001-JTG B01-2014 公路工程技术标准

JTG
Industry Standard of the People's Republic of China (JTG B01-2014)
Technical Standard of
Highway Engineering
Issued on September Implemented on

30, 2014 January 1, 2015
Issued by Ministry of Transport of the People's Republic of China

Industry Standard of the People's Republic of China
Technical Standard of Highway Engineering
JTG B01-2014
Chief editorial unit: Bureau of Highway of Ministry of Transport

CCCC First Highway Consultants Co., Ltd.
Approved by: Ministry of Transport of the People's Republic of China
Implemented on: January 1, 2015
China Communications Press Co., Ltd.

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Technical Standard of Highway Engineering: JTG B01 -2014/Prepared by Bureau of Highway of Ministry of
Trans port and CCCC First Highway Consult ants Co., Ltd. -Beijing: China Communications Press Co., Ltd,
2014 12
ISBN 978-7-114-11814-2
I . ① Highway…II. ① Communications…② China…III. ① Road Construction-Technical Standard-China IV.
① U415. 1-65
China Archives of Publications CIP SJHZ (2014) No. 249214
Type of Standard: Industry Standard of the People's Republic of China

Name of Standard: Technical Standard of Highway Engineering
No. of Standard: JTC B01-2014
Editors in charge: Wu Youming, Liu Tao, Li Nong
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Ministry of Transport of the People's
Republic of China
Announcement
No. 51
Announcement of the Ministry of Transport on Issuing
Technical Standard of Highway Engineering
The newly issued Technical Standard of Highway Engineering (JTG B01-2014) will serve as
the industry standard of highway engineering and shall be implemented since January 1,
2015. The original Technical Standard of Highway Engineering (JTG B01-2003) and the
English and French version thereof shall be abolished at the same time.
Technical Standard of Highway Engineering (JTGB01-2014) is jointly prepared by Bureau of
Highway of Ministry of Transport and CCCC First Highway Consultants Co., Ltd. Ministry of
Transport has the right to manage and interpret the Standard, while Bureau of Highway of
Ministry of Transport is responsible for the routine interpretation and management.
All departments & authorities concerned should summarize their practical experiences and
provide their findings and comments to Bureau of Highway of Ministry of Transport in a
timely manner (address: No. 11, Jianguomen Inner Street, 100736, Beijing) for reference.
Hereby announced.
Ministry of Transport of the People's Republic of China

September 30, 2014
Office of Ministry of Transport Printed and issued on October 8, 2014

INTRODUCTION
INTRODUCTION
To adapt to the development of highway transportation, Ministry of Transport arranged to revise
Technical Standard for Highway Engineering (JTG B01-2003）(Rev. 03)（hereinafter referred to as the
Standard）with the issuance of Jiao Gong Bian Zi [2011] No. 3 Notice. The revision was took charge by
Bureau of Highway of Ministry of Transport and CCCC First Highway Consultants Co., Ltd. and jointed by
Research Institute of Highway Ministry of Transport and CCCC Second Highway Consultant Co. Ltd. It
also obtained great support and cooperation of departments of transportation and relevant units of
provinces (cities, autonomous regions).
In the revision of the Standard, experience in highway construction of China sin ce the implementation of
the Standard (Rev.03) was systematically summarized. Based on drawing on the scientific achievements
in highway industry in recent years, 13 special supporting scientific research projects were carried out
with purpose and with reference to relevant standards and advanced technologies of overseas developed
countries referenced. In the revision of the Standard, we adhere to the standard work policy of facing the
requirements, the world and the future, fully embody the development req uirements of "integrated traffic,
intelligent traffic, green traffic and safe traffic", stick to the work principle of "advanced concept,
systematic management, economy and reliability and effective implementation while combining the
status quo and trend of private highway industry development of China to highlight the leading role of
highway and functions of its facilities in determining technical standards and indicators. The revised
Standard will play a important guiding role in promoting the development of highway transport, building
perfect and reasonable road network structure and development of "two highway systems" and
enhancing the service level of highway network.
The revised Standard includes 10 chapters, adding regulations and requirements on rec onstruction and
extension of highway, expressway in special regions, operating speed, road sections of non -motor
vehicles and sections with intensive pedestrians, design period, safety assessment and emergency
accesses etc., adjusting and supplementing regulations on load of bridges, design flood frequency of
subgrade, energy saving and environmental protection, traffic engineering of trunk roads and crossing of
rural roads etc., adjusting regulations on traffic loan for highway adaptation, vehicle conversi on factor,
forecast period of traffic volume, classification of service levels, subgrade cross section width,
longitudinal slopes, width reduction of bridges, cross section of tunnels and alignment of entries and exits,
classification of traffic engineering and construction period of buildings etc.
Relevant units are invited to report the problems found during the implementation of the Standard and
their opinions to Bureau of Highway of Ministry of Transport (address: No. 11, Jianguomen Inner Street,
100736, Beijing; Tel: 010-65292718; Fax: 010-65292276) or CCCC First Highway Consultants Co., Ltd.
(address: No. 63, Second Keji Road, 710075, Xi'an; Tel: 029-88322888-8802; E-mail:
BZXD@ccroad.com.cn) in the form of letter for reference in future revision.

Participated by: Research Institute of Highway Ministry of Transport
CCCC Second Highway Consultant Co. Ltd
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Technical Standard of Highway Engineering (JTG B01—2014)
Chief editors: Huo Ming, Li Chunfeng

Main participants: Zhou Ronggui, Liao Chaohua, Guo Tengfeng, Meng Shutao, Zhang Jinquan
Yu Peiyu, Han Changling, Sun Fuling, Wang Meng, Wang Jing
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Table of Contents
Table of Contents
1. General............................................................................................................................................. 1
2 Terminology...................................................................................................................................... 3
3. Basic Regulations ........................................................................................................................... 5
3.1 Highway classification.............................................................................................................. 5
3.2 Design vehicles ....................................................................................................................... 5
3.3 Traffic volume .......................................................................................................................... 6
3.4 Level of service ....................................................................................................................... 6
3.5 Speed...................................................................................................................................... 7
3.6 Construction clearance ............................................................................................................ 7
3.7 Seismic resistance................................................................................................................. 10
4 Route............................................................................................................................................... 11
5 Subgrade and Pavement ................................................................................................................ 17
6. Bridge and Culvert ........................................................................................................................ 21
7 Automobiles and Pedestrian Load ................................................................................................ 25
8 Tunnel ............................................................................................................................................. 29
9 Route Crossing............................................................................................................................... 33
9.1 Grade crossing between highways ........................................................................................ 33
9.2 Highway and highway grade separation ................................................................................ 34
9.3 Crossing between highway and railway ................................................................................. 35
9.4 Crossing between highway and rural road ............................................................................. 35
9.5 Crossing between roads and pipelines, etc. ........................................................................... 36
9.6 Animal passage ..................................................................................................................... 37
10 Traffic Engineering and Facilities along the Line ....................................................................... 39
10.1 General provisions............................................................................................................... 39
10.2 Traffic safety facilities .......................................................................................................... 39
10.3 Service Facility .................................................................................................................... 41
10.4 Management Facility............................................................................................................ 41
Appendix A Classification of Road Service Levels ......................................................................... 45
Appendix B Stopping Sight Distance and Identifying Sight Distance of Freight Car.................... 49
Instructions for Words in the Standard............................................................................................ 51
Attachment ........................................................................................................................................ 51
1 General ............................................................................................................................................ 55
3 Basic regulations .............................................................................................................................. 59
4 Route ............................................................................................................................................... 69
5 Subgrade and Pavement .................................................................................................................. 83
6 Bridge and Culvert............................................................................................................................ 89
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7 Automobiles and pedestrian load...................................................................................................... 95

8 Tunnel ............................................................................................................................................ 101
9 Route Crossing............................................................................................................................... 107
10 Traffic engineering and roadside facilities ..................................................................................... 115
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General
1. General
1.0.1 This Standard is formulated for standardizing the construction of highway engineering.
1.0.2 This Standard is applicable to new construction, reconstruction and extension of highway.
1.0.3 In highway construction, functions of the highway shall be comprehensively analyzed and determined in
accordance with the characteristics of the region, traffic properties and road network structure, and technical
levels and main technical indicators shall be used by functions while combining the traffic volume and
topographic condition etc.
1.0.4 Overall design shall be complet ed for highway construction projects to make main wo rks, traffic
engineering and roadside facilities coordinate and support each other, giving full play to the functions of each
part and the overall function of the project.
1.0.5 The principle to protect cultivated lands and save land shall be carried out f or highway construction, and
the following regulations shall be followed for determining the scope of land for highway:
1. The scope of land use for highway is the land within no less than 1m outside the outer edges of drainage
ditches (embankment or toe of berm if there is no drainage ditch) at both sides of t he highway or the outer edge
of intercepting drain on slope top of cutting; at sections where conditions are met, land within the scope of no
less than 3m for expressway and Class I highway, and no less than 2m shall be the scope of land use for Class
II highway.
2. When protection and cont rol facilities are provided for such unfavorable geological zones as zones subject
to sand blown by the wind, snow disaster, landslide and debris flow, and when cont rol measures are taken for
zones of special soils such as expansive soil and saline soil, the scope of land use shall be determined in
accordance with the actual requirements.
3. As for lands for bridges, tunnels, interchanges, separate grade crossings, gr ade crossings, safety facilities,
service facilities, management facilities and greening and other works outside t he line, the scope of land use
shall be determined in accordance with the actual requirements.
1.0.6 National laws and regulations on environmental prot ection and resource conservation must be
implemented for highway construction, and the following regulations shall also be met:
1. The principle of "prot ection as priority, focus on prevention, assisted with treatment, and comprehensive
treatment" shall be implemented for environmental protection of highway.
2. Greening, road appearance beautific ation and environmental protection shall be implemented in
accordance with the natural condition for highway construction.
3. For construction of expressway, Class I and Class II highway and highway with special requirements,
environment impact assessment and assessment of water and soil conservation plan shall be made.
4. Environmental protection design shall be made for areas where the ecological environm ent is fragile or
where highway construction could lead to failure of the environment to recover in a short period of time.
5. Waste and used mat erials of the highway shall be made full use of for highway reconstruction and
expansion projects to save resources for project construction.
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1.0.7 For highway construction divided into different stages, overall design shall be made in accordance with
the principle of "overall planning and implementation by stage", and the following regulations shall be met:
1. Works of early stages can be fully made use of in late stage.
2. Sections of integral of cross section of expressway shall not be constructed in different stages by horizontal
framing.
3. Sections of separate cross section of expressway can be constructed in different stages by framing. When
the frame completed in early stage is open to two-way traffic, it shall be managed in accordance with the
opening conditions of Class II highway.
1.0.8 In case of highway reconstruction and extension, the reconstruction and extension plan and new
construction plan shall be compared and discussed. The following regulations shall be met when adopting a
reconstruction and extension plan:
1. For highway reconstruction and extension, the servic e level shall be det ermined in acc ordance with the
discussion of actual service level, t he service level of expressway and Class I highway should be decreased to
a level ahead of the lower limit of level III service level, the s ervice level of Class II and Class III highway should
be decreased to a level ahead of the lower limit of level IV service level, and the service level of Class IV
highway can be determined in accordance with the actual condition.
2. When utilizing partial section of existing highway, if enhancing the design s peed wi ll result in geological
disasters, greatly increase project cost or impose great impact on the protection of the environment and
cultural relics, the design of the partial section can be maintained at the original design speed, but the length of
the section should be no more than 15km for expressway and no more than 10km for Class I and Class II
highway.
3. Specific implementing plan shall be designed based on traffic organization design and traffic safety
assessment etc. for expressway rec onstruction and extension. In project implement ation, efforts shall be made
to reduce interference on existing highway, and safety measures for ensuring unified type. The service level for
sections maintaining opening status can be decreased by one level, and the design speed should be no less
than 60km/h.
4. For reconstruction and extension of Class I, Class II and Class III highway, the design plan for maintaining
opening status of the highway shall be made.
5. For sections of separate cross section of expressway in areas with small traffic volume, such as desert, gobi
and grassland, when they are reconstructed into one frame by using existing Class II highway, the design flood
frequency can be maintained at the original standard, and the design speed should be no more than 80km/h.
1.0.9 For sections of non-motor vehicles and sections with intensive pedestrians, the traffic requirements of
non-motor vehicles and pedestrians etc. should be considered, and non-motoriz ed vehicle lane and sidewalk
can be provided in accordance with the traffic component.
1.0.10 Traffic safety assessment can also be made for designing trunk roads of Class II and above. For ot her
highway, if conditions are met, traffic safety assessment can also be made.
1.0.11 For highway of Class II and below with the function requirement of emergency access, standards of
seismic resistance and design flood frequency can be increased correspondingly.
1.0.12 For highway construction projects, such cost effectiveness as construction, curing and management
and such social benefits as safety, environmental protection and operation shall be comprehensively
considered in accordance wit h the design working/service life to select the plan with optimum comprehensive
benefits.
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Terminology
2 Terminology
2.0.1 Highway reconstruction and extension
Highway construction projects to increase technical class of highway, increase highway capacity or improve
technical indicators, including reconstruction and extending of highway etc.
2.0.2 Highway function
Highway provides the traffic service ability to provide smooth traffic, direct arrival, collection and distribution
and free access in the road network. Main trunk highway and secondary trunk highway have the smooth traffic
and direct arrival function, while main collector-distributor highway and secondary branch highway have free
access function.
2.0.3 Design speed
The design basic speed to determine t he highway design indicators and make then coordinat e with each other.
2.0.4 Operating speed
The speed at 85% percentile on the running speed accumulative distribution curve under the condition where
the pavement is flat and wet and under free flow status.
2.0.5 Posted speed limit
The speed limit to limit the allowable running speed of vehicles on highway.
2.0.6 Design vehicle
Representing vehicle model used for geomet ric design of highway. Its overall dimensions, payload and
dynamic performance are the main basis for determining the geometric parameters of highway.
2.0.7 Design traffic capacity
The maximum flow rate per hour that vehicles pass highway facilities at corresponding design service level.
2.0.8 Level of service
The quality indicator t hat drivers feel the operation condition of highway traffic flow. It is oft en indicated with
such indicators as average driving speed, driving time, driving freedom and traffic delay.
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2 0.9 Evacuation/escape lane

Special lane exclusively provided at outer side of the traffic lane for vehicles whose brak e systems fail to drive
off the traffic lane, decelerate, stop and self-saving.
2.0.10 Hard shoulder
The ribbon part connected with the traffic lane, with a certain pavement strength. Main purpose: provide lateral
clearance for driving, provide horizont al protection for pavement structure and provide all or partial widt h for
emergency stop of failed vehicles etc.
2.0.11 Design working/service life
The period of using according to its intended purpose when pavement, bridge and culvert and tunnel structures
need no overhaul or replacement in the normal design, construction, use and maintenance conditions.
2.0.12 Electronic toll collection
The electronic toll collection method to realize tolling without stopping using automatic vehicle identification
technology. It is also called ETC for short.
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Basic regulations
3. Basic Regulations
3.1 Highway classification
3.1.1 Highway is divided into five technical classes, namely Expressway, Class I highway, Class II highway,
Class III highway and Class IV highway.
1. An expressway is a multi-lane road for vehicle driving by different directions and lanes, with entry and exit
controlled. The design daily traffic volume of an expressway in one year should be more than 15, 000
passenger cars.
2. A Class I highway is a multi-lane road for vehicle driving by different directions and lanes, with entry and exit
controlled in accordance with the requirements. The design daily traffic volume of a Class I highway in one
year should be more than 15,000 passenger cars.
3. A Class II highway is a two-lane highway for vehicle driving. The design daily traffic volume of a Class II
highway should be 5,000-15,000 passenger cars.
4. A Class III highway is a two-lane highway for driving by vehicles and non -vehicle traffic means. The design
average daily traffic volume of a Class III highway in one year should be 2,000-6,000 passenger cars.
5. A Class IV highway is a two-lane or single lane highway for driving by vehicles and non-vehicle traffic means.
The design average daily traffic volume of a Class IV two -lane highway in one year should be less than 2, 000
passenger cars; the design average daily traffic volume of a single lane Class IV highway should be less than
400 passenger vehicles.
3.1. The following principle shall be followed for selection of technical class of highway:
1. Selection of technical class of highway shall be determined in accordance with the road net work planning,
function of road while combining discussion on traffic volume.
2. Expressway shall be selected for main trunk road.
3. Highway of Class II and above shall be selected for secondary trunk road.
4. Class I and Class II highway should be selected for main collector-distributor highway.
5. Class II and Class III highway should be selected for secondary collector-distributor highway.
6. Class III and Class IV highway should be selected for branch highway.
3.2 Design vehicles
3.2.1 The overall dimensions of the design vehicles used for highway design are as specified in Table 3.2.1.
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Table 3.2.1 Overall Dimensions of Design Vehicles
Rear
Total length Total length Total height Front Wheelbase
Vehicle type overhang
(m) (m) (m) overhang (m) (m)
(m)
Passenger car 6 1.8 2 0.8 3. 8 1.4
Large-size
13.7 2.55 4 2.6 6.5 + 1.5 3.1
passenger bus
Articulated bus 18 2.5 4 1.7 5.8+6.7 3.8
Heavy truck 12 2.5 4 1.5 6.5 4
Articulated train 18.1 2.55 4 1.5 3.3 + 11 2.3
Note: The wheelbase of articulated train is (3.3+11) m; 3.3m is the distanc e from the first wheel to the link joint,
and 11m is the distance from the link joint to the last wheel.
3.3 Traffic volume
3.3.1 The following regulations shall be met for the forecast period of design traffic volum e of highway new
construction, reconstruction and extension projects:
1. The forecast period of design traffic volume for expressway and Class I highway shall be 20 y ears, while that
for Class II and Class III highway shall be 15 years and that for Class IV highway can be determined in
accordance with the actual condition.
2. The starting year for the forecasting period of design traffic volume is the planned opening year in the project
research report.
3.3.2 Passenger car is adopted as the standard model for conversion of traffic volume. The representative
model of vehicles and vehicle conversion factor are as shown in Table 3.3. 2. The following regulations shall be
met for the conversion of traffic volume of tractors and non-motor vehicles:
Table 3.3.2 Representative Model of Vehicles and Vehicle Conversion Factor
Representative Model Vehicle Conversion Factor Note

Passenger car 1.0 Passenger car with number of seats ≤19 and freight
cars with payload ≤2t
Middle-sized vehicle 1.5 Passenger car with number of seats >19 and freight
cars with payload >2t and ≤7t
Large vehicle 2.5 Freight car with payload >7t and ≤20t
Combination vehicle 4.0 Freight car with payload > 20t
1. Such non-motor vehicles as animal drawn carts, rickshaws and bicycles shall be calc ulated by roadside
interference factors.
2. Each tractor driving on the highway shall be converted into 4 passenger cars.
3. For vehicle conversion factor required for highway traffic capacity analysis, corresponding conversion factor
shall be adopted in accordance with different geographic conditions and traffic requirements, with
consideration of such forms as section and crossing.
3.3.3 For the design traffic volume per hour of highway, the traffic volume of t he 30th hour of the year should be
used. Also, in accordance with the project characteristics and requirements, the value can be obtained from
the 20-40th hour of the year.
3.4 Level of service
3.4.1 The level of service of highway is divided into six levels, please refer to Appendix A.
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Basic regulations
3.4.2 The design level of service of highway of various classes shall be no lower than that specified in Table
3.4.2, and the following regulations shall be met:
Table 3.4.2 Design Level of Service of Highway of Various Classes
Class IV
Class of highway Expressway Class I highway Class II highway Class III highway
highway
Level of service Class III Class III Class IV Class IV -
1. When a Class I highway is used as collector-distribut or highway, the design level of service can be
decreased by one level.
2. For long tunnel and ultra-long tunnel sections, sections with intensive non -motor vehicles and pedestrians,
flow separating and converging sections of interchanges and weaving sections, the design level of service can
be decreased by one level.
3.5 Speed
3.5.1 Design speed of highway of various classes shall meet the value specified in Table 3. 5.1. The selection
of design speed shall be determined in accordance with the function and technical class of the highway while
combining comprehensive discussion on such factors as topography, project economy, expected operating
speed and land use nature along the line, and the following regulations shall be met:
Table 3.5.1 Design Speed
Class IV
Class of highway Expressway Class I highway Class II highway Class III highway
highway
Design speed
120 100 80 100 80 60 80 60 40 30 30 20
（km/h）
1. The design speed of an expressway should be no less than 100km/h. If restricted by geographical and
geological conditions etc., 80km/h can be selected.
2. For a Class I highway serving as main trunk, the design speed should be 100km/h. If restricted by
geographical and geological conditions etc., 80km/h can be selected. For a Class I highway serving as
collector-distributor highway, the design speed should be 80km/h. If restricted by geographical and geological
conditions etc., 60km/h can be selected.
3. For special difficult partial sections of expressway and Class I highway serving as main trunk, if new
construction works may result in geological disasters, the design speed of the partial section can be 60km/h
through discussion, but the lengt h should be no more than 15km, or is only limited to sections between two
adjacent interchanges.
4. For a Class II highway serving as main trunk, the design speed should be 80km/h. If restricted by
geographical and geological conditions etc., 60km/h can be s elected. For a Class II highway serving as
collector-distributor highway, the design speed should be 60km/h. If restricted by geographical and geological
conditions etc., 40km/h can be selected.
5. For a Class III highway serving as main trunk, the design speed should be 40km/h. If restricted by
geographical and geological conditions etc., 30km/h can be selected.
6. For a Class IV highway serving as collector-distributor highway, the design speed should be 30km/h. If
restricted by geographical and geological conditions etc., 20km/h can be selected.
3.5.2 Highway design shall be inspected by operating speed. The difference between operating speed
between adjacent sections shall be less than 20km/h and the difference between operating speed and design
speed of the same section shall be less than 20km/h.
3.5.3 Speed limit of highway shall be determined bas ed on comprehensive discussion on design speed,
operating speed and roadside interference environment etc.
3.6 Construction clearance
3.6.1 Requirements of Figure 3.6.1 shall be followed for the construction clearance of highway of various
classes, and the following regulations shall be met:
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a) Expressway and Class I highway (integral)
b) Expressway and Class I highway (separate)
c) Class II, III and IV highway
Lleft Lright
J or R J or R
d) Highway tunnel
Figure 3.6.1 Construction Clearance of Highway of Various Classes (Unit: m)
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Basic regulations
Where： W-Width of traffic lane;

L1-Width of hard shoulder on the left side;
L2-Width of hard shoulder on the right side;
S1-Width of left marginal strip;
S2-Width of right marginal strip;
L-Lateral width The lateral width of a Class II highway is the width of hard shoulder. The lateral width of Class
III and Class IV highway is the width of sho ulder minus 0.25m. When setting guardrail, the subgrade shall be
widened in accordance with the width required for the guardrail;
LLef t -Lateral width on the left side in the tunnel;
Lright -Lateral width on the right side in the tunnel;
C-0.5m if the design speed is more than 100km/h, and 0.25m if the speed is less than or equal to 100km/h;
D-Height of kerbstone, less than or equal to 0.25m. In general condition, omission of kerbstone is possible for
expressway;
M1-Width of median;
M2-Width of median separator;
J-Width of maintenance passing lane;
R-Width of sidewalk;
d-Height of maintenance passing lane or sidewalk;
E-Width of apex angle of construction clearance, when L≤1m, E=L; when L>1m, E=1m；
E1-Width of apex angle of construction clearance, when L<1m, E 1=L1, or S 1 +C<1m，E1= S1+ C; or when
L1≥1m or S 1 +C≥1m, E 1 =1m;
E2-Width of apex angle of construction clearance, E 2=1m;
ELef t -Width of left apex angle of construction clearance, when LLef t ≤1m, E Lef t = LLeft；when LLef t >1m, E Lef t=1m;
ERight -Width of right apex angle of construction clearance, when L Right ≤1m, E Right= LRightRight ; when LRight >1m,
ERight =1m;
H-Clearance height.
1. For s ections with accelerating (decelerating) lane, emergency parking area, climbing lane, passing bay,
slow-vehicle lane and lane separation facilities provided, the traffic lane shall include the width of such part.
2. When an expressway (integral) of 8 lanes and above is provided with hard sho ulder on the left side, the
construction clearance shall include the width of the hard shoulder on the left side.
3. The same clearance height shall be adopted for one highway. The clearance height of ex pressway, Class I
highway and Class II highway shall be 5.00m; the clearance height of Class III highway and Class IV highway
shall be 4.50m.
4. When sidewalk, bicycle lane, maintenance passing lane and traffic lane are set separat ely, their clearance
height shall be 2.50m.
5. At sections where subgrade, bri dge and tunnel connect with each other, the construction clearance shall be
treated as transition section.
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3.7 Seismic resistance

3.7.1 Aseismatic design shall meet the following provisions:
1. For highway engineering in the area where the peak ground acc eleration factor is less than or equal to 0.05,
unless there is special requirements, simple earthquake fortification can be adopted.
2. For highway engineering in the area where the peak ground acceleration factor is greater than 0.05 but less
than 0.40, aseismatic design shall be conducted.
3. For highway engineering in t he area where the peak ground acceleration factor is greater than or equal to
0.40, special anti-seismic research and design shall be carried out.
4. For highway engineering with divided earthquake areas, it's necessary to conduct aseismatic design
according to the peak ground acceleration factor approved by competent authorities.
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Route
4 Route
4.0.1 General provisions
1. To determine the route corridor, it's necessary to consider the functions and cooperation of each and
different levels of road net works. Comprehensive efficiency of highways are given full play to and improved
according to overall planning, combination of short and long-term plans and reasonable layout.
2. Selection of highways must conducted from the surface to zone and then to route. And route plans shall be
demonstrated and determined based on investigation and survey of t opography and landforms, geological and
hydrological conditions, climate, meteorology and natural conservation areas.
3. Coordination with farmlands, wat er conservancy construction and urban planning shall be considered for
route positions and immovable cultural relics, water s ources and nature protection areas shall be avoided as
much as possible, so as to protect environment and have a coordination with local landscape.
4 A good job shall be done for overall design of highways with different levels. The relation between highways
and relevant road networks and traffic nodes shall be handled collectively. Various entrances, crossovers and
structures shall be set in a reasonable manner. Selection and arrangement of all kinds of structures should be
reasonable, practical and economical.
5. Route design shall be based on such conditions as highway functions, technical level and terrain.
Meanwhile, design speed s hall be selected appropriately, layout of highway section shall be determined
reasonably and various technical indicators shall be used correctly. Attention shall be paid to horizontal and
vertical alignments and continuous and balanced alignments shall be kept. And requirements in comfort,
environment protection and cost shall be met on the premise of ensuring traffic safety.
4.0.2 The lane width shall comply with the requirements of Table 4. 0.2 and conform to the following provisions:
Table 4.0.2 Lane Width
Design
speeds 120 100 80 60 40 30 20
(km/h)
Lane width
3.75 3.75 3.75 3.50 3.50 3.25 3.00
(m)
1. Inner lanes (1st and 2nd inner lane) of highways with eight lanes and above are only available to passenger
cars. And the lane width of such highways can be 3.5m.
2. After demonstration, the lane width of highways with design speed of 80km/h and above mainly for medium
and small-sized cars can be 3.5m.
3. If a single lane is adopted for Class IV highway, the lane width shall be 3.5m.
4. For slow lanes of Class II highway, their lane width shall be 3.5m.
5. For highways that must be equipped with non -motorized vehicle lanes and sidewalks, the width of
non-motorized vehicle lanes and sidewalks should be determined according to actual situations.
4.0.3 The number of lanes of difference classes of highways shall conform to provisions of Table 4.0.3. The
number of lanes of expressways and Class I highways shall be determined by the des igned traffic volume and
traffic capacity. The number of lanes of two-lane shall be increased based on multiples.
- 11 -
Table 4.0.3 Number of Lanes of Different Highways
Expressway and
Highway class Class II highway Class III highway Class IV highway
Class I highway
Number of lanes ≥4 2 2 2 (1)
Note: two-lane shall be adopted for Class IV highway. For sections with small traffic volume or difficulties, a
single lane can be adopted.
4.0.4 Integral cross section of expressways and Class I highways must be equipped with medians. The
intermediate strips are composed of median separators and two left marginal strips.
1. As for expressways and Class I highways serving as trunk lines, the width of central dividing strip shall be
determined according to its functions.
2. As a Class I highway for distribution, the width of the median separator shall be determined according to the
middle isolation facilities.
3. The width of the left marginal strip shall not be smaller than the provisions of Table 4.0.4. For road sections
with design speed of 120km/h and 100km/h, sections limited by terrains and surface features or multi -lane
highways wit h inner lanes only for small cars, their width of left marginal strip can be 0.50m after
demonstration.
Table 4.0.4 Width of Left Marginal Strips
Design speed (km/h) 120 100 80 60

Width of left marginal strip (m) 0.75 0.75 0.50 0.50
4.0.5 Shoulder width shall conform to provisions of Table 4.0.5-1 as well as the following:
Table 4.0.5-1 Shoulder Width
Highway class (functions) Expressway Class I highway (trunk line)

Design speed (km/h) 120 100 80 !00 80
3.00 3.00 3.00 3.00 3.00
Width of right hard Ordinary value
（2.50）（2.50）（2.50）（2.50）（2.50）
shoulder (m)
Minimum value 1.50 1.50 1.50 1.50 1.50
Width of earth General 0.75 0.75 0.75 0.75 0.75

shoulder (m) Minimum value 0.75 0.75 0.75 0.75 0.75
Class I highway
Highway class (functions) (distribution) and Class II Class III highway and Class IV highway
highway
Design speed (km/h) 80 60 40 30 20
Width of right hard Ordinary value 1.50 0.75

一 - -
shoulder (m) Minimum value 0.75 0.25
Earth shoulder width Ordinary value 0.75 0.75 0.25 (two-lane)
0.75 050
（m） Minimum value 0.50 0.50 0.50 (single lane)
Notes: 1. Under normal circumstances, "ordinary value" shall be adopted for climbing lane, speed-change lane
and overtaking lane. "Minimum value" shall be adopted for sections with speed-change lane and overtaking
lanes and t hose sections limited by terrain and surface features as well as multi -lane highways and super
major bridges.
2. Numerical value in the bracket can be adopted for the width of right hard shoulder when expressways and
Class I highway serving as trunk line are mainly for passenger cars.
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Route
1 Right marginal strip with width of 0.50m shall be provided for expressways and Class I highwa ys within the
width of right hard shoulder.
2. Left hard shoulders shall be provided when expressways and Class I highways adopt separate sections,
with the width not smaller than the specified value in Table 4.0. 5-2. The left hard shoulder width includes the
width of left marginal strip.
Table 4.0.5-2 Width of Separate-section Expressway and Left Shoulder of Class I Highway

Width of left hard shoulder (m) 1.25 1.00 0.75 0.75
Width of left earth shoulder (m) 0.75 0.75 0.75 0.50
3 Expressways with eight lanes and above should be provided with left hard shoulders, with width not be less
than 2.5m. The left hard shoulder width includes the width of left marginal strip.
4.0.6 Emergency parking areas shall be provided when the width of right hard shoulder of expressways and
Class I highways serving as the trucking lines is less than 2. 50m. The width of emergency parking area shall
be 3.50m, with the effective length not less than 40m and interval not greater than 500m.
4.0.7 Acceleration (deceleration) lanes shall be provided for expressways and Class I highways at exits and
entrances of interchanges, service areas, parking areas, bus stops and management facilities. And Class II
highways shall be provided with transition sections.
4.0.8 When the t raffic capacity and operation safety are influenced, continuous uphill sections of expressways,
Class I highways and Class II highways shall be provided with climbing lanes. The width of climbing lane shall
not be lower than 3.50m. Expressway with over six lanes may not be equipped with climbing lanes.
4.0.9 For continuous long and steep downhills, truck escape ramps shall be set based on evaluation and
demonstration of traffic safety.
4.0.10 For Class II highways with more trucks, some overtaking lanes can be provided as required. The width
of overtaking lanes shall be determined according to the lane width of corresponding sections.
4.0.11 For Class II highways with more slow -moving vehicles, slow lanes can be provided by broadening hard
shoulders as required. Necessary traffic facilities shall be provided to strengthen traffic organization and
management.
4.0.12 When single lanes are adopted for Class IV highway, passing bays shall be provided. The road sections
with passing bays shall have subgrades with width not less than the subgrade width of two-lane.
4.0.13 For pedestrian-int ensive highways with many pedestrians and highways at the entrance and exit of
cities, lateral lane separators, non-motorized vehicle lanes and sidewalks can be provided as required.
4.0.14 The widt h of a highway's subgrade is the total between the lane width and shoulder width. When there
is median, acceleration (deceleration) lanes, climbing lanes, emergency parking areas, overtaking lanes,
passing bays, lateral lane separators, non -motorized vehicle lanes and sidewalks, their widths shall be
included as well.
- 13 -
4.0.15 Sight distance shall meet the following provisions:

1 Stopping sight distance of expressways and Class I highways shall not be lower than the value specified in
Table 4.0.15-1.
Table 4.0.15-1 Stopping Sight Distance of Expressways and Class I Highways

Stopping sight distance (m) 210 160 110 75
2. Stopping sight distance, intermediate sight distance and passing sight distance of Class II, III and IV
highways shall not be lower than the values specified in Table 4.0.15-2.
Table 4.0.15-2 Stopping, Meeting and Passing Sight Distances of Class II, III and IV Highways
Design speed (km/h) 80 60 40 30 20

Stopping sight 110 75 40 30 20
distance (m)
Passing sight 220 150 80 60 40
distance (m)
Passing sight 550 350 200 150 100
distance (m)
3. Various entrances and exits at interchanges, service areas, parking lots and bus stops shall meet
requirements in sight distance identification.
4. For two-lane highways, road sections meeting passing sight distance shall be set at intervals.
5. For expressways and Class I highways and Class II and III highways with more large -sized cars, stopping
sight distance of trucks shall be adopted to insect relevant road sections. Stopping sight distance and
identification sight distance of trucks shall meet provisions of Appendix B.
6. The stopping sight distance in frost regions should be increased appropriately.
4.0.16 There should be some limits for maximum and minimum lengths of straight lines.
4.0.17 Minimum radius of circle curve shall be in compliance with specifications of Table 4.0.17.
Table 4.0.17 Minimum Radius of Circular Curves
Design speed (km/h) 120 100 80 60 40 30 20

10% 570 360 220 115 - - -
Maximum 8% 650 400 250 125 60 30 15
superelevation 6% 710 440 270 135 60 35 15
4% 810 500 300 150 65 40 20
Minimum crown≤2.0% 5 500 4 000 2 500 1 500 600 350 150
radius without
superelevation crown>2.0% 7 500 5 250 3 350 1 900 800 450 200
(m)
Note: "-" means the maximum superelevation is not considered.

4.0.18 When the circular c urve radius of highways is lower than the "minimum radius without superelevation" in
Table 4.0.17, the superelevation of circular curve s hall be provided. The maximum superelevation shall meet
the following provisions:
- 14 -
Route
1. For general regions, the maximum superelevation of circular curve shall be 8%.
2. In snow-covered and frozen regions, the maximum superelevation shall be 6%.
3. For expressways and Class I highways with more medium and small bus es, the maximum superelevation
shall be 10%.
4. For highways in cities and townships, the maximum superelevation shall be 4%.
4.0.19 Transition curve shall be established where a s traight line connects with a circular curve whose radius is
less than the minimum wit hout superelevation in Table 4.0.17. Clothoid shall be adopted for transition curves,
meeting the following provisions:
1.Parameters and length of transition curves s hall be relatively large according to requirements in geometric
design, safety, vision and landscape.
2 For t he connection bet ween Class IV highway and the minimum radius of circular curves without
superelevation, transition curve may not be provided. Super elevation and widening of gentle section can be
adopted for connection.
4.0.20 The maximum longitudinal gradient shall meet provisions of Table 4.0.20 as well as the following:
Table 4.0.20 Maximum Longitudinal Gradient
Design speed 120 100 80 60 40 30 20

(km/h)
Maximum 3 4 5 6 7 8 9
longitudinal
gradient (%)
. For the expressways with the design speeds of 120km/h, 100km/h, and 80km/h, the maximum longitudinal
gradient can be increased by 1% through technical and economic verification under the limitation of
topographic conditions and other special circumstances.
2 During extension and reconstruction of highways, the original sections shall be used for those with design
speeds of 40 km/h, 30 km/h and 20 km/h. After demonstration of technical economy, the m aximum longitudinal
gradient value can be increased by 1%.
3 Mount ains routes of Class II highway and below shall be connected with uphill (downhill) sections. When
relative height difference is 200-500m, the average longitudinal gradient shall not be greater than 5.5%; when
the relative height difference is great er than 500m, the average longitudinal gradient shall not be greater than
5%. Average longitudinal gradient of any continuous 3km section shall not be greater than 5.5%.
4. Reasonable average longitudinal gradient shall be adopted for demonstration of expressways and Class I
highways. Safety assessment shall be carried out for sections with continuous long and steep slopes.
4.0.21 Maximum lengths of different Longitudinal gradients shall conform to provisions of Table 4.0.21.
Table 4.0.21 Maximum Lengths of Different Longitudinal Gradients (m)
Longitudinal Design speed (km/h)

gradient (%) 120 100 80 60 40 30 20
3 900 1000 1100 1200 - -
4 700 800 900 1000 1100 1100 1200
5 - 600 70U 800 900 900 1000
6 - - 500 600 700 700 800
7 - - - - 500 500 600
8 - - - - 300 300 400
9 - 一I - - - 200 300
\0 - - - - - - 200
- 15 -
4.0.22 Vertical curves shall be provided at the change of longitudinal gradient of highways. Minimum radius
and length of vertical curves shall not be less than the specified values in Table 4.0.22.
Table 4.0.22 Minimum Radius and Length of Vertical Curves
Design speed
120 100 80 60 40 30 20
(km/h)
Minimum radius of
crest vertical curve 11000 6500 3000 1400 450 250 100
(m)
Minimum radius of
concave vertical 4000 3000 2000 1000 450 250 100
curve (m)
Minimum length of
100 85 70 50 35 25 20
vertical curve (m)
- 16 -
Subgrade and Pavement
5 Subgrade and Pavement

1. Subgrade pavement shall be designed bas ed on highway functions, technic al level and traffic volume as
well as terrains along the topography, geological and road materials, climate and other conditions so as to
ensure sufficient strength, stability and durability. Pavement surface shall meet the requirements of leveling
and skid resistance.
2. Subgrade shall be provided with drainage and protective facilities. Special design shall be conducted to soil
unloading and spoil to prevent water and soil loss, clogging of watercourses and induction of subgrade defects.
Comprehensive utilization scheme and design shall be conducted to subgrade surface soil to make full use of
resources.
3 Reasonable subgrade section forms shall be selected based on local conditions, overall consideration of
safety, environment, lands and cost.
4. For s ections passing through special geological and hydrological conditions, it is a must to figure out their
scale and damage t o highways and take comprehensive management measures to enhance road disaster
prevention and disaster resistance.
5. Structures of subgrade pavement shall follow the principle of integral design. Design requirements and
indexes of subgrade structure shall be put forward in subgrade design according to available fillings,
construction conditions and local successful experience. Pavement structure design shall be conducted
comprehensibly according to the design requirements and indexes of subgrade structure so as to meet
durability requirements of pavement structure.
6. Newly-built pavements and original pavements in the highway reconstruction and extension project shall be
designed according to current design. Stitching design of subgrade and pavement shall be strengthened. It's
necessary to demonstrate the cyclic utilization of pavement materials so as to make full us e of waste material s.
5.0.2 Design flood frequency of subgrades shall meet the following provisions:
1 Design flood frequency of subgrades shall conform to provision of Table 5.0.2.
Table 5.0.2 Design Flood Frequency of Subgrade
Class III
Highway class Expressway Class I highway Class II highway Class IV highway
Highway
Determined
Designed flood according to
1/100 1/100 1/50 1/25
frequency specific
circumstances.
2 Design flood frequency for highway skip of regions around cities shall be determined according to flood
control standards of cities, consideration of emergency accesses and demands of flood drainage and
discharge.
5.0.3 Subgrade height shall meet the following requirements:
1.The subgrade height design shall make the shoulder edge higher than the impounded s urface wat er on both
sides of the subgrade. Meanwhile, the influence of underground water, capillary water and freezing shall be
considered so as to ensure that they will not affect the strength and stability of subgrade.
2 The elevation of subgrade edge along the river and flooded by water shall be higher than the backwater
height of designed level, water invasion height and safety height of 0. 5m based on the design flood frequency
in Table 5.0.2.
- 17 -
5.0.4 Requirements in subgrade technology and ground treatment shall conform to the following provisions:
1 The embankment bottom shall be cleared and compacted. When the strength and stability of subgrade are
insufficient, treatment measures shall be taken to ensure the subgrade stability and reduce p ost-construction
settlement.
2. Subgrade compaction shall be determined according to such factors as highway technology level, filling
depth, traffic load level and filling characteristics and meet provisions of Table 5.0.4.
Table 5.0.4 Subgrade Compactness
Compactness (%)
Depth below Expressway Class III highway
Subgrade position Class II
roadbed top (m) and Class I and Class IV
highway
highway highway
Upper Roadbed 0-0.3 ≥96 ≥95 ≥94
Light, medium and
0.3-0.8 ≥96 ≥95 ≥94
Lower heavy traffic load level
Roadbed Extra heavy and heavy
0.3-1.2 ≥96 ≥95 -
traffic load level
Light, medium and
0.8-1.5 ≥94 ≥94 ≥93
Upper heavy traffic load level
Embankment Extra heavy and heavy
1.2-1.9 ≥94 ≥94 -
traffic load level
Light, medium and
>1.5
Lower heavy traffic load level
≥93 ≥92 ≥90
embankment Extra heavy and heavy
>1.9
traffic load level
Notes: 1. Compaction value in the table is determined by the method of heavy compaction test.
2. For subgrade compaction in dry or wet regions, values in the table can be reduced properly.
3. When bituminous concrete or cement conc rete pavement is built for Class IIII and Class IV, Class II highway
standard shall be adopted for the subgrade compaction.
3. Under the premise of meeting subgrade compaction, rebound modulus standards of roadbed top shall be
determined according to actual filling types of subgrade and design requirements of pavement structure. For
heavy traffic subgrade, weak and special soil subgrade, rebound modulus standards of roadbed top can be
improved appropriately.
5.0.5 As for subgrade protection, it is required to take corres ponding protective measures in accordance with
the highway function, combing such information as local weather, hydrology and geology, to ensure the stable
subgrade. And the following provisions shall be met:
1. The protective measures combining engineering protection and veget ation protection shall be applied for
subgrade protection, and such measures shall be taken in harmony with the landscape.
2. For the slope sections of the deeply excavated and highly filled subgrade, it is required to make certain the
engineering geological conditions, and undertake the subgrade protection design as per their engineering
characteristics. For the slope with hidden stability danger, st ability analysis shall be conducted and
reinforcement and protection measures shall be adopted to ensure stability of side slopes.
3. For the sections along the river, it is required to determine the river characteristics and its evolvement rules,
and t ake the protective measures to avoid the subgrade scour. Special protective designs shall be provided for
sections occupying or changing river courses.
5.0.6 The standard axle load for pavement structure design shall be 100kN for single axle of double -wheel
group and 0.7MPa for tire pressure. Based on actually investigat ed axle load spectrum, directional and
road-divisional methods may be used for pavement structure design in terms of overloading traffic sections.
- 18 -
Subgrade and Pavement
5.0.7 Pavement types shall be selected on the basis of highway functions, technical levels, traffic volumes,
environmental protection, construction costs and other factors, while pavement structure shall be rationally
determined according to loc al climate, traffic load, local materials, and in com bination with economic analysis
of whole-life cycles of durability, resource recycling and other factors.
5.0.8 The design service life of highway pavement structure shall not be less t han that specified in Table 5. 0.
8.
Table 5.0.8 Design Service Life of Highway Pavement Structure
Class I Class II Class III Class IV

Highway Class Expressway
Highway Highway Highway Highway
Bituminous conc rete
15 15 12 10 8
Design service life pavement
(year) Cement concrete
30 20 15 10
pavement
5.0.9 The materials selected for the pavement structure lay er shall satisfy the requirements on strength,
stability and durability. Coarse aggregates or stable materials with excellent water stability should used for
pavement bed course. When t ailings, slags and ot her materials are used as subgrade filler, environmental
assessment shall be carried out and utilization schemes and disposal measures shall be determined.
5.0.10 Subgrade and pavement drainage and water proofing shall comply with the following requirements:
1. Integrated design and rational layout shall be considered for subgrade and pavement drainage, which shall
be coordinated with the irrigation and drainage systems along the line for the purpose of ecological
environment protection and prevention of soil erosion and water pollution.
2. Based on highway class, along-the-line weather, topography, geology, hydrology and other nat ural
conditions, necessary facilities shall be set up for ground surface drainage, pavement internal drainage and
underground drainage and cooperate with drainage system along the line to form a complete drainage system.
3. Subgrade and pavement drainage design for special geological sections must be combined with
management measures of this special project for comprehensive design.
4. Waterproof design shall be provided for subgrade and pavement structure design so as to reduce damage
to pavement structure by water.
5.0.11 Stage construction shall not be applied to pavement of expressways. For local sections located on weak
soil, high fill and ot her place with relatively large settlement after completion of works, pavement can be
designed once and implemented by stages.
5.0.12 For expressways in desert, gobi, grassland and other regions with small traffic volume, stage
construction may be applied to the surface course of t he hard shoulder on the right side. However, before
stage construction, technical measures shall be t aken to treat the surface course of the hard shoulder on the
right side so as to ensure safe traffic.
- 19 -
- 20 -
Bridge and Culvert
6. Bridge and Culvert

1. Bridges and culverts shall be design in a comprehensive manner based on highway function, technical
grade, traffic capacity and requirements on disaster prevention and reduction, in combination with hydrology,
geology, navigable fairway, environment and other conditions.
2. Whole-life design shall be carried out for bridges and culverts as per t he principles of safety, durability,
applicability, environment prot ection, economy and fair appearance with the consideration of acting according
to circumstances, cutting trees in situ, facilitating construction and curing and other factors.
3. Bridges and culverts shall be in harmony with the natural environment and landscape. Special major bridges
should be subject to landscape design.
4. The setting of bridges and culverts shall be combined with farmland capital construction considering the
needs of irrigation and drainage.
5. The positions for super major bridges and major bridges shall be located at the river reach where river
course is straight and stable, riverbed has sound geological conditions and river channel is able to deliver the
majority of design discharge, avoiding bad geological sections such as fault zone, karst, landslide, and debris
flow. When unfavorable bridge positions are selected out of restricted conditions, protective and preventive
measures must be taken and strictly proved.
6. The deck pavement shall have complete waterproof and drainage systems.
7. Standardized span, modular structure, mechanized and industrializ ed construction should be adopted for
bridges and culverts with span less than or equal to 50m.
8. For stage-c onstructed bridges, structural form which easily connects early and late stages shall be selected.
9. Bridges and culverts shall be provided with maintenance and curing channels, while super major bridges
and major bridges shall be provided with necessary maintenance facilities.
6.0.2 See Table 6.0.2 for the rules of bridge and culvert classification.
Table 6.0.2 Bridge and Culvert Classification
Total Length of Multi-opening

Bridge and Culvert Classification Single-opening Span Lk (m)
Spans L (m)
Super major bridge L > 1000 Lk > 550
Major bridge 100≤L≤1000 40≤Lk ≤50
Medium bridge 30 <L<100 20≤Lk ≤40
Minor bridge 8≤L≤30 5≤L<20
Culvert - Lk <5
Notes: 1. Single-opening span means standard span.

2. The total length of multi-opening spans for beam bridge and slab type bridge shall be the total lengt h of
multi-opening standard spans; the t otal length of arch bridge shall be the distance between arch spring lines
within two abutments on two banks; the total length of other bridges shall be the length of carriageway on deck
system.
3. All pipe culverts and box culverts are called culverts regardless of pipe diameters or span or the number of
holes.
4. Standard span: beam bridge and slab bridge shall be subject to the length of center line between two piers
or bridge center line length between pier center line and front edge line at back of abutment; arch bridge and
culvert shall be subject to net span.
- 21 -
Technical Standard of Highway Engineering (JTG B01-2014)
6.0.3 The total length of bridges with abutment shall be the distance between t he side walls of abutments on
both banks or between the tails of wing walls, and that of bridges without abutment shall be length of the deck
system.
6.0.4 Stipulations for standardiz ed spans of bridges and culverts are given as the follows: 0.75m, 1.0m, 1.25m,
1.5m, 2.0m, 2.5m, 3.0m, 4.0m, 5.0m, 6.0m, 8.0m, 10m, 13m,16m, 20m, 25m, 30m, 35m, 40m, 45m, 50m.
6.0.5 The design flood frequency for bridges and culverts shall c onform to specifications in Table 6.0.5 and the
following requirements:
Table 6.0.5 Design Flood Frequency for Bridges and Culverts
Design Flood Frequency

Highway Class Super major Culvert and small
Major bridge Medium bridge Minor bridge
bridge drainage structures
Expressway 1/300 1/100 1/100 1/100 1/100
Class I highway 1/300 1/100 1/100 1/100 1/100
Class II highway 1/100 1/100 1/100 1/50 1/50
Class III highway 1/100 1/50 1/50 1/25 1/25
Class IV
1/100 1/50 1/50 1/25 Unspecified
highway
1. For super major bridges on Class II highway and major bridges on Class III and IV highways, it may raise the
foundation souring depth for checking calculations of design flood frequency for one class under the condition
that river current is fierce and rapid and riverbed is subject to scouring.
2. The design flood frequency for vertical viaduct and bridge approach along river shall accord with the
provisions set forth in Article 5.0.2 Design Flood Frequency of Subgrade of this standard.
3. The design flood frequency of major bridges may be used for super major bridges with multi -hole and short
and medium spans.
6.0.6 Clearances of decks shall accord with the provisions in Article 3.6.1 Road Boundary Line and meet the
following provisions:
1. The width of median separator shall be determined according to the form of guardrail if the super major
bridge is the integral superstructure on the multi-lane highway.
2. The minimum value in Table 4.0.5-1 may be used as the shoulder width of super major bridge after being
proved.
3. Optimal transition shall be used for different widths of roads and bridges.
4. Various pipelines, safety facilities and warning signs set up on bridg es shall not enter boundary line of
highways.
6.0.7 Clearance under bridges shall comply with the following provisions:
1. For navigable rivers or those allowing rafts to pass, clearance under bridge shall meet navigation standards
or requirements for raft transport.
2. Clearance under bridge crossing shall comply with requirements on crossed highways, railways, other roads
and other boundary lines.
3. Flood discharge, flowing water, drifts, ice jam and riverbed sediment shall be considered for clearance u nder
bridges.
6.0.8 The indexes for the lateral, vertical and horizontal technologies for bridges and their approaches shall
coordinate with the general layout of the route and conform to the following provisions:
- 22 -
Bridge and Culvert
1. The longitudinal gradient should not be greater than 4%, and not be greater than 5% for bridge approaches.
2. For bridges that are prone to ice and snow, the longitudinal gradients should be reduced appropriately.
3. For bridges where the mixed traffic is heavy, the longitudinal gradients for the bridges and the approaches
shall not be greater than 3%.
4. The alignment of approaches at the two ends of bridge shall be matched with that of the bridge.
6.0.9 The design of ferry and wharf shall conform to the following provisions:
1. Ferries shall be constructed as river reaches with stable riverbed, proper hydrology and hydraulics
conditions, without or without little deposit.
2. The longit udinal gradient of approach of line dock should be 9% -10%, and that of saw-tooth type wharf
should be 4%-6%.
3. Necessary anti-skid measures shall be taken for approach pavement for vehicles to get onto and off from
ferryboats.
4. The width of dock approaches of Class II and III highways shall not be less than 12m, and that of Class IV
highways shall not be less than 10m.
6.0.10 The reconstruction and extension of bridges and culverts shall conform to the following provisions:
1. New bridges and culverts (including new part of joints) shall meet the requirements set forth in current
design standards.
2. Existing bridges and culverts to be directly used shall be provided with detection assessment and meet the
requirements of original design load standards. The ultimate bearing capacity of class II, III and IV highways
with their classes raised shall meet curre nt standard requirements or meet such requirements after reinforcing
measures are taken.
3. Existing bridges and culverts to be spliced and widened shall be provided with detecting assessment and
meet the requirements of original design load standards, and the ultimate bearing capacity shall meet current
standard requirements or meet such requirements after reinforcing measures are taken.
4. The clearanc e under overall spliced bridges shall not be less than the standard clearance of original design.
5. Targeted operation, management and maintenance meas ures shall be proposed for bridges and culverts to
be directly used or spliced for widening.
6.0.11 See Table 6.0.11 for the design service life of main structures and replaceable parts of bridges and
culverts.
Table 6.0.11 Design Service Life of Bridge and Culvert (Year)
Main Structures Replaceable Parts

Super major Stayed cable Railing
Highway Class Minor bridge
bridge Medium bridge Sling Expansion joint
Culvert
Major bridge Tie bar, etc. Bearing, etc.
Expressway
100 100 50
Class I highway
Class II highway
100 50 30 20 15
Class III highway
Class IV
100 50 30
highway
- 23 -
- 24 -
Vehicle and Pedestrian Load
7 Automobiles and Pedestrian Load

7.0.1 Automobile load is divided into Class I highway and Class II highway and composed of lane load and
vehicle load, for which the rules are as follows:
1. Lane load is composed of even load and concentrat ed load and is used for overall analysis and calculation
of bridge structures.
2. Vehicle load is used for local analysis and calculation of bridge structures and the analysis and calculation of
pressures and other parameters of culverts, abutments, and retaining walls.
3. The action of lane loan and vehicle load cannot be overlapped.
7. 0.2 The automobile load level designed for highway bridges and culverts at all classes shall comply with the
provisions in Table 7.0.2.
Table 7.0.2 Level of Automobile Load
Technical Class Class II Class III

Expressway Class I Highway Class IV highway
of Highway Highway Highway
Level of Highway-Class Highway-Class Highway-Class Highway-Class
Highway-Class II
automobile load I I I II
Notes: 1. When Class II highway is collector-distributor highway with low traffic volume and little heavy vehicles,
the design of its bridges and culverts may adopt the automobile load for Class II highway.
2. Highways with relatively large proportion of heavy -load traffic in the traffic composition shall adopt the
automobile load model which is suitable for the traffic composition of the road to carry out the whole and l ocal
structural checking.
7.0.3 The calculation scheme of lane load is shown in Fig.7.0.3 and shall meet the following requirements:
Fig. 7.0.3 Lane Load

Note: The calculated span shall be the horizontal distance between the centers of two adjacent bear ings if
there are bearings;
The calculated span s hall be the horizont al distance bet ween the cent ers of the intersecting planes of the
upper and lower structures if there is no bearing.
1. The standard value of even load of highway-Class I lane load is qk =10.5kN/m. The standard value P K of
concentrated load shall be selected as per the following specifications:
When the span of bridge and culvert is calculated to be less than or equal to 5m, P K =270kN;
When the span of bridge and culvert is calculated to be greater than or equal to 50m, P K = 360kN;
When the span of bridge and culvert is calculated to be greater than 5m and less than 50m, the value of P K
shall be figured out through linear interpolation.
When the shear effect is calculated, the standard value of concentrated load shall be multiplied by 1.2.
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The standard value of even load qk of lane load for Class II highway and the standard value of concentrated
load P k shall be taken as the lane load for Class I highway multiplied by 0.75.
2. The standard value of even load for lane load shall be fully distributed on the influence line of the same
number that may produce the most unfavorable effect to structures while the standard value of concentrated
load shall only act on the peak value place of corresponding influence line.
7.0.4 Layout plan of vehicle load is shown in Fig. 7.0.4, of which the major technical indic ators are listed in
Table 7.0.4. Automobile load for highway-Class I and Class II shall adopt same standard values of vehicle
load.
a) Elevation
b) Plane
Fig. 7.0.4 Layout Plan of Vehicle Load (axle gravity unit: kN; size unit: m)
Table 7.0.4 Main Technical Indicators of Vehicle Load
Item Unit Technical Indicator

Standard value of vehicle gravity kN 550
Standard value of front axle gravity kN 30
Standard value of medial axle
kN 2×120
gravity
Standard value of rear axle gravity kN 2×140
Axle base m 3+1.4+7+1.4
Wheel base m 1.8
Touchdown width and length of
m 0.3×0.2
front wheels
Touchdown width and length of
m 0.6×0.2
middle and rear wheels
Vehicle dimension (length × width) m 15×2.5
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Vehicle and Pedestrian Load
7.0.5 The trans verse distribution coefficient of lane load shall be calculated according t o the lane loads as
arranged in Fig. 7.0.5.
Fig. 7.0.5 Transverse Layout of Vehicle Load (size unit: m)

7.0.6 The designed number of lanes for bridges and culverts shall be in accordance with Table 7.0.6 -1. The
horizontal lane loading coefficient shall be in accordance with Table 7.0.6 -2. The car load on multi-lane in the
horizontal direction of the bridge shall consider the reduction of car load. The car load on one lane shall
consider the increase of car load. The load effect for multiple lanes shall be neither less than the load effect
designed for two lanes nor less than the load effect designed for one lane.
Table 7.0.6-1 Number of Lanes Designed for Bridges and Culverts
Bridge deck width W 0 (m) Designed number of lanes for

One-way bridge Two-way bridge bridges and culverts (nos.)
W0 < 7 1
7.0≤ W 0<10.5 6.0≤ W 0<14.0 2
10.5≤ W 0<14.0 3
14.0≤ W 0<17.5 14.0≤ W 0<21.0 4
17.5≤ W 0<21.0 5
21.0≤ W 0<24.5 21.0≤ W 0<28.0 6
24.5≤ W 0<28.0 7
28.0≤ W 0<31.5 28.0≤ W 0<35.0 8
Table 7. 0.6-2 Horizontal Lane Loading Coefficient
Number of lanes under

1 2 3 4 5 6 7 8
horizontal load (nos.)
Horizontal lane
1.20 1.00 0. 78 0. 67 0. 60 0.55 0. 52 0.50
loading coefficient
7.0.7 The vertical reduction of lane load shall be considered for the large -span bridges and the following
provisions shall be followed:
1 If the calculated span of bridge is greater than 150m, the load shall be reduced according to the vertical
reduction coefficient specified in Table 7.0.7.
2 In case of multi -span continuous structure, the overall structure shall consider the reduction based on the
vertical reduction coefficient for the maximum calculated span.
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Table 7.0.7 Vertical Reduction Coefficient
Calculated span L0 (m) Longitudinal reduction factor

150<L0<400 0.97
400≤L0<600 0.96
600≤L0<800 0.95
800≤L0<1000 0.94
L0≥1000 0.93
7.0.8 In case pavement is set for highway bridges and cul verts, the pedestrian load shall be calc ulated
simultaneously and the following provisions shall be followed:
1 If the calculate bridge span is not more than 50m, the characteristic value of pedestrian load shall be
3.0kN/m2;
if the calc ulate bridge span is not less than 150m, the characteristic value of pedestrian load shall be 2.5kN/m 2;
if the calculate bridge span is between 50m and 150m, the characteristic value of pedestrian load shall be
calculated with linear interpolation.
For the continuous structures with various spans, the characteristic value of pedestrian load for the largest
calculated span shall be applied.
2 For the highway bridges with crowded non-motor vehicles and pedestrians, the characteristic value of
pedestrian load shall be 1.15 times of the characteristic values mentioned above.
3 For the special pedestrian bridge, the characteristic value of passenger load shall be 3.5kN/m 2.
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Tunnel
8 Tunnel
1 The tunnel shall be designed according to the road network planni ng and road function demands in
combination with the topography, geology, construction, operation, management and other conditions in the
area where the tunnel is located on the principles of safety, endurance, economy, energy saving and
facilitation for the protection of ecological environment.
2 The tunnel location must be determined by technical and ec onomic evaluation based on the complete basic
data from investigation on the natural geography, site and ecological environment, engineering geology,
hydrogeology, weather and earthquake.
3 The tunnel elevation and plan position shall be determined according t o the highway class, general design
scheme for the route, which shall be locat ed in the section that is stable in strata and convenient for the
arrangement of tunnel entrance, connection on both ends of the entrance, system for disaster prevention and
rescue, and management and maintenance facilities.
4 For the proposed general route design scheme, it is required to demonstrate the impacts of differe nt
schemes including the tunnel or deep cutting on the ecological environment. For the region with fragile
ecological environment or the section that may be difficult to restore the ecological environment damage
caused by the construction, it is required to give preference to the scheme that imposes little influenc e on the
environment and is provided with control measures.
5 The tunnel pavement shall be of sufficient anti -slide performance. The designed anti-slide performance for
the pavement of the access sections in and out of the tunnel shall be identical to each other.
8.0.2 See Table 8.0.2 for the rules for tunnel classification.
Table 8.0.2 Tunnel classification
Tunnel classification Extra-long tunnel Long tunnel Medium tunnel Short tunnel
Tunnel length L (m) L > 3 000 3 000≥ L > 1 000 1 000 ≥ L > 500 L≤500
8.0.3 The tunnel clearance shall conform to the highway clearanc e stipulated in Clause 3. 6. 1 of the Standard.
The width of the components of the cross-section shall conform to the following requirements:
1 The minimum side width of the tunnel shall conform to Table 8. 0. 3.
Table 8. 0.3 Minimum side width of the tunnel
Class II highway, Class III highway and Class

Highway, Class I highway
Design speed (km/h) IV highway
120 100 80 60 80 60 40 30 20
Side width on the left
0.75 0.75 0.5 0.5 0.75 0.5 0.25 0.25 0.50
Llef t (m)
Side width on the right
1.25 1.00 0.75 0.75 0.75 0.5 0.25 0.25 0.50
Lright (m)
2 The expressway and Class I highway shall be provided with maintenanc e passing lanes on bot h sides of the
tunnels with the width of not less than 0.75m.
The pavement (using as the maintenance passing lane at the same time) should be set on both sides of the
tunnels for Class II highway and Class III highway with the width of not less than 0.75m.
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The maintenance passing lane and the pavement may not be set on the left side of the tunnels for Class IV
highway and the multi-arch tunnel. However, the C-value width shall be reserved.
3 The tunnels for one-lane Class IV highway shall be constructed in accordance with the standards for
two-lane Class IV highway.
4 In case there is no hard shoulder or shoulder with the width less than 2.5m set in the extra-long and long
tunnels in the mountain, there shall be an emergency parking area set in the single-tunnel two-lane tunnel and
there should be an emergency parking area set in the single-tunnel three-lane tunnel.
The emergency parking area shall be 3.0m wide and the sum of the right side width shall be not less than 3.5m.
The effective lengt h shall be not less than 40m. In case of one-way traveling, the space should be not more
than 750m, while in case of two-way traveling, the space on the same side should be not more than 1,000m.
5 The short tunnel on the four-lane expressway and the medium and short tunnel at the ent rance and exit of
the city shall be the same wide as that of the subgrade.
8.0.4 The indexes for the lateral, vertical and horizont al technologies for the rout e in the tunnel and on both
ends of the entrances of the tunnel shall conform to the following provisions:
1 The horizontal and vertical alignment of the tunnel shall be even and harmonious. The plan alignment of the
submerged tunnel shall be straight. In case of curve, the plan curve with no superelevation shall be applied.
2 The horizontal and vertical alignment shall be identical within the stroke length of 3s design speed inside and
outside the tunnel entrances. For the section with special difficulties, the transition curve shall be applied as the
plan curve inside and outside the tunnel ent ranc es with technical and economic comparison and evaluation.
But it is required to enhance the linear guiding facilities.
3 The connection section outside the tunnel shall be provided with a transition section with the length not less
than 50m, which is away from the entrances with the stroke length of 3s design speed, to ensure the smooth
transition of the cross section.
4 The longitudinal slope in the tunnel shall be less than 3% and more than 0.3%. However, this limitation is not
applied to the tunnel with the length less than 100m.
5 When the conditions are limited, the maximum longitudinal slope of the medium and short tunnels of the
expressway and Class I highway may be increased appropriately (but not more than 4%) according to the
technical and economic evaluation and traffic safety assessment.
8.0.5 The adjacent tunnels with a space of less than the stroke length of 6s design speed at the entrances shall
be designed systematically as a whole, considering the facilities for ventilation, lighting, sa fety and
management and the demands of disaster prevention and rescuing.
8.0.6 The tunnel traffic engineering and the ancillary facilities shall be allocated according to the following
provisions:
1 The technical standards and the construction scale for the tunnel traffic engineering and the ancillary
facilities shall be determined according t o the road function, technical grade, traffic volume and tunnel length
and shall conform to the requirements for the general design of the traffic engineering and ancillary facilities of
the highway project.
2 There shall be signs, marking lines, delineators and other safety facilities set in the tunnel. The signs,
marking lines, delineators and guardrails used for the c onnection and t ransition sections on bot h ends of the
tunnels of the expressway and Class I highway shall be designed specially.
3 There shall be s urveillance devices set in the extra -long tunnel and long tunnels of the expressway and Class
I highway. The surveillance devices may be set as required for the long tunnel of Class II highway.
4 The ventilation facilities shall be set according to the tunnel length, traffic composition and traffic volume
increase on the principles of overall planning, one-time design and implementation in phases.
5 The tunnels of the expressway and Class I highway, which are over 200m long, shall be provided with
lighting facilities. The optical long t unnels of the expressway and Class I highway, which are 100 -200m long,
shall be provided with lighting facilities.
The tunnels of the Class II highway, Class III highway and Class IV highway may be provided with lighting
facilities as the case may be.
For the tunnel provided with lighting facilities, the light inside and outside t he tunnel at the entrances shall be in
smooth transition. The tunnel without any lighting facilities shall be provided wit h enhanced sight guidance
facility.
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Tunnel
6 The extra-long tunnels and long tunnels of the expressway and Class I highway must be provided with
emergency call facility, fire alarm facility, firefighting facility and channels.
The long tunnels of t he Class II highway and Class III highway shall be provided with emergency call facility,
fire alarm facility, firefighting facility and channels as required.
7 The power supply for the major power loads must be reliable for the extra-long tunnels and the long tunnels
of the expressway and Class I highway.
8.0.7 The emergency response plan shall be prescribed for the traffic accidents or fire in the tunnel.
8.0.8 The tunnel reconstruction and extension shall conform to the following provisions:
1. According to the function of highway, technology level and combining with the situation of terrain, geology,
overall operation of the route, emergency rescue, existing tunnel, etc., a comparison o f many schemes for
newly -built tunnel, expansion of original location, reconstruction and combination of existing tunnel shall be
carried out.
2. The expansion of original loc ation and newly-built tunnel shall abide by the present standards. During
reinforcement and reconstruction by using the existing tunnel, the main structure of the tunnel may maintain
the original standard while the traffic engineering and ancillary facilities shall adopt the present standards, and
traffic safety evaluation shall be conducted at the same time.
3. Scheme design of traffic organiz ation for reconstruction and expansion shall be done according to the
operation of original tunnel.
8.0.9 The designed service life of tunnel shall conform to Table 8.0.9.
Table 8.0.9 Designed Service Life of Tunnel (Year)
Replaceable and
Name Tunnel lining, tunnel portal and other main structure
repairable components
Specially long, long,
Extra-long
Types Long tunnel Medium tunnel Short tunnel medium and short
tunnel
tunnel
Highway, Class I
highway, Class II 100 100 100 100
highway
Grade III 30
100 100 100 50
highway
Class IV
100 50 50 50
highway
Notes: Replaceable and repairable components are ditches inside the tunnel, cable trench, cover plate, etc.
- 31 -
- 32 -
Route crossing
9 Route Crossing
9.1 Grade crossing between highways
9.1.1 The form of grade crossing shall be det ermined according to the planning of highway network,
topographic and geological conditions, and the function, technology level, traffic flow, management of crossed
highway, land use and other factors.
9.1.2 The traffic management mode of grade crossing mainly includes main road priority, no priority crossing
and signal crossing. The mode shall be determined according to the function, technology level, traffic flow of
crossed roads.
9.1.3 The angle of grade crossing should be a right angle, and when inclined crossing is required, the angle of
crossing shall be greater than 45°. The branches of grade c rossing at the same location should not be more
than 5.
9.1.4 When the technology level or traffic flow of two roads are similar, the designed speed within the scope of
grade cross can be appropriately reduced, but shall not be less than 70% of the designed speed of the s ection.
The designed speed of right-turn lane of grade crossing shall not be more than 40km/h; the designed speed of
left-turn lane shall not be more than 20km/h.
9.1.5 The spacing of grade crossing shall be determined according to its influence on traffic safety, capacity,
delays, etc. If it is possible, measures like branch combination shall be taken as far as possible to reduce the
number of crossing and increase the grade crossing spacing. The minimum spacing between the grade
crossing of class I and class II highway shall be no less than the provisions in Table 9.1.5.
Table 9.1.5 Minimum Spacing of Grade Crossing
Highway Grade Class I highway Class II highway

Function of Trunk road Collector-distributor Collector-distributor
Trunk road
highway Normal Value Min. highway highway
Distance (m) 2 000 1 000 500 500 300
9.1.6 The grade crossing of level III and above highway shall all be designed with channel.
9.1.7 Visible triangle parking sight distance inspection shall be carried out in the range of grade crossing of
various levels highway.
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9.2 Highway and highway grade separation

9.2.1 Grade interchange shall be designed in the following condition:
1 Grade interchange must be adopted when expressway and highway crosses.
2 Grade interchange shall be adopted when level I highway crosses with highway of heavy traffic flow.
3 Grade interchange should be adopted when the straight traffic flow is heavy for the interchange of level II, III
and IV highway.
9.2.2 Grade interchange includes multi-passing grade interchange and branched grade int erchange.
multi-passing grade interchange shall be designed in the following conditions:
1 When expressway meets with highways with the function of trunk road and distribution.
2 When expressway crosses with connecting highway which connect other important traffic sources.
3 When level I highway with the function of main road crosses with other trunk road and collector -distributor
highway.
4 When conflict traffic flow is heavy if grade crossing is adopted for level I highway, and traffic capacity still
cannot be met by using channel or signal control.
9.2.3 Branched grade interchange should be designed when it complies with the provision of 9.2. 1 while it
does not comply with the provision of 9.2.2 of the Standard.
9.2.4 Multi-passing grade interc hange includes centralized multi-passing flyover and general multi-passing
flyover. The design shall comply with the following provisions:
1 The spacing of adjacent multi-passing grade interchange shall be no less than 4km.
Restricted by terrain condition or other special circumstances, when the spacing of adjac ent multi-passing
grade interchange need be to reduced appropriately after argumentation, the distance from the destination of
the former multi-passing grade interchange acceleration lane and the starting point of the next multi -passing
grade interchange deceleration lane shall be no less than 1000m. S pecial traffic engineering design shall be
conducted, and shall be designed with perfect and eye-c atching signs, marking, warning and guiding facilities.
When the spacing of adjacent multi-passing grade interc hange is less then the minimum value of 1000m
mentioned above and such design is a must after argumentation, the two multi -passing grade interchange
shall be combined to compound multi-passing grade interchange.
2 The maximum spacing between adjacent multi-passing grade interchange shall be no more than 30km. In
sparsely populated areas, the spacing can be increased appropriately, but "U-t urn" facilities shall be set at
appropriate locations.
3 The spacing between multi-passing grade interchange and servic e area, parking area, bus stops, tunnel and
other important facilities shall meet the need of setting exit notice signs.
4 The designed speed of multi-passing grade interchange ramp shall comply with Table 9. 2. 4.
Table 9. 2. 4 Designed Speed of Multi-passing Grade Interchange Ramp
Form of ramp Direct-connected Semi-direct-connected Loop ramp

Centralized
multi-passing grade 50-80 40-80 40
Designed speed of ramp interchange
(km/h) General
intercommunication 40-60 40-60 30-40
overhead crossing
- 34 -
Route crossing
5 The lanes of multi-passing grade interc hange ramp shall be determined according to the traffic flow and
length of the ramp. The connecting part of interchange or combination between the mainline and ramp or
between ramps shall keep the balance of the number of lanes.
9.2.5 The clearance of overhead bridge crossing between roads shall comply with article 3. 6.1 in t his Standard,
and meet the requirements of sight distance of roads under the bridge and the structural form shall coordinate
with surrounding environment.
9.3 Crossing between highway and railway
9.3.1 Grade interchange must be designed when expressway or class I highway crosses with railway.
9.3.2 When high-speed railway, semi-high-speed railway and the railway whose designed driving speed of
tracks is 140km/h, overhead crossing must be designed.
9.3.3 Grade interchange shall be designed in case of one of the following circumstances when roads cross
with railways:
1 When railway crosses with class II highway.
2 When the railway whose designed driving speed of tracks is 120km/h crosses with roads.
3 When the shunting operation of railway seriously delays the vehicles on the road.
4 Restrained by terrain conditions, and grade crossing may endanger the safety.
9.3.4 When railways cross over roads, the clearance and hole of crossing bridge shall comply with the
provisions of article 3. 6.1 (road construction limitations) and article 4.0.15 (sight distance), and the
requirements for front information identification.
When railways cross under roads, the clearance of road crossing bridge shall comply wit h the provisions of the
existing railway clearance limit.
9.3.5 When roads cross with railway at grade, orthogonality shall be proper; if oblique crossing is a must, the
crossing angle shall be more than 45°, and the road junction shall comply with the provisions of sight distance
for lateral outlook.
9.3.6 When railway and highway are parallel adjacent, the distance from railway land boundary shall be no less
than 30m to the expressway land boundary, no less than 15m to land boundary of class I and II highway, no
less than 5m to land boundary of class III and IV highway.
9.4 Crossing between highway and rural road
9.4.1 The determination of the location, form, distance of the crossing between highway and rural road shall
consider the machinery requirements for farming in the county and township (town) general plans for land use.
Agricultural tractor road shall be adjusted or merged in combination with the planning if necessary.
9.4.2 Channel or flyover must be designed when expressway crosses with rural road.
- 35 -
Channel or flyover should be designed when class I highway crosses with rural road.
Grade crossing shall be designed when class II and III highways cross with rural roads. Grade cross ing should
be designed when class IV highways cross with rural roads. Channel or flyover should be designed when it has
favorable terrain conditions or the road traffic flow is heavy.
When class II, III and IV highways cross with rural roads, a certain length of modification is necessary wit hin the
crossing scope to keep it to the standard of class IV highway.
When class II and more highway is located in the town or densely populated villages or near schools,
pedestrian underpass or pedestrian overpass should be designed especially for pedestrians.
9.4.3 The clearance of traffic passage shall comply with the following provisions:
1 For t ractors or animal -drawn vehicles, the clearance shall be no less than 2.70m; for agricultural vehicles, the
clearance shall be no less than 3.20m.
2 The clear width of channel shall be determined according to traffic volume and the type of agric ultural
machine, and the clear width shall be no less than 4.00m in general; when the channel is too long or drainage
ditches are laid, the channel may be widened accordingly.
9.4.4 The clear height of pedestrians shall be no less than 2.20m; the clear width shall be no less than 4.00m.
9. 4. 5 The clear width of vehicle overpass can be 4.50m or 7.00m according to traffic volume and t he types of
passing agricultural machine; the vehicle load shall comply wit h the provisions of article 7.0. 2 on load level of
class IV highway.
9.4.6 The clear width of pedestrian overpass bridge shall be more than or equal to 3.00m; the pedestrian load
shall comply with the provisions of article 7.0.8 in the Standard.
9.5 Crossing between roads and pipelines, etc.
9.5.1 The telecommunication lines, power lines, cables and pipelines shall not intrude into road construction
limitations, or endanger the safety of road traffic and personnel, or damage the structures and facilities of
roads.
9.5.2 When overhead transmission lines cross with roads, orthogonality shall be proper; if oblique c rossing is a
must, the crossing angle shall be more than 45°. When overhead transmission lines cross over roads, the
minimum vertical distance from transmission lines to roads at the interchange must comply with the
requirements of the corresponding nominal voltage of transmission lines.
9.5.3 When crude oil pipeline, gas pipeline cross with roads, orthogonality shall be proper; if oblique
interchange is a must, the interchange angle shall be more than 30%.
9.5.4 When pipelines cross with all classes of roads and under-crossing is adopted, underground passage
(culvert) or casing shall be designed. The passage or casing shall be checked and calculated according to the
vehicle load of the corresponding road class.
- 36 -
Route crossing
9.5.5 It is strictly forbidden to use inflammable, explosive and high pressure and other pipeline, or pass
highway bridges and tunnels.
9.6 Animal passage
9.6.1 Necessary animal channel shall be designed by selecting the reasonable place in combination with the
need of grazing and wildlife migration along the roads.
9.6.2 For closed highway across the prairie area, side walk (driveway ) shall be built along the road according to
the need of grazing and other needs.
- 37 -
- 38 -
Traffic Engineering and Facilities along Road
10 Traffic Engineering and Facilities along the Line

10.1 General provisions
10.1.1 The construction scale and standard of traffic engineering and roadside facilities shall be determined
according to the planning of highway net work, and the function, level, traffic flow, operation and ot her
comprehensive demonstration.
10.1.2 The overall design of traffic engineering and roadside facilities shall comply wit h the requirements of
road overall design, matching each other, coordinat ed and united, and giving full play to the overall benefit of
highway.
10.1.3 The traffic engineering and roadside facilities shall be designed according to the principle of "safety
guarantee, service offering, benefit for management".
10.1.4 The traffic engineering and roadside facilities include traffic safety facilities, service facilities and
management facilities. All facilities shall be designed according to the principle of ove rall coordination and
design, and shall be supplemented and perfected in combination with the growth of traffic volume and
technology development step by step.
10.1.5 For rec onstruction engineering, traffic engineering and roadside facilities shall be pro vided with design
and construction organization plan for matching traffic engineering and roadside facilities in coordination with
the reconstruction program of road main work.
10.2 Traffic safety facilities
10.2.1 Traffic safety facilities include traffic signs, marking, guardrail, sight guidance facility, isolated fence,
JA-E, anti-glaring facilities, wind fence, snow (wind) fence, snow marker post, etc.
10.2.2 Traffic safety facilities shall be designed according to road function, traffic composition, road
environment, operating conditions, etc. to meet the needs of traffic safety management and service.
10.2.3 Roads shall be designed with complete traffic signs and markings, and shall meet the following
requirements:
1 Traffic signs and markings shall be generally laid out and reasonably designed. Important information shall
be set up repeatedly or constantly.
2 The location of traffic signs shall ensure that they are visible and identifiable, and they shall not block with
other signs or facilities.
3 Traffic signs and markings shall be used according to actual demands and s hall complement each other with
consistent meaning, and coordinate with other facilities.
- 39 -
10.2.4 The setting of roadside barrier shall meet the following provisions:
1 When the width of roadside clear zone is not sufficient, guardrail shall be determined according to the
principle of guardrail setting.
2 Bridge and expressway embankment sections must be set with roadside barrier.
3 Road sections with cliffs, deep canyons, deep ditches, rivers and lakes shall be set with roadside barrier.
4 For expressways and class I highway whic h acts as main line, when the middle belt width of t he integral cross
section is less than or equal to 12m, central dividing strip must be set up cons tantly for protection.
5 Barrier prot ection grade shall be reasonably determined according to the possible damage degree after
vehicles drive away from roads, in combination with designed speed, geometric index, traffic flow, traffic
composition and other factors.
6 Transition design shall be conducted when different forms of fences contact.
10.2.5 The setting of delineator shall meet the following requirements:
1 The expressway, main line of class I highway and the multi-passing grade interchange, the access ramp,
connection way, opening of central dividing strip and truck escape ramps in s ervice area and parking area shall
be set with delineator constantly.
2 Sections with bad sight distance for class II and less highway, sections with complicated lane s or lane width,
and sections with constant sharp steep slope should be set with delineator. Delineator can be set up for ot her
sections if necessary.
3 Delineator shall be set up in tunnel.
10.2.6 The setting of road fence shall meet the following requirements:
1 Both sides of sections of ex pressway and class I highway that need t o control the access should be set
constantly, and can be set by using natural barrier at intervals.
2 Other road can be set according to need.
10.2.7 The setting of road JA-E shall meet the following requirements:
1 When roads across railway, navigable rivers and other roads with large traffic volume.
2 Sections where falling rocks from cut slope is possible and affect traffic safety.
10.2.8 Expressway and class I highway shall be set up with anti-glare facilities according to need.
10.2.9 When set truck escape ramps at continuous long and steep downhill section, corresponding signs,
markings and isolation, protection, cushion and other safety facilities shall be set up.
10.2.10 For class I highway as collector -distributor highway, isolation facilities shall be set up at int ermediate
strip of integral cross section.
10.2.11 For sections that wind, snow and sand may endanger t he safety of road traffic, wind fence, snow (sand)
fence, snow marker post and other safety facilities shall be set up.
- 40 -
10.3 Service Facility

10.3.1 Service facilities include service area, parking area and bus stops.
10.3.2 The location of service area and parking area shall be planned and arranged according to regional road
network, construction conditions, landscape and environmental requirements. The location of bus stops
should be arranged according to regional road traffic planning, cities distributed along roads and the need of
going out.
10.3.3 The setting of service area shall meet the following requirements:
1 Expressway shall be set up with service area. Class I and II highway as main line should be set up with
service area. The average distance of service area should be 50km; the distance between service areas can
be increased when there is difficulties in water and electricity supply due to sparsely distributed towns along
the roads.
2 The service area of expressway shall be set up with parking lot, gas station, vehicle maintenance sta tion,
public toilet, indoor and outdoor rest area, restaurant, retail outlet, etc. Accommodation for personnel, water
adding facilities for vehicles and other facilities can be set up according to road environment and needs.
3 The service are of class I and II highway as main line should be set up with parking lot, gas station, public
toilet, outdoor rest area, etc. Restaurant, retail outlet, water adding facilities for vehicles and other facilities can
be set up if possible.
10.3.4 The setting of parking area shall meet the following requirements:
1 Expressway shall be set up with parking area. Class I and II highway as main line should be set up with
parking area. One or more parking areas can be arranged bet ween service areas. The distance between
parking area and service area or between parking areas should be 15-25km.
2 Parking area shall be set up with parking lot, public toilet, outdoor rest area and other facilities.
10.3.5 But stops shall be set up with facilities of bus parking and passenger waiting, and can be s et up in
combination with service area.
10.3.6 Class I and II highway as collector-distributor highway and class III and IV highway can be set up with
gas station, public toilet, but stops and other facilities if necessary.
10.4 Management Facility
10.4.1 Management facilities include monitoring, charging, communication, power supply and distribution,
lighting, management maintenance and other facilities, the following requirements shall be met:
1 Expressway shall be set up with monito ring, charging, communication, power supply and distribution, lighting,
management maintenance and other facilities. Roads of other class can be set up according to need.
2 Monitoring, charging, communication, power supply and distribution, lighting, mana gement maintenance and
other facilities shall be designed generally and implemented in phases according to traffic volume. On such
basis, basic engineering, underground pipeline and embedded reserved engineering shall be implemented.
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10.4.2 Monitoring facilities shall meet the following requirements:

1 Monitoring facilities include four levels: A, B, C and D.
Level A: video monitoring, dynamic information releasing and traffic guidance facilities shall be set up along the
whole line. In combination with toll station, super major bridge, tunnel group, multi-passing grade interchange,
service area and other important sections or sections with special needs, traffic incident detection, traffic
volume detection, environment information detection and ramp control facilities shall be set up. Monitoring in
the whole process, dynamic information releasing and traffic guidance can be realized for the whole road.
Level B: video monit oring, traffic incident detection, traffic volume detection, environment informati on detection,
ramp control, dynamic information releasing and traffic guidance facilities shall be set up at toll station, super
major bridge, multi-passing grade interchange, service area and other important sections or sections with
special needs. Focuses monitoring, dynamic information releasing and traffic guidance can be realized for the
whole road.
Level C: video monitoring, traffic incident detection, traffic volume detection, dynamic information releasing
and traffic guidance facilities should be set up at super major bridge, service area, bus stop, road grade
interchange and other important sections or sections with special needs.
Level D: traffic volume detection, on-site traffic information notice and traffic guidance facilities can be s et up at
super major bridge, gas station, bus stop, grade interchange of major roads and other important sections or
sections with special needs.
2 The usage scope of monitoring facilities in various levels can be determined based on Table 10.4.2.
Table 10.4.2 Usage Scope of Monitoring Facilities in Various Levels
Level of monitoring facilities Applicable scope

A Expressway (whole process monitoring)
B Expressway (sectional monitoring)
C Main line--class I and II highway
D collector-distributor highway, branch highway
3 When the bridge and tunnel are provided with facilities such as structure monitoring and curing monitoring,
they shall be planned and designed uniformly with monitoring facilities of road section and conducted
coordinated management.
10.4.3 Toll facilities shall conform to the following regulations:
1 Toll facilities shall coordinate with the level of road design. The number of toll lanes in entrance and exit of t oll
plaza shall not be less than 2. The new toll facilities shall be provided with synchronous ETC lane.
2 Provincial mainline toll station shall adopt the combined building way.
3 The mechanical and electric equipment of the toll system can be configured to the traffic volume of the 15th
year after opening; facilities such as toll island, toll plaza, underground channel and toll shed shall be
configured to the traffic volume of the 15t h year after opening; the land for toll plaza, station house, building
and earthwork engineering shall be implement ed according to t he traffic volume of t he 20th year after opening.
4 Tolling mode according to vehicle type shall be adopted for passenger cars and toll -by-weight way shall be
adopted for freight cars.
10.4.4 Communication facilities shall conform to the following regulations:
1 Communication facilities shall meet demands for businesses such as monit oring, tolling and management, to
provide voice, data and image information service platform by combining uniform plan, standards and system
of road network.
2 Communication pipes of expressway shall be designed according to long-term planning. Communication
pipe laying capacity shall be determined in comprehensive consideration of demands for special traffic network,
social lease and capacity expansion. A communication pipe for trunk networking shall be guaranteed between
provinces.
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10.4.5 Power supply and distribution as well as lighting facilities shall conform to the following regulations:
1 According to characteristics, system scale, load nature, power consumption, power supply conditions and
power grid development planning of road, long-term development requirements shall be considered under the
premise of meeting near-term requirements, and power supply and distribution system scheme of external
power supply and self-providing emergency power supply shall be determined reasonably.
2 High voltage transmission line engineering shall combine engineering characteristics, scale and long -term
development status. Temporary construction power and permanent construction power shall be combined.
3 Toll plaza, service plaza, truck escape ramps and detecting test station shall be provided with lighting
facilities. Int erchange three-dimensional cross, super major bridge, airport expressway and ring expressway in
urban entrance & exit can be provided with lighting facilities.
10.4.6 Management center, management sub-center and management station should be set with combination
of road management demands.
10.4.7 Maintenanc e facilities shall be arranged with maintenance work area and maintenance gang house
according to demands for road maintenance. Expressway shall be provided with maintenance work area and
highways in other Classes shall be provided with maintenance gang house.
10.4.8 Site selection and co-construction of road management curing management facilities should be carried
out by combining terrain and business scope:
10.4.9 Road management house shall be reasonably arranged, economic, applicable, energy -saving,
environment-friendly and coordinat e with surrounding environment. House building scale should be
determined according to designed traffic volume.
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- 44 -
Classification of Road Service Levels
Appendix A Classification of Road Service Levels

A.0.1 Based on the research achievement, the revision adopts v/C value to measure degree of crowdedness
as the major indicator of evaluation ser vice level, and adopts the speed difference between actual running
speed and free flow speed of small passenger car as secondary evaluation indicator to divide service level to
six grades which respectively represent feeling of driver in certain operation conditions. The specific service
levels are shown in Table A.0.1-1 - Table A.0.1-3.
Table A. 0.1-1 Classification of Service Levels of Expressway Sections
Design speed (km/h)

120 100 80
Service levels v/C value
Maximum service Maximum service Maximum service
traffic volume traffic volume traffic volume
[pcu/(h·ln)] [pcu/(h·ln)] [pcu/(h·ln)]
I v/C≤0.35 750 730 700
II 0.35<v/C≤0.35 1 200 1 150 1 100
III 0.55<v/C≤0.75 1 650 1 600 1 500
IV 0.75<v/C≤0.90 1 980 1 850 1 800
V 0.90<v/C≤1.00 2 200 2 100 2 000
VI v/C>1.00 0-2 200 0-100 0-2 000
Note: v/ C is the ratio of maximum service traffic volume and basic traffic capacity under the basic conditions.
Basic traffic capacity is the maximum hourly traffic volume under the Level-5 service condition.
Table A.0.1-2 Classification of service levels of Class I highway sections
Design speed (loVh)

100 80 60
Service levels v/C value
Maximum service Maximum service Maximum service
traffic volume traffic volume traffic volume
[pcu/(h·ln)] [pcu/(h·ln)] [pcu/(h·ln)]
I v/C≤0.3 600 550 480
II 0.3<v/C≤0.5 1 000 900 800
III 0.5<v/C≤0.7 1 400 1 250 1 100
IV 0.7<v/C≤0.9 1 800 1 600 1 450
V 0.9<v/C≤1.0 2 000 1 800 1 600
VI v/C>1.0 0-2 000 0 - 1 800 0 - 1 600
Note: v/ C is the ratio of maximum service traffic volume and basic traffic capacity under the basic conditions.
Basic traffic capacity is the maximum hourly traffic volume under the Level-5 service condition.
- 45 -
Table A. 0.1-3 Classification of Service Levels of Class-II, Class-III and Class-IV Highway Sections
Design speed (km/h)

80 60 ≤40
Service Delay
v/C v/C v/C
level rate
Speed Speed
No-passing zone No-passing zone No-passing zone
(Km/h) (Km/h)
<30 30-70 ≥70 <30 30-70 ≥70 <30 30-70 ≥70
I ≤35 ≥76 0.15 0.13 0.12 ≥58 0.15 0.13 0.11 0.14 0.12 0.10
II ≤50 ≥72 0.27 0.24 0.22 ≥56 0.26 0.22 0.20 0.25 0.19 0.15
III ≤65 ≥67 0.40 0.34 0.31 ≥54 0.38 0.32 0.28 0.37 0.25 0.20
IV ≤80 ≥58 0.64 0.60 0.57 ≥48 0.58 0.48 0.43 0.54 0.42 0.35
V ≤90 ≥48 1.00 1.00 1.00 ≥40 1.00 1.00 1.00 1.00 1.00 1.00
VI >90 <48 - - - <40 - - - - - -
Notes: 1. When the design speed is 80km/h, 60km/h or 40km/h, the basic traffic capacity of two -lane highway
with pavement width of 9m is 2800pcu/h, 2500pcu/h or 2400pcu/h.
2. v/C is the ratio of maximum service traffic volume and basic traffic capacity under basic conditions. Basic
traffic capacity is the maximum hourly traffic volume under the Level-5 service condition.
3. Delay rate is percentage of the number of vehicles whos e time headway is less than or equal to 5s in the
total traffic volume.
According to traffic flow state, service level is described as follows:
1 Class-1 service level, traffic flow is in completely free state. Traffic volume is small, speed is high, traffic
density is low, drivers can select required speed according to their willingness freely, and running veh icles are
not influenced or basically not influenced other vehicles. The degree of freedom of driving in traffic flow is quite
big to provide comfort and convenience for drivers, passengers or walkers. Influence of small traffic accident or
running obstacle is easy to be eliminat ed. No stagnation for queue will occur in accident section and it will
recover to Class-I service level quickly.
2 At Class-II service level, traffic flow state is relatively free. Drivers can basically select running speed
according to their willingness freely, but they shall pay attention to other users in traffic flow. Drivers can get
quite high comfort. Influence of small traffic accident or running obstacle is easy to be eliminated. Operation
service in accident is worse than that of Class-I service level.
3 Class-III service level, traffic flow state is in stable first half section, influence of vehicles extends, selection of
speed is influenced by other vehicles, drivers need to be quite careful in change of lane, influence o f small
traffic accidents can be eliminated, but servic e quality of accident section is greatly reduced, which severely
blocks the following vehicles to become queue traffic flow, causing nervousness to drivers.
4 At Class-IV service level, traffic flow is in lower limit of stable scope, but vehicle running is obviously
influenced by other vehicles in traffic flow, and degree of freedom of speed and driving is obviously limited.
Slight increase of t raffic stations can result in obvious decrease in service l evel, drivers' physical and mental
comfort is lowered, even small traffic accident is hard to be eliminated and can form a quite long queue.
5 Grade-V service is first half section of crowded traffic flow, which is the operation state in the maximum traffic
capacity. Any interference of traffic flow, for example, traffic flow enters through ramp or vehicles change lane,
will generate an interference wave in traffic flow, which cannot be eliminated in traffic. Any traffic accident can
form a long queue, wherein running flexibility of vehicles is extremely limited and divers' physical and mental
comfort is very poor.
- 46 -
Classification of Road Service Levels
6 Class-VI service level is second-half section of crowded traffic flow, which is forced flow and blocking flow in
ordinary meaning. Under the servic e level, traffic demands of traffic facilities are over permitted traffic capacity,
traffic flow runs in queue, vehicles in queue move and stop, operation state is extremely unstable, and sudden
change may occur in different traffic flow states.
- 47 -
- 48 -
Stopping Sight Distance and Identifying Sight Distance of Freight Car
Appendix B Stopping Sight Distance and Identifying Sight Distance of Freight Car
B.0.1 Stopping sight distance of freight car
Cont rast between stopping sight distance and freight car's stopping sight distance is shown in Tables B.0.1 -1
and B.0.1-2.
Table B.0.1-2 Expressway and Class I highway's stopping sight distance and freight car's stopping sight
distance
Design speed
120 100 80 60
(km/h)
Stopping sight
210 160 110 75
distance (m)
Freight car's
stopping sight 245 180 125 85
distance (m)
Table B.0.1-2 Class-II, Class-III and Class-IV highways' stopping sight distances and freight car's stopping
sight distance
Design speed
80 60 40 30 20
(km/h)
Stopping sight
110 75 40 30 20
distance (m)
Freight car's
stopping sight 125 85 50 35 20
distance (m)
Freight car's stopping sight distance shall be corrected according to slope in downhill path and its value is
shown in Table B.0.1 -3.
Table B.0.1-3 Freight car's stopping sight distance
Longitudinal Design speed (km/h)

gradient (%) 120 110 100 90 80 70 60 50 40 30 20
0 245 210 180 150 125 100 85 65 50 35 20
265 225 190 160 130 105 89 66 50 35 20
3
273 230 195 161 132 106 91 67 50 35 20
Downhill 5 - 236 200 165 136 108 93 68 50 35 20
Direction 6 - - - 169 139 110 95 69 50 35 20
7 - - - - - - - 70 50 35 20
8 - - - - - - - - - 35 20
9 - - - - - - - - - - 20
B.0.2 Identifying sight distance

Identifying sight distance refers to the shortest operating distance of braking deceleration and changing lane to
make the vehicle reac h necessary runni ng state before reaching the change point when a driver sees the
reversion facilities and marking of change of running conditions such as distribution, merging, cross,
canalization and interweaving at certain running speed. The identifying sight distances corresponding to
different design speeds are as shown in Table B.0.2.
- 49 -
Table B.0.2 identifying sight distance corresponding to different design speeds
Design speed
120 100 80 60
(km/h)
Identifying sight
350（460） 290（380） 230（300） 170（240）
distance (m)
Note: the content in the brackets is the sight distance value adopted in complicated driving environment with
more prompt information in entrance & exit on road side.
- 50 -
Instructions for Words in the Standard
Instructions for Words in the Standard

The standard executes strict words, adopting the following writing method:
1) Quite strict, words showing necessity, positive word is "necessary" and opposite word is "strictly prohibit ed";
2) Strict, words showing behavior like this in normal situation, positive word is "shall", opposite word is "shall
not";
3) Slightly optional, words showing priority in allowable conditions, positive word is "should", opposite word is
"should not";
4) Optional, words showing proper behavior in certain condition, adopting "can".
- 51 -
- 52 -
Attachment
Technical Standards of Road

Engineering
（JTG B01-2014）
Instructions for Articles

1 General
1.0.1 The purpose of formulating the standard is to provide basis for unifying technical standards of road
engineering, reasonably cont rolling engineering construction scale, standardizing construction behaviors of
road engineering and maintaining road rights and interests.
1.0.3 This article shows basic principles that shall be obeyed in road construction. Each road shall have its own
function in road network. In road construction, the status and func tion of the project to be construct shall be
analyzed according to the project's regional characteristics, traffic features and road net work structure, road
function shall be cleared, main technical indic ators such as technical level and design speed shall be selected
according to road function, traffic volume and terrain condition. The revision clearly takes function as basis for
determining technical level and main technic al indicators of road. In general situation, the technical indicators
adopted for road shall meet functional demands. However, functional demands are diversified. When it is
difficult to meet all functional demands, importance of function shall be compared to judge the function to be
paid more attention to, so as to determine technical standards and indicators to be adopted.
All the time, road technology level is selected mainly based on traffic volume and characteristics in road area
and traffic net work structure are less considered. At present, domestic road development has been in perfect
road network stage. The result of deciding road level depending on traffic volume is road wit h different traffic
functions. For similar traffic volume, it is not suitable for building reasonable net work structure, utilizing limited
resources better, or giving full play to investment benefit of road construction according to the same standard.
American and Japanese road planning and design have det ermined technical standards and indication
direction from being concent rated on traffic volume and paying attention to road multi-function. In American
early road design, geometric design standards and traffic capacity level are both classified according to traffic
volume specification, however, as perfection of road network, theory and method of classifying ro ad according
to function are proposed. At present, American Geomet ric design of road and urban highway clearly proposes
road function classification and issuing. Road standards and service level shall be determined according to
road function. Traffic volum e is used to customize more detailed standards. The first step of design process is
to define servic e function of road facilities. Japan also mainly considered traffic volume in road specification
and design in the past. Japanese Specification and application of road structure order (Ver.2003) clearly
regulates the main basis for taking traffic function as road class.
Road function shall be determined through comprehensive analysis according to road's regional
characteristics, traffic features and road network structure. Factors of regional characteristics of road: land
utilization, weat her condition, terrain and landform, historical culture, disaster, public traffic, communication,
current situation and planning of urban construction; factors of traffic characteristics: traffic volume of vehicle,
pedestrian and bicycle as well as vehicle type, trip distance, traffic volume change features and speed
distribution; factors of road network structure: status and function of the road in national or regional traffic
network.
To determine road technology level and main technical indicators according to road function is beneficial to
perfection of road network structure, effective utilization of resources and reas onable selection of road
technical indicators, and beneficial to between coordination between road construction and urban construction,
disaster prevention and relief and traffic safety, to give play to its function.
- 55 -
The obvious characteristic of the standard revision is to highlight status of function, cl early take basic function
of road and its facilities as basic point in determination of t echnical standards of road and selection of technical
indicators of road, to make the finished road able to meet demands for main function:
1.0.4 Road construction project is composed of main engineering (civil engineering), traffic engineering and
roadside facilities. To make the two parts coordinate and play a role, the overall design is quite necessary.
Besides, the two parts have their own system and coordination & supporting requirements, therefore they shall
be conducted overall design, including two aspects: main engineering, traffic engineering and roadside
facilities (including safety facilities, service facilities and management facilities). They shall be condu cted
overall design, to give full play their function; road project shall be conducted overall design bas ed on
combination of engineering facilities of the two parts, to give full play overall function of the project.
1.0.5 According to Land Management Law, the nation execut es land use management system. The nation
formulat es overall planning of land use to divide land into agricult ural land, construction land and unused land.
Road construction project must apply for state-owned land according to law.
Land scope of highway is further detailed according to Indicators of construction land of highway engineering
project (JB [2011] 124), to clear that poor geology and special zone are provided with prot ection facilities and
adopt engineering t reatment measures as well as bridge, tunnel, interchange, grade crossing and traffic
engineering facilities and land scope is determined according to actual demands.
1.0.6 In order to realize sustainable development of highway construction, highway construction must execut e
laws and regulations about environment protection and resource saving such as national Environment
Protection Law and Circulation Economy Promotion La w, and run through the whole process of engineering
construction. According to experience of highway construction in recent years, protection priority principles
shall be implement ed and nec essary measures shall be adopted to preferentially protect ecological
environment and living environment along the highway. Construction of expressway and Class I highway and
Class II highway shall be conducted environment influence evaluation and water and soil conservation scheme
evaluation; besides, Class III and IV highways in the area with special requirements shall also be conducted
environment influence evaluation and water and soil conservation scheme evaluation according to demands.
The area with special requirements refers to: the area with poor environment, sensitive ecology and the area
easy to cause water and soil loss.
A great deal of sand and gravel for new construction of highway and reconstruction and expansion of highway
will bring huge pressure to natural environment. Therefore, new construction of highway and reconstruction
and expansion of highway shall allow utilization of waste and scrap of highway, to save resources and protect
environment. In revision of the standard, the guidance idea shall be implemented in the whole process.
1.0.7 For trans verse stage construction of four-lane integral ex pressway, multiple projects have proven the
lesson is extremely profound in four-lane integral ex pressway's trans verse stage construction and two -way
opening of traffic according to one-roadway expressway, therefore, it is clearly regulated that expressway
integral section shall not be conducted transverse separation stage construction.
The revision clears that expressway separation section can be conducted trans verse separation stage
construction of the gobi, desert and grassland with a vast territory with a sparse population and small traffic
volume as well as the area at the end of traffic according to Ministry of Transport's Opinions on technical
standards of construction execution of express way in western des ert, gobi and grassland (JGLF [2011] 400)
and engineering practice in recent years. However, for safety, when the one-roadway road is open to two-way
traffic, it shall be managed according to traffic conditions of Class II highway and driving speed shall not be
over 80km/h. For expressway, small traffic refers that designed t raffic volume is below 15000/day (the same
below).
- 56 -
1.0.8 This article shows principle regulations on reconstruction and expansion of highway.
Reconstruction and expansion of highway refer to highway construction engineering for improving technical
level of highway, increasing highway capacity or improving technical indicators of highway, including multiple
meanings such as highway "improvement", "reconstruction" and " expansion". It is also the meaning in highway
reconstruction Standards Ver.2003 only because current research on reconstruc tion and ex pansion of
expressway is less. "Reconstruction" engineering mainly refers to improvement of Class II, III and IV highway
level or road construction engineering changing function, with no corresponding regulations for technical
indicators such as expressway reconstruction and expansion engineering's time, predicted term of traffic
volume and design speed of temporary safety design facilities.
In recent years, our nation has finished reconstruction and expansion engineering of expressways such as
Shenyang-Dalian and Shanghai-Nanjing Expressways and got rich engineering experience and a great deal of
research achievements. Ministry of Transport of the People's Republic of China has also started research on
related expressway reconstruction and expansion project and issued Opinions on treatment of related
technical problems about express way reconstruction and expansion project (JGLF [ 2013] 635) B ased on the
above work, the revision supplements and perfects related content of expressway reconstruction and
expansion.
This article clears, in reconstruction and expansion of highway, the scheme of reconstruction and expansion
and new scheme shall be compared and discussed. The optimal scheme shall be determined after
comprehensive analysis and comparison o f technical indicators such as engineering scale, construction
conditions, traffic organization and traffic safety. When the reconstruction and expansion scheme is adopt ed, it
shall conform to the following regulations:
1 The time of reconstruction and expansion of road shall be determined according to service level, economic
development level, operation conditions of existing road, road net work structure adjustment, etc. The standard
only regulates correlation of service level and reconstruction and expans ion time. Through investigation,
expressway shall be implemented before the service level of original expressway decreases to the lower limit
of Class II level (service level grade of Standard Ver.2003, equivalent to Class III service level of the standard ),
other roads are not res earc h at present. It is suggested to refer to research achievements of expressway, that
is to say, reconstruction and expansion can be considered before Class I highway's service level decreases to
the lower limit of Class II highway's service level (Class III in the standard) and Class II and III highways'
service level decreas es to the lower limit of Class III highway 's service level (Class IV in the standard), and
Class IV highway can be determined according to actual situation.
2 When the road is reconstructed to improve road level, local section may result in serious engineering geology
disease or big influence on environment or cultural relic due to improvement of design s peed. The local section
can maintain original design speed, but its length shall be limited. In general the length of expressway shall not
be over 15km and that of Class I highway and Class II highway shall not be over 10km. The speed difference
between sections with different design speeds shall not be over 20km/h.
3 Reconstruction and expansion of expressway will cause big influence on traffic and t raffic safety in
construction period and different traffic organizations will influence determination of concrete implementation
scheme, therefore, it is regulat ed that reconstruction and expansion design of expressway shall be finished
based on traffic organization design and traffic safety design. In engineering implementation process,
interference to existing road shall be reduced, meas ures for guarant eeing tra ffic safety shall be adopted, the
service level of maintaining traffic section can be reduced by one level from the original designed service level,
design speed shall not be below 60km/h, however, the traffic speed during construction period shall be
determined according to design speed of the section, traffic organization and traffic management level.
4 For reconstruction and expansion of Class I highway, Class II highway and Class III highway, in order to
realize continuous traffic and enhance safety meas ures, design scheme of traffic protection shall be
formulated.
- 57 -
5 The revision clears that the design flood frequency of expressway separation section in the gobi, des ert and
grassland with a vast territory with a sparse population and small traffic vol ume as well as the area at the end
of traffic can maintain original standards when it is reconstructed to be one -roadway road through existing
Class II highway according t o Ministry of Transport's Opinions on technical standards of construction execution
of express way in western desert, gobi and grassland (JGLF [2011] 400) and engineering practice in recent
years.
1.0.9 In recent years, as acceleration of national urbanization and booming of regional economy, highways in
urban surrounding, cent ral city, satellite city and urban agglomeration spring up. The function of these
highways is obvious different from that of general highways, except the traffic volume of motor vehicles, that of
pedestrian and bicycle is quite big. At present, all the places adopt the way of reserving or setting
non-motorized vehicle lane or sidewalk in road construction to solve the demand. According to current
situation of national economic development and engineering practice, this article clears non-motorized vehicle
lane and sidewalk can be set in the section of bicycle lane and the section with crowded pedestrian according
to concrete situation.
1.0.11 In recent years, the nation suffered multiple natural disasters such as major earthquakes and flood and
road played an important role in rescue and relief work. For mountainous area and remote and border areas,
highway always becomes the unique channel connecting the external world, which plays an irreplac eable role
in transporting materials and personnel for rescue and relief work and becomes lifeline of rescue and relief
work. Therefore, the revision propos es anti-seismic and design flood frequency standard of Class II highway
and t he highway below Class II connecting cities and towns or the one with s pecial requirements such as
anti-earthquake and disaster rescue shall be increased to improve highway's capacity of fighting against
natural disasters and other emergency events.
1.0.12 The article is proposed according to design idea of "full s ervice life". In stages of early phase, design,
construction, operation, curing and management, analysis of cost benefit of highway project shall be
conducted. In the full life cycle of the engineering project, whole -process and all-around comprehensive
argument is conducted according to road function, traffic volume, servic e level, safety as well as social benefits
such as environment protection and sustainable, to get optimal comprehensive benefit of highway.
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3 Basic regulations
3.1 Highway classification
3.1.1 This article revises the basis for dividing technical level and designed traffic volume of expressway.
(1) Technical grading
The revision considers vehicle operation quality, control input and output, number of lanes and whether special
vehicles are driving in the lane.
One direction of expressway shall be provided with at least two lanes. The allowed vehicles shall be limited. A
median separat or shall be set to divide two-way traffic. Measures such as three -dimensional access are
adopted to control access. It eliminates trans verse and longitudinal interference and is the road with the
highest traffic efficiency.
Class I highway shall be provided with at least two lanes in single direction and adopt different degrees of
control input and output according to functional demands. For Class I highway with trunk function, in order to
guarantee rapid and safety service capacity with big volume, partial cont rol input and output measures are
adopted. Only plane access connection is provided for selected crossing highway or ot her roads. Grad e
separation is set in other roads, urban road, railway, pipeline and channel, with isolation facilities to prevent
pedestrian, low-speed vehicles, non-motor vehicle and livestock. When Class I highway is used for
collector-distributor highway, longitudinal interference is big, access management measures are adopted to
reasonably control position, quantity and form of highway and surrounding interfaces, so as to improve safety
guarantee and service level.
Class II highway is two-lane highway for vehicles to drive in traffic lane. When the traffic volume of slow
vehicles is big and street degree is serious, the way of widening hard shoulder can be adopted to increase slow
traffic lane, reduce longitudinal and transverse interference, to guarantee traffic safety.
Class III and IV highways are two -lane highway for hybrid driving of vehicles and non -automotive vehicles
(Class IV highway is single lane in small traffic volume). Slow -moving vehicles such as tractor and
non-automotive vehicles are allowed to enter the traffic lane. Its characteristics of hybrid traffic are obvious and
the capacity of restraining interference is the worst.
(2) Designed traffic volume
The revision adjust's expressway and Class I highway's applicable traffic volume. Standard Ver.2003
regulates applicable traffic volume of all grades of highways, but the applicable traffic volume of multiple -lane
highway is influenced by multiple factors such as the number of lanes, traffic volume coefficient of design hour,
direction distribution coefficient and highway conditions. The revision increases service level grading so that
highway servic e level is adjusted from four classes to six classes, that is to say, the original Class II service
level is divided into Class II and Class III and the original Class IV service level is divided into Class V and
Class VI, to embody flexible design idea of selecting design service level according to highway function and
regional difference. It furt her ex pands scope of original applicable traffic volume, to res ult in more overlapping
and wors e precision, what's more, applicable traffic volume has ambiguity in use. Therefore, the revision
changes the name of the applicable traffic volume in original standard to be designed traffic volume and
decides principles of technical level according to road function, adopts traffic volume's upper limit of 15000/day
on two-lane Class II highway as lower limit of designed traffic volume of expressway and Class I highway, and
does not give upper limit value. Annual average daily traffic volume of concrete expressway and Class I
highway in different service level is calculated according to Formula (3-1):
- 59 -
（3-1）
Where, AADT-annual average daily traffic volume (pcu/d);
CD -service traffic volume of single lane in designed service level;
K-coefficient of traffic volume of design hour, determined according to observed data of local traffic volume;
D-coefficient with no uniform direction;
N-number of lanes in single direction.
The traffic volume of design hour of Class II, III and IV highways shall follow the traffic volume of the whole
section, therefore, the annual average daily designed traffic volume shall be calculated according to Formula
(3-2):
（3-2）
Where, AADT-annual average daily designed traffic volume;
CD -designed traffic capacity of Class II, III and IV highways;
RD -correction coefficient of direction distribution of Class II, III and IV highways;
K-coefficient of traffic volume of design hour, determined according to observed data of local traffic volume.
Traffic quality of Class II, III and IV highways is influenced by multiple factors such as bidirectional flow ratio,
passing sight distance, management level and roadside interferenc e, the scope of its designed traffic capacity
and traffic volume is big and has certain overlapping. The annual average daily designed traffic volume of
two-lane Class II, III and IV highways recommended in design is as shown in Table 3-1.
Table 3-1 Annual average daily designed traffic volume of Class II, III and IV highways
Designed traffic Annual average

Design speeds Coefficient of
Highway capacity Designed traffic daily designed
designed traffic
Grade (km/h) capacity traffic volume
(pcu/d) volume per hour
(pcu/d)
Class II
40-80 550 - 1 600 0.88-1.0 0.9-0.19 5 000 - 15 000
highway
Glass III
30-40 400-700 0.88-1.0 0.1 -0.17 2 000 - 6 000
highway
Class IV
20 <400 0.88-1.0 0.13 -0.18 <2 000
highway
Considering policies of current highway of Class IV highway of single lane and continuity of annual average
daily designed traffic volume scope of all classes of highways, its annual average daily designed traffic volume
is below 400pcu/d.
3.1.2 The article highlights the idea of selecting technical level through highway function. Considering
differenc e bet ween ec onomic development level, terrain and landform in different areas as well as uneven
development of highway traffic, in order to embody difference, the highway with the same functio n type shall
not be only corresponding to the highway with one technical level. In selection of technical level, highway
function shall be determined according to road network planning, regional characteristics and road's traffic
features first, and road level shall be selected according to function and argument on traffic volume.
Road is divided int o trunk road, collector -distributor highway and branch according to traffic function. Trunk
road includes primary and secondary trunk roads. Collector-distributor highway includes primary and
secondary collector-distributor highways.
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(1) Primary trunk road:

① Large and medium-sized cities connecting more than 200 thousand people, traffic hub, important ports
open to foreign countries and key places of military strategy.
② Long-distance, big-volume and high-speed traffic services between provinces as well as between large and
medium-sized cities.
(2) Secondary trunk road:
① Cities connecting more than 100 thousand people and regional economic center.
② Traffic service providing medium -and-long distance, higher volume and higher speed in region or province.
(3) Primary collector-distributor highway:
① Towns (Cities) connecting more than 50 thous and people, main agricultural production base, important
economic development zone, tourist attractions and commodity collection and distribution center.
② Traffic service providing medium distance, medium volume and medium speed.
③ Connecting with trunk road, to make all counties (cities) in applicable distance of trunk road.
(4) Secondary collector-distributor highway:
① Connect counties (cities) with more than 10 thousand people, large towns and other traffic spots.
② Provide transport services with a shorter distance, smaller capacity and lower speed.
③ Connect the trunk roads, the main collector-distributor highways and branch highways, evacuat e trunk road
traffic and collect branch highway traffic.
(5) Branch highway:
① Mainly focus on service function, directly connect with travel source point of road users.
② Connect the collector-distributor highways, to provide connection and access services for regional travel.
The function category of the road can be determined by the following steps:
(1) Implement regional division according to the administrative attributes, land uses, traffic needs, etc., and
abstract regions into nodes.
(2) Determine the importance of nodes. The importance of nodes is the indicator to quantitatively describe the
relative importance of eac h node in the region. The indicators like total popul ation, total industrial output value
and average income are used as quantitative indicators to analyze the importance of each node. The
hierarchical structure of nodes is shown in Table 3 -2. When the main control point of a road is the Class-A
node, the road shall be a main trunk road; when the main control point is the Class -B node, the road shall be a
secondary trunk road; when the main control point is the Class -C node, the road shall be a primary
collector-distributor highway; when the main control point is the Class-D node, the road shall be a secondary
collector-distributor highway; and when the main control point is the Class -E node, the road shall be a branch
highway.
Table 3-2 Hierarchical structure of nodes
Nodal level Central node Main node
Provincial capit als, capitals of autonomous regions,
A Beijing
municipalities and special zones
Provincial capitals or capitals of
B Seats of local municipal governments
autonomous regions
Seats of local municipal
C Seats of county (city) governments
governments
Seats of county and city
D Seats of village and town governments
governments
E Seats of town governments Administrative villages
(3) When there are two or more roads near the main control points in the s ame area, the functional category
shall be determined according to the road network service index. The road network service index is the ratio of
the road-vehicle kilometers ration t o the road-mileage ratio. The road net work servic e index is greater; the road
function category is higher. The calculation method is: there are n roads in the planning region, then the No.i (i
= 1, ..., n) road's vehicle kilomet ers ratio mileage ratio R VMTi, mileage ratio Rki and road network service index Ri
are calculated according to the following formula.
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Vehicle kilometers ratio: (3-3)
Mileage ratio: (3-4)
Road network service index: (3-5)

Where: VK Ti-the vehicle kilometers (pcu·km) of the No. i road in the road network, that is, the product of the
number of vehicles passing on the road and the average travel distance;
- The sum of vehicle kilometers of all roads in the road network of the planning region (pcu km);
Ki-the mileage of No. i road (km);
- the total mileage (km) of all roads in the road network of the planning region.
(4) Road function classification indicators include regional level, road network continuity, traffic flow
characteristics, road characteristics and ot her qualitative and quantitative indicators. Different regional
economic development level, terrain and landform differences directly aff ect the selection of classification
indicators. All regions can determine the indicators by themselves according to the actual condition of the
planning region. The recommended quantification indicator rules for road function classification are listed in
Table 3-3.
Table 3-3 Classification Indicators of Road Function
Functional classification
Classification Main Secondary
Secondary
indicator Main trunk road collector-distrib collector-distrib Branch highway
trunk road
utor highway utor highway
Large and Counties with
Important cities
Adaptive region medium-sized population of Directly
and counties Connect trunk
and road cities with more than correspond to
with population road or branch
network population of 50,000 or the source of
of more than highway
continuity more than connect trunk traffic
100,000
200,000 roads
Road network
≥15 10-15 5-10 1-5 <1
service index
Expected speed More t han 80km More t han 60km More t han 40km More t han 30km Not Required
Partial control Control
All access access or Access horizontal
Access control Not control
control access management interference as
management needed
3.2 Design vehicles
3.2.1 The overall dimensions, load quality and dynamic performance of the design vehicle for the road are the
main basis for determining the geometrical parameters of the road. According to the survey, for the overall
dimensions of the current operating vehicles, the length of many vehicles have exceeded 16m, and there are
overlong vehicles with length of 18m, 20m or even 26m. With consideration of the road investment and vehicle
driving safety, in accordance with China's Limits of Overall Dimensions, Axle Load and Masses for Road
Vehicles (GB 1589-2004), this revision considered meeting 100% of demand conditions of standard operating
vehicles, added two vehicle models of large-size passenger bus and articulated bus, and adjusted the original
saddle train to articulated train, with 18.1m in length and 2.55m in width. However, the design vehicle model is
determined comprehensively in actual use according to the road function, types of facilities and traffic
composition. The overall dimensions of the representative models are shown in Figure 3-1.
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a) Passenger car
b) Truck
c) Large-size passenger bus

Figure 3-1
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d) Articulated train
e) Articulated bus
Figure 3-1 Over dimensions of representative models (unit: m)
3.3 Traffic volume
3.3.1 The prediction design period of road vision s hould be considered not only to meet the traffic needs in a
certain period, but also t o take into account the road investment and structural life, and with difference.
However, the large forecast traffic volume error and idle facilities are usually caused by uncertainty of many
factors. Therefore, according to domestic and foreign experience, this revision will stipulate the prediction
period of expressway and Class I highway design traffic volume to 20 years; Class II highway and Class III
highway are predicted based on 15 years; Class IV highway traffic volume is small, thus the design period can
be determined according to actual conditions, without ruling out a reasonable extension or reduction.
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3.3.2 The vehicle conversion factor for the conversion of traffic volume is the equivalent value of all
non-standard vehicles equivalent to the standard vehicles to the traffic volume influence under the conditions
of specific road and traffic composition. Considering the continuity of the standards, this section provides
relevant provisions and the vehicle conversion factor to determine the road construction scale and highway
classification in the early stages of the construction.
Taking into account the current types of freight vehicles and a large carrying load that makes the visible
differenc e of operating speed between the truck and the passenger car, the conversion factor in the original
standard is not suited to the current status of traffic volume. Therefore, on the basis of the classification of four
types of vehicles and small bus as the standard model for the conversion of traffic volume, this revision is
adjusted in accordance with the component percentage of freight vehicles.
According to the survey: the truck for 20t load accounts a larger proportion and enjoys basically same dynamic
performance with the original truck for 14t load, thus the partition criterion for large vehicle carrying 14t load is
adjusted to 20t, with the conversion factor raised 0.5. And for the trailer, the difference between trailer and
passenger car in actual driving on the road is widened, therefore, the original conversion factor is adjusted to
4.0, while the name of the representative vehicle changes to combination vehicl e that is consistent with that in
GB. Adjusted conversion factor will lead that the overall level of forec ast traffic volume is increased about 10%.
3.3.3 Designed traffic volume per hour is an important parameter to determine the road grade, evaluate the
running status and servic e level. The smaller the designed traffic volume per hour, the less the number of lanes
to be used, the smaller the construction scale of the road, and the lower construction coat, but improperly
reducing the designed traffic volume per hour will deteriorate the road traffic conditions, increase traffic
congestion and traffic accidents and reduce the comprehensive economic benefits of the road. Therefore, the
annual traffic volume per hour is arranged from large to small, the position of the designed traffic volume per
hour generally takes the No. 30 hour, or according to the project characteristics and needs, combined with
local survey results and economic affordability, the value to be taken is controlled bet ween the No. 20 - 40-hour
traffic volume.
3.4 Level of service
3.4.1 According to the survey: the grade partition of original standard four levels of service is too thick and the
level difference is too large, especially the secondary service level adopted by the design, in whic h the
operation quality of the traffic volume ranges greatly, thus reorganization and expansion time can not be
determined well. At the same time, the density, as a measurement index of service level, is less convenience
than saturation (v/ C) in use. Based on the results of the monographic study, the service level is divided into six
levels, with v/C as the main index to evaluate the service level.
3.4.2 The road planning and design needs to not only ensure the necessary quality of vehicle operation, but
also take into account the investment costs of road construction. On the basis of the service level from four to
six, the highway and Class I highway are designed not less than service level 3, which can not only maintain
the consistence of the design level with the Standard in 03 version, but also highlight the philosophy to select
service level on the basis of functions and expand the selection scope of the design servic e level to ensure the
operation quality of the traffic peak and reaching the service life of the forecast traffic volume. Similarly, when
the functional category of t he Class I, Class II and Class III highway is high, the higher service level shall be
selected. When the functional category is low, it can also be reduced by a level to save the project investment.
In addition, due to differences in economic development and terrain conditions in various places, there are also
needs to select different design service level in the highway facility design. Therefore, a lower service level
design can also be selected in long tunnel section and non -motor vehicle and pedestrian-intensive sections,
and sections with short land resources, high project costs or heavy environmental damage.
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3.5 Speed
3.5.1 Design speed
Design speed is an essential element in determining the geometric design indicator of the road and
coordinating it. Once selected, all relevant elements of the road such as plane curve radius, sight distance,
superelevation, longitudinal gradient, vertical curve radius and other indicators are coordinated with it to get a
balanced design. At present, the route design method based on the design speed has been grasped by all the
designers, thus the provisions of Standard 03 version shall be kept.
1 Expressway design speed should not be less tha n 100km/h, because the purpose is to ensure the safety and
comfort of the highway. The operation practice of highway at home and abroad shows that: the design s peed is
low and the expectation of the driver is quite different, and the traffic accident is easily induced during the
operation. Most of the highway under complex terrain conditions are selected in a regional corridor zone.
When there is need to transform the economic development, to enhance the alignment indicator is quite
difficult. Thus, 80km/h will be taken as the minimum requirement of highway design speed.
3 Highway and special difficult local section as Class I highway can apply 60km/h of design speed after the
argumentation, which means the comprehensive comparison argumentation of technical , economic, security,
environmental protection and social aspects; rather than the technical and economic argumentation
traditionally. After the argumentation is passed, it can be considered as a special difficult section, and the
length is required less than one design section, that is, less than 15km. For this specific condition, it is
extended to the sections bet ween adjacent two interchanges, but the coordination of alignment convergence
with traffic engineering facilities shall be noted.
This revision gives priority to a higher design s peed throughout a high -functional highway. The philosophy of
lower design speed should be selected for the road with lower category, that is, the design speed shall be
selected for Class I, Class II and Class III highways according to the traffic function of the road in the road
network, and only when it subjects to the terrain, geological and other conditions can it be reduced by a level to
20km/h.
3.5.2 This section describes the use of operating speed test for the road design. Since the Standard in 03
version int roduced the concept of running speed and carried out safety evaluation work, the theory and met hod
to apply the operating speed for testing have been basically mature, with tens of thousands of kilometers of
project practice. Therefore, this standard revision clearly stipulates that the road design shall employ the
running speed to test the alignment design in ways that ens ure t he coordination and consistency of the
operating speed of adjacent sections, and improve the operation safety and application quality of the road.
3.5.3 This section explains the speed limit of the road. At present, the design speed is more used in the speed
limit values of the road in China. Because the speed limit values are determine unreasonable, affecting the
operating efficiency of the road and leading to a c ertain negative impact in the community. Therefore, this
standard revision puts forward the speed limit design as an important link in the road design so as to determine
the speed limit values and the speed regulation methods in the design stage in a scientific and reasonable
manner. In ensuring t he safe operation of vehicles, the transport efficiency of the road shall be put into great
play.
3.6 Construction clearance
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3.6.1 Highway construction clearance still follow the Standard 2003 version. However, in order to solve the
intrusion of the facilities into the limitations, provisions are detailed on the Class I highway and the calculation
of the lane width when separate facilities are set on the Class II highway with slow-vehicle lanes added; The
provisions added on the construction clearance of setting guardrail transition in the tunnel entry section. In
some parts of China, due to terrain, geological or environmental factors, the technical level is reduced in local
sections of the same road, which is often said that "no two no three or no three no four". Thus, the same net
height shall be applied in the same road to ensure its steering ability.
3.7 Seismic resistance
3.71 According to the Seismic Ground Motion Parameter Zonation Map of China (GB18306-2001), the concept
of basic seismic intensity will not be adopted any more, but the peak ground acceleration factor. The
relationship between the basic seismic intensity and the peak ground acceleration factor is shown in Table 3-4.
Table 3-4 Corresponding relationship between the basic seismic intensity
and the peak ground acceleration factor
Peak ground acceleration factor <0.05 0.05 0.10 0.15 0.20 0.30 ≥0.40
Basic seismic intensity value <VI VI VII VII VIII VIII ≥IX
The standard stipulates that aseismatic design shall be carried out for the road project of the region with the
peak ground acceleration factor ranging from 0.05 -0.4; the specific aseismatic research and design shall be
carried out for the road project of the region with the peak ground acceleration factor standing at 0.40 or more.
This is a summary of some seismic damage investigation data in China's Yunnan, Sichuan, Shandong,
Guangdong, Jiangsu and Liaoning, which is put forward in the combination with the basic requirements of the
national seismic resistance and disaster prevention, consistent with the Standard 97 version. From the
perspective of t he application over the years, the road project can, under normal conditi ons, withstand the
impact from the earthquake with the peak ground acceleration factor of 0.05. As for simply -support ed girder
bridge and other bridge structures, the seismic fortification capacity can be improved through some simple
seismic fortification measures (such as falling beam prevention measures, etc.).
For areas where the peak ground acceleration factor is 0.05 or less, in addition to special provisions, the
specific aseismatic design may not be carried out, but with the use of simple fortificati on.
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4 Route
In addition to guidanc e and principle norm made for the design ideas and technical guidelines of the road route,
the control indic ator that has impact on the highway engineering standard specifications and construct ion
scale is mainly stipulated, and other detailed technical indicators have been moved to the relevant design
specifications. Among them, the control indicator mainly refers to low limit indicator that meets the basic
function needs of the subgrade and ensures the safety of the road traffic.
1 At present, China's road network at levels and integrated transportation system have a considerable scale,
this revision stresses that in the early construction stage of t he road project, especially the expressway pr oject,
further study of all levels of road network and integrat ed transportation system of the project area shall be
carried out, the function and effect of the propos ed project in the integrated transportation system and the
planning road net work shall be analyzed in a scientific manner, with reasonably handling the convergence and
division of labor with other means of transportation.
2 In the road c onstruction, there often be landslides, debris flow, collapse, cave, worked-out area or soft soil
foundation and other adverse geological problems, thus the geologic disaster assessment must be carried out
in the survey and design stage, and efforts to investigate and survey adverse geological sections shall be step
up, bas ed on which, the reasonable scheme for the route passing and engineering measures taken are
demonstrated to avoid causing geological hazards.
3 According to the Agriculture Act and Regulations on the Protection of Basic Farmland, China implements the
basic farmland protection system. The overall planning of county and township land use shall determine the
basic farmland protection area. When the national energy, transportation, water conservancy, military
installations and other key construction projects cannot actually avoid the basic farmland protection areas,
relevant requisition procedures must be handled in accordance with the law.
According to the City Planning Law, the state stipulates that large, medium and small cities are designated
based on urban and suburban with more than 500 thousand, 200 thousand-500 thousand and less than 200
thousand of non-agricultural population respectively. The provisions stipulated that the new transit road shall
avoid the urban areas; the construction project in the urban planning area must conform to the urban planning.
Land use is a very important, sensitive issue, an important aspect of sustainable development strategy; the
road early constructed to the street-based route has becomes an extremely severe problem, in which these
sections have become a "bottleneck” section of the traffic jam. With the development of the ec onomy and the
increase in the demand for road transport, it is necessary to do the coordination work in the new road project.
Therefore, this standard clearly states that: in determining the road route position, the coordination with the
farmland, water conservancy construction and urban planning shall be considered.
China has a long history. Historical relics represent a valuable asset of China and shall be protected carefully.
According to the Law on the Protection of Cultural Relics, ancient cultural sites, ancient tombs, historic
buildings, cave temples, stone carvings, murals, important modern historical sites and representative buildings
are incorporated into "immovable cultural relics". The Chinese Government determines them as the key
national, provincial and county cultural relics preservation units according to their history, art and scientific
value. Construction projects shall avoid immovable cult ural relics as far as possible. As fo r t hose that cannot
avoid them due to special circumstances, the cultural relics preservation units shall be protected in the original
location as much as possible. Thus, this standard expressly provides that the immovable cultural relics shall be
avoided as far as possible.
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4 This revision emphasizes that the overall design of all roads shall be carried out. The overall design shall
focus on the road network and the function of the project, and deal with the relationship between the road and
the relevant road net work, and the traffic node, with a reasonable set of various entrances, crossovers and
structures so that ensure the reasonable, practical and economical relationship between all kinds of structural
selection and layout.
5 This revision proposes the general principle of road construction technology standard selection, that is, the
road technology standard and grade shall be determined according to the road network planning and the road
function; the design speed shall be determined according to the road function and terrain conditions; the
number of lanes and the form of cross sections shall be determined according to the road function, traffic
volume and terrain conditions.
4.0.2 Lane width
The lane is a road belt part set for vertical alignment an d vehicle passing in a safe and comfortable way. The
so-called lane width is the geomet ry widt h (value) of lane determined for study to ensure the vehicle s afety and
smooth traffic.
The lane width is determined based on the maximum width of the design vehi cle, together with the clearance
required for s witching and overtaking. The lane width shall meet the needs of the design vehicle for safe driving.
For two-lane roads, the lane width shall meet the clearance required for switching and overt aking. For roads
with four lanes and above, the lane width should meet the widt h required for the vehicle to travel side by side.
The lane width is related to the highway design speed. The higher the speed, the great er the width required
(the larger the lateral clearanc e is required). According to Diorha, the lane width of the same design speed
around the world is basically the same. For the expressway, the lane width in Japan and a few countries is
slightly narrower than that of our country (3.75m). Taking into account the high proportion of ex pressway
freight vehicles in China, the complexity of vehicles and other practical conditions, this standard provides that
the lane width of China's expressway is still 3.75m.
1 According to the actual traffic management practice of our current built eight-lane expressway, the inner lane
(inner lane 1 and 2 lanes) is limited to small vehicles when the divided lanes and vehicle -based traffic
management mode are adopted, with 3.5m of the inner lane width adopted.
2 As for the road mainly for medium and small passenger vehicles, such as the airport dedicated road, its lane
width can be demonstrated using 3.5m.
4 When the slow-vehicle lane is set for the Class II highway due to greater non -aut omobile traffic demands, its
lane width shall be 3.5m.
4.0.3 Determine the number of lanes
(1) The number of lanes of expressways and Class I highways shall be determined according to their traffic
volume and design traffic capacity. The number of lanes of ex pressways and Class I highways shall be no l ess
than four. When adding the number of lanes, they shall be added symmetrically on both sides.
(2) The two-way two-lanes shall be adopted in Class II and Class III highways; the two-way two-lanes shall be
adopted in Class IV highway, while single lanes are adopted in sections with small traffic volume or difficult
sections.
4.0.4 Median
The median and median separator of multi-lane road play a structurally separate role in the oncoming traffic,
which is crucial to improve the safety of high-speed traffic and exert the function of the road project. The
standard stipulat es that the median must be s et in the expressway and the integrated cross section of the
Class I highway. The median c onsists of the central dividing strip and two left marginal strips, with the left
marginal strips set on bot h sides of the median separator. The median separator consists of protection facilities
and corresponding allowance width C on both sides.
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The left marginal strip and the allowance width C provide the lateral allowance width necessary for safe driving,
and can guide the sight line of drivers. Lateral allowance widt h means that a certain extra width must be
reserved on both sides of traffic lane when the road traffic vehicles run at high speed, that is, the distance from
lane sideline to obstacles. As shown in Figure 4-1.
Construction clearance
Clearance of
protection
facilities Left lateral
Auto body allowance
width
Lane Left Left Lane

margin margin
al strip al strip
Median separator
Median
Figure 4-1 Schematic diagram of the intermediate strip

The Standard version 03 specifies in detail the width of the median separator of the expressways and the
Class I highway, including the "ordinary value" that shall be applied under general conditions and the
"minimum value" that can be used in conditional restricted sections. The standard revision of the national study
found t hat there is great controversy in taking the indicat or of the width of the median separator, not only
reflecting the original too wide " ordinary value", but also reflecting the adequacy of "minimum value". Its root
lies in the difference of the functional orientation of the median separator and of the construction condi tions of
the project area. For example, embedding communication pipeline, afforesting and other needs are often
considered in the median separator for the early expressways. Setting guardrail, anti -glaring facilities and
other functional needs are mainly considered in the latter part of the project. In addition, with continuous
development of new guardrails and other facilities, the minimum width indicator to meet the basic dividing of
the central dividing strip and safety protection functions are reducing.
This revision no longer specifies the recommended width value of the median separator, but emphasizes that:
the prot ection form and capability of the median separat or shall be considered comprehensively in its width
according to the main function of the separation and safety protection.
1 In determining the form and width of the central dividing strip guardrail of the highway and the integrated
cross section of the Class I highway as trunk, the protection function needs of the guardrail shall be considered
emphatically, with the guardrail form that can effectively prevent the vehicle out of control and rushing through
the central dividing strip and the width of corresponding central dividing strips selected.
2 The width of the median separator, in the Class I highway for distribution function, shall be determined
according to that of the intermediate physical isolation. The intermediate physical isolation mentioned above
refers to the measure that does not have safety protection functions, but only the phy sical isolation capability.
3 This revision provides that if the multi-lane roads pass through management measures and the inner lane is
limited to small vehicles, the left marginal strip is demonstrated to 0.50m.
In the general subgrade sections and medium and small bridge structural sections of the expressways and the
Class I highway, usually the use of different widths of the median separat or that can cause frequent changes in
road alignment and vehicle trajectory shall be avoided. For the subgrade and bridge section with integrated
structure, the necessary transition s ection shall be set before and after the median separator (width) used to
maintain the continuity of the driving trajectory.
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4.0.5 Road shoulder enjoys such functions to protect and support the pavement structure, provide the lat eral
allowance width of the traffic lane and lateral sighting conditions and reserve the temporary docking space for
faulted vehicles. Road shoulder is divided into hard shoulder and earth shoulder, in which the earth shoulder
also has functions to provide setting space for all types of guardrails and sign boards.
According to t he survey, China's road freight vehicles change to large 5-axis and 6-axis models whose basic
width stands at (even more than) 2.50m. In orde r to meet the needs of large-scale freight vehicle to stop at the
hard shoulder due to their temporary failure and to reduc e the impact of parking on the traffic and safety of the
adjacent lane, this revision provides that "ordinary value" of the expressway and the right lateral hard shoulder
as the trunk Class I highway is 3.00m, and the "minimum value" 1.50m, but 2.5m can also be t aken for the right
lateral hard shoulder when it is mainly for the passenger car. The "ordinary value" and the "minimum value" of
the right lateral hard shoulder of the Class I and Class II highways for distribution functions are also stipulated.
In general, the width of the road shoulder is mainly based on the project function and the design speed, the
"minimum value" in Table 4.0.5-1 of the provisions is the minimum width value to meet the driving safety needs
and perform the basic functions of the shoulder under corresponding technical level (project function) and
design speed conditions.
For the separated cross section of the expressway and the Class I highway, the left lateral hard shoulder shall
be set, which contains the left marginal strip. The values specified in Table 4.0.5-2 are the minimum width
values that meet the driving safety needs and perform the basic functions of the shoulder.
In the multi-lane ex pressway with two-way eight lanes and above, the left hard shoulder can meet the needs of
accident vehicles on the inner lane for temporary parking, which has a practical effect to ensure the traffic
capacity of the road and driving safety. Taking into account the few practice of China's multi -lane ex pressway
with more than eight lanes, and that the completed eight-lane ex pressways have not set left hard shoulder, etc.,
this revision provides that: the left hard shoulder shall be set in t he multi -lane expressway with eight lanes or
more when available. As vehicles running on the inner lane of the multi-lane expressway are mainly small
models, the width of the left hard shoulder shall be less than 2. 50m。
4.0.6 To meet the needs for temporary parking of faulty vehicles, this standard requires that the emergency
parking area shall be set when the widt h of the expressway and the right hard shoulder of the Class I highway
as the trunk is less than 2.50 m. The emergency parking area shall be parallel to the lane and set on the
outside of t he lane for facilitating the entry of vehicles, with a certain long transition s ection set on its both sides.
The width of the emergency parking area generally does not include that of the hard shoulder.
4.0.7 As acceleration and deceleration lanes are used in different locations, with different characteristics and
requirements, this standard is made only for general requirements on acceleration and deceleration lanes.
Secondary roads shall be provided with the necessary transition sections of facility entrances of the Class II
highway mentioned in the provisions shall be set to meet the needs of vehicles driving off the lane in advance
and entering with safe deceleration.
4.0.8 In practical application, the impact of climbing performance and mixing rate of large-scale vehicles in the
section on the traffic capacity and large and small model speed difference shall be analyzed to determine the
setting of the climbing lane. The lane width of the climbing does not include that of the right hard shoulder.
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Divided lanes are generally used in roads with six lanes and more, the truck running on the outer lane has little
impacts on the overall traffic capacity and service level of the road, and the climbi ng lane may not be set.
4.0.9 Truck escape ramp is an exclusive lane for braking failure vehicles to drive off the traffic lane, ramp to
stop for self-saving as soon as possible.
This standard requires that in continuous long and steep downhill sections, in order to facilitate the evac uation
of the braking failure vehicles, the traffic safety assessment shall be carried out to demonstrate whether it is
necessary to set the truck escape ramps and their setting locations.
The setting locations of the truck escape ramps shall be kept at a proper angle of departure with the mainline
and shall be constructed before t he mainline curve where the uncontrolled vehicle can not be s afely turned and
before the populous area at the base of the slope.
4 0.10 The Class II highway adopts the opposite driving manner not intermediately divided, thus the vehicle
needs to occupy the opposite lane to overtake. When the traffic volume is large and the proportion of the truck
is high, because the operating speed of the truck is low, the subsequent vehicles will have a lot of overtaking
demands to allow the use of the opposite lane for increasing the difficulty of overtaking, with unfavorable
impacts on traffic safety. This provision provides that the overtaking lane can be set as needed for the Class II
highway wit h higher proportion of freight cars. In view of the few practice of setting the overtaking lanes in
China's Class II highway, it is necessary to set the corresponding traffic safety facilities in ways that strengt hen
the management of traffic organizations from the point of view of security.
4.0.11 Where a Class II highway has higher traffic volume of slow-moving vehicles or is seriously
street-orient ed, it is advised in argument to add slow -vehicle lanes by broadening hard shoulder and make
traffic management by division of fast and slow lanes to reduce vertical and horizontal disturbance of
slow-moving vehicles on vehicles driven in lanes. However, such a type of roads is still in the two -lane range.
Wherein rising road subgrade width following addition of slow-vehicle lanes may result in a rise in vehicle traffic
speed, etc., it is necessary to increase necessary traffic safety facilities, make speed control and enhance
traffic organization and management from the perspective of driving safety.
4.0.12 Where single lane subgrade is set in a Class IV highway, it is necessary to set passing bays. The space
between passing bays should is determined by passing time, sight distance and traffic volume. Some foreign
terms specify that maximum passing time is around 30s and that their maximum spac e should be lower t han
300m. No hard-and-fast rules are made on space settings in this standard. As a result, passing bays are set in
proper distance in combination with terrain and other c onditions. At a passing location, it is necessary to view
situations of at least two neighboring passing bays.
4.0.13 In urban accesses and urban-rural fringes, a mass of non-motor traffic arises on bot h sides of road,
resulting in an actual demand for road t o undertake similar functions of urban road. It is specified in this term
that it is advised to set isolation belts, non -motorized vehicle lanes and sidewalks in Class I highways and
Class II highways bearing functions of collection and distribution in urban accesses and urban-rural fringes
based on non-motorized vehicle traffic demand by reference to code of urban road design in argument.
4.0.14 Width of all parts of subgrade section and total width of subgrade width are specified in the Standard in
the 03 version. According to nationwide survey on this revise, such terms of "double control" are inclined to
trigger deviation in comprehension and enforcement. Thus, mode of "double control" is revised to mode of
"single control" in subgrade width this time. In other words, terms of specified indicators of total subgrade width
are annulled and all parts of cross section in road subgrade are specified in width only including development
of basic functions of all parts and "minimum value" indicators closed related to driving safety so as to
encourage selection of cross section layout form and width in line with local conditions based on conditions of
comprehensive construction in road projects.
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Meanwhile, it is highlighted that width of all parts of cross s ection in road subgrade should be comprehensively
determined by project's traffic functions, functions of all its components, designed traffic volume, terrain along
the line and other conditions of construction and traffic on the premise of meeting requirements for driving
safety. In selection of form of cross section in a specific project, particularly all kinds of structures and sections
of subgrade width variation, it is necessary to, first of all, keep continuity of traffic lanes and marginal strips
closely related to drivers' driving safety including side clearance.
Since traffic volume is two-way and equivalent in general road project design and service, all parts of cross
section in general road subgrade should be symmetrically set both upstream and downstream except for
locally set one-way auxiliary lanes, acceleration (dec eleration) lanes, emergency parking areas, truck escape
ramps, climbing lanes, etc.
Forms of road cross section layout are generally classified to unitary and separating forms of cross section.
Figure 4-2 is a schematic diagram for unitary cross section form of expressways and Class I highways. In the
figure, the left and right are six-lane cross section form and four-lane cross section form respectively.
Subgrade
Shoulder Lane Lane Lane Median Lane Lane Hard shoulder Earth shoulder
Marginal strip
Side slope
Outer line Boundary Boundary Outer line Outer line Boundary Boundary
of lane of lane of lane of lane of lane
Marginal strip
of lane of lane
Median separator
Marginal strip
Figure 4-2 Schematic diagram for unitary cross section form in expressways and Class I highways
Expressways and Class I highways should apply unitary and separating cross section forms in line with local
conditions (or apply by section) based on terrain, landform and other actual conditions. In ridges, hills or
terrain-constrained sections where unitary cross section works cost a mass of quantities, separating cross
section form is advised. In deserts, gobis, prairies and elsewhere appropriate, it is advi s ed to apply separating
cross section form or unitary cross section form in wide median separator. Figure 4-3 is a schematic diagram
for separating cross section form in expressways and Class I highways.
Subgrade
Shoulder Lane Lane Hard shoulder Earth shoulder
Marginal Strip
Side slope
Outer line of Boundary of Outer line of

Earth shoulder lane lane
lane
Hard shoulder
Figure 4-3 Schematic diagram for separating cross section form in expressways and Class I highways
(right-range cross section)
According to research findings in special topic concerned, a multi-lane road including ten and more two -way
lanes is not advis ed to apply unitary cross section. Instead, it is advised to apply a hybrid cross section layout
form with separated internal and external ranges. Figure 4-4 and Figure 4-5 show typical forms of hybrid cross
section in expressways.
Class II, III and IV highways are typical two-lane roads (Class IV highways may be in a single lane situation),
which are advised to apply form of t wo -way hybrid traffic organization without separation. Generally, they are
advis ed to apply unitary cross section form. Figure 4-6 shows typical forms of cross section in two-lane roads.
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Subgrade (right) Subgrade (left)

Internal range External range
Center line of subgrade Earth Earth
Median Hard Lane Lane Lane Hard Earth Hard Lane Lane Lane Hard
separator shoulder shoulder shoulder shoulder shoulder shoulder shoulder
Side slope
Side slope
Figure 4-4 Schematic diagram for hybrid cross section form in expressways (separated subgrade in internal
and external ranges)
Subgrade (right)
Internal range External range
Center line of subgrade
Median
Hard shoulder Lane Lane Lane Hard Separa Hard Lane Lane Lane Hard Earth
separator shoulder tion shoulder shoulder shoulder
zone Side slope
Figure 4-5 Schematic diagram for hybrid cross section form in expres sways
(unitary internal and external ranges)
Subgrade
Shoulder Lane Shoulder

Outer line of lane Central line of lane
Side slope
Earth Hard Lane Lane

shoulder shoulder
Hard shoulder is broadened in a Class II highway General situations of Class III and IV highway s General
situations of Class III and IV highway s General situations of Class III and IV highway s
Figure 4-6 Schematic diagram for typical cross section form in Class II, III and IV highways
In Class II highways as urban-rural fringes and collector-distributor highways in high hybrid traffic volume, it is
advis ed to broaden hard shoulders on the right and set slow-vehicle lanes out of actual demand. In Class II
highways set with slow-vehicle lanes, it is necessary to make strict control of vehicles' operating speed and
ban vehicles from cross at will so as to prevent vehicles from occupying lanes in the opposite direction in
overtaking, turning around at will and other phenomena of effects on safety.
4.0.15 Sight distance refers to the farthest distance which a driver, situated at a normal dri ving location, is
capable of continuously seeing obstacles at some height on the pavement in t he range of traffic lane ahead,
traffic facilities and road markings ahead on a road in normal vehicle drive. The above distance refers to the
length measured along the central line of lane (Figure 4-7).
Center of lane Road center line
Sight Sight distance

distance
Sight distance
Figure 4-7 Schematic diagram for plane sight distance and longitudinal sight distance on a road
- 75 -
Road sight distance primarily covers: stopping sight distance, passing sight distance, intermediate sight
distance, recognition sight distance, etc.
Stopping sight distance refers to the shortest driving distance which a driver takes from seeing obstacles
ahead to safely stopping before arriving at the obstacles while driving a vehicle at some speed. In stoppin g
sight distance inspection, driver's viewpoint height applied in stopping sight distance for passenger cars should
be 1.2m, driver's viewpoint height applied in stopping sight distance for heavy -duty trucks should be 2.0m, and
top height of obstacles on the pavement ahead of viewpoint should be 0.10m.
As requirements for stopping sight distance of trucks are not met in some cases, according to results of
research in "special topic of stopping sight distance for trucks on a road", "expressways, Class I hig hways and
Class II and III highways where large vehicles occupy a higher proportion are advised to apply truck stopping
sight distance to check sections concerned," as specified in this standard.
Conc erning stopping sight distance in snowy and frozen sect ions, in view of reduction in speed of vehicles
driven in such sections at higher range, it may not be raised. However, concerning some import ant trunk roads,
stopping sight distance may be raised on the premise of minimum vehicle speed for safety based on local
requirements.
Intermediate sight distance refers to the s hort est driving distance for two vehicles which run in an opposite way
with each other on the same lane from the time when it is found by vehicles that the other vehicle approaches
in driving to the time when drivers apply reasonable deceleration operation and two vehicles are safely
stopped and free from collision in order to prevent head-on collision. By reference to domestic and foreign
common practices, intermediate sight distance is generally twice of stopping sight distance.
Passing sight distance refers to the shortest driving distance for a vehicle to temporarily occupy lane in the
opposite direction to complete passing on a road in the process in which latter vehicle passes former veh icle
from starting to drive away from original lane to seeing the vehicle in the opposite direction, passing and safely
driving back to original lane. In passing sight distance inspection, driver's viewpoint height applied to
passenger cars should be 1. 2m, driver's viewpoint height applied t o heavy -duty trucks should be 2. 0m, and top
height of obstacles on the pavement ahead of viewpoint should be 0. 60m or height of headlight of vehicle
(passenger car) in the opposite direction.
Since expressways and Class I highways apply driving by direction and lane, they have no demand for
intermediate, passing, etc. They should meet requirements for stopping sight distance. As Class II, III and IV
highways generally apply mode of traffic organization of two-way driving whos e driving is characteristic of
frequently occupying lanes in the opposite direction in passing, in order to ensure driving safety, "it is
necessary to set sections with passing sight distance at intervals of two -lane roads," specified in this standard.
Road is a 3D spatial entity and road sight distance is influenced by not only geometrical indicators and
parameters in plane, length, breadth, etc. and plane -longitude combination and so on but also filling side
slopes, guardrails, etc. at the roadside. It is found in sight distance inspection and assessment on some
mountainous expressways in China that sight distance may be poor (insufficient) despite key geometric
indicators in plane, height, etc. meet indicator requirements in corresponding standards and codes. It is
specified in this standard that it is necessary to make corresponding sight distance ins pection on sections of
lower indicators of plane and vertical section and sophisticated sections of plane-height alignment combination
on a road. Concerning sections or areas in bad sight distance, it is necessary to take corresponding measures
to improve.
At all kinds of road access areas, as drivers are required to recognize access location, properly select lanes to
switch, speed up (down) to drive into (out of) lanes, etc., traffic flow weaving and conflict exist. Therefore, road
interchanges, truck escape ramps, climbing lanes, parking lots, service areas, and all the other access areas
should meet requirements for recognition of sight distance.
4.0.16 Straight line is key component of geometric alignments in road. In a road plane alignment, too short
straight line between circular curves may result in stiff alignment combination, discontinuity in vision, etc. And
too long straight line will result in road alignment monotony, trigger driving fatigue and handicap driving safety.
It is specified in this standard: straight line is limited in both maximum length and minimum length.
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According to "Method of design and safety assessment on operating speed of roads in the West" and other
research findings concerned, assessment on safety of lengt h of straight section in a road's plane curve should
be primarily based on coordination between straight section and its neighboring sections in running speed.
Conc erning sections applying long and straight lines, it is necessary to take management meas ures such as
speed limit and warning. Where appropriate, it is necessary to add sight guidance facilities at the roadside
depending upon conditions.
4.0.17-4.0.18 This article is primarily prepared based on research findings in the project in the topic of "road's
sideway force coefficient".
(1) Principle of determination of minor radius in circular curve
Minimum radius of circular curve specified in this standard is determined under a condition in which a motor
vehicle is safely and comfortably driven in a c urve. The minimum radius of circular curve is an allowable limit of
friction between tire and pavement for vehicles driven in a road's curve in which generated cent rifugal force
and other forces in breadth is not out of. According to force conditions of vehicles driven on curve lanes and
geometric relations of all kinds of forces, the following formula of computation is deduced:
（4-1）
In which, R——curve radius (m);
v——vehicle speed (km/h);
μ——sideway force coefficient, whose limit value is sideway friction coefficient between pavement and tire;
i——pavement's transverse gradient.
In this revise, two values of minimum radius of circular curve influencing driving safety are offered in this
standard: "minimum value" and " no setting of minimum radius in superelevation". In road alignment design, it is
necessary to reasonably select radius of circular curve higher than the "minimum value" based on terrain along
the line and other conditions. Last resort may be the "minimum value".
In selection of curve radius, it is necessary to not only adapt to varying changes in terrain and surface features
along the line but also highlight alignment coordination ahead and behind and prevent sudden application of
minor radius curve. Sections of long and straight line or circular curve of large radius are not advis ed to apply
minimum circular curve radius. From sections in good terrain co ndition to sections in poorer terrain condition,
indicators of alignment technology should be in gradual transition and prevent sudden change.
(2) Determination of "limit value" of minimum radius of circular curve
In computation of minimum circ ular c urve radius by Expression (4-1), v in the expression applies
corresponding design speed in highways of all classes. Therefore, key parameters in determination of
minimum radius of circular curve are sideway force coefficient and superelevation slope.
The size of sideway force coefficient has direct impact on passenger comfort. Data of passengers' comfort
feelings in passenger cars, motor buses and large- and medium-sized trucks running in 43 observed sections
are acquired by testing and analyzed by psychologic al and statistical methods to systemize corresponding
sideway force coefficient threshold values of all type of vehicles at different driving speeds (Figure 4-8).
A necessary condition for a vehicle to be steadily driven on a curve is that sideway force c oefficient should be
lower than sideway friction coefficient bet ween pavement and tire. Therefore, in order to determine design
value of sideway forc e coefficient, it is necessary to not only measure range of friction coefficients between
pavement and tire but also consider size of sideway forc e and comfort of driver and passengers in driving. The
above two factors should be balanced ahead of determination.
In the test on limit friction coefficient of 43 observed points, extreme sideway friction coefficient of sample
sections is higher than 0.3 and sideway force coefficient in design is (0.10-0. 17), which occupies a smaller
proportion in limit sideway friction coefficient and has higher safety, basically preventing t he danger of sideway
slipping. Based on the above analysis, sideway force coefficient and superelevation value listed in Form 4-1
are applied in computation of minimum circular curve radius in this standard.
- 77 -
Motor bus
Passenger car
Truck
Figure 4-8 Schematic diagram for value taking for sideway force coefficient
Form 4-1 Sideway force coefficient and superelevation value of minimum radius of circular curve
Design speed (km/h) 120 100 80 60 40 30 20
Sideway force coefficient 0.10 0.12 0.13 0.15 0.15 0.16 0.17
6 6 6 6 6 6 6
Superelevation value (%) 8 8 8 8 8 8 8
10 10 10 10 10 10 10
The range of superelevation values specified in this standard is 10% -6%. In computation of minimum radius of
circular curve, superelevation values of 6%, 8% and 10% are put into computation and their computing results
are rounded to draw the "limit value" of minimum radius of circular curve specified in this standard as shown in
Form 4-2.
Form 4-2 Limit value of minimum radius of circular curve (m)
Design speed
120 100 80 60 40 30 20
（km/h）
i=10% 570 360 220 115 50 30 15
i=8% 650 400 250 125 55 30 15
i=6% 710 440 270 135 60 35 15
(3) Determination of minimum radius of circular curve of no superelevation
Where radius of circular curve is higher than some value, superelevation may not be set and it is allowed to set
that it is equivalent to reverse superelevation of crown in a straight section. In view of driving comfort, it is
necessary to cont rol sideway force coefficient to its minimum value. Standard in the 97 Version specified the
minimum radius of circular curve of no superelevation, which was the result in which, μ=0.035 and i=-0. 015
were taken and design speed of highways of all classes was put int o formula to compute and systemize. In this
revis e, sideway force coefficient will still be 0.035 in computation of minimum radius of circular curve of no
superelevation. As a result, in a situation in which crown gradient is as low as 2% at the moment, the group of
higher minimum radius values of no superelevation may be drawn. In view of such an actual situation, it is
proposed to apply a range to express sideway force coefficient. In this revis e, 0.035-0.040 is taken as sideway
force coefficient and it is specified that where cross slope of crown is 1.5%, 0.035 will be taken as sideway
force coefficient; where cross slope of crown is 2%, 0.040 will be taken as sideway force coefficient. This way,
the result drawn from computation and systemization of the value put into formula will still be a group of
minimum radius values of no superelevation in the Standard in the 97 Version. Meanwhile, it is also necessary
to consider a situation in which cross slope of crown may be higher than 2.0% in expressways and Class I, II
and III highways in reality. If only the original group of minimum radius values of no superelevation is applied,
the sideway force coefficient reckoned by formula will be too high. In this revise, μ=0.035 and i=-0.015
originally listed are put into formula to compute and systemize a group of minimum radius values of no
superelevation applied in a situation in which crown is higher than 2.0%. This way, where cross slope of crown
is 2.5%, sideway forc e coefficient will be 0.040; where cross slope of crown is 3.0%, sideway force coefficient
will be 0. 045; where cross slope of crown is 3.5%, sideway force coefficient will be 0.050; given that cross
slope of crown is higher than 2.0%, sideway force coefficient will take a range of 0.040-0.050 to compute
minimum radius value of no superelevation. Minimum radius of circular curve of no superelevation is as shown
in Form 4-3.
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Form 4-3 Minimum radius of circular curve of no superelevation (m)
Design speed (km/h) 120 100 80 60 40 30 20

icrown≤2.0%
5500 4000 2500 1500 600 350 150
μ=0.035~0.040
icrown>2.0%
7550 5250 3350 1900 850 450 200
μ=0.040~0.050
(4) Maximum superelevation of circular curve of road

Road projects apply different maximum s uperelevation values. At the s ame design speed, the minimum radius
of circular curve should be different. Maximum superelevation (value) proposed in public road projects is
primarily determined by traffic volume, traffic composition, driving environment on a road and other conditions.
Roads in which large freight vehicles occupy a higher proportion are advised to apply lower maximum
superelevation (value). In snowy and frozen areas, maximum superelevation in road projects should be l ower
than 6%. In view of non-motor vehicles and other traffic characteristics, maximum superelevation in road
projects in urban areas should be lower than 4%.
4.0.19 In order to make straight lines and circular curves of horizontal curves of roads realize successful
connection and transition in quality inspection, it is specified in this standard that it is necessary to set transition
curves between straight lines and circular curves of no superelevation (radius) on expressways, Class I, II and
III highways for connection. Since characteristics of clothoid approximate driving trajectory of vehicles driven
on a curve of road, it is specified in this standard t hat clothoid is applied as transition curve of road. Basic
formula for clothoid is as follows:
（4-2）
In which: r 一 curve radius of some point on the clothoid (m);
l 一 curve length from some point to origin on the clothoid (m);
A2-clothoid parameter (m).
Generally, transition sections include the following contents: ① curvature change transition (from a straight
section into a curve or from a large-radius curve int o a small-radius one); ② transition section of horizontal
gradient change (from a road camber trans verse slope of a straight section into a superelevation slope of a
curve); ③ curve widening t ransition section (from the standard width of a straight section t o the additional width
of a curve).
The Article stipulates: "The parameters and lengt hs of clothoid shall be designed in accordance with the
alignment and safety, visual and landscape requirements, adopt larger numerical values". The minimum spiral
length refers to the minimum length required by curvature change. Basically, the superelevation transition
length pivoting two-lane median shall be summariz ed and applied to general conditio ns. Nonetheless, in the
case of pivoting the traffic lane edge or of more/wider lanes, the transition length required by superelevation
may exceed that of curvature change. Therefore, the larger of both results of transition length calculation shall
be adopted. Upon the confirmation of transition length, gradual changes required shall be therein conducted in
the meantime.
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The provisions in this Article are based on considerations of superelevation transition section. When roads of
higher technical levels need to build both superelevation transition section and spiral curve, it shall be the
larger value including the smaller one. Therefore, the Article stipulates: "Transition curve shall be established
where a straight line connects with a circular curve whose radius is less than the minimum without
superelevation in Table 4.0.17". ”
4.0.20 This Article has been revised primarily based on the research results and conclusions from supportive
special topics and relevant subjects on standard revision.
(1) Adaptability of longitudinal gradient of various-class roads
The maximum longitudinal gradient of expressways with a 120 km/h design speed is required to be 3%, since
when passenger car drives on a 3% slope, there is only slight impact on its maintaining free sp eed compared
with driving on a horiz ontal section. While on a more abrupt slope, its speed gradually decreases along with the
increasing uphill gradient. On a downhill slope, the speed of passenger car slightly exceeds that of it on a
horizontal section, yet the speed is still subject to various conditions.
The maximum longitudinal gradients of 3% and 4% are suitable for expressways and Class I highways where
vehicles drive at high speeds. According to technical and economical proofs, the maximum longitudin al
gradient of expressways can be increased by 1%. The maximum longitudinal gradients of 8% and 9% are
suitable for Class III highways of a 30 km/h design speed and Class IV highway of a 20 km/h design speed
where vehicles drive at low speeds. The maximum longitudinal gradients of 5%, 6% and 7% are fit for design
speeds of 80 km/h, 60 km/h and 40 km/h.
(2) Control indicators of longitudinal gradient
In recent years, the expressways in Chinese mount ainous areas see concentrated traffic accidents in their
long and large longitudinal gradient, which has been greatly concerned by various parties. The in-depth
analyses of projects like the National Road Safety Action Plan into a number of accidents suggest: the causes
of accidents on long and large downhill slopes are primarily "human" and " vehicle" factors (e.g. illegal driving,
excess speed, overload, off limit), and the proportion of traffic accidents directly due to road factors is quite low
(the perc entage of accidents directly result ed from such road factors as geometric alignment, pavement and
maintenance condition goes below 1%). Moreover, relevant studies failed to indicate the direct relations
between accidents and the gradients and lengths of longitudinal gradient. Apparently, in the case of normal
vehicle stowage, good working condition of service braking system and correct driver operation, expressways
that are designed and constructed in accordance with current standard of longitudinal gradient control
indicators can ens ure driving safety. Meanwhile, through relevant research on expressways in other countries
and the comparison of longitudinal design indicators in domestic and foreign road technical standards, it has
been found that: our longitudinal gradient control indicat ors (the maximum longitudinal gradient indicators
corresponding to different design speed) basically accord with those of other countries, and our overall control
indicators are relatively safe, even less than those of some European countries. In overall consideration, there
is no revision of maximum longitudinal gradient indicators (corresponding to different design speeds) of
various-class roads in this standard revision.
The 3rd clause of this Article acts as the control indicators of guiding the longitudinal gradient designs of ri dge
crossing lines for Class II, III, and IV Roads. In one road project, the requirements of "relative height difference
indicators" and "random consecutive 3 km road sections" shall be met at the same time.
In national investigations and surveys, control indicators of long and large longitudinal slopes of expressways
become an issue widely concerned, and there is an obvious tendency of some expressway projects currently
under construction in mountainous areas to adopt slight grade plans for their longitudi nal slopes. However,
through analyses and demonstration, the single plan of adopting the general design of more gentle longitudinal
slope by revising and reducing control indicators of road longitudinal slope would directly lead to an significant
increase in road construction mileage, land use, construction scale, cost of construction and operation, etc.,
and the specific conclusion of "The adoption of a gentle longitudinal slope plan can effectively improve driving
safety on corresponding long and large longitudinal slopes" is still absent from existing relevant research.
Therefore, this revision only puts forward: Expressways and Class I highways shall adopt reasonable average
longitudinal gradient to enhance traffic capacity and operation safety thereof. It is a principle requirement for
future designs. In specific projects, safety assessment shall be conducted for road sections that may have
consecutive longitudinal gradient. Various indicators, speed changes and safety facilities shall be checked and
analyzed with operating speed and other means. Furthermore, comprehensive measures, such as alignment
design optimization, safety facility improvement and s peed management, shall be taken t o essentially raise the
level of road safety.
- 80 -
4.0.21 The maximum slope length is with regard to a single slope of the same slope value. When the length of
a single longitudinal slope exceeds the value specified in the value or a section have relatively large average
longitudinal gradient, traffic capacity shall pass checking calculation and climbing lanes for large-size vehicles
shall be constructed after demonstration.
Relevant research has indicat ed the construction of a gentle slope between long and abrupt longitudinal
gradient has adverse impact on downhill deceleration of vehicles as it may let drivers mistake for a flat or
reverse slope. Therefore, this revision has cancelled the provision of constructing gentle slopes between long
and abrupt longitudinal gradient.
4.0.22 Vertical curve
The minimum radius of vertical curve falls into "ordinary value" and "limit value". Following the principle of this
technical standard revision, provisions on the "limit values" of minimum radius and minimum length of vertical
curve" are retained in this revised Article, while some indicators affecting driving comfort ableness, including
the "ordinary values" of vertical curve radius and minimum length, get moved to relevant professional norms.
The minimum radius "limit value" of vertical curve is the calculated value of minimum radius fo r impact
mitigation and sight distance requirement when vehicles encounter longit udinal slope changes. This value is
applicable only under special conditional restrictions. The "ordinary value" of vertical curve radius 1.5-2.0
larger than the "limit value" of it. The calculation and sorting of the minimum radius "limit value" of vertical
curve are shown in Table 4-4 and Table 4-5.
Table 4-4 Calculation of Minimum Radius "Limit Value" of Convex Vertical Curve
Required curve Required curve

Limited minimum
Stopping sight length for impact length for sight 采用值
Design speed radius (m)
distance mitigation (m) distance (m) Lt
(km/h)
D（m）（m）
120 210 40.0 111.0 110 11 000

100 160 27.8 64.5 65 6 500
80 110 17.8 30.2 30 3 000
60 75 10.0 14.1 14 1 400
40 40 4.4 4.1 4.5 450
30 30 2.5 2.3 2.5 250
20 20 1.1 1.0 1.0 100
Note: v—— driving speed (calculated by design speed) (km/h);

D—— sight distance (calculated by stopping sight distance) (m);
L1—— the length of adopted vertical curve (m);
—— gradient difference (%);
R—— limit minimum radius (m).
- 81 -
Table 4-5 Calculation of Minimum Radius "Limit Value" of Concave Vertical Curve
Required curve
Required curve Required curve Limited
length for length for bridge
Stopping sight impact length for 采用值 minimum
Design crossing sight
mitigation (m) headlight beam radius (m)
speed distance distance (m) Lt
distance (m)
（km/h） D（m）（m）
120 210 40.0 35.3 16.4 40 4 000

100 160 27.8 25.9 9.5 30 3 000
80 110 17.8 16.7 4.4 20 2 000
60 75 10.0 10.4 2.1 10 1 000
40 40 4.4 4.4 0.6 4.5 450
30 30 2.5 2.9 0.3 2.5 250
20 20 1.1 1.6 0.2 1.0 100
Excessively short vertical curve makes the driver feel hurried and zigzagged on the vertical profile, and thus
affect driving comfortableness. The minimum vertical curve length stipulated in the Article is determined by the
3-second travel distance at the design speed.
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5 Subgrade and Pavement

1 The impairment of subgrade and pavement is not only related to their structures and shapes, building
materials, traffic volume and traffic load, but in direct relation to road alignment, subgrade and pavement
draining systems and subgrade stability. This revision, following the requirements in Standard 2003, has
declared the subgrade and pavement shall be designed based on topography alongside, geology and
materials, and the designs of drainage facilities and side slope protection facilities shall be attached great
importance to, so that adequate strength, stability and durability of subgrade and pavement can be ensured
and anti-skid and surface evenness requirements for pavement can be met. But in recent years , frequent
extreme weather has exerted seriously adverse impact on pavement usability and durability. Therefore, the
design and c onstruction of pavement shall improve its adapt ability to weather conditions. This revision
underlines the requirement for climatic factors.
2 Standard 2003 put forward requirements for subgrade drainage, borrow earth and spoil, conservation of
water and soil, watercourse protection and inducible factors of subgrade defects. These requirements of
principle meet the demands of Chinese road construction. Yet in real engineering construction practices,
inadequate importance are attached to the use of subgrade topsoil during original ground treatment. Some get
discarded, wasting resources; some serve as backfill for subgrade without any treatment, impairing subgrade
stability. Therefore, this revise has proposed the requirement for comprehensive utilization of subgrade topsoil
to make full use of resources.
5 Based on summarizing domestic experience and lessons of subgrade and pavement design, together with
using the experience of developed countries, this revision aims at the prominent disconnection between
subgrade design and pavement design and proposes the principle of integrated and comprehensive design to
improve the durability of subgrade and pavement.
6 To meet the demand of rapidly developing domestic renovation and extension projects, this revision puts
forward relevant requirements for the principle of standard selection for subgrade and pavement renovation
and extension, sub grad and pavement joint design, and pavement material recycling. According to technique
and policy research results and relevant research findings of design specifications of expressway renovation
and extension, this revision develops a requirement that the pavement structures of a new highway project and
the original road utilization project shall be designed as per current standards, unifying the pavement design
standard on highway renovation and extension projects.
5.0.2 Design flood frequency for subgrade
Design flood frequency for subgrade is determined by reference to Flood Prevention Standard (GB 50201).
The subgrade design flood frequency for outskirt roads shall match wit h urban flood prevention standard and
consider emergency access and flood drainage and discharge so as to meet the demands of domestic
urbanization development and ensure urban safety.
5.0.3 Subgrade height design shall take into account possible ground pounding in certain section where
subgrade locates, underground water height, capillary action of basement and subgrade filling as well as frost
action. The subgrade elevation of riverside subgrade shall be reasonably determined according to design flood
frequency.
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5.0.4 Original ground treatment and technical requirements for subgrade

1 In terms of road design and construction, as inadequate emphasis on compaction and treatment of original
ground of non-soft subgrade section results in significant post-construction subsidence, the revised Standard
2003 highlighted the cleaning and compaction of subgrade's original ground and the requirement for proper
treatment of road sections with deficient basement strengt h and stability, which worked well. Therefore, this
revision leaves the original article unchanged.
2 For the revision of Standard 2003, practical engineering experience of many provincial and regional
subgrade compaction standard improvement and implement ation were summarized at the time to ens ure
subgrade strength and stability. Finally, as to expressway and Class I highway, compac tion standard of
embankment below 1.5 m was improved from 90% to 93% and that of various layers above 1.5 m respectively
increased by 1%; as to Class II highway, compaction standard of embankment below 1.5 m was improved from
90% to 92%, that of embankment between 0.8 m and 1.5 m from 90% to 94%, and that of roadbed between 0
and 0.8 m from 93% to 95%. During the past decade, the revised standard has significantly improved subgrade
stability and durability. In recent ten years, along with its continuous development, heavy-load traffic has
exerted evidently greater action and influenc e on subgrade. The adaption to such change requires to improve
compaction standard on deeper subgrade layers so as to ensure s ubgrage stability and durability. Based on
the summary of existing domestic research results and practical engineering experience, this revision
improves the compaction standards for lower roadbed of sugrade and some embankment layers with special
regards to extra and very heavy traffic load levels.
3 Standard 2003 stipulated only one indicator of compactness for the technical requirements of earthwork
subgrade. Compactness indicator was actually an indic ator of construction cont rol. There was no technical
standard considering subgrade design indic ator. This revision newly develops a technical requirement for
roadbed strengt h control, namely adopting the indicator of roadbed top modulus of resilience to ensure
subgrade stability. According to the application experience of road projects in developed countries
internationally, roadbed strength control is one of the key technical measures to ensure subgrade stability.
China has long emphasized the examination and evaluation of roadbed strength yet set relatively low
requirements for its standard (generally no less than 30 MPa) which poorly connected with highway class and
pavement structure design. This revision specifies requirements for roadbed top modulus of resilience [see
Code for Highway Subgrade Design (JTG D30) and Code for Bituminous Pavement Design of Highway (JTG
D50)]. This revision also stipulates flexible application of subgrade strength for poor soft -subgrade sections
and heavy-load traffic sections.
5.0.5 Subgrade protection
Subgrade protection project is import ant to cont rol subgrade defects and ensure its stability. This Article
underlines that corresponding preventive measures shall be taken, combining road functions wit h local climatic,
hydrological and geological conditions, to ensure subgrade stability; that since deep-excavation and high-fill
subgrade side-slope sections often have hidden instability dangers, geological conditions for engineering must
be ascert ained for further stability analysis, and subgrade protection design shall be bas ed on engineering
characteristics, so as to ensure side -slope stability; that considering environment protection and landscaping,
subgrade protection shall harmonize with highway landscape.
5.0.6 Standard on design axle load of pavement
Standard on design axle load of pavement not only relat es to such signific ant issues as road construction
investment, road net work operation and maint enance, and pavement service life, but associates with
automobile industry development. Therefore, any adjustment or change to this standard is quite sensitive. The
revis ed version of Standard 2003 followed the standard axle load design for pavement stipulated in Standard
1997, i.e. 100 kN as standard axle load, equivalent to the medium international level. The national standard of
Limits of Overall Dimensions, Axle Load and Masses for Road Vehicles (GB 1589-2004) implemented in 2004
stipulated the maximum allowed axle load for one -axle vehicle and single trailer axle, specifying that for
passenger bus, semitrailer tractor and three (and above) axle lorry, the maximum allowed axle l oads of every
two wheels on each side were: driving wheel --- 115 kN, non-driving wheel 100 --- kN, equipped with air
suspension --- 115 k N, whic h actually slightly improved the axle load standard on freight vehicle manufacturing.
In view of practical operation of existing road network in China, overload vehicles have been under effective
control, however, this problem with freight vehicles remains to some extent, which has adverse impact on the
operation and maintenance of road network with an increase in road maintenance cost.
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Based on comprehensive consideration of original standard continuity, Chinese current vehicle axle load
standard, road network operation and maint enance, and practical road engineering construction, this revision
newly includes the method of flexible selecting standard pavement design axle load in the case of heavy -load
traffic, which can not only solve the practical heavy -load traffic problems in road engineering construction and
operation, but guide t he reasonable extension of pavement service life. This revision proposes the requirement
of using axle load spectrum to design pavement, further refining and flexibly applying the original standard.
5.0.7 Selection of pavement type and structural form
Standard 2003 divided pavement into four classes, i.e. super class, secondary super class, middle class and
lower class, and related common pavement materials ------ bituminous concret e, cement concrete, bituminous
penetration, asphalt macadam, asphalt surface treatment, sand -gravel pavement with highway classifications
to specify the application range of these pavement materials. Considering these corresponding relations do
not accord with practical road construction in China any more and are conceptually vague, this revision has
removed such classifications.
At present, there is a tendency toward administrative selection and decision of pavement type during Chinese
road construction. Such selection and decision of pavement types and structural forms go far away from
original needs. Most provincial and regional expressway pavements use bituminous concrete while the
proportion of cement concrete pavements is getting smaller. This revision includes a new and basis principle of
selecting and determining pavement types and structural forms, namely taking into account multiple factors
such as traffic volume, traffic load, pavement structural durability, construction cost, environmental protection
and resource recycling, so as to select pavement type and structural form in a more scientific and reas onable
manner.
5.0.8 Design service life of pavement structure
The article considering design service life of pavement structure has been added to this revision, mainly based
on the following three reasons:
(1) Along wit h the continuous improvement of Chinese road net work, it is necessary to stipulate the design
service life of pavement structure, so as to ensure operation efficiency of road network and reduc e adverse
impact on transport efficiency and traffic safety of road net work from frequent structural maintenance of
pavement.
(2) Compared with developed count ries worldwide, the design service life of Chinese highway pavement
remains relatively short. For example: the design service life of pavement structure in most countries of
European Union is 15-30 years, which are generally longer than that specified in our country. The pavement
design service life in British is 40 years. The design service life of French national road net work, expressways
and motorways is 30 years, the design service life of the t own roads and other grade highway pavement is 20
years, and the initial design service life of pavement with less traffic volume is 12 years. The design service life
of German highway, state road and low class highway generally is 30 years. The design service life of Australia
pavement is as follows: 20-40 years for t he newly-established flexible road, 10-20 years for the overlay, and
30-40 years for the rigid road. The design service life of Japanese road structure is as follows: 40 years for
trunk roads, expressways, 20 years for national roads; 20 -40 years for pavement in tunnel, more than 20 years
for intersection (overpass) with large traffic volume and urban arterial roads.
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(3) Viewing from our country's highway construction and engineering practice experience, the pavement
design service life of Beijing-Tianjin-Tanggu expressway, Guangz hou-Shenzhen expressway, Jinan-Qingdao
expressway has been over 15 years, and some over or near 20 years, and the practical service life of some
sections of highway in other classes structure has also been over the preliminary design service life. After
2000, along with the continuous application of relevant research results on early stage damage of pavement
and continuous improvement of highway construction management technology, the service life of highway
structure continues to increase and gradually towards the direction of durability. From the summary of
successful experienc e in pavement design and construction technology improvement in t he past 20 years,
both the raw material control, mixture design, construction of key technologies, and construction of road
construction quality control and traffic management, laid the foundation for the improvement of the design life
of the pavement structure. Therefore, it is feasible to make a provision for the design service life of the
pavement structure.
This revision adds the specification on pavement structure design service life. The pavement structure design
service life stipulated in the standard refers to the service life the pavement structure shall reach under normal
design, normal construction and normal usage. During the pavement design service life, the restorative
maintenance on pavement surface function can be conducted according to actual needs.
5.0.9 Pavement material
The pavement structure is generally composed of surface, base layer, sub -base layer and cushion. This
revision adds the requirements on application of such mat erials as ore tailing and slag in road engineering
construction. In recent years, a large amount of ore tailing and slags were applied in engineering construction
as a measure of resource recycle utilization, but some ore tailing and slags will bring pot ential environment risk.
Therefore, this revision adds environment protection evaluation on ore tailing and slags and clears utilization
program and requirements on environment treatment measures.
5.0.10 Subgrade and pavement waterproof and drainage
The subgrade and pavement drainage is a key technological measure for reducing pavement damage from
water, avoiding or alleviating sub-grade damage by water and prot ecting the environment along the road. The
road engineering construction and practice in recently years suggests that the subgrade and pavement
drainage is very important, while the waterproo f of sub-grade and pavement is also important, especially for
widely applied semi-rigid base asphalt surface, the direct reason for damage by water is imperfect wat erproof
design. Therefore, subgrade and pavement design and construction shall abide by the principle that
prevention first, and combination of prevention and drainage. This revision adds the requirements on
waterproof design of subgrade and pavement for reducing damage by water and improving the subgrade and
pavement structure durability.
5.0.11 Pavement stage construction
Regarding pavement stage construction, the Standard 03 specifies that " stage construction is not suitable for
the pavement of expressway and Class I highway, but for the road section located in soft soil district and high
filled road section which will cause post-load settlement, it can be constructed according to the principle of
once design, phased construction". Specify that stage construction is not suitable for the expressway and
Class I highway pavements, and the main reasons are as follows:
(1) The expressway and Class I highway bears heavy traffic volume, and the requirements on us age of
pavement are high. Once they are put into operation, and the maintenance needs to be conducted at the cost
of traffic interruption or the maintenance and traffic are going on at the same time, it will affect traffic safety and
bring difficulty to traffic management, and reduce road net work operation efficiency and bring about bad social
influence.
(2) There are many expressways, Class I highways, interchanges, passages and ot her structures, which are
completed for one-time construction. If the pavement is built in stage construction, the height of vertical section
will vary frequently, which will not only bring trouble to construction, but reduce the comfort and safety of
moving vehicles.
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In the process of this revision, for the expressway and Class I highway pavement phased construction problem,
it is believed that the reasons raised in Standard 2003 version are more suitable today, because stage
construction of any road section will significantly influence the traffic efficiency of road network, which are more
striking during amendment period of Standard 03, therefore, this revision changes "should not" to "shall not".
5.0.12 For the problems raised during this standard amendment period, like early stage construction fund
shortage, operation cost higher than profit, less traffic volume during early stage and road network demand on
necessity of expressway and Class I highway construction i n remote area, Based on the respect to comment
from each place, the amendment team adds the stipulation on phased construction of hard s houlder surface
on the right side of expressway with less traffic volume in desert, Gobi and steppe. In order to guarant ee the
moving vehicle safety, the technological meas ures shall be taken to treat the hard shoulder surface before
stage construction is conducted to mak e the height of hard shoulder on the right side smoothly connect with
that of traffic lane, no vertical height difference or step can be left.
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6 Bridge and Culvert

6.0.1 General rules
1 The bridge and culvert design belongs to the scope of system engineering design. Firstly, the bridge and
culvert design shall meet the requirements on road function, tec hnology class, and traffic capacity and hazard
reduction and prevention, the terrain and land-form, river hydro-graph, river bed and geology, navigation
requirement, river wall flood protection, emergency flood outlet and environment influence also needs to be
considered generally for, system design.
2 On the premise t hat keep the safety and durability, the requirement on satisfying function shall be considered
firstly for bridge and culvert design, i.e. meeting the requirement on " application", then the requirement on
environment protection, economic and appearance shall be considered according to practical situation. The
environment prot ection problem is concerned with the sustainable development of road, the importance must
be attached to it. Considering adaption to local condition, taking materials from the local, and convenience of
construction and preservation, the full service life design is conducted in line with the civil engineering
development direction.
3 Attach the importance to the coordinatio n design of bridge and culvert and natural environment, which is the
specific measures for exercising ec ological civilized construction. Along with the development of economic
society, people's purs uit of the art of bridge and culvert construction as landm ark building and tourism scenery
becomes higher and higher. For the bridge with long span located in cities, outskirts or tourism scenic areas or
the bridge with special molding, the landscape design shall be conducted according to nat ural environment
and structure characteristics.
4 The construction of highway bridges and culverts is closely concerned with farm field and people's life, so the
design of bridge and culvert shall consider the need of farm field irrigation and comprehensive utilization.
5 Generally, the super major bridges and major bridges are located in straight section of river, avoiding location
in bending place of river to prevent flushing river bank. The river channel where the bridge is located shall be
stabilized, the major channel is not apt to variation, most of river water can flow through main channel, the river
beds has better geological conditions and high load bearing capacity, and are not easy to be flus hed or are to
be flushed slightly. If t he conditions are limited, only the ri ver section with unfavorable hydro-geology can be
selected for locating bridge, it must be subject to rigorous argumentation, and engineering protection
measures must be taken, ensuring bank slope and bridge foundation are stabilized. The bridge location s hall
endeavor to avoid the bad geological zone such as fault zone, carst, landslide, and mud -flow. If the bridge
location cannot avoid fault zone, analyze the fault zone property, if it is inactive fault zone, the abutment should
be set up at the same rock. If the bridge location cannot avoid bad geological zone such as karst, landslide,
and mud-flow, etc., it must be subject to rigorous argumentation, and engineering protection measures must
be taken to ensure bridge structure safety and reliability.
6 The water puddle on bridge surface will not only affect traffic safety, but also cause damage to bridge deck
pavement. The bridge pavement leakage and seepage will not only influence the usage of bridge, but affect
adversely durability of bridge main body structure. Therefore, The importance must be attached to bridge deck
pavement waterproof and drainage design. Generally, the longitudinal gradient, trans verse slope and drainage
pipeline are set up at bridge surface for longitudinally direction and trans vers e direction draining of bridge. The
waterproof lay er is set up between bridge deck pavement and bridge main body to prevent bridge surface
leakage and seepage.
7 In order to strengthen the standardization of domestic bridge construction, pus h the developme nt of
domestic bridge manufacturing, and improve t he mechanization level of bridge construction, for the bridge and
culvert with the span less than or equal to 50m, it is recommended to adopt standard span, prefabricated
structure, mechanical and factory construction.
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8 In the light of our count ry's road construction demand of stage construction, the bridge also can be
constructed in " stage construction" way. But during the early stage construction, the bridge design shall
consider t he forcing and deformation coordination problem caused by matching and widening during late stage
construction, the priority selection shall be made for the convenience of upper and lower structure for matching
and widening in late stage.
9 Our country's roads have entered the age of " value both construction and preservation ", it is an important
measure for implementing the concept " full service life design" and ens uring that the bridge is reliable during
design service life to strengt hen bridge pres ervation management. Set up maintenance and preservation
passages for bridges and culverts, provide necessary maintenance facilities, so as to implement the bridge
and culvert inspection and preservation work for super major bridge and major bridge.
6.0.2 The bridge and culvert classification standard is closed related to the key design parameters such as
design flood frequency, earthquake proof class, maintenance and preservation standard and design
significance, it is the important index of bridge and culvert design.
The bridge and culvert adopt two indicat ors: one is single hole span L K, used to reflect the technological
complication degree, which can reflect our country' comprehensive bridge construction level to some extent,
the other is total length of multi-hole span L, which does not consider the total length of standard bridge span
including the length of wall at the abutment sides of both river banks, and is used to reflect the bridge and
culvert construction scale. Generally, the total length of bridge is approximately equi valent to the width of river
as classification index, the concept is clear, which is favorable to bridge tot al length evaluation during
exploration survey.
From the application situations over the past 10 years and the construction levels of roads and brid ges in our
country in recent years, the classifications of bridges and culverts in Technical Standard of Highway
Engineering (Rev.03) are generally appropriate; the starting span of super major bridge is 150 m, covering all
structures of all kinds of bridges which are continuous beam bridge, plate girder bridges and arch bridges with
the concrete cement; and the starting span of super major bridge with many holes is 1000 m, also covering the
bridge crossing on dry roads located at the expressway and Class I highway or overhead roads across the
towns. So the indicator and standard for classifications of bridges and culverts are not adjusted in this revision,
only the following explanations are supplemented as follows according to the specific application prob lems
reflected in the survey:
(1) The classification standard of bridges and culverts can be det ermined by using either total length of span
with many holes or span length with single, in case of any differences, the principle of "care about high not
about low" can be taken.
(2) At the calculation of the lengt h of the bridge, the curved bridge should be calculated according to the arc
length and the inclined bridge should be calculated according to the inclined length.
6.0.3 In view of the fact that the abutment is an important component of the bridge abutment which is
composed of side walls or splayed jambs, thus the lengt h of side walls or splayed jambs length shall be
included at the calculation of the total length of the bridge; for the bridges without abutments, the total length of
the bridge is the total length on bridge floor.
6.0.4 In order to easily formulate standard design and strengthen management, for those bridges and culverts
with 50 m or below span, we adopt the standard span to make computati on and conduct some appropriate
stipulations.
6.0.5 Practice has proved that design flood frequency for bridges and culverts as stated in Technical Standard
of Highway Engineering (Rev. 03) can basically meet the current situations of highways construction in
consideration of preventive measures on rivers, railways and cities.
1 One of reasons on bridge collapse due to water scouring is poor bridge foundations. For super major bridge
on Class II highway and large-size bridge on Class III and IV highways which are difficult for repairs, we select
design flood frequency of Class I highway at 1/300 or 1/100 to check the foundation scour dept h under the
strong water flow and riverbed easily scoured by water.
2 The longitudinal bridges along rivers will not generally affect the river's wat er area, and its span and length
are usually not determined by the design flood frequency, so it should be in accordance with the stipulations on
flood frequency design for subgrade.
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3 In the survey, most provinces proposed that "the flood frequency of long bridges should be in accordance
with the importance and complexity of the bridge". Inconsideration of determining the classifications of bridges
by two indicators of a span length with single hole and a span lengt h with many holes, which alt hough can
reflect the importance of the bridge but not full, especially it cannot fully reflect the complexity and importance
of the technology of the bridge using the span length with many holes as the defining standard. Therefore, this
revision, on the basis of the regulations of New Zealand, Australia and others and in consideration of the
importance of structure and the hazard degree of floods, we add the super major bridges with medium and
small spans (the single span length is less than or equal to 40 m) determined by the t otal length of span with
many holes, its design flood frequency can use the provisions as applied by the major bridges on the same
Class highways.
6.0.6 Clearanc e under bridge floor should be in accordance with the s tipulations of construction clearance
stated in Article 3. 6.1, whic h has small influence on project costs, meanwhile, it can avoid " bottleneck" traffic
jam in order to provide the better service for vehicles and ensure driving safety and improving service level.
In accordance wit h the stipulations of construction limitations stated in Article 3. 6.1, it requires the width of
bridge deck shall be consistence with the widths of traffic lanes (including acceleration (deceleration) lanes,
slope climbing lane, slow-vehicle lane and passing bay ), hard shoulder or emergency parking area, median
separator, and marginal strip, that is commonly known as "aligned inside but misaligned outside".
1 Considering the guardrails for central division on bridges are designed in combination with the characteristics
of bridge structures, so the width of median separat or shall be determined according to the form of guardrail if
the super major bridge is the integral superstructure on the multi lane highway. In this way, it is help ful to
reduce the width of the super major bridge with integral superstructure so as to save the project cost.
2 When the construction conditions of super major bridge are restricted, or in consideration of improving the
using efficiency of the structure, the width of right roadside shoulder of the super major bridge can use the
"minimum value" as stated in Table 4.0.5-1 by argument; after the width of right roadside shoulder uses the
"minimum value", there s hall be a good connection alignment between eithe r ends of a bridge with the super
major bridge in order to have enough length of transition section.
4 The water pipes, telecoms, cables and so on which are arranged on the bridge should not affect the driving
and should be placed in the hidden part of the bridge.
6.0.7 The designed water level shall be obtained in accordance with the design flood frequency standard
stated in Table 6.0.5, meanwhile, according to the concrete situations, the blocked water level, wave height,
silt height in riverbed and floating items on the rivers, and other effects shall be included respectively.
The clearanc e under the bridge, as shown in Figure 6-1, used for shipping requirements, should be based on
shipping classifications and ship style with the designed load capacity (t ons), meeting the provisions of
relevant standards on navigation. Net height under bridge should be computed from the highest navigation
water level, net width under bridge should be determined in accordance with t he distance between bridge piers
at the lowest navigation water level.
For those river sections with tide influence, the designed highest navigation water level should be equal to the
tide level that is computed from the accumulated highest tide levels for one year at 5% frequency; based on the
computation of distribution principle (Style I) on limitations, the designed lowest shipping water level is adopted
at the tide level when the accumulated highest tide levels for one year is at 90% frequency.
For non-navigable and wit hout floating rafts on rivers, the clearance under the bridge is determined according
to designed water level, blocked water level, wave level, the highest wat er level and other factors, and a certain
amount of safety reservation should be given.
For the bridge across non-navigable rivers, the its span should be determined in the consideration of the flow
characteristics, the riverbed evolution trend, the topographic and geological conditions of river section and
other factors, as well as the situations of drifting ices, drifting woods and etc.
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Figure 6-1 Schematic diagram for navigable clearance under navigable river bridge
DHNWL－ designed highest navigation water level; DLNWL- designed lowest navigation water level; Bm- net
breadth for navigation on rivers; Hm – net height for navigation on rivers; H – depth of navigation course;
b-breadth of upper bottom; a – transverse distance of inclined side; and h – side height
6.0.8 On expressway and Class I highway, vehicle driving speed is fast. The connections between road and
bridges should be smooth in order to meet the requirements of driving. Therefore, there should the overall
design on bridges of expressway & Class I highway except for super major bridges whose widths are reduced.
If there is small allowance for super major bridge and major bridges on Class II, III and IV highways, we should
not only consider the road route, but also consider the locations of bridge piers.
1 The stipulations on longitudinal gradient of bridges are suitable based on the practices in many years.
2 Considering the conditions of snow and ice, the bridge is easily to freeze, hard to melt compare to the
highway, from the view of ensuring the safety of travel and the bridge structure, we add the limitations on the
longitudinal gradient on the bridge that is more likely to freeze and be covered with snow, but no mandatory
regulations on the size of slope on the bridge. In the detail design, it is necessary to consider the factors such
as land us e, navigation, climate, traffic volume, deck drainage, rational distribution of forces and etc. so as to
make the determination by a comprehensive argument.
3 For the convenience of non-motorized vehicles, it is stipulated that the slope on the bridge located at the
busy mixed traffic and the longitudinal gradient on approaches of the same bridge shall not be greater than 3%.
4 In order to meet the continuous and smooth driving of vehicles, the alignment of approac hes at the two ends
of bridge shall matched with that of the bridge.
6.0.9 There are a considerable number of ferries for highways in our country at present. Therefore, this
standard retains stipulations on high ferries and wharfs.
1 If ferries are constructed at the location with stable riverbed and good hy dro -geology and wit hout silt, its
operation will be comfortable and easier. Considering the development requirements of future road network, if
it is allowed by natural conditions, we can change ferries into bridges.
2 There are two kinds of piers for highway ferries and wharfs, which are straight -style and saw-tooth style
piers.
Straight-style wharf is composed by front wall and wharf with a stake to tie the boat, applicable for ordinary
rivers, mostly constructed on rivers among hills, its features are that there are wharfs with guiding lane and
there are no limitations and divisions. The function of front wall is to block soil and tie the boats. The le ngth of
front wall is the same as the widt h of wharf's guiding lane, t he height is determined by boats. The top height
should be higher by 0.8 m-1.2 m than the lowest navigation water level. The guiding slope of straight -style
wharf is usually at 9% -10%, this is to make convenience for boats and suitable for the changes of water levels.
If the longitudinal gradient is more than 10%, it is very hard for vehicles to drive upward, if it is downward, it is
dangerous for driving. If the longitudinal gradient is less than 9%, the boats are hard to be parked at pier.
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The advantages for saw-t ooth type wharf suitable for rivers with the big changes of water levels, usually there
are wharfs which are classified with high, middle and low water levels, that are easier for parking boats, but,
project costs are expensive. Usually, several saws are linked to form saw-t ooth type wharf, and each saw is
composed of front wall, side wall and equipment for tie boats. Material is filled bet ween the front wall and the
sidewall and pavement is laid. The high differenc e on each level is at 0.6 m - 1.2 m, overlapping of water levels
between t wo saws is adopted at minimum value of 0.2 m, the lowest height level at wharf is 0.8 m - 1.2 m
higher than navigation water level in order to let vehicles go up to ferryboat and go down from ferryboat. The
guiding lane longitudinal gradient of saw-tooth type wharf is usually 4% - 6%.
3 In view of the saw-tooth type wharf of the guiding lane for vehicles go up to and go down from ferryboats is
larger, the pavement of guiding lane shall be taken necessary anti-slip measures in order to ensure the safety
of the vehicles.
4 Considering the needs of ferrying passenger vehicles and freight vehicles by classification, the large -scale
development of freight vehicles, the ferry traffic organization management and etc. and combining with the
actual service situations of guiding lane of ferry pier, this revision improves the widt h index of guiding lane
(highway Class II, III and IV) of ferry pier.
6.0.10 In order to meet the needs of road rec onstruction and expansion in our country, this revision adds the
provisions on reconstruction and expansion of bridges and culverts.
1 The fundamental purpose of the highway renovation and expansion is to improve the traf fic capacity and
service level. Therefore, the road shall comply with the existing technical standards after reconstruction and
expansion. It requires that the newly built bridges and culverts (including newly built part of joints) in the
reconstruction and expansion projects shall be conducted in accordance with the existing technical standards.
2 In consideration of needs of saving the res ources, protecting the environment and saving the investment, the
original bridge and culvert must be fully utilized. The original bridges, expressways, Class I highways which
meet the original design load standard after assessment can be directly used. When Class II, III and IV
highways are required to increase the classes, they can be considered to be directly used only if their ultimate
bearing capacity or that after reinforcement meet the existing standards.
3 Original bridge and culvert used for spliced widening shall satisfy original design load standards after
inspecting evaluation. Meanwhile, spliced widening usage may be considered to be used as long as ultimate
bearing capacity satisfies current standard requirements or satisfies after reinforcement.
4 To ensure expanded bridges will not decreas e or loss the original use functions, for the bridge spliced
thoroughly, clearance under bridge such as navigational (t raffic) clearance, flow area shall meet the
requirements in original design standards.
5 Original bridge and culvert considering direct usage or spliced usage, shall be made strict requirements in
terms of bearing capacity limit state during reconstruction, namely the ultra-bearing capacity satisfies current
standard requirements or satisfies after reinforcement, but there is no provision to require its normal service
limited state satisfying ultra-status. To ensure the safe and reliable services of direct used or spliced widening
used bridge and culvert, targeted operation management and maintenance measures shall be put forward
during reconstruction project design.
6.0.11 B ridge service life (that is the design s ervice life) is specified clearly in bridge design specifications of
America, Canada, England, New Zealand, Australia and Japan, etc., ranging from 75 to 120 years. China's
Unified Standard for Reliability Design of Engineering Structures (GB 50153-2008) puts forward clear
requirements for design servic e life of bridge. Therefore, it is suitable and necessary to add design service life
of bridge in this revision.
Bridge and culvert design service life means the time limit that bridge and culvert can keep the capacity to bear
all kinds of loading without conducting structural overhaul under normal design, normal construction, normal
usage and normal maintenance.
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Mainly referencing t o provisions in Unified Standard for Reliability Design of Engineering Structures (GB
50153-2008), combining with factors of road function, technical class and bridge and culvert importance, etc.,
this Article specifies minimum value of the design servic e life of bridge and culvert major structure and
replaceable members.
Super major bridge, major bridge, medium bridge and minor bridge listed in Table 6.0.11 are classified
according to single-opening spans.
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7 Automobiles and pedestrian load

7.0.1 Standard in 03 version specifies automobile load classification and composition, adopting the mode
consisting of lane loading and vehicle load generally used in foreign countries, which can basically satisfies
road construction requirements in our country from the ten-year adoption. This revision keeps the basic
contents and only revises the expression approach.
7.0.2 This revision involves two aspects: ① raising load standards for Class II highway and Class IV highway;
② increasing "relatively important highways in heavy -load traffic of traffic composition, which should adopt
automobile load mode suit for this highways composition to conduct struct ural overhaul and partial checking
computations".
(1) Raising load standards for Class II highway and Class IV highway
National statistical study statistics show: 68% of units think the automobile load standard shall be improved
properly while 63% of units has improved automobile load standard in low class highway construction.
Class II highway: as Class II highway charges has been canceled gradually in our count ry, parts of heavy
vehicles shall properly improve automobile load class to reduce transportation costs transferring to Class II
highway, while statistical study research results and research conclusion in supporting topic of relevant
standard modification support this opinion. This revision improves "Class II highway bridges and culverts" to
"highway -Class I", but when Class II highway as collector-distributor highway and the traffic volume is small
with less heavy vehicles, the bridge and culvert design may adopt road-Class II load.
Class IV highway: the provision "when Class IV highway has less he avy vehicles, the bridge and culvert design
may adopt 0.8 times of Class II highway lane load while the vehicle load effect may adopt 0.7 times" is
canceled. Main reas ons: ① because highway-class II automobile load standard is relatively low, some of
Class-VI highway and rural road usually are the only approach to access to the village even with less heavy
vehicles, and there are heavy vehicles accessing due to requirements in rural construction and economic
development. ② As Class-VI highway usually is in small highway bridge and culvert project with low proportion
of bridge and culvert, and automobile load influenc es less to the total road costs, the influences of reducing
automobile load standard based on highway-Class II load is extremely limited to total project costs. ③ In
practical usage, Class-IV highway and rural road bridge and culvert design generally applies to highway -Class
II standard drawing or general drawing directly, rarely haircuts on basis of highway -Class II aut omobile load
standard.
(2) Inc rease " for roads with relatively large in heavy load traffic of traffic composition, proper automobile load
mode suitable for this road traffic composition shall be checked computation thoroughly and partially".
National statistical study statistics shows: considering factors of heavy-cargo transportation vehicles,
increasing traffic volume and traffic jam situation, etc., 69% of units think the current automobile load types
tends to be singular while 94% units suggest that special load or checking load shall be increased.
Through the research on the automobile load pattern of the developed count ries, it is found that advanced
countries adopt all least two kinds load mode to calculate, while there is only one kind of mode, namely lane
load for structural overall checking calculation, which tends to be singular in our country.
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Our country is vast in territ ory with complex traffic composition, and economic developments are unbalanced in
eastern, western, southern and northern regions. Functions and ef fects of each road are distinguished greatly,
for heavy traffic volume roads (such as cargo bulk trans port ation roads and energy transportation roads, coals,
etc.). When the vehicle is densely arranged on each lane (such as a traffic jam) on a bridge, the effect may be
greater than t hat of the highway - Class I effect. During t his version, bridges with different spans are comparing
calculated according to load limit provisions in "2 axles vehicle 20t, 3 axles 30t, 4 axles 40t and 6 axles vehicle
55t" from relevant department, and the res ults show that when above vehicles with 3 axles or above are
provided on bridge, the effects to bridge of partial span are larger than load effects of highway -Class I. Due to
these reasons, this article adds the provision that "roads with relatively importance in heavy traffic composition
should adopt automobile load mode to conduct overall and partial checking calculation whic h suitable for this
road traffic composition".
Considering the different functions of the various roads, relatively complex traffic composition and great
regional distinguishes, features of value and mode that composite corresponding automobile load with road
traffic may be determined by the project and region solely.
7.0.3 The standard of automobile load is directly related to the level of economic development of the country.
From 1950s to period before reform and open, automobile load standard was relatively low in our country; after
reform and open, economy developed fast and automobile load standard increased from vehicle-20 to vehicle
-super 20 Class, trailer- 120; adjusted to highway -Class I until 2004. Highway-Class I load has been adopt
since 2004, and research statistical data shows that 68% of units thought that automobile load standard shall
be improved properly.
The supporting topic of "study on road bridge load standard", "study on bridge designed load and safety
appraisal load" for standard reversion obtained automobile load data from 23 provinces, cities and
autonomous regions, involved 65 road sections in the whole country, as well as 42.776 million groups of
vehicles in 72 time intervals during 2007 -2011. To practically understand automobile load effects and
adaptability of automobile load effects specified in standard, three structural types of simply-support ed girder,
continuous beam and arch and 47 structures of span compositions in total are selected to calculate motorcade
load effects under general operation status and intensive operation. For easy comparison with S tandard 2003
version, dimensionless parameters are selected as the basic statistical object of automobile load effects,
where S means the actual calculated value of measured mot orcade, and S k means the effect value calculated
according to standard value of highway-Class I automobile load in Standard 2003 version. The value of effect
ratio may reflect the adaptability of actual automobile load effects compared with standard, see as Fig.7 -1.
Fig.7-1 shows that when bridge span is smaller than 10m, 51 of 53 measuring points pass effects in Standard
2003 version; when bridge span is larger than 50m, only 4 measuring points pass effects in Standard 2003
version and all these measuring points are in regions with relatively great overload problems. This fully shows
that problem of automobile loads in actual operation of current small span bridge passing automobile load
standard in Standard 2003 version was relatively outstanding, while the adaptability of actual operation
automobile load in large span bridges was fine according to Standard 2003 version.
Fig.7-2 is the relationship bet ween 95% of perc entile value in 7 measuring points K value which had fine
overload rectifying effects in 2011 and spans, which shows even under strict overload rectifying situation,
automobile loads of small span bridge in actual operation was still over automobile load standard effects in
Standard 2003 version while large span bridge had decent adaptability.
Therefore, this reversion adjusts concentrated load P k in lane loads, which is from 180-360k N in Standard
2003 version adjusted to 270-360kN. See Fig. 7-3 for status after modification.
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Each measuring point

nationwide
K-value
Standard 2003 version
Span (m)
Fig. 7-1 Relationship between 95% of percentile value in 53 measuring points K value in 2011 and spans
Yanchi
Jundu
Deshengkou
Gansu-Shanxi main line
Henan-Shanxi Provincial station
Tongguan station
Wangquanliang station
K-value
Span (m)
Fig. 7-2 Relationship bet ween between 95% of percentile value in 7 measuring points which had fine overload
rectifying effects in 2011 and spans
7.0.4 Vehicle loads are used in bridge partial analysis and calculation, abutment and soil pressure of retaining
wall, etc., while Highway-Class I and highway -Class II automobile load ado the s ame automobile load standard
value. Considering automobile load can adopt requirements in road construction in our country since Standard
2003 version was issued and was recogniz ed within the industry, therefore this reversion continues to use
provisions in Standard 2003 version and still adopts the vehicle load of total weight in 550kN.
7.0.5 Trans versal arrangements of automobile loads involve the calculation of load trans verse distribution
coefficient. Since historical reasons and complexity of calculation, this reversion remains arrangements and
calculation methods in Standard 2003 version.
7.0.6 Vehicle actual driving may be on traffic lane or also on ot her parts of bridge surface. Therefore, how to
distribute clear width within bridge surface shall be considered to obtain the maximum load effects for
structures.
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Average value of 95% nationwide

percentile value
Modified
K-value
Span (m)
Fig. 7-3 Relationship between average value of 95% percentile value of nationwide K value and span
Loads distribution width is stipulated according to the maximum loads effect of bridges, when vehicle is driven
on the roads, it still needs the enough traffic lane width. Both shall be considered during determination of
motorcade sectional distribution. On the old bridge designs, we always encountered with the following issues:
to simply allocate the numbers of mot orcades based on the stipulations of sectional loads distribution, without
considering the necessary traffic lane width in order to let vehicle driven on the roads at the normal speeds. For
example, there can be three motorcades by sectional loads distribution for the 9.75m -long net bridge floor
(2.50m vehicle width plus 0.6m net distance with neighboring vehicle), but, based on the stipulated driving lane
width at 3.50-3.75m, it needs 10.5m long net bridge floor for allocating three driving lanes by sectional loads
distribution to ens ure the normal driving of vehicles. Therefore, there can be three motorcades distributed on
the loads distribution width at 3.10m for the 9.75m -long net bridge floor, but based on the stipulated conditions
for driving lanes, it is not reasonable.
The numbers of motorcades in sectional distribution N on bridges is controlled with the minimum lane width at
3.5m. If it is single lane, we consider 3.5N net width of bridge floor as lower limitation, and 3.5(N+1) as highest
limitation, if adopting three motorcades distribution, the net width of bridge floor must be more than 3. 5x3=10.5
m and less than 3.5x4=14.0m; if it is two traffic lanes in double directions, due to numbers of distribut ed lanes
are even numbers, therefore,we still consider 3.5N as lowest limitation, and 3.5(N+2) as highest limitation, if
we adopt two lanes allocation, the lowest limitation on net width of bridge floor is 3.5x 2=7.0m, the highest
limitation on net width of bridge floor is 3.5x4=14.0m. For Class IV highway, there is two -lane highway bridge
and culvert with net width of bridge floor less than 7.0m, therefore, the lowest limitation on net width of bridge
floor is adjusted into 6.0m.
Along with the increasing of motorcade lanes distributed sectionally on bridge, probability on the maximum
loads together occurred on all driving lanes is reduced. Therefore, based on the theory of probability, the
computation formula on sectional distributed coefficients in terms of automobile load may be deduced. And
corresponding standard values may be obtained combined width actual situation in our country. Sectional
distribution coefficient for t wo lanes and above in this standard keeps provisions stipulates in Standar d 2003
version, meanwhile sectional lane distribution coefficient for single lane has been added.
Analyzed from sectional distribution of each lane automobile loads, sectional lane distribution coefficient for
single lanes shall be larger than that in double lanes. As shown in Table 7.0. 6-2, sectional distribution
coefficient of two lanes is 1.0, of three lanes is 0.78, of four lanes is 0.67, then sectional distribution coefficient
of single lane shall be larger than 1.
The study found that different methods are used to properly increase one lane automobile loads in England,
Franc e, American and Japan, etc. Table 7-1 is lane distribution coefficient in American standard (AASHTO
LRFD 2007) while Table 7-2 is lane distribution coefficient in French standard (CPC61-II).
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Lane distribution coefficient in French standard (CPC61-II).

Table 7-1 Lane distribution coefficient in American standard (AASHTO LRFD 2007)
Number of loading
1 2 3 >3
lanes
Sectional distribution
coefficient of 1.20 1.00 0.85 0.65
automobile loads
Table 7-2 Lane distribution coefficient in French standard (CPC61-II)
Number of loading
1 2 3 4 5
lanes
Sectional distribution
coefficient of 1.20 1.10 0.95 0.8 0.7
automobile loads
Japanese standard (Specifications for Highway Bridges -2012) did not note the clear multi-lane distribution
coefficient, but the load effects of single lane has been increased actually because the principal load is two
times of load.
British standard (BS 5400-2:2006) did not not e the clear multi-lane distribution coefficient, but one lane may be
loaded with heavy HB laod mode which increased load effects of one lane actually.
According to research and analysis, single lane distribution coefficient in this reversion adopts 1.2.
7.0.7 Based on the tested and collected vehicle loads parameters on four national roads, in consideration of
loads features of bridges with extra big spans and the current implemented standard automobile loads, we
arranged all samples got and input all data into computer for computation (with emphasis on big s pans), and
then we conduct statistical analysis on these effects.
Based on reliable theory, we make t reatment and computation on automobile loads, the basic design year is
selected at 100 years, through random system, the maximum values distribution within the design reference
period can be obtained. The maximum value on probability distribution is at 95%, the appropriate curve is
changed with the changes of effect curve, after alignment regression, the computation formula on automobile
reduction coefficient is as follows:
（7-1）
Where: α-----vertical reduction coefficient on automobile loads;
Lo---- the computed span of bridge.
This curve is gradually become to flatalong wit h the increase of Lo. Simplified standard value is put fo rward for
convenient usage.
Vertical reduction coefficient is calculated in case of Lo > 150m, which means that this is discounted in super
major bridges (single-tunnel span).
7.0.8 Through enormous actual survey and statistical analysis by computer on pedestrian loads, the maximum
values at the random points and within the design reference period can be obtained, so can the representative
values on pedestrian load. When the maximum values distribution within the design reference period is at 95%,
the standard value on pedestrian load is 3.0kN/m 2.
In terms of pedestrian loads, there are differentexplanations in countries' standards, some are described by
structure span's index; some are described by overloads lengt h as index. In actual cases, these two
explanations have their own weakness and advantages. In this revision, we consider structure span as index,
standard value on pedestrian loads are discounted along with increase of structure span, and its lowest value
is 2.5kN/m2. When span of bridge is smaller than 50m and pedestrian load standard value is not decreased,
3.0kN/m2 is taken; for super major bridges with single-tunnel span larger or equal to 150m, pedestrian load is
taken the lowest value of 2.5k N/m 2; for major bridges with span is between 50 -150m, pedestrian is linear
decreased along with the increasement of structure span.
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In consideration of c onnection with Standard 2003 version, under ordinary situations, pedestrian load on
bridges locat ed in the areas with dense population is 1. 15 times of the standard value; standard value on
pedestrian loads of platform bridge is 3. 5k N/m 2, which is equal to the 98 % distributed value at maximum
values distribution within the design reference period.
- 100 -
8 Tunnel
Within recent ten years, tunnel construction and operation have accumulated enormous experience and
obtained remarkable technical developments in our country. This reversion draws on and abs orbs relevant
scientific research results as well as construction and operation experience home and aboard, which increases
provisions in terms of tunnel performanc e such as stability, energy saving, skid resistance of tunnel pavement
as well as connecting passage to ensure the safety of tunnel construction and operation.
1 Judging from the long-run operation, the frequent maintenance, removal and reconstruction of tunnels shall
lead to great economic loss and social influences. Therefore, tunnel design shall be considered as total -life
circle to satisfy requirements such as safety, durability, economic, energy conservation and
environmentally-friendly, the selection of construction methods shall be also considered to satisfy the long-run
tunnel operational requirements. Meanwhile, ecological environment deterioration within t unnel area c au sed
by tunnel construction shall be avoided, for ex ample, when tunnel drainage may have great influences on
ecological environment around them, tunnel water handling shall be based on the principle of "stress on
closure, limited drainage" to protect the ecological environment.
Design of tunnels and underwater tunnels close to near urban areas shall satisfy requirements in urban master
planning, road network planning, waterway planning, coastline planning and traffic functions, and shall deal
with properly relationship with municipal utility and urban rail transit.
2 The selection of tunnel locations are directly linked with structure design, construction, and project
investment, and operation safety and maintenanc e management after the completion of the proj ect. Therefore,
geological investigation in regions where tunnels are located shall be thorough and careful, striving to be
overall and correct. For underwater tunnels, information of hydrological conditions within water areas, flood
control standards, navigation channel traffic requirements, underwater topography, underwater obstacles and
river regime evolution analysis, etc. shall be also mastered.
3 The determination of tunnel height and axle are very important for cont rolling construction scale of tunne ls.
For mountain tunnels, different elevation, longitudinal gradient, line extension methods shall be compared and
selected comprehensively, and thalweg (valley line) requires to compare and select the long t unnel plan and
tunnel group plan. When underwater tunnel shall adopt shield method, the top covering thickness and distance
of vertical or crossing tunnel shall be determined according to geological conditions, embedding depth,
structural safety, shield performanc e and construction technology, etc. after comprehensive research; when
immersed tunnelling method is used in construction, they are shallow buried at planned navigation channel or
below the deepest scouring line predicted within the water area.
4 Whether adopting tunnel plan shall combine with factors such as society, economy, topography,
environmental conditions and project costs to be compared and selected. Generally, when the depth of the
central line of subgrade is at 30m, whether construct tunnels or not shall be considered, namely, not only
construction costs and construction difficulties, but also driving safety and operation and management
expenses in the future shall be considered.
"Areas with weak biological environment or the areas of which biological environment has been destroy ed due
to construction" mean that if plantation has been destroyed, the areas are very hard to be recovered. For these
areas,we must emphasize on environment protection scheme during plan selection.
- 101 -
5 Traffic accidents happened frequently at highway tunnels, which focus on tunnel portal sections, where
pavement anti-skid performanc e is poor in tunnels, which is an important incentive to anti-skid differences
inside and outside tunnels. Therefore, requirements that pavement requires to be provided with sufficient
anti-skid performance are put forward. When bituminous concrete component pavement is adopted, during
delivery and acceptanc e of expressway and Class I highway requirements of surface layer anti -skid
performance index is shown as Table 8-1; when c ement concrete pavement is adopt ed, see Table 8-2 for
requirements of the surface structural depth. Convergence road sections inside and outside tunnels mean the
road sections that near adjacent tunnels and connect with inside and outside tunnels, wit h certain leng th. As
driving condition differences outside and inside tunnels as well as light and dark adaptation influences, drivers
may slow down or speed up at tunnel portal section speed generally. If pavement anti -skid performance inside
and outside tunnels is quite different, vehicles are easy to slip and incentive traffic accidents. Hence, the
provision that anti-skid performance of pavement which connects inside and outside tunnels shall be identical
basically is put forward.
Table 8-1 Anti-skid technique index of bituminous pavement surface course
Mean annual precipitation Delivery Inspection Index Value

（mm） Sideway force coefficient SFC60 Texture depth TD (mm)
>1000 ≥54 ≥0.55
500~1000 ≥50 ≥0.50
250~500 ≥45 ≥0.45
Notes: 1. Sideway force coefficient SFC60 - SFC60 measures the sideway force coefficient when vehicle is
under the speed of 60km/h=1km/h.
2. Pavement macroscopic texture depth TD (mm) measured by the sand patch method.
Table 8-2 Surface layer structural depth requirements of cement concrete pavement
Class II, Class III and class IV

Highway Grade Expressway and Class I highway
highway
Texture depth (m) 0.8-1.2 0.6-1.1
Remark: larger value shall be adopted in very heavy traffic, heavy traffic and sharp turns, continuous long and
sharp longitudinal gradient sections.
8.0.2 After being used for many years, tunnel classification standards in the 03 version of Standard has been
accepted by the majority of designers, construction and management personnel, also has great significance
on the tunnel construction and operation management. With an overall consideration of the technical
requirements of highway tunnels in survey, design, construction, maintenance and management, this revision
does not make adjustments to the classification of tunnels.
8.0.3 1 Highway tunnel cross section consists of driveway, left side lateral width width L lef t and right side width
L right, maintenance passing lane (or sidewalk or clearance). The left (or right) lateral widt h is the distance
between the inner edge of the left (or right) side of the traffic lane and the nearest traffic lane obstacle to the left
(or right). And the nearest traffic obstruction is the raised parts of maintenance passing lanes, on sidewalks or
on the clearance.
According to the special studies on "Study on Boundary Line Indicator of Highway Tunnel ", the main funct ions
of the highway tunnel clearance are as follows: first, "guard belt", preventing the raised parts on motor vehicle
body from scraping the tunnel wall or traffic engineering facilities; second, "safety belt", offering excessive
space to make drive safe; third, "curbstones", lowering the damage caused by deviated vehicles, including
damages to tunnel walls, to traffic engineering facilities, or t o vehicle itself; and fourt h, widening the width at top
with the same construction limitations and height limits, which tends to dec rease scraping affairs. In
combination wit h the clearance function, when the maintenanc e passing lane or pavement is provided, the
clearance shall be considered in the maintenance passing lane or the sidewalk; when the maintenance
passing lane or the pavement is not provided, it shall be set up separately and raises from the pavement.
In the new revision, left lateral width of the tunnel is adjusted to 0.75m when vehicles drive at speeds at
100km/h. The adjustment is mainly based on limited costs and large vehicles offset caused by high-speed
vehicles is conductive to the link between inside subgrade and outside subgrade.
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2 Because of the design speed, large traffic volume and high maint enance requirements of expressway and
Class I highway tunnel, it is required to set up the maintenance passing lane on both sides of tunnels. The the
maintenance passing lane width is to be determined by highway classification, tunnel length, the number of
pipe lines and layout requirements. Due to the special structure of multi-arch tunnels, maintenance passing
lanes or sidewalks are in no need on its left side, but clearance is a necessity. Class II highway tunnels, Class
III highway tunnels are mixed traffic. Therefore, it is advisable to set up the si dewalk with the widt h depending
on the pedestrian density, tunnel length, traffic volume and laying of pipelines in the area where the tunnel is
located. The inspection requirements of the facilities inside tunnels should be considered as well. The
pavement to Class IV highway tunnels shall determine whether to set sidewalks according to the location and
function requirements. Clearance is necessity if there is no sidewalk.
3 According to the reconstruction of single lane tunnels and traffic capacity, traffic safety and other issues, a
single lane tunnel construction is not required in Class IV highway.
4 Emergency parking area is mainly used for faulty vehicles, maintenance vehicles, emergency rescue
vehicles and rescue crews, so it is necessary to arrange an emergency parking area in mountain s uper-long
tunnels, long tunnels when there is no hard shoulders inside tunnels or hard shoulder width is less than 2.5m.
Emergency parking area, with difficult construction, is very important to multi -lanes tunnels. Therefore, it is
proposed that emergency parking area is not required in single-entrance three-lane tunnels. However, traffic
engineering and rescue facilities should be improved. The emergency parking area construction shall start
from the outer lateral wi dth and widen outward t o make sure that there is no int erferenc e to normally running
vehicles. In recent years, the number of long cars in China is growing. The effective length of the parking are
was increased from 30m to 40m to be suitable for long car parking.
5 Short tunnels in the four-lane expressway and Class I highway, construction clearance of short -distance,
middle t unnels at entrance and exit of city, have the same width with subgrade, whic h is good for improving the
traffic capacity of vehicles through the t unnel to ensure traffic safety, and conducive to emergency rescue,
therefore, this revision specifies the stipulation that tunnel and subgrade are in same width.
8.0.4 1 An important factor on affecting the safety of tunnel traffic is the sight distance. The stopping sight
distance shall be checked when we adopt the c urved tunnel scheme, in order to avoid combining scheme of
widening radius of circular curve and downward roads connect minor radius plane curve line of tunnels, and
ensure coordination and balanc e of front and back lines alignment of t unnel. Underwater t unnels are limited by
construction methods. Shield tunnels are generally made of non -superelevation major radius plane curves,
and immersed tunnels generally adopt plane lines.
2 Due to the drastic changes in light and the width of the c ross -section, pavement conditions and the change of
the driving environment, the tunnel entrance and exit are accident -prone areas. Therefore, it is necessary to
keep alignment consistency inside and outside t he tunnel in a certain distance. Since the implementation of the
"3s itinerary alignment consistency", its necessity was fully reinforced. The ideal alignment for alignment
consistency is straight lines and circular curve. But practices show that in t he area of complicated geological
conditions, ideal alignment oft en resulting in a substantial increase in scale and cost of the project. On the
other hand, lower alignment indicator and minor radius circular curve, though meet demands of the 3s itine rary,
often reduce traffic safety. Therefore, after the technical and economical research, the revision proposes that
in the area of complicated geological c onditions (straight lines or circular curves may caus e a sharp increase in
project scale or reduce traffic safety in such area) transition curve can be set up in t he entrance zone. Attention
should be paid for sharp direction change and alignment coordination. And appropriate traffic engineering
measures should be take to ensure traffic safety.
3 Under normal circumstances, the tunnel and the subgrade construction clearance is different. Traffic
accidents caused by cross-section changes easily lead to bottlenecks of traffic capacity, further affecting traffic
capacity and service. Therefore, it is necessary to take traffic engineering or civil engineering transitional
measures to solve transition problems in subgrade and pavement width inside tunnels. For example, marks,
traffic signs, safety guardrail, alarming signs. These signals will help drivers clearly watch the changes in front
of tunnel and avoid crashing into walls or into cable trench.
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4 - 5 With reference to foreign relevant standards and domestic research results and operational experience,
maximum longitudinal gradient of tunnel is not more than 3%. Due to geological conditions and ot her
restrictions, maximum longitudinal gradient in middle and short tunnels of expressway, Class I highway may be
increased appropriately, usually not more than 4%. If the tunnel is proposed to adopt longitudinal gradient
more t han 3%, it is necessary to mak e a traffic safety assessment on the factors such as the road Class, tunnel
length, climate, altitude, the main vehicle types and the t raffic flow, the t unnel operation and management level,
safety facilities before the adoption of longitudinal roads.
8.0.5 In the construction of mount ainous roads, there are some tunnels with close longitudinal space between
adjacent tunnel entrances, which can be regarded as tunnel groups. For the tunnel group, it is generally
believed that there are two kinds of tunnels: first, tunnels with close tunnel entrances and interact each other ,
second, tunnels with distant tunnel entrances and with continuous distribution. This revision mainly focuses on
the former group of tunnels.
It is generally considered that the main factor determining the tunnel groups depend on the driver's visual
system. A test on visual characteristics was conducted when drivers driving in the tunnel section. The results
show that the pupil diameter of the drivers’ changes fast in the entrance section to fit for the different brightness
inside and outside the entrance (as shown in Figure 8-1). The dark adaptation usually starts outside the
entrance, that is, drivers has entered the dark adaptation stage in a certain distance from t he entrance (pupil
diameter increases), and it lasts for 2 - 4s; light adaptation last for a while when drivers drive outside the
entrance (pupil diamet er decreases) and it lasts for 1 - 3s. To this end, the light and dark adaptation time can
be defined as the indicator for tunnel groups, that is, the light adaption outside upstream tunnels (1 - 3s) + the
dark adaption outside downstream tunnels (2 -4s), 6s in round total. During the adaption, the drastic changes
in driver vision easy to cause visual discontinuity and further affect the traffic safety.
Dark Dark
adaptation adaptation
Pupil diameter
Time
Tunnel entrance Tunnel entrance

Outdide of Tunnel Inside tunnel Outdide of Tunnel
Figure 8-1 Schematic diagram for light and dark adaptation in highway tunnels
In the tunnel groups section, frequent driving in and out of the tunnel cause changes in visual adaption and
driving environment, whic h has a certain impact on the driver's psychological and physiological conditions;
discharged polluted airing from former tunnel exits produce secondary pollution on subs equent tunnels, plus
poor mountain environment, such as rain, fog, ice pavement in winter, etc., may resulting in different internal
and external environment, traffic safety risks follows; bridge often connects tunnels in tunnel group
sections,which brings large difficulty in emergency rescue. Therefore, horizontal and longitudinal alignment,
airing, lighting, traffic safety, operation management, and disaster prevention in different tunnel group sections
are in an integrated system, which will have different effects on each other.
In conclusion, this revision proposed the distance between the openings less than 6s design speed of the
length of the adjacent tunnel, the ventilation, lighting, safety, management and other facilities and disaster
prevention, rescue and so on shall be considered systematically to design as a whole. Light transition
equipment, like awnings can be set according to driver's light and dark adaption, which can ease the
discomfort caused by adaption and avoid traffic accidents.
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8.0.6 1 Traffic engineering and ancillary facilities include airing, lighting, fire protection, communication and
alarming, traffic monitoring, power s upply and distribution, traffic safety facilities, etc., which are direct
protection to tunnels operation and servic e. The traffic engineering and ancillary facilities should not only meet
the needs of tunnels operation, but also meet the overall requirements on reliability, economy, energy saving
and environmental protection. It should also be compatible with the development and design of traffic volume
and tec hnology. Small pre-traffic volume c an be disposed first and perfect latter to avoid large scale projects
and idle facilities. Meanwhile, the benefit of the accident or disaster in the various types of facilities through the
coordination of damage to control the minimum extent shall be taken into account.
2 Vehicles crashing into walls or into cable trench are easy to happen in tunnel entrance section. In order to
improve traffic safety and reduce accidents loss in the section, it is necessary to make marks , delineat ors and
guardrails at transition section at both ends of the expressway and Class I highway tunnels. If necessary, crash
sand vets or other crash facilities can be set up in tunnel entrances.
3 After the cancellation of the Class II highway charg es, traffic volume, especially the number of large-scale
vehicles on Class II highway is on the rise. In order to ensure traffic safety, the revision proposes the
requirement of setting up monitoring facilities in the long tunnels of the Class II highway t o improve operation
management.
5 Lighting in highway tunnel is to provide the driver with clear vision to prevent traffic accidents caused by
vision absence. Combined with the current operation of the tunnel lighting, the revision makes an adjustment
on the initial length of lighting on expressway and Class I highway. Optical long tunnel is a curved tunnel, which
means that beyond stopping sight distance from the entrance, drivers can not find exits in the center line 1.5m
high above the ground.
One of the main causes of the high incidence of accidents in entrance section is the visual loss caused by
significant differences in the brightness inside and outside the entrance. Therefore, the light transition in
entrance section is particularly important. The artificial light transition, light transition buildings, green t rees and
other measures can be adopted for light transition.
6 Sidewalks, carriage-ways, parallel lanes, cross-channel access to the ground, outside c onnecting passage
are all channels. They are disposed according to the tunnel civil construction and rescue requirements.
7 The tunnel power class is usually determined by the power supply reliability, also determined by loss or
impact of the power supply suspension on the society and economy. Important power loads include:
emergency lighting, electro-optic signs, traffic monitoring facilities, airing and lighting control facilities,
emergency call facilities, fire detection and alarm control facilities, central control facilities, fire pumps, basic
lighting, exhaust fans, etc. Power supply for all these facilities shall be reliable, thus a first -class load is usually
adopted, powered by two independent power supplies. The second low-voltage power supply comes to the
priority when the first order load is in small capacity. Emergency power generation unit is also an alternative. In
addition to the above-mentioned dual power supply, it is necessary to set up an Unint errupted Power Supply
(UPS) or Emergency Power Supply (EPS) for the first order load in tunnels, such as emergency lighting,
electro-optical mark, fire detection and alarming facilities, monitoring system. Please note that other loads is
not accessible to Emergency Power Supply system.
8.0.7 It is difficult to implement rescue work, for tunnel is a closed spac e. The principle "put prevention first and
combine prevention with elimination" shall be implemented in traffic accidents or fire accidents happened
inside tunnels.On the other hand, an emergency response system is indispensable, for exam ple, joint control
on traffic organization, emergency evac uation, airing, fire fighting system and monitoring systems. Regular
emergency exercises shall also be carried out to improve the escaping capacity and rescue capabilities to
ensure people and vehicles safety.
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8.0.8 In order to meet the increasing traffic demands, ensure the traffic capacity and service of highways,
highway tunnel reconstruction is becoming more and more prominent. The revision proposed the principle of
tunnel reconstruction.
1 Reconstruction directly affect the t unnel construction, engineering investment and operation safety.
Therefore, combined with the specific conditions of the project, choose a reasonable reconstruction scheme
after technical and economical comparison. Under the premise of meeting technical standards, make full use
of existing projects and facilities to reduce the amount of renovation and expansion projects.
2 Reconstruction and extension standards of tunnel are usually carried out according to c urrent specificat ion
standards, but for reinforcement and reconstruction of existing tunnel, the construction clearance width is
generally lower than the current standard. If the current standard is adopt ed, expanded excavation and
reconstruction must be carried out on existing tunnel, with large work quantity, large investment, and high
construction risk. In order to reduce the construction risk and save the investment, it is proposed that the main
structure of the tunnel can be maintained the original technical standards after the comprehensive
demonstration. But tunnel traffic engineering and its ancillary facilities shall be constructed according to the
current standard, with strengthening t raffic security and traffic control facilities, and adopting measures like
limiting speed to guarantee safe driving.
8.0.9 Combined with road function and importance, guided by focusing on the long-t erm durability of the
structure-oriented, with referenc e to provisions in Concrete Structure Durability Design Code (GB/ T 50476), as
well as considering construction cost of low-grade road tunnel, this revision stipulates the design
working/service life of road tunnel to meet the demands for long -term stability and normal operation of tunnel
structure.
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9 Route Crossing
9.1 Grade crossing between highways
9.1.1 Grade crossing is road network, whose position and form directly affects overall efficiency of road
network and traffic safety, therefore, location and form of grade crossing shall be determined in accordance
with various related factors and under principle of safety first, to ensure that every element of grade crossing
like alignment indicator meets security requirement.
9.1.2 According to researches, traffic management of current domestic road grade c rossing is not given fully
attention, and many road users are not familiar with other traffic management modes and their rules except for
signal crossing, which results in disordered traffic of grade crossing. Therefore, traffic management of grade
crossing shall be given more attention and its management mode shall be clearly confirmed in design. In
general, for crossing road with low class and small traffic volume or crossing roads with one trunk road,
crossing priority shall be given to main road; when eac h crossing road is of same fu nction and class, and with
heavy traffic volume or passenger flow, signal crossing shall be applicable; at the same time, regional
telecommunication facility conditions shall also be considered before confirming signal crossing location;
non-priority crossing is generally used only for road with low class and light traffic.
9.1.3 Angle of grade crossing roads is generally orthogonal or close to right angle; whereas there are limited
conditions, cross angle shall not be more than 45 degrees. In order to ensure the traffic order and transit
efficiency in the grade crossing range, the number of grade crossing in the same place shall not exceed 5,
which shall be mainly three-way and four-way crossing.
9.1.4 From the point of view of safety, crossing roads in gra de crossing area shall be in good alignment and
sight distance, and the design speed shall not be arbitrarily reduced. When the level of intersecting roads is
similar to traffic volume, the t raffic management mode can be signal crossing or non-priority crossing, with
main road design s peed being properly reduced. Where main road is priority crossing, design speed of s econd
way may be properly lowered.
If design speed of right-turn lane in grade crossing area is too high, it will be very difficult to ensure related
superelevation and its transition section, and at the mean time, and will apparently increase land using area at
the same time; while if design speed of left -turn lane is too high, it will enlarge cross conflict area and increase
accident probability. Therefore, design speed of both right-turn lane and left-t urn lane shall be properly
controlled.
9.1.5 According to international researches, crossroads is the c oncent rated area for all kinds of traffic
accidents. Quantity and separation distance of crossroads has great influence on operating speed and safety
of main road. This standard requires that if conditions allow, it is nec essary to collaborate upper stream branch
roads and partial grade crossings, add relief road and grade separation, and reduce quantity of grade crossing
of Class II or above highways.
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Class I highway has two functions, both of which are allowed to set grade crossing. To ens ure free traffic and
improve running speed and safety of Class I highway which plays as main road, quantity of grade crossing and
traffic flow shall be strictly limited and measures like collaborating roads or adding relief roads should be taken
to increase separation distance between every grade crossing; when class I highways plays as
collector-distributor highway, its grade crossing shall be equipped with complet e and perfect traffic safety
facilities. Class II highway can also be designed according to above requirements and principles.
9.1.6-9.1.7 Due to fact that rural roads are directly connected with highway in areas with dense population and
its lack of safety conditions required by grade crossing, this revision clearly stated that "grade crossing" in this
standard generally means grade crossing of classified highways. While grade crossing (intersec tion) of
classified highways shall be designed according to relevant safety design and indicat or requirements of grade
crossing.
Canalization of grade crossing is one of the effective means to improve safety and traffic capacity, and setting
requirements of canalization are mainly confirmed according to function and t raffic volume of road. With
increase of traffic volume, non-canalization crossing is insufficient to meet requirements, therefore, this
standard requires that grade crossing of class III and ab ove roads should receive canalization design and
canalization engineering. Compared with original standards, this standard extends scope of related technical
grade of canalization. For class III highway, canalization engineering is mainly realized through ways like
marking lines, whose engineering construction and maintenance cost will not be too much high.
Sight trigonal stopping sight distance in grade crossing area is a key factor to ens ure safety of grade crossing
design. In consideration of current situation that China's national roads are lack of attention on grade crossing
design and safety inspection, this revision requires grade crossing area of every classified highway to receive
trigonal stopping sight distance inspection. In every grade crossing area, all objects which may obscure sight
shall be eliminated, regardless of traffic engineering, roadside safety facilities, or landscape engineering like
road-side trees and shrubs.
9.2 Road and road grade separation
9.2.1 For better understanding and classification, this revision explains interchange and separate grade
crossing which are t wo types of road grade separation in same part, teas es conditions for setting up
interchange and separat e grade crossing, and transfers partial clauses closely related to design into related
professional specifications. This article mainly explained several conditions for setting up grade separation.
1 As a road strictly controlling access, due to traffic organization mode and safety requirements, highways are
only allowed to set up grade separation rather than grade crossing on expressway where there are crossings.
2 Though it is allowed to set up grade crossing on class I highway, when class I highways is crossed with road
with heavy traffic volume, it is suggested to use grade separation to improve traffic capacity.
3 When there are crossings among class II, III, IV highway with heavy straight traffic volume and small turning
traffic volume, it is suggested to use grade separation.
9. 2. 2 This article further explains conditions of setting up interchange bas ed on Article 9.2.1 Conditions of
setting up grade separation. This article is mainly revised according to "Road and Road Crossing Technical
Standards" research results.
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Main factors to confirm location of interchange are: 1) main inters ection points of road net work distribution and
road network system, namely, cross points of main roads in main line and its branches, and cross points of
main traffic connecting lines. 2) Road conditions of main line & its intersected branches, which requires
technical indicat ors of main line in intersection area, such as sight distance and main line cross slope, are
suitable for safe separated and combined traffic flow and connecting with ramp; intersected roads should have
appropriate traffic capacity with interchange in terms of traffic volume and have convenient connection for
traffic source. In addition, it is suggested to consider topographical and geological conditions, and social and
environmental factors like land requisition, heritage conservation, city planning, landscape protection and
environment protection.
Main conditions of setting up interchange in expressway are traffic conditions and social demands. 1) there are
appropriate amount of traffic volume in its influenc ed area; 2) there are important political and economic
centers or transportation distributing centers near its influenced area. Results on special researches show that
size of traffic volume can be meas ured by population, GDP and passenger & freight volume in its influenced
area, in which population is the main indicator. According to domestic statistical data, population directly
influenced by one interchange is about 45,000 to 100,000. If social factors are considered as main conditions
of setting up interchange,size of traffic volume may not be the controlling factor, but it should also have certain
quantity to ensure basic comprehensive benefits. Conditions of setting up interchange in this article are
locations primarily considered under these conditions, and the final setting s hould comprehensively consider
organization of alongside traffic flow and reasonable distance between interchanges.
Besides traffic conditions and social demands, setting conditions of interchange in class I highway also include
comprehensive benefits; it is suggested to build interchange when comprehensive benefits of building
interchange are same or even better t han building grade crossing. Based on controlling setting conditions,
when class I highway works as trunk road, interchange should be built up only if it meets required conditions to
reduce cross passing interference; when class I highway works as collector-distributor highway, if traffic
condition allows and grade crossing distance is in accordance wit h requirement, setti ng of interchange should
properly controlled.
9. 2. 3 This article explains conditions of setting up separate grade crossing based on Article 9.2.1 and Article
9.2.2.
Except interchange, every crossing on expressway shall be set up with separate grade cros sing.
Conditions for setting up separate grade crossing on class I highway are mainly traffic conditions, namely,
depending on whether grade crossing is sufficient for traffic volume from all directions. When class I highway
works as trunk road, priority should be given to straight passing traffic. Separate grade crossing cannot provide
the traffic conversion conditions, so the traffic transformation requirements of the int erchange shall be
negligible, otherwise other measures should be used to turn the t raffic to other grade crossing or int erchange.
9.2.4 This section will stipulate the interchange form spacing, the design speed of ramp and ramp lane
number.
According to the function, interchange is divided into system interchange and service interc hange. System
interchange mainly refers to the interc hange of expressway int erchange. System interchange requires that
ramp can as far as possible to provide conditions for free flow, and there are no crossing conflict for the traffic
flow of different directions within the scope of crossing. Service interchange mainly refers to the interchange
between an expressway or a Class I highway and a two-lane highway. When there is an intersection between
expressways and Class I highways, Class I highways and Class I highway, generally the interchange refers to
as system interchange. If the service interchange form is adopted because of setting the toll station, then the
interchange shall also be classified as service interchange.
When proposing the forms of interc hanges, the basic type of interchanges is determined by the function of the
cross roads, the total in and out traffic volume, charge system, and whether combining to set toll facilities. The
layout of ramps is determined by site conditions, such as topography, geology, land use planning and keeping
temporary traffic during construction period, the distribution of traffic volume at the straight and t urning location
and whether needs stage construction, etc. At the same time, the factors such as safety, environment and
economy shall be considered.
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1 Minimum spacing of interchange

The results of the thematic studies show that safety and operational performance of expressway largely
depends on the spacing of interchanges. On the one hand, in the expressway traffic acc ident, a large part
occurred within the scope of interchange, especially within the scope of import and export ramps and speed
changing lanes. If the spacing of interchange is too small, the increasing of accident rate is obvious; on the
other hand, if too much emphasis on increasing spacing, it will lead diffic ult organic connection between
expressway and local road network, so as to affect the skeleton function of the highway and the overall
efficiency of the network. Therefore, in the planning and design of interchanges, the control of span is very
important.
Minimum spacing of interchange is a control indicator to guarantee the traffic safety. Research results show
that when the distance bet ween adjacent interchange surpasses the distance which is required by setting
three export warning sign, the size of the spacing of almost has no significant impact on safety, so the
determination of minimum distance mainly depends on the needs of the sign, means that the minimum
distance is equal to the adjacent structure length of two interchanges plus the distance which is required by
setting sign. In det ermining the average structure length of system interc hanges and service interchanges,
calculates and analyzes documents of the domestic 153 interchanges bridges, and analyze a large amount of
interchange model at the same time, and get the value after comprehensive analysis. Finally calculated as that
generally the minimum distance of interchange should be 3.9km, and in the standard value of 4.0km, namely
regulates the spacing of adjacent interchanges should not be less than 4km. This value is similar or identical
with the specified value of the countries, such as Germany, Japan, etc. And asks for the high density of road
network, if condition allows, should increase the spacing as far as possible.
When spacing can not reach the requirements of the general minimum spacing, even in adjacent int erchanges,
add additional auxiliary lane, and also causes the increasing of operation problems and accident rat e by
frequent traffic confluence and shunt, so the solution of less than general minimum spacing may not be easily
commonly used.
If because of the t raffic demands and condition limitation, must be set up the close interchanges, and should
be in technical and economic argumentation and with feasible safety assurance measures, this standard
stipulate the shortest distance of interchange should be controlled by the net distance of the adjacent
interchanges (i.e., the distance between acceleration lane end point of the previous interchange the next
deceleration lane starting point of the next interchange). The determination of the net distance mainly depends
on maintaining stability of traffic flow of the adjacent interchanges quality checking. Res earc h res ults show that
influence length is about 600 m for vehicle from the starting point of dec eleration lane to the straight traffic of
the main line in upstream. There're about 5000m influence length starting from the end of acceleration lane to
the straight traffic of the main line in downstream. Considering the factors of the necessary distance of setting
up at least two export warning sign, at least 1000m should be stipulate for the net distance between the
adjacent interchanges. Interoperable interchange zone which actual controls the spacing according to this
demand, this revision increases the requirements: should be a special design for traffic engineering facilities,
should set up perfect and eye-catching signs and warnings and induced facilities, as far as possible to
eliminate the possible safety problems due to shunt and confluence mixed traffic flow in the area of the
interchange.
Under s pecial circumstances, if the net distance is less than 1000 m of the specified value, should be set to the
compound type of the int erchange , and directly connects two int erchanges through auxiliary lane or feeder
road, or combines two interchanges into the whole to design. No matter what kind of solution, auxiliary lane,
feeder roads or mixed section shall ensure the required minimum lengt h for the traffic in woven, and should as
far as possible to merge the exit.
2 Maximum spacing of interchange
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The largest spacing of interoperable interchange is to meet the management & maintenance and those
vehicles whic h miss export and need to t urn back. In the sparsely populated areas, when it is not necessary to
set up the interchanges within t he prescribed scope of maximum distance, and should be set an U-turn lane
which is specially provided for vehicles at an appropriate location. When sett ing turning facilities, should try to
utilize main span and service facilities, etc.
In planning the interchanges of highway, the reasonable density of interchanges shall be considered.
Reas onable density of the interchanges can give full play to the benefit of the highway, and also can guarantee
traffic flow of highway to remain a relatively stable state at the s ame time. The density of the interchanges is
related to the traffic needs in the influenced area of highway, and measurement indicator is mainly t he average
spacing. On the basis of the average spacing of the statistical domestic 155 sections highway interchanges,
the research puts forward the reference range in the planning stage, namely the average spacing of highway
interchanges is 15 - 25 km in the general area, and 5 - 10 km around the big cities and the major industrial
zone.
3 The distance between interchange and the related facilities
When interchange is adjacent to the import ant facilities, such as service area, parking area, bus stops and
tunnels, etc., the considered factors to control its minimum spacing are still to meet the needs of the logo set up
and maintain the needs of the traffic flow stability, etc.
4 Ramp design speed of the interchange
Ramp design speed refers to the design spee d of ramp basic road, should c ombine with main line speed,
function & type of t he interchange and t he form of ramp for t he argument. To determine ramp design speed,
there are generally two methods for summarizing: one is to take values according to the typ e of the
interchange and ramp form; The other kind is to take values according to the design speed of the main line.
The former is the most commonly used method in foreign countries. This revision is based on the basis of
research res ults and combining the experiences at home and abroad , provides the scope of value taking for
ramp design speed according to the categories of interchange and ramp form, it will be confirmed by
combining with the design speed of main line in actual application.
5 Determination for the ramp lane number of the interchange
Ramp lane number, besides mainly based on traffic volume to be determined, the length of ramp shall also be
considered. For a longer single lane, the conditions to provide the overt aking for fast vehicle shal l be
considered, and two lanes can be increased when necessary.
9.2.5 In arranging holes for separate grade crossing overcrossing, often only notices the need to across the
road, when the crossed road is in curve segment, the requirements that only meet t he width of highway under
bridge is likely to cause the lack of sight distance. Therefore, starting from the security, this standard will
promote the demand of sight distance to the equally import ant position with the demand of construction
clearance.
9.3 Crossing between highway and railway
9.3.1 - 9.3.2 Set the interchange between highway and railway is the main way to eliminate safety hidden
trouble in crossing, and priority shall be given to set the interc hange for the railway and highway intersection .
Expressway is the highway to cont rol access, class I highway is the highway to control person's exist according
to the need, and the interchange must be set in case of intersection with railway.
Those sections for 140 km/h design speed of road passenger train, train always runs with a high speed and a
high density, if setting a plane intersection, the safety is very poor, therefore, the interchange must be set in
case of crossing with highway. This revision increases the content of the "high-speed railway".
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9.3.5 When highway is in plane intersection with railway, should be advisable for orthogonal or near orthogonal.
When it must be oblique, crossing angle should be more than 45 °to short en the lengths and widths of the
crossing, avoid the wheels of small motor vehicles and non-motor vehicles to be trapped in track groove.
The lateral sight distance of minimum outlook for vehicle driver refers to that when car driver is in not less than
50 m loc ation away from the crossing which is equal to stopping s ight distanc e of the grade highway, should be
able to see the train on both sides of the railway. Minimum outlook sight distance corresponding to the train
driver is shown in table 9-1.
Table 9-1 minimum outlook sight distance
Designed traffic speed for road Train driver and small outlook Lateral minimum outlook sight
passenger train (km/h) sight distance (m) distance (m) of vehicle driver
140 1 200 470
120 900 400
100 850 340
80 850 270
9.4 Crossing between highway and rural road

9.4.1 Intersection bet ween roads and rural road, on the one hand, it will affect the convenient production and
life of mass along the road and the convenience of life, on another hand, also is directly related to the road
traffic safety and the life and property safety of alon g mass. Because of the densely populated area in China,
the phenomenon of rural roads directly picking people at random is relatively common, this causes a big
impact on highway traffic safety, therefore, should limit the phenomenon of rural roads to meet people at
random, try to combine with planning if condition is ready, make appropriate adjustment and merge for village
roads and agricultural tractor road.
9.4.2 In case of crossing for highway at all levels and village road, the principle to choose the way to cross is:
a separate grade crossing must be adopted for the intersection between highway and rural road. When Class
I highway intersects with rural road, if class I highway is regarded as collector-distribut or highway, generally
uses the grade crossing, also can use auxiliary lane to merger crossing number, set up separate interchange
in necessary, the purpose is to control the number & spacing of plane crossing, minimize the trans verse
interference and enhanc e traffic safety and improve the traffic capacity; If Class I highway is regarded as trunk
road, shall strictly control access according t o the need, and set up the separate grade crossing. When class II,
III and IV highway cross with rural roads, generally uses grade crossing. In case of grade crossing between
rural roads and grade highway, a certain range of modification is necessary before and aft er it , and keep it not
less than class IV highway standard.
9.4.3 The net height and width demands of various passages which is stipulated in thi s standard are applicable
for the low limitation in general. In a specific project, reasonable net height and widt h values should be
determined according to the passage function and the characteristics of actual traffic on the basis of
investigation and analysis.
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9.5 Road intersection with pipelines, etc

9.5.1 - 9.5.5 Revisions of this section are based on the stipulations of Highway Safety Protection Ordinance
which was implemented on July 1, 2011 (Decree of the Stat e Council of t he People's Republic of China, No.
593). At the same time, revisions have been referred to the latest relevant industry standards & specifications,
such as: Specifications for Design of 1000 k v Overhead Transmission Lines (GB 50665-2011), 110 k v ~ 750k v
Overhead Transmission Lines Design Code (GB 50545-2010), ±800 KV DC Overhead Transmission Line
Design Code (GB 50790-2013), Design Code for Oil and Gas Transmission Pipeline Crossing E ngineering
(GB 50423-2007), Design Code of Gas Transmission Pipeline Engineering (GB 50251-2003), Design Code of
Oil Transmissionpipeline engineering (GB 50253-2003), etc., Meanwhile, the s pecified value of original
provisions have been checked and supplemented .
9. 6 Animal Passage
9.6.1 - 9.6. 2 From the perspective of ecologic al environment protection along the road, this article makes the
demand on road annimal passage and grazing animals sidewalks, etc. A reasonable animal migration
passage should be considered to set up when the road might be hindered in the normal migration passage of
wildlife. At the same time, should set up necessary service road and animal husbandry in considering of the
needs for mass production and grazing along the road.
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10 Traffic engineering and roadside facilities

10.1 General provisions
10.1.1 Traffic engineering and roadside facilities are an important part of the road. The construction scale and
the technical standards will play a very important role for utilizing highway functions, ensuring driving safety,
and improving the service level and traffic capacity, comprehensive argument confirmation is required
according to the highway network planning, the function, grade, traffic volume and operating conditions of
highway, etc. Comprehensive argument here refers to consider the conditions of technology, economy and
environment, combining with the construction experiences of highway in our country, can accurately reflect the
practical experiences of highway construction in our c ount ry, the maneuverability is strong, at the same time to
adapt, meanwhile, can adapt to the demands in different levels of economic development between eastern
and western regions in our country.
10.1.2 Overall design of traffic engineering is an important part of the overall design of the highway engineering.
Emphasis on that traffic engineering and roadside facilities should be coordinated with the overall design of
main body project of highway and various facilities should match each other, harmonious and unified,
complement each other, make it a reasonable layout with the main project, and play the overall efficiency of
highway.
10.1.3 Traffic engineering and roadside facilities are the necessary facilities for guaranteeing driving safety,
improving service level, and strengthening traffic capacity, and important signs of highway modernizatio n and
intelligence, therefore, on the basis of concluding the experience and lessons of facilities such as traffic safety,
service and management, in the aspect of construction, operation and maint enance for China's highway,
especially expressway, it shall fully absorb the overseas advanced technology, keep the relative continuity,
advancement and forward-looking, and conduct the design according t o the principle of "safety guarantee,
service offering and good for management".
10.1.4 Highway traffic engineering and roadside facilities consist of the facilities of traffic safety, service and
management. These facilities shall be allocated according to the principle of comprehensive planning and
overall design, and most import antly is to accomplish t he prelimi nary overall planning and design, determine
system setting scale, one-time land expropriation, foundation works implementation, underground pipeline and
reserved and embedded works etc., and the equipment shall be configured by stages based on the conditio n
of technology development and traffic volume increasing, to gradually supplement and consummate, and
finally form system scale.
10.2 Traffic safety facilities
10.2.3 The three major factors for guaranteeing traffic safe travel shall be the ideal highway conditions, traffic
conditions and environment al conditions, and the highway traffic sign setting reflects the actual information of
the above conditions. Highway traffic sign t akes the highway users who are not familiar with the surrounding
highway network system but have a certain planning for the driving rout e as the object, and is rationally
installed on the basis of highway function, behavior features of the driver and category of the traffic sign, and
under a comprehensive consideration for the factors of the surrounding highway network and highway
technology class, traffic volume, traffic composition, design speed, meteorological and environmental
conditions etc.
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Information cont ent of the traffic sign shall be delivered by degrees according to the distance requirement of
the action point, and the information cognition of the highway users shall be strengthened through the met hod
of repeat ed or continuous settings. For example, the interchange access guidance series sign information is
guided by degrees, which has a certain degree of continuity. The amount of information is large for the sign
information content at the same location, which shall affect identification effect and driving safety, therefore,
the content shall be selected to provide the highway us ers of normal speed driving with the easily recognizable
and digestible information.
In the investigation, the reflections from each region are strong for the grade crossing security issue, mainly
reflected in the imperfect physical canalization and safety facilities setting for the plane intersection, with no
signal setting, right of highway priority indication (parking to yield sign, stop to yield sign) ambiguity or
absence etc. Thus, the sign of grade crossing shall integrate the traffic canal ization, take the right of highway
allocation and place name information of the related highways into account, install facilities such as complete
warning, forbidden, indication, directing sign and necessary signal lamp and warning lamp.
Sign legibility mainly indicates visibility and readability of the sign, text and symbol, as for the layout content, it
includes the font, depth-width ratio, stroke weight, word frequency, spacing, line spacing, symbol contour and
size etc. Therefore, traffic sign is general installed at the place where it is easiest for t he drivers to see in the
vehicle driving direction, such as the right and left side of the driving direction and above the traffic lane.
Location between the before and after sign shall be coordinated for different signs setting, so that to avoid
mutual shelter. Mutual location shall be coordinated when there are monit oring and lighting facilities for the
highway segment of sign setting, so as to avoid being sheltered. When installing multi -lane highway signs,
considerations shall also be given to the condition that the inner lane is sheltered by the large vehicles of outer
lane, and necessary signs shall be added at the inner side of traffic lane or upward side by adopting portal
supporting structure.
10.2.4 Clear zone widt hs of 1~3 highway sides are related to highway traffic volume, operating speed,
horizontal curve radius and subgrade slope grade. When the highway side clear zone of the highway does not
meet the security requirement and there are obstacles that cannot be removed within the scope of the clear
zone, guardrail setting shall be determined based on the guardrail setting principle. Highway Guardrail Safety
Performance Evaluation Criterion (JTG B05-01-2013) divides the guardrail protection class into eight classes.
When designing guardrails for highways at different classes, the protection level shall be s elected according to
the highway side haz ardous degree. Security and protection facilities shall be consummated when adopting a
minimum value or lower technical indicator for the route. In the highway segments of sharp turn, abrupt slope,
continuous descent, poor sight distance, hazardous highway side, bridge, high -fill embankment, cliff, trench,
rivers and lakes etc., guardrail with different protection classes shall be installed according to the safe clear
zone conditions of the highway side.
4 To prevent the vehicle from crossing the central dividing strip and breaking into the counter lane and reduce
secondary accidents, it is required to arrange median separator guardrail. In the investigation, some provinces
adpot the subgrade type that is lower than mean line for the central strip less than 12m, and adopt the buffer
facilities such as mapping gravel, grassing and planting trees, to enable the vehicle sinking, obstruction and
stopping after inbound. Such method can be adopted if it can stop the vehicles from crossing the median
separator and driving to the counter lane after argumentation and experiment.
6 Through investigation, the accident rate is high at the movable guardrail of median separator openings,
guardrail transition section of different classes and forms as well as guardrail terminal, mainly because these
highway segments protection class could not meet a certain collision avoidance requirement.
10.2.5 Sight guidance facility can be divided into delineator, separate and combined traffic flows guidance sign
and chevron alignment sign. Delineator focus es on indicating highway alignment cont our, to guide t he driver
sight, to achieve more safe and comfortable driving. Delineator is generally installed at the road side. Within
the tunnel, the delineator is implemented on the tunnel wall and the top of maintenance passing lane.
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10.2.6 Expressway and Class I highway requiring access control are exclusively for vehicle driving with high
speed, to prevent the pedestrian and livestock from straying the highway, and ensure the driving safety,
isolation fence setting is required for forbidding and sealing, and the pedestrian and livestock are p rohibited
from entering these highways. Natural barriers indicate that the highway side runs into the natural obstruction
such as canal, pond and lake, or bridge and tunnel etc. Special terminal enclosure shall be made towards
different methods.
10.2.7 Dropping preventing net includes junk preventing net and falling rock preventing net. Falling rock
preventing net setting s hall be implemented within the highway construction clearance where the falling rock
may occur and affect safety through calculation, w hich is based on t he geological condition of the cutting slope
and reliability of the soil mass and rock.
10.2.8 A nti-glaring facilities mainly include the anti-glare panel, anti-glare net and t ree planting for anti-glare.
Night traffic volume is large for the highways with median separator, and when the glare generated from driving
affecting the driving of the counter lane, the anti-glaring facilities setting may shelter the glare, and improve
driving safety and comfort.
When installing anti -glare facilities at the grade crossing of Class I highway, it is easily to shelter the steering
vehicles, and cause poor sight distance of the c rossing; thus, the height of bilateral anti -glaring facilities of
median separator openings at this place could be gradually decreased within a certain scope, and 100m length
shall be adopted when the design speed is more than or equal to 80km/h, while 60m length shall be adopted
when the design speed is equal to 60km/h, and the anti-glare facilities shall be reduc ed to the 0 hei ght of the
openings from the normal height.
10.2.11 Wind fenc e is generally installed at the highway segment where the intersection angle between the
highway side crosswind and highway axis is more than 30 degree, while the design speed is more than or
equal to 80km/h and the perennial wind force is more than seven degree, or at the highway segment where the
design speed is less than 80km/h while the perennial wind force is more than eight degree.
Snow fence is generally installed at the highway segment whe re the blizzard amount is large and with long
lasting time and small variation of wind direction. Snow markerposts are generally installed at the highway
sections where the snowfall is large and with long lasting time, and the snow covers the traffic lane.
10.3 Service facility
10.3.1-10.3. 2 Service facility is a basic component of highway traffic transportation system, and a window to
reflect highway traffic culture. Provincial or regional overall planning shall be implemented for the service
facility according to road network planning, highway service level and traffic volume inc reasing, to distinguish
function and scale, and conduct stage construction hierarchically.
This revision shall continue the principle of Standard 2003 version, and the servic e facility shall include service
area, parking area and passenger vehicle stop. Observation deck can be installed within the service and
parking area by integrating their geographic location and humanistic environment.
Highway transportation planning as well as planning of public traffic passenger transport routes and stops of
the area where the highway project locates shall still be integrat ed for passenger vehicle stop s etting. The
actual needs of the highway transportation management department shall be inves tigated t o avoid
incompatible situation.
10. 3. 3 - 10. 3. 4 In the investigation on service area spacing, provinces of different regions and economic
development have different opinions. From the statistical analysis of survey questionnaire, some believe that
setting spacing of 15-30km for the servic e facilities is too dense, and 59.3% believe that the reasonable
spacing of the service area is 50km, and 56. 99% believe the reasonable spacing bet ween the service facilities
shall be 15-30km. Most opinion opinions are consistent with the Standard 2003 version.
- 117 -
It is sparsely populat ed in the gobi and desert area, and a lack of water, electricity and gas resources; due to
complex terrain, the service facilities address selection is diffic ult for mountain expr essway, and it is very
difficult to meet 50km spacing setting. In the JGLF [2012] No. 400 of "Several Opinions on Expressway
Construction Performance Technical Standard of Western Des ert and Gobi and Grassland A rea" issued by the
Ministry of Transport, it also clearly stipulated that “the servic e area spacing could be properly extended for the
highway segment with small traffic volume, and difficult water and electricity supply”.
Japanese Express way Design Essentials (1991 version) stipulated that the standard spacing bet ween service
facilities was 15km, with the maximum was 25km; quality inspection standard spacing of the service area was
50km, with the maximum of 100km; the service facility supervision in the Unit ed States was generally 65 -80 km;
and German expressway service stations locate at every 52km on average, while the gas station could be
seen in every 30km.
In conclusion, the stipulated basic spacing of the service area is still 50km, basic spacing of the parking area is
15-25km, and the spacing can be appropriately increased for the areas having difficulty in water, electricity and
gas supply along the expressway.
In the investigation, many provinces reflect that services such as meteorological information, highway
condition information, Internet access service and banking service shall be supplied within the service area.
The compile group believes that the functions setting shall be determined by the highway construction project
argumentation according to location contact where the service area locates and actual service demands along
the highway, and also encourages highway construction project setting with conditions and requirements, so
as to improve service capability and level of the highway.
10.3.5-10.3. 6 From the investigation result, everywhere of China has a significant demand for service facilities
of Class I and II highways, especially for long distant highway or tourist highway, the demand for service
facilities is more prominent. Some provinces have installed service facilities on these highways according to
their actual requirements, for example, Shaanxi Highway Bureau has planned and constructed over 50 health
service areas on the t runk highways such as National Highway 312, 210, 316, 108, for the fact of no service
area on the Class II highway, and the issue of dilemma of which restroom to use on many trunk roads like
southern and northern Shaanxi. The service area is of innovative design, in cleanness and with bright sign,
which gives real convenience to the drivers and passengers, and enriches the highway connotation.
As for passenger vehicle stop, the investigation result shows that it is recommended to consider passenger
vehicle stops setting in the grade highway section by integrating the urban-rural bus integrated development in
the developed areas such as Zhejiang, Jiangsu, Hubei etc., definite acceleration and deceleration lane and
platform length, and carry out a synchronous implementation and completion with the highway construction.
Highway projects implemented in Zhejiang Province in recent years have taken the bay passenger vehicle
stops into account, with unequal spacing, and most are located near the villages. In t he investigation, it is
widely believed that setting passenger vehicle stops on the expressway mainline is not conducive to safety,
difficult to manage. Currently, there is almost no expressway on the mainline, though such setting exists in
individual project, it is not used in t he post-stage operation. Thus, it is recommended not to install passenger
vehicle stops on the expressway mainline in this revision. In case of setting requirement, the setting may be
demonstrated by integrating the service area, and setting may also be implemented on the link line before the
highway toll station or on the intersected highway by integrating the interchange and toll station.
10.4 Management facility
10.4.1-10.4. 2 Main factors for monitoring facility scale and cont ent determination include: operation
management, traffic volume, service level, traffic capacity, traffic composition, highway condition, construction
investment etc., which are difficult for quantitative description. This revision is mainly based on China's current
theoretical foundation of highway traffic capacity and service level, which divides the monitoring facility scale
into the four Classes of A, B, C, D. Class A is mainly applicable for expressway adopting full process
monitoring; Class B is mainly applicable for expressway adopting segmentation monitoring; Class C is mainly
applicable for Class I and II highways as the trunk line, adopting special highway segment monitoring or key
area monitoring; and Class D is mainly applicable for collector -distributor highway and branch highway,
adopting point monitoring. Such classification method does not take the traffic flow intensity indicator as the
classification basis any more, instead, it is based on highway function, and puts emphasis on the three major
demands of traffic safety, operation management and emergency rescue, and shall be corresponding to the
highway class for the convenience of execution in the design process.
- 118 -
10.4.3 1 Along with the development of traffic intelligence, E TC toll c ollection becomes the requirement of
intelligent traffic development, and is also the most effective means to solve congestion of China's toll plaza.
Only scale ETC toll collection system could reflect its benefits. Currently, Beijing, Tianjin, Hebei, Shandong,
Shanxi, Shanghai, Jiangsu, Zhejiang, Anhui, Jiangxi, and Fujian have achieved E TC system networking in the
major North and East China, except Tibet Autonomous Region, all provinces in China have installed the E TC
toll collection system. Ministry of Transport requests to achieve national ETC system networking by the end of
2015. Along with the technological development and progress, non-parking toll collection system of multi-lane
free flow will also be achieved in the future. Hence, this revision stipulates that the new toll facilities shall build
ETC lane simultaneously.
2 Mainline toll station shall be installed for trans-provincial construction of toll highway. Under comprehensive
consideration of t he factors of land occupation, investment and service, the method of joint construction of
mainline toll station is better than separate construction of full-range mainline toll stations by the two provinces.
There are two models of joint construction: one is the model of joint construction of full -range toll plaza by the
two provinc es; the other is both sides choosing an appropriate location at the provincial boundary (might be
within the territory of one party), and each build half-range of the toll plaza.
3 This revision adjusted the calculated traffic volume of the toll electromechanical facilities to be consistent with
the calculated traffic volume of toll civil engineering according t o China's highway development status and
trends, and under the int egration of China's current toll plaza construction status and implementation
experience of most provinces. Stipulated diction of "May", "shall" are respectively adopted for the toll machine
electricity, toll civil engineering, calculation of number of toll lanes for land acquisition and year value of traffic
volume, and eac h region can determine the appropriate calculating year according to their own construction
status for selection. In the calculation of number of toll lanes for Class I highway, the year value of t oll
electromechanical facilities shall select 5 years.
4 From China's treating effect for overloaded vehicles, weight charging is an effective method for lim iting
overloaded vehicles. Currently, except Tibet and Hainai, other provinces and regions have achieved truck
weight charging.
10.4.4 2 As for pipeline leasing, the situation in each province is not completely the same according to the
investigation result. Volume requirement in some regions is up to 18-24 holes, while pipelines in other regions
are only applicable for the 2-3 holes of basic business, and more than 50% is vac ant. Thus, this revision shall
not stipulate the number of communic ation pipeline any more, and shall be determined by the actual use
requirement, and ensure the connection among provinces.
10.4.5 2 As for highway construction, most of the transformer and distribution facilities, high voltage power
transmission line engineering for construction power used to be removed or even abandoned after the
completion of project construction, however, the substation or high voltage power transmission line shall be
rebuilt as required for highway operation, there is no consideration given to the construction requirements
between the two periods, causing repeated construction and waste of resources. Comprehensive analysis
shall be implemented for the power load of highway traffic engineering and roadside facilities in the
construction and operation period, and achieving " permanent and temporary combination" is fulfilled by
multiple provinces in their measures of promoting highway construction, which could favorably reduc e the
repeated construction of infrastructure, avoid wasting, and embody the cons ervation and sustainable scientific
development concept. This revision stipulated that the temporary construction power and permanent
construction power shall be combined for the implementation of power supply and distribution system and high
voltage power transmission line engineering.
3 The survey questionnaire showed that according to 69% of the opinion: lighting facilities shall be installed for
highway toll plaza, interchange, major bridge, tunnel, and truck escape ramp. 65% of the opinions believed
that the lighting on/off time is reasonable for highways such as toll plaza, however, the controlling met hod
flexibility is still poor.
- 119 -
From the actual engineering construction, most highway engineering are basically following the stipulations of
Standard 03 edition, lighting facilities shall be installed at the highway toll plaza and service area, and
multi-passing grade separation, super major bridge, airport expressway and ring expressway in urban
entrance & exit shall be provided with lighting facilities . Lighting setting project in the non -urbanization
interchange and special major bridge has been increasingly reduced. E ven installing lighting, the scale
continues to be reduced, and the reinforcement effect of interchange zone and bridge lighting is not significant
for night driving safety, but it requires to invest a lot of funds and operation management expenses.
Along with the increasingly improvement of people's awareness for highway operation safety, the important
management, safety protection and rescue facilities such as detecting test station, truck escape ramps etc.,
appeared along the highway, more highway users hope that lighting facilities can be installed on these
highways, to satisfy the safety requirements. Besides, since the airport and ring expressways are close to the
city, with large night traffic volume, the lighting facilities are basically installed in the completed projects.
Therefore, this revision added the requirements of installing lighting facilities on the important segments suc h
as detecting test stations and emergent truck escape ramps, and indicators shall be carefully selected for
interchange, bridge, airport expressway, ring expressway according to the economic conditions and road
network features, to reasonably arrange the scale of lighting facilities.
- 120 -

001-JTG B01-2014 公路工程技术标准

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001-JTG B01-2014 公路工程技术标准

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JTG

Industry Standard of the People's Republic of China (JTG B01-2014)

Issued on September Implemented on

Issued by Ministry of Transport of the People's Republic of China

Technical Standard of Highway Engineering

Chief editorial unit: Bureau of Highway of Ministry of Transport

China Communications Press Co., Ltd.

Cataloguing in Publication (CIP) Data

Type of Standard: Industry Standard of the People's Republic of China

Ministry of Transport of the People's Republic of China

Office of Ministry of Transport Printed and issued on October 8, 2014

Chief editorial unit: Bureau of Highway of Ministry of Transport

Chief editors: Huo Ming, Li Chunfeng

7 Automobiles and pedestrian load...................................................................................................... 95

2 0.9 Evacuation/escape lane

Table 3.2.1 Overall Dimensions of Design Vehicles

Representative Model Vehicle Conversion Factor Note

a) Expressway and Class I highway (integral)

b) Expressway and Class I highway (separate)

c) Class II, III and IV highway

Where： W-Width of traffic lane;

3.7 Seismic resistance

Table 4.0.3 Number of Lanes of Different Highways

Design speed (km/h) 120 100 80 60

Highway class (functions) Expressway Class I highway (trunk line)

Width of earth General 0.75 0.75 0.75 0.75 0.75

Width of right hard Ordinary value 1.50 0.75

Design speed (km/h) 120 100 80 60

4.0.15 Sight distance shall meet the following provisions:

Design speed (km/h) 120 100 80 60

Design speed (km/h) 80 60 40 30 20

Design speed (km/h) 120 100 80 60 40 30 20

Note: "-" means the maximum superelevation is not considered.

Design speed 120 100 80 60 40 30 20

Longitudinal Design speed (km/h)

5 Subgrade and Pavement

Class I Class II Class III Class IV

6. Bridge and Culvert

Total Length of Multi-opening

Notes: 1. Single-opening span means standard span.

Design Flood Frequency

Main Structures Replaceable Parts

7 Automobiles and Pedestrian Load

Technical Class Class II Class III

Fig. 7.0.3 Lane Load

Item Unit Technical Indicator

Fig. 7.0.5 Transverse Layout of Vehicle Load (size unit: m)

Bridge deck width W 0 (m) Designed number of lanes for

7.0≤ W 0<10.5 6.0≤ W 0<14.0 2

14.0≤ W 0<17.5 14.0≤ W 0<21.0 4

21.0≤ W 0<24.5 21.0≤ W 0<28.0 6

28.0≤ W 0<31.5 28.0≤ W 0<35.0 8

Table 7. 0.6-2 Horizontal Lane Loading Coefficient

Number of lanes under

Table 7.0.7 Vertical Reduction Coefficient

Calculated span L0 (m) Longitudinal reduction factor

Class II highway, Class III highway and Class

Highway Grade Class I highway Class II highway

Distance (m) 2 000 1 000 500 500 300

9.2 Highway and highway grade separation

Form of ramp Direct-connected Semi-direct-connected Loop ramp

10 Traffic Engineering and Facilities along the Line

10.3 Service Facility

10.4.2 Monitoring facilities shall meet the following requirements: