b (2.5) 1.9 1.4
(2.4) 1.8 (1.1) 1.1 0.6
Ⅶ1 (2.5) (2.0) 1.4
(2.2) (1.6) 1.0~ 0.9 .4
Ⅶ2 (2.5) (2.1) (1.5)
(2.0~2.4) (1.6~2.0) 1.6 (1.6~2.0) 1.0~1.6 0.55~1.0
Ⅶ3 2.4~3.1 2.0~2.4 (1.6)
(2.1) (1.6) (1.1)
Ⅶ4 (2.3) (1.8) 1.6~2.0
(2.9) (2.2) (1.5) (1.3) (0.5)
Ⅶ5 (3.8) (2.2) (1.3)
(2.7) 2.1 1.5 1.6 1.1
Ⅶ6a (2.9) (2.5) (1.6)

1.8

Note: 1. H1,H2 and H3 are the critical heights of subgrade in dry, moderate wet and wet states, respectively. Where the height from

roadbed top to groundwater level is less than H 3.AN OVER, WET SUBGRADE IS DEFINED. Pavement construction must not

be carried out until proper treatment is performed.

2. in VI and Vll districts, the underlines mean that there are less measured data available; the brackets means that there is no

measured data available so they are predicted form a law.

3. The Ⅲ2 Ⅲ3,, Ⅵ2ang Ⅶ3 data were suggested by Gansu province in 1984.which can be used for other regions as reference.

4. The second-class district without sufficient data can refer to the values of adjacent second-class districts. Meanwhile, survey and

study should be carried out actively to obtain more relevant data.

93
 Table F.0.3 Reference Values for Resilient Modulus of Earth Foundation in Different Soil
Compositions in Class-2 Natural Zoning(Mpa)
Consistency
Zoning Soil 0.80 0.90 1.00 1.05 1.10 1.15 1.20 1.30 1.40 1.70 2.00
composition
Clayey soil 19.0 22.0 25.0 26.5 28.0 29.5 31.0
Ⅱ1
Silty soil 18.5 22.5 27.0 29.0 31.5 33.5
Clayey soil 19.5 22.5 26.0 28.0 29.5 31.5 33.5
Ⅱ2
Silty soil 20.0 24.5 29.0 31.5 34.0 36.5
Ⅱ2a Silty soil 19.0 22.5 26.0 27.5 29.5 31.0
Earthy-sandy 21.0 23.5 26.0 27.5 29.0 30.0 31.5 34.5 37.0 45.5
Ⅱ3 Clayey soil 23.5 27.5 32.0 34.5 36.5 39.0 41.5
Silty soil 22.5 27.0 32.0 34.5 37.0 40.0
Clayey soil 23.5 30.0 35.5 39.0 42.0 45.5 50.5 57.0 65.0
Ⅱ4
Silty soil 24.5 31.5 39.0 43.0 47.0 51.5 56.0 66.0
Earthy-sandy 29.0 32.5 36.0 37.5 39.0 41.0 42.5 46.0 49.5 59.0 69.0
Ⅱ5 Clayey soil 26.5 32.0 38.5 41.5 45.0 48.5 52.0
Silty soil 27.0 34.5 42.5 46.5 51.0 56.0
Ⅱ5a Silty soil 33.5 37.5 42.5 44.5 46.5 49.0
Ⅲ1 Silty soil 27.0 36.5 48.0 54.0 61.0 68.5 76.5
Earthy-sandy 35.0 38.0 41.5 43.0 44.5 46.0 47.5 50.5 53.5 62.0 70.0
Ⅲ2 Clayey soil 27.0 31.5 36.5 39.0 41.5 44.0 46.5 52.0 57.5
Silty soil 27.0 32.5 38.5 42.0 45.0 48.5 51.5 59.0
Ⅲ2a Earthy-sandy 37.0 40.0 43.0 44.5 46l.0 47.5 49.0 52.0 54.5 62.5 70.0
Earthy-sandy 36.0 39.0 42.5 44.0 45.5 47.0 48.5 51.5 54.5 63.0 71.0
Ⅲ3 Clayey soil 26.0 30.0 34.5 36.5 38.5 41.0 46.0 47.5 52.0
Silty soil 26.5 32.0 37.0 40.0 43.0 46.0 49.0 55.0
Ⅲ4 Silty soil 25.0 34.0 45.0 51.5 58.5 66.0 74.0
Ⅳ1 Clayey soil 21.5 25.5 30.0 32.5 35.0 37.5 40.5
Ⅳ1a Silty soil 22.0 26.5 32.0 35.0 37.5 40.5
Clayey soil 19.5 23.0 27.0 29.0 31.0 33.0 35.0
Ⅳ2
Silty soil 31.0 36.5 42.5 45.5 48.5 51.5
Clayey soil 24.0 28.0 32.5 35.0 37.5 39.5 42.0
Ⅳ3
Silty soil 24.0 29.5 36.0 39.0 42.5 46.0
Earthy-sandy 28.0 30.5 33.5 35.0 36.5 39.0 39.5 42.0 45.0 53.0 61.0
Ⅳ4 Clayey soil 25.0 29.5 34.0 36.5 38.5 41.0 43.5
Silty soil 23.0 28.0 33.5 36.0 39.0 42.0

94
 Table F.0.3 (continued)
Zoning Consistenc
y 0.8 0.9 1.0 1.0 1.1 1.2 1.3 1.4 1.7
1.10 2.00
Soil 0 0 0 5 5 0 0 0 0
composition
IV5 44.5
Earthy-sandy 24. 26. 28. 29. 30.0 30. 31. 33. 35. 40. Anhui
0 0 0 0 5 5 5 0 0 Zhejiang
&
Clayey soil 38.5 Jiangxi
Clayey soil 22. 27. 32. 33. 45.5 41. 44. provinces
Silty soil 0 0 5 5 42.0 5 5
28. 34. 39. 42. 48. 51.
5 0 5 5 5 5
26. 31. 36. 39. 45.
5 0 5 0 0
IV6 Earthy-sandy 33. 37. 41. 43. 44.5 46. 48. 52. 55. 66. 77.0
Clayey soil 5 0 0 0 44.0 5 5 0 5 5
Silty soil 27. 33. 38. 41. 42.0 46. 50.
5 0 0 0 5 5
26. 31. 36. 39. 45.
5 5 5 0 0
IV6a Earthy-sandy 31. 35. 38. 40. 42.0 43. 45. 48. 52. 62. 72.0
Clayey soil 5 0 5 0 40.5 5 0 5 0 0
Silty soil 26. 31. 35. 38. 48.5 43. 46.
0 0 5 0 5 0
28. 34. 41. 44. 52.
0 5 0 5 0
IV7 Earthy-sandy 35. 39. 43. 45. 47.0 49. 51. 55. 59. 70. 82.0
Clayey soil 0 0 0 0 40.0 0 0 0 0 5
Silty soil 24. 29. 34. 37. 47.5 42. 44.
5 5 5 0 5 5
27. 33. 40. 43. 51.
5 5 0 5 0
V7 Earthy-sandy 27. 31. 35. 37. 39.5 41. 43. 48. 52. 65. 78.5
Clayey soil 5 5 5 5 42.5 5 5 0 0 0
Silty soil 27. 32. 37. 39. 46.0 45. 48. 54. 60.
0 0 0 0 5 0 0 0
28. 34. 40. 43. 49. 52. 59.
5 0 0 0 5 5 5
V1 Purple clayeysoil 22. 26. 30. 32. 34.0 36. 38.
V2 Purple silty soil 5 0 0 0 40.0 0 0
Yellow loamy- 22. 27. 33. 36. 43.

95
 clayey soil 5 5 5 5 37.5 0
V2a Yellow loamy- 42.
silty soil 25. 29. 33. 35. 45.0 40. 0
0 0 0 5 0

24. 30. 37. 41. 49.

5 5 5 0 0
V3 Clayey soil 25. 29. 33. 35. 37.5 39. 42.
Silty soil 0 0 0 5 45.0 5 0
24. 30. 37. 41. 48.
5 5 5 0 5
V4 Red loamy- 27. 32. 38. 41. 44.0 47. 50.
(Sichuan Clayey soil 0 0 0 0 0 5
) Red loamy 38.5
Silty soil 22. 27. 32. 35. 41.
0 0 5 5 5

VI Earthy-sandy 51. 54. 57. 58. 60.0 61. 62. 64. 67. 73. 80.0
Clayey soil 0 0 0 5 44.0 0 0 5 0 5
Silty soil 33. 37. 41. 42. 46.0 45. 47. 50.
5 0 0 5 5 2 5
34. 38. 42. 44. 48. 50.
0 0 0 0 0 0

96
 Table F.0.3 (continued)
Consistenc
Zonin y 0.9 1.0 1.2 1.4
0.80 1.05 1.10 1.15 1.30 1.70 2.00
g Soil 0 0 0 0
composition
VI1a Earthy-sandy 52.5 55. 58. 59.0 60.5 61.5 62. 65.0 67. 73.0 79.0
Clayey soil 27.0 0 0 36.0 38.0 40.0 5 45.5 0
Silty soil 31.5 31. 34. 44.0 46.5 49.0 42.
0 5 0
36. 41. 51.
5 5 5
VI2 Earthy-sandy 42.0 45. 49. 50.5 52.0 53.5 55. 58.5 61. 69.0 78.0
Clayey soil 27.0 5 0 35.0 37.0 38.0 5 43.0 5
Silty soil 25.5 30. 33. 38.0 41.0 43.5 40. 52.0 46.
5 5 0 5
30. 35. 46.
5 5 0
VI3 Earthy-sandy 46.0 50. 53. 55.0 56.5 58.5 60. 63.0 66. 75.0 83.0
Clayey soil 29.5 0 5 39.5 44.0 44.0 0 50.0 0
Silty soil 29.5 33. 37. 43.5 49.5 49.5 46.
5 5 8
35. 41. 52.
0 0 5
VI4 Earthy-sandy 51.0 53. 56. 57.5 59.0 60.0 61. 63.5 65. 72.0 77.5
Clayey soil 28.5 5 5 37.5 39.5 41.5 0 47.5 5
Silty soil 30.5 32. 36. 41.0 43.5 45.5 43.
0 0 5
34. 39. 48.
5 0 0
VI4a Earthy-sandy 45.5 49. 52. 54.0 56.0 57.5 59. 62.0 65. 73.5 81.5
Clayey soil 31.0 0 5 40.0 42.0 44.0 0 49.5 0
Silty soil 33.0 34. 38. 47.0 50.0 52.0 45.
5 0 5
38. 44. 56.
5 0 0
VI4b Earthy-sandy 49.5 52. 55. 57.0 58.5 59.5 61. 63.5 65. 72.5 78.5
Clayey soil 30.0 5 5 38.0 39.5 41.0 0 45.5 5
Silty soil 31.0 33. 36. 43.0 45.5 48.5 42.
0 5 5
35. 40. 51.
5 5 0
VII1 Earthy-sandy 52.0 55. 58. 59.5 61.0 62.0 63. 66.0 69. 76.0 82.5
Clayey soil 26.5 0 0 39.5 42.0 45.0 5 54.0 0

97
 Silty soil 30.5 31. 36. 47.5 51.5 55.0 48.
5 5 0
37. 44. 59.
0 0 0
VII2 Earthy-sandy 48.0 51. 54. 55.0 56.5 58.0 59. 61.5 64. 71.0 77.0
Clayey soil 25.5 0 0 35.0 37.0 39.0 0 45.5 0
Silty soil 28.0 29. 33. 42.0 45.0 48.5 41.
5 0 5
33. 39. 51.
5 0 5
VII3 Earthy-sandy 42.5 45. 49. 50.5 52.5 53.5 55. 58.0 60. 68.5 76.5
Clayey soil 20.5 5 0 30.5 32.5 35.0 0 41.5 5
Silty soil 23.5 24. 28. 36.0 38.5 41.0 37.
5 5 0
28. 33. 44.
0 0 0
VII4 Earthy-sandy 47.0 50. 53. 54.5 56.0 57.0 58. 61.0 63. 70.5 77.0
0 0 5 5
VII6a Clayey soil 22.0 25. 29. 30.5 32.5 34.5 36. 40.0
Silty soil 27.5 5 0 40.5 43.0 46.0 0
32. 37. 49.
5 5 0
VII5 Earthy-sandy 45.5 49. 52. 53.0 54.5 56.0 57. 60.0 62. 70.0 76.5
Clayey soil 30.0 0 0 39.5 41.5 43.5 5 49.0 5
Silty soil 32.5 33. 37. 46.0 49.0 51.5 45.
0 5 0
38. 43. 54.
0 5 5

98
 Appendix G Wording Explanation for This Standard

1 Words used for different degrees of strictness are explained as follows in order to

mark the difference in executing the requirements in this code:

1) Words denoting a very strict or mandatory requirement:

“Must” is used for affirmation; “must not” for negation.

2) Words denoting a strict requirement under normal conditions:

“Shall” is used for affirmation; “shall not” for negation.

3) Words denoting a permission of a slight choice or an indication of the most suitable

choice when conditions permit:

“Should” is used for affirmation; “should not” for negation.

4) “May” is used to express the option available, sometimes with the conditional

permission.

99