Tech Standard Hwy Engineering

JTG
INDUSTRIAL STANDARD OF
THE PEOPLE’S REPUBLIC OF CHINA JTG B01 - 2003
TECHNICAL STANDARD OF HIGHWAY ENGINEERING
ISSUED ON JAN. 29, 2004 IMPLEMENTED ON MAR. 1, 2004
MINISTRY OF COMMUNICATIONS OF THE PEOPLE’S REPUBLIC OF CHINA
This information was translated from Chinese as part of an Asian Development Bank (ADB) technical
assistance for Guangxi Roads Development II project in 2004. However, these translations are not
officially approved by the PRC Government, and do not necessarily reflect the views or policies of the
ADB, or its Board of Directors or the governments they represent. ADB makes no representation
concerning and does not guarantee the source, originality, accuracy, completeness or reliability of any
statement, information, data, finding, interpretation, advice, opinion, or view presented.
INDUSTRIAL STANDARD OF THE PEOPLE’S REPUBLIC OF CHINA
J T G B01 - 2003
EDITTED BY: HIGHWAY DEPARTMENT OF THE MINISTRY OF COMMUNICATIONS OF

THE PEOPLE’S REPUBLIC OF CHINA
HIGHWAY ENGINEERING COMMITTEE OF CHINA ENGINEERING

CONSTRUCTION STANDARD ASSOCIATION
APPROVED BY: MINISTRY OF COMMUNICATIONS OF THE PEOPLE’S REPUBLIC OF CHINA
IMPLEMENTED ON: MARCH 01, 2004
PEOPLE’S COMMUNICATIONS PRESS

BEIJING . 2004
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JTG B01 – 2003
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ANNOUCEMENT ON THE ISSUANCE OF “TECHNICAL STANDARD OF HIGHWAY

ENGINEERING” ( JTG B01 – 2003 )
NO. 1 DECREE
The newly issued “Technical Standard of Highway Engineering” (JTG B01-2003) will be
implemented on 01 March 2004, and the old “Technical Standard of Highway Engineering” (JTJ 001-97)
will be terminated at the same time.
“Technical Standard of Highway Engineering” (JTG B01-2003) is compiled by Highway Dept. of

the Ministry of Communications of the People’s Republic of China and Highway Engineering Committee
of China Engineering Construction Standard Association together. The management and explanation
rights on “Technical Standard of Highway Engineering” (JTG B01-2003) belong to the Ministry of
Communications of the People’s Republic of China, the daily management & explanation works will be
responsible by Highway Dept. of the Ministry of Communications of the People’s Republic of China.
All departments & authorities concerned should summarize their practical experiences and collect all
related materials & information to provide their findings and comments to Highway Dept. of the Ministry
of Communications of the People’s Republic of China (mail address: No. 11, Neida St., Jianguomen
District, Beijing City, P.R. China, postal code: 100736; Tel. No. 010-65292718) for reference.
Ministry of Communications of the People’s Republic of China

Jan. 29, 2004
INTRODUCTION
In order to make the sustainable development on highway construction, the Ministry of

Communications of the People’s Republic of China issued No. 36 Decree (2002) to conduct the revision
works on “Technical Standard of Highway Engineering” (JTJ 001-97) that was implemented on Jan. 01,
1998. The revision works will be responsible by Highway Dept. of the Ministry of Communications of
the People’s Republic of China and Highway Engineering Committee of China Engineering Construction
Standard Association together, and supported & coordinated by Communications Departments at all
provincial levels.
Based on the practical highway construction experiences since 1997 and research results of 12 key
technical projects, combined with the related foreign standards & advanced technology, in the revised
“Technical Standard of Highway Engineering”, there are clear and suitable technical standards on
highway construction at the different levels, and there are also very important guidelines on construction
safety & environment protection for highway projects in order to speed up the development on highway
construction and make the healthy & sustainable development on highway & transportation industries.
There are 9 chapters in the revised “Technical Standard of Highway Engineering”, there are as
follows: 1. General Rules; 2. Control Elements; 3. Route; 4. Roadbed and Road Surface; 5. Bridges
& Culverts; 6. Vehicles and Loads Capacity; 7. Tunnels; 8. Route and Intersection; 9. Transportation
Project and Its Facilities. In this revised “Technical Standard of Highway Engineering”, highways are
classified into five classes as follows: (i) Expressway; (ii) Class I Highway; (iii) Class II Highway; (iv)
Class III Highway; (v) Class IV Highway, and road functions, passing capacity, and services are also
included. The small-size passenger bus is considered as standard vehicle size in order to conduct
conversion on transportation volumes of highway at the different levels and make passing capacity
analysis. We also adjust the design speed of highways at the different levels, the actual pressure value of
roadbed, the classification of special large-size & large-size bridges, the classification of long &
short-distance tunnels, and conduct the revisions on main technical standards for road intersection,
classify transport project and its facilities, and introduce new concepts on moving speed & safety
assessment for designs and management.
All departments & authorities concerned should summarize their practical experiences and collect all
related materials & information to provide their findings and comments to Highway Dept. of the Ministry
of Communications of the People’s Republic of China (mail address: No. 11, Neida St., Jianguomen
District, Beijing City, P.R. China, postal code: 100736; Tel. No. 010-65292718, E-mail: shc@rioh.ac.cn)
for reference.
Edited by: HIGHWAY DEPT. OF THE MINISTRY OF COMMUNICATIONS OF THE

PEOPLE’S REPUBLIC OF CHINA
HIGHWAY ENGINEERING COMMITTEE OF CHINA ENGINEERING

CONSTRUCTION STANDARD ASSOCIATION
Main Draft by: Shengfu Zhang ( Consultant )

Yongyao Chen Ping Chen Ronggui Zhou Qihua Ge
Songchang Huang Weigang Bao Chunfeng Li Zhijie Liu
Yong He Ming Huo
CONTENTS
1 GENERAL RULES
2 CONTROL ELEMENTS
3 ROUTE;
4 ROADBED AND ROAD SURFACE
5 BRIDGES AND CULVERTS
6 VEHICLES AND LOADS CAPACITY
7 TUNNELS
8 ROUTE AND INTERSECTION
9 TRANSPORTATION PROJECT AND ITS FACILITIES
TERMINOLOGY EXPLANATIONS
ANNEX: EXPLANATIONS ON ARTICLES OF “TECHNICAL STANDARD OF HIGHWAY

ENGINEERING” (JTG B01-2003)
1 GENERAL RULES
2 CONTROL ELEMENTS
3 ROUTE
7 TUNNELS
8 ROUTE AND INTERSECTIONS
1. GENERAL RULES
1.0.1 In order to unify technical standard of highway engineering, we formulate these rules.
1.0.2 These rules are suitable to the newly-established and on-going expanded highway construction.
1.0.3 Based on road functions and suitable transportation capacity, highway can be classified into the
following five classes:
1. Expressway is multi-lanes highway that is specially used for the totally control of entry & exit
of vehicles in the different lanes & directions.
Based on consideration of converting all kinds of vehicles into small-size passenger bus as
standard vehicle size, average daily transportation volumes for a whole year on four-lanes expressway
are 25,000 – 55,000 vehicles;
standard vehicle size, average daily transportation volumes for a whole year on six-lanes expressway are
45,000 – 80,000 vehicles;
standard vehicle size, average daily transportation volumes for a whole year on eight-lanes expressway
are 60,000 – 100,000 vehicles;
2. Class I highway is multi-lanes highway that is specially used for the control of entry & exit of
vehicles in the different lanes & directions based on the needs.
standard vehicle size, average daily transportation volumes for a whole year on four-lanes Class I
highway are 15,000 – 30,000 vehicles;
standard vehicle size, average daily transportation volumes for a whole year on six-lanes Class I highway
are 25,000 – 55,000 vehicles;
3. Class II highway is double-lanes highway that is specially used for the passing of vehicles.
Based on consideration of converting all kinds of vehicles into small-size passenger bus as standard
vehicle size, average daily transportation volumes for a whole year on double-lanes Class II highway are
5,000 – 15,000 vehicles;
4. Class III highway is double-lanes highway that is mainly used for the passing of vehicles.
vehicle size, average daily transportation volumes for a whole year on double-lanes Class III highway are
2,000 – 6,000 vehicles;
5. Class IV highway is double-lanes or single-lane highway that is mainly used for the passing of
vehicles
vehicle size, average daily transportation volumes for a whole year on double-lanes Class IV highway
are 2,000 vehicles;
vehicle size, average daily transportation volumes for a whole year on single-lane Class IV highway are
400 vehicles;
1.0.4 Forecasting on the designed transportation volumes of highways at the different levels should
follow the following rules
1 Forecasting on the designed transportation volumes of expressway and Class I highway with
main branches should be calculated based on 20 years; Forecasting on the designed transportation
volumes of Class I highway with the separated branches, Class II and Class III highways should be
calculated based on 15 years; Forecasting on the designed transportation volumes of Class IV highway
should be calculated based on the actual situations.
2 The starting year on forecasting for the designed transportation volumes should be the operating
year stated in feasibility study of this project.
3 Forecasting on the designed transportation volumes should consider the long-term impacts on
integrated transportation system and social & economic development.
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1.0.5 Basic principles are used for classifications of highways
1 Classifications of highways are defined in accordance with road functions, designed road
network, transportation volumes, integrated transportation system and long-term development in project
areas.
2 In one highway, we can select the different designed speeds and roadbed widths for its different
portions, but there should be smooth connections among the different classified roads with the different
speeds & roadbed widths.
3 When the forecasted design transportation volumes are between Class I highway and
expressway, if the planned highway project is belonging to highway with main branches, we suggest that
this highway project should be expressway; if the planned highway project is belonging to highway with
the separated branches, we suggest that this highway project should be Class I highway.
4 Main highways are usually used for Class II highway and its above levels.
1.0.6 Based on principles for protecting the farmland and saving land, we should consider the
following rules on the planned highway project.
1 Highway land occupancy usually include road, its embankment, and the area that is more than 1
meter distance from water escape canals of two side embankments (or from its embankment if there are
no water escape canals of two side embankment), or the area that is more than 1 meter distance from
water drainage of the top of the cutting of road, if it is allowed by natural environment conditions, we can
adjust more than 1 meter distance into more than 3 meters distance for expressway and Class I highway,
and more than 2 meters for Class II highway.
2 In a special area such as sand storm and snow storm that always happen, we should establish
the protection facilities and define road land occupancy area based on the actual needs.
3 For road land involved in bridges, tunnels, integrated grade separation, branched grade
separation, grade crossing, traffic safety facilities, service facilities, management facilities, green land,
and tree nursery bank, we should define road land occupancy area based on the actual situations.
3
1.0.7 We should implement national environment protection policies on highway construction and
conduct the following rules:
1 Environment protection on highway construction should be based on the principles of

“Prevention as main, Treatment as subsidiary”.
2 Based on the natural conditions, we should conduct beautification program on highway

construction in order to protect environment.
3 We should conduct environment impact assessment on expressway, Class I highway and other
special highways projects.
4 For those highway project areas that are located in poor ecological environment regions or
project maybe cause environment damages in the near future, we should make environment protection
design on these highway construction projects.
1.0.8 Highway construction at the different stages must be based on the principles of the “unified
plan, integrated design and staged implementation” in order to make the smooth connections between the
current project and the future project.
The integrated expressway under sectional direction can’t be constructed under cross direction at the
different project stages.
1.0.9 When transportation volume of highway has reached or near to its full capacity, we should
conduct comparison schemes to decide on whether to make a reconstruction project or to construct a new
one.
1 For reconstruction highway, when we utilize its partial road section of the current highway, it
maybe cause geographical damages on project area due to the improvement of the designed speed,
therefore, we can maintain the original design speed on partial road section, but its length of road should
not be more than the designed length.
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2 Reconstruction on expressway should be designed and implemented based on transportation
volume forecasting, traffic network design and traffic safety assessment. During project implementation,
we should reduce the interference on the current highway and maintain traffic safety measurements.
Service level on the reconstructed roads can be appropriately reduced in order to make vehicles smoothly
moving..
3 In order to ensure the smooth moving of vehicles, we should make design schemes on the
passing of vehicles for the reconstruction of Class I, II, and III highways.
1.0.10 For highway construction projects, we should consider its design, construction, maintenance,
and management in terms of costs & effectiveness, and analyze its safety, environment protection and
social benefits in order to select the best schemes.
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2 CONTROL ELEMENTS
2.0.1 The stipulations on the designed outside size of vehicle for highway projects are stated in Table
2.0.1.
Table 2.0.1 Designed Outside Size of Vehicles
Types of Total Length Total Width Total Height Front Suspension Wheelbase Back Suspension
Vehicles (m) (m) (m) (m) (m) (m)
Small-size 6 1.8 2 0.8 3.8 1.4
passenger bus
Vehicle with 12 2.5 4 1.5 6.5 4
heavy loads
Saddle-type 16 2.5 4 1.2 4+8.8 2
vehicle
2.0.2 Conversion of transportation volumes is based on small-size passenger bus as standard vehicle
size. The conversion coefficients on all kinds of vehicles into standard vehicle size are stated in Table
2.0.2.
Table 2.0.2 Coefficients on All Kinds of Vehicle Into Standard Vehicle Size
Types of Vehicles Coefficients of Vehicles Explanations

Small-size passenger bus 1.0 < 19 persons & loads < 2t cargo truck
Medium-size vehicle 1.5 > 19 persons & loads > 2t < 7t cargo truck
Large-size vehicle 2.0 Loads capacity > 7t < 14t cargo truck
Vehicle with trailers 3.0 Loads capacity > 14t cargo truck
1 For non-motor vehicles such as animal-drive vehicle, man-drive vehicle and bicycles, designed
transportation volumes should be calculated based on interference factors of road sides.
2 Transportation volumes of tractors on Class I and II highways should be calculated based on

interference factors of road sides.
Each tractor driven on Class III & IV highways should be converted into 4 small-size passenger
buses.
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3 Conversion coefficients on analyzing passing capacity of vehicles should be calculated based
on road sections & intersection, geographical conditions and traffic needs.
2.0.3 The designed hourly transportation volumes on highways should be calculated on basis of
transportation volume in the 30th hour, or hourly transportation volume in the 20th – 40th hour of a year.
2.0.4 Service levels on highways can be divided into four levels. The adopted service levels on
highways at the different levels are stated in Table 2.0.4.
Table 2.0.4 Adopted Service Levels on Highways at the Different Levels
Classifications of Expressway Class I Highway Class II Highway Class III Highway Class IV Highway
Highways
Service Levels II II III III ---
1 Service level III can be designed and adopted on Class I highway with the separated branches.
2 Service level III can be designed and adopted on the different sections of grade separation.
2.0.5 Design speeds on highways at the different levels are stated in Table 2.0.5.
Table 2.0.5 Design Speed on Highway at the Different Levels
Classifications Expressway Class I Highway Class II Highway Class III Highway Class IV
of Highways Highway
Design Speed 120 100 80 100 80 60 80 60 40 30 20
(km/h)
1 Due to the newly constructed projects or partial road section damages on expressway, after
verification & assessment, design speed on partial road section can be adopted at 60 km/h, but its length
should not be more than 15 km, or design speed in neighboring road sections of grade separation should
not be more than 80 km/h.
2 For Class I highway with main branch, design speed should be adopted at 100 km/h or 80 km/h.
For Class II highway with the separated branches, based on the mixed transportation volumes and
the distance of grade crossing, design speed should be adopted at 60 km/h or 80 km/h.
7
3 For Class II highway with main branch, its design speed should be adopted at 80 km/h.
For Class II highway with the separated branches, if its road section has huge mixed transportation
volumes and narrow distance on grade crossing, the design speed should be adopted at 60 km/h.
If Class II highway located at mountainous areas with the complicated geographical & geological
conditions, after verification & assessment, the design speed should be adopted at 40 km/h.
2.0.6 The length of the designed road section of expressway should not be less than 15 km; the length
of the designed road section of Class I and II highways should not be less than 10 km.
2.0.7 Construction limitations on highways at the different levels are stipulated in figure 2.0.7.
(1) Expressway and Class I Highway ( Integrated )
(2) Expressway and Class I Highway ( Separated )

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(3) Class II, III, and IV Highways
(4) Tunnels
Figure 2.0.7 Construction Limitations on Highways at the Different Levels
W – width of passing lanes;

L1 – shoulder width of left cement roadside;
L2 – shoulder width of right cement roadside;
S1 – edge width of left roadside;
S2 – edge width of right roadside;
L – width of roadside;
Width of roadside for expressway & Class I highway is shoulder width of cement road ( L1 or L2 );
Width of roadside for Class II, III and IV highways is shoulder width minus 0.25 m;
Width of tunnels ( Lleft or Lright ) should be in accordance with the stipulation of the minimum
roadside width in Article 7.0.3.
C- it is 0.5 m when design speed is more than 100 km/h; it is 0.25 m when design speed is equal or less
than 100 km/h.
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M1 – width of central zone;
M2 – width of central division zone;
J – width of maintenance passing lane in tunnel;
R – width of pavement in tunnel;
d- height of maintenance pass lane or pavement in tunnel;
E – limited width of corner angle in construction;
When L < 1m, E = L;
When L > 1m, E = 1m.
H – clear height.
1 When there are acceleration (deceleration) lane, emergency stop zone, slope climbing lane,
slow lane and overtaking lane, they should include appropriate widths in their construction limitations.
2 For expressway (integrated) with eight-lanes or above, when there is width of left cement
roadside, it should include appropriate width in its construction limitations, shown in (2) of figure 2.0.7.
3 When there are maintenance passing lane and pavement in bridges and tunnels, they should
include appropriate widths in their construction limitations.
4 There is only one clear height which will be adopted in one highway. Clear height should be
5.0m for expressway, Class I & II highway; clear height should be 4.5m for Class III & IV highway.
5 Clear height should be 2.5m when maintenance passing lane, pavement and vehicle passing
lane are separated.
2.0.8 Quake-proof design should be in accordance with the following rules:
1 Except for special requirements, we can adopt simple protection measurement in highway
project if acceleration coefficient of earthquake shaking peak value is less than or equal to 0.05.
2 We should conduct quake-proof design in highway project if acceleration coefficient of

earthquake shaking peak value is equal to 0.1, 0.15, 0.20, and 0.30.
3 We should conduct special research on quake-proof design if acceleration coefficient of

earthquake shaking peak value is more than or equal to 0.4.
4 For those highway projects which have been tested by quake-proof, we should conduct
quakeproof design based on the approved acceleration coefficient of earthquake shaking peak value.
3 ROUTE
3.0.1 General Rules
1 We should properly utilize technical standards and ensure the driving safety on the road to
conduct route design based on road functions & its classifications.
2 We should consider all kinds of transportation tools and their functions to define the route
design based on the unified plan and to combine between the near future and specified future date in order
to maximize to develop the integrated effectiveness for highway projects.
3 We should carefully conduct survey on hydrogeology, topography, and geological structure to

select road route in order to make sure that road route is in accordance with the natural environment
conditions.
4 We should also consider irrigation construction and farmland utilization, and coordinate with
the overall municipal engineering plan in order to avoid destroy on cultural relic, natural environment and
local landscape.
5 We should conduct the overall design on expressway and Class I highway in order to make the
design smooth on each technical standard & structure to economically and reasonably select the schemes.
3.0.2 Width of lane should be in accordance with the following rules stated in Table 3.0.2.
Table 3.0.2 Width of Lane

Design speed (km/h) 120 100 80 60 40 30 20
Width of lane 3.75 3.75 3.75 3.5 3.5 3.25 3.0 (it is 3.5 if it
is single lane)
Note: if there are eight lanes in expressway, when there are shoulders in left roadside, width of inner lane
should be 3.5m
3.0.3 Numbers of lanes in expressway and Class I highway should be determined based on the
designed transportation volumes and adopted service levels. If there are more than four lanes, the increase
of lanes should be even numbers.
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3.0.4 There must be central zone for the integrated sections of expressway & Class I highway. The
central zone is composed by two left roadside and central division zone, width of each section should be
in accordance with the stipulated rules in Table 3.0.4.
Table 3.0.4 Width of Central Zone

Design speed (km/h) 120 100 80 60
Width of central division Ordinary value 3.0 2.0 2.0 2.0
zone (m) Minimum value 2.0 2.0 1.0 1.0
Width of left roadside (m) Ordinary value 0.75 0.75 0.5 0.5
Minimum value 0.75 0.5 0.5 0.5
Width of central zone (m) Ordinary value 4.5 3.5 3.0 3.0
Minimum value 3.5 3.0 2.0 2.0
Note: “ordinary value” is the adopted value under the normal condition; “minimum value” is the adopted
value under the limited conditions.
3.0.5 Shoulder width of road should be in accordance with the stipulated rules in Table 3.0.5.
Table 3.0.5 Shoulder Width of Road

Design speed (km/h) Expressway, Class I highway Class II, III & IV highways
120 100 80 60 80 60 40 30 20
Shoulder width of right Ordinary value 3.0or 3.5 3.0 2.5 2.5 1.5 0.75
cement roadside (m) Minimum value 3.0 2.5 1.5 1.5 0.75 0.25 -- -- --
Shoulder width of soil Ordinary value 0.75 0.75 0.75 0.5 0.75 0.75 0.25(double lanes)
road (m) Minimum value 0.75 0.75 0.75 0.5 0.5 0.5 0.75 0.5 0.5 (single lane)
Note: (1) “ordinary value” is the adopted value under the normal condition; “minimum value” is the
adopted value under the limited conditions.
(2) we adopt 3.5 m as shoulder width of right roadside for four-lanes expressway at the design speed
of 120 km/h, and adopt 3.0 m as shoulder width of right roadside for six-lanes and eight-lanes
expressways.
1 There should be right roadside zone within shoulder width of right roadside in expressway and
Class I highway, its width should be 0.50m.
2 If we adopt the separated sections in expressway and Class I highway, we should set up left
cement roadside shoulder which width should be in accordance with the stipulated rules in Table 3.0.5-2.
Left cement roadside shoulder should include left roadside width
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Table 3.0.5-2 Shoulder Width of Left Cement Roadside in Separated Sections of Expressway & Class I Highway
Shoulder width of left cement roadside (m) 1.25 1.00 0.75 0.75
Shoulder width of left soil roadside (m) 0.75 0.75 0.75 0.5
3 Left cement roadside shoulder is suitable to be set up in eight-lanes expressway, which width
should be 2.5m. Left cement roadside shoulder width should include left roadside width
3.0.6 Emergency stop zone should be set up if shoulder width of right cement roadside in expressway
and Class I highway is less than 2.5m. The width of emergency stop zone should be 3.5m, its effective
length should not be less than 30m, their gap should not be more than 500m.
3.0.7 There should be acceleration (deceleration) lanes in the entrance or exit of grade separation,
service areas, vehicles stopping areas, bus stations, and road management facilities in expressway and
Class I highway.
3.0.8 For upward slope roads in expressway, Class I & II highways, if there are problems on passing
capacity and safety driving, we should set up climbing lanes for upward slope roads, width of climbing
lane should be 3.5m.
3.0.9 For downward slope roads, we should set up the safety lanes in order to avoid dangerous
driving and accidents.
3.0.10 If we adopt 4.5m roadbed in Class IV highway, we should set up overtaking lanes. The width of
roadbed for overtaking lanes should not be less than 6.5 m
3.0.11 Roadbed width of highways at the different levels should be in accordance with the stipulated
rules in Table 3.0.11.
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Table 3.0.11 Roadbed Width of Highways at the Different Levels
Classifications of roads Expressway & Class I Highway
Numbers of lanes 8 6 4 8 6 4 6 4 4
Roadbed Ordinary value 45.0 34.5 28.0 44.0 33.5 26.0 32.0 24.5 23.0
width (m) Minimum value 42.0 -- 26.0 41.0 -- 24.5 -- 21.5 20.0
Classifications of roads Class II, III, & IV highways
Design speed (km/h) 80 60 40 30 20
Numbers of lanes 2 2 2 2 2 or 1
Roadbed Ordinary value 12.0 10.0 8.5 7.5 6.5 4.5
width (m) (double lanes ) (single lane)
Minimum value 10.0 8.5 -- -- ---
Note: (1) “ordinary value” is the adopted value under the normal condition; “minimum value” is the
adopted value under the limited conditions.
(2) “ordinary value” of roadbed width in eight-lanes expressway is the width that we set up left
cement roadside shoulder and adopt 3.5m as inner lanes;
“minimum value” of roadbed width in eight-lanes expressway is the width that we don’t set up
left cement roadside shoulder and adopt 3.75m as inner lanes.
1 Roadbed width of highways at the different levels is that lane width plus shoulder width, if
there are central zone, acceleration (deceleration) lanes, climbing lanes, emergency stop areas, and
overtaking lanes, we should consider widths of these lanes in roadbed width.
2 If there are slow lanes that are set up in Class II highway due to transportation volumes, we
should adopt 15.0m as its roadbed width at the design speed of 80 km/h, and adopt 12.0m as its roadbed
width at the design speed of 60 km/h.
3 For Class IV highway, roadbed width of double lanes should be adopted; If there is small
transportation volumes, we should adopt 4.5m roadbed width of single lane.
4 When we define the roadbed width, “ordinary value” and “minimum value” of central division
zone width, left roadside width, and right cement roadside should width should be added by their
respective classifications.
3.0.12 Visual distance should be in accordance with the following stipulations.

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1 Visual distance for stopping vehicle in expressway & Class I highway should be in accordance
with the stipulated rules in Table 3.0.12-1.
Table 3.0.12-1 Visual distance for stopping vehicle in expressway & Class I highway
Visual distance for stopping vehicle (m) 210 160 110 75
2 Visual distances for stopping vehicle, meeting vehicle and overtaking vehicle in Class II, III &
IV highways should be in accordance with the stipulated rules in Table 3.0.12-2
Table 3.0.12-2 Visual distances for stopping vehicle, meeting vehicle and overtaking vehicle in Class II, III & IV highways
Visual distance for stopping vehicle (m) 110 75 40 30 20
Visual distance for meeting vehicle (m) 220 150 80 60 40
Visual distance for overtaking vehicle (m) 550 350 200 150 100
3 We should set up road sections for visual distance of overtaking lanes in double-lanes road.
4 We should conduct the inspection on visual distance for stopping vehicle in Class II & III
highways with big volumes of large-size trucks and expressway & Class I highway.
5 Visual distance of stopping vehicle in snows & frozen areas should be relative longer.
3.0.13 The maximum & minimum lengths of straight lines should be limited. The length of straight
lines and curve should be reasonable.
3.0.14 The minimum radius of circular curve should be in accordance with the stipulated rules in Table
3.0.14.
Table 3.0.14 Minimum Radius of Circular Curve

Design speed (km/h) 120 100 80 60 40 30 20
Ordinary value (m) 1000 700 400 200 100 65 30
Limit value (m) 650 400 250 125 60 30 15
Minimum radius (m) without setting Road arch < 2.0 % 5500 4000 2500 1500 600 350 150
excess height Road arch > 2.0 % 7500 5250 3350 1900 800 450 200
15
3.0.15 The joint portion between the straight line and minimum radius of circular curve stated in Table
3.0.14 should have circle lines. The coefficient of circle lines and its length should be adopted at the
biggest values based on the linear design, safety, and visual distance.
For Class IV highway, we can’t set up circle lines at the joint portion of the straight lines and
minimum radius of circular curve, we can make connection by exceeding heights and expanding widths.
3.0.16 Maximum sharp slope should be in accordance with the stipulated rules in Table 3.0.16.
Table 3.0.16 Maximum sharp slope

Design speed (km/h) 120 100 80 60 40 30 20
Maximum sharp slope (%) 3 4 5 6 7 8 9
1 If there are limitations by topographical conditions or other special situations, after the
verifications by technical & economic evaluations, maximum sharp slope can be adjusted to be increase
by 1 % for expressways with the design speeds at 120 km/h, 100 km/h and 80 km/h.
2 For the reconstructed highways, after the verifications by technical & economic evaluations,
maximum sharp slope can be adjusted to be increase by 1 % for those original road sections with the
design speeds at 40 km/h, 30 km/h and 20 km/h.
3 If there are 200 – 500m relative difference by height for upward and downward roads in
mountainous areas, the average sharp slope should not be more than 5.5%; if there are more than 500m
relative difference by height, average sharp slope should not be more than 5%. Average sharp slope will
not be more than 5.5% for continuous roads.
3.0.17 Length of sharp slope should be in accordance with the following stipulations.
1 Minimum length of sharp slope should be in accordance with the stipulated rules in Table
3.0.17-1.
2 Maximum length of the different sharp slopes should be in accordance with the stipulated rules
in Table 3.0.17-2.
Table 3.0.17-1 Minimum length of sharp slope

Design speed (km/h) 120 100 80 60 40 30 20
Minimum length of sharp slope (m) 300 250 200 150 120 100 60
16
Table 3.0.17-2 Maximum length of the different sharp slopes
Design speed (km/h) 120 100 80 60 40 30 20
Maximum length (m)
Slope (%)
3 900 1000 1100 1200 - - -
4 700 800 900 1000 1100 1100 1200
5 600 700 800 900 900 1000
6 500 600 700 700 800
7 500 500 600
8 300 300 400
9 200 300
10 200
3 We should set up slope relaxing sections for those lengths of slopes are less than the values
stated in Table 3.0.17-2. The slope of the relaxing sections should not be more than 3%, its length should
be in accordance with the length of slopes.
3.0.18 There should be vertical curves in the changing sections of road slopes. Minimum radius and
minimum length of vertical curves should be in accordance with the stipulated rules in Table 3.0.18.
Table 3.0.18 Minimum radius and minimum length of vertical curves

Design speed (km/h) 120 100 80 60 40 30 20
Radius of convex vertical Ordinary value 17000 10000 4500 2000 700 400 200
curve (m) Limited value 11000 6500 3000 1400 450 250 100
Radius of concave vertical Ordinary value 6000 4500 3000 1500 700 400 200
curve (m) Limited value 4000 3000 2000 1000 450 250 100
Minimum length of vertical curve (m) 100 85 70 50 35 25 20
17
4.0.1 General Rules
1 Roadbed and road surface should be designed based on road functions, road classifications,
transportation volumes, topographical terrain, geological condition, and road construction materials in
order to ensure the road more durable and sustainable. Meanwhile, roadbed and road surface should be in
accordance with anti-sliding and smooth.
2 We should pay more attention on water drainage facilities and protection design on roadbed
design, and conduct special design on obtaining and abandoning soil in order to avoid water & soil
erosion to block river course.
3 Roadbed section should be closely linked with natural environment in order to avoid the bad
influence caused by deep excavation and over backfilling. We usually adopt roadbed section with shallow
digging & low backfilling as measures on expressway and Class I highway.
4 For those road sections with special geological and hydrologic conditions, we must make clear
survey on their scales and adopt the comprehensive measures to strengthen anti-calamity & preventive
capability.
5 For those road sections with soft soil & high backfilling, we can adopt the principles on
“overall plan and periodical implementation” to construct highway project.
4.0.2 Anti-flood frequency of roadbed design should be in accordance with the stipulations stated in
Table 4.0.2.
Table 4.0.2 Anti-flood Frequency of Roadbed Design

Road classifications Expressway Class I highway Class II highway Class III highway Class IV highway
Anti-flood 1/100 1/100 1/50 1/25 Based on the
frequency design concrete situations
4.0.3 Height design of roadbed should be height of the accumulated water on the two sides of
roadbed, meanwhile we also consider the functions of underground water and surface water and adopt
measures in order to strengthen on the intensity and stability of roadbed.
18
The elevation of roadbed side flooded by river & water should be the computed height based on the
designed flood frequency of Table 2.0.4 plus the height of the blocked water, wave height and 0.5m safe
height.
4.0.4 Compacted thickness of roadbed and original surface treatment requirements
1 We should compact the roadbed. When the bottom portion of roadbed is not so compacted, we
should conduct the treatment in order to ensure the stability of roadbed and reduce the sunk of soil after
the completion of project.
2 The compacted thickness of roadbed should be in accordance with the stipulations stated in
Table 4.0.4.
Table 4.0.4 Compacted Thickness of Roadbed

Digging & Depth below Compacted thickness of roadbed (%)
backfilling type roadbed (m) Expressway & Class Class II highway Class III & IV
I highway highway
Digging 0 – 0.30 -- -- > 94
0 – 0.80 > 96 > 95 --
Backfilling 0 – 0.80 > 96 > 95 > 94
0.80 – 1.50 > 94 > 94 > 93
> 1.50 > 93 > 92 > 90
Note: (i) the listed values in Table are obtained through heavy-duty compact by experiment;
(ii) in special dry or wet areas, the listed values can be appropriately reduced;
(iii) for Class III highway with asphalt cement or concrete cement surface, compacted thickness of
roadbed is adopted based on the standards of Class III highway.
4.0.5 We should adopt the appropriate measures on roadbed protection in order to ensure the stability
of roadbed based on road functions and in combination with local climates, hydrogeology, and geological
conditions.
1 Roadbed protection should be in accordance with engineering protection and plantation

protection in order to make coordination with local landscape.
2 We must make survey on road sections with deep digging & backfilling in order to conduct the
protection on roadbed design. In terms of slope roadside with potential issues, we must conduct the
stability study and adopt measures to make reinforcement.
19
3 For road sections along the rivers, we should adopt preventive measures on avoiding flood
based on the features of the rivers in the different seasons. For those road sections that occupy or change
the river course, we must make a special design.
4.0.6 The standard axial loads on road surface design is 100 kN at single axle of double-round group.
4.0.7 The selection of road surface styles should be in accordance with the stipulations stated in Table
4.0.7.
Table 4.0.7 Road Surface Styles and Applicable Scopes

Road surface styles Applicable scopes
Asphalt cement Expressway, Class I, II, III & IV highways
Concrete cement Expressway, Class I, II, III & IV highways
Asphalt surface with the mixed asphalt & stone Class III & IV highways
Sand & stone road surface Class IV highway
4.0.8 The materials used on road surface should be in accordance with tense, stable and durable
requirements. Meanwhile, we should utilize all kinds of stable materials on road surface construction.
4.0.9 The drainage system on road surface & roadbed should be in accordance with the following
stipulations.
1 The drainage system design should be in accordance with the overall plan and reasonable
allocation in order to protect biological environment and avoid water erosion & pollute the water sources.
2 Based on classifications of highways, in combination with local climate, topographical

conditions, and hydrogeology, we should set up the necessary water drainage facilities for surface water
and underground water in order to protect the quality of roadbed.
3 In special geological environment, water drainage system on road surface and roadbed should
be closely linked with preventive measurements as comprehensive design.
20
5.0.1 General Rules
1 Bridges should be designed based on the requirements of road functions, classifications, passing
capacity and anti-calamity, and in combination with hydrogeology, geology, shipping and other
environmental conditions.
2 The locations of special large-size and large-size bridges should be selected at river sections
with good riverbed, maximum water flow and straight river course, they can’t be selected at the areas
with fault zone, karst, landslide and mud-rock flow.
3 Bridge design should be in accordance with the principles on the safety, suitability, economy,
beauty and environment protection.
4 The locations of bridges & culverts should meet the needs on irrigation of farmland.
5 Special large-size bridge should be designed based on the needs of landscape, which can
connect expressway and Class I highway, and maximum combination with natural environment &
landscape.
6 The structure of bridge is designed in accordance with the comprehensive design. There should
have water-proof and water drainage system.
7 Bridges with standard span will be constructed & assembled by machinery equipments.
5.0.2 Classifications of bridges & culverts are shown in Table 5.0.2.
Table 5.0.2 Classifications of Bridges & Culverts

Classifications of bridges & culverts Total length of span with many Span with single hole, Lk
holes, L (m) (m)
Special large-size bridge L > 1000 Lk > 150
Large-size bridge 100< L < 1000 40< Lk < 150
Medium-size bridge 30< L < 100 20< Lk < 40
Small-size bridge 8< L < 30 5< Lk < 20
culverts --- Lk < 5
21
Note: (i) span with single hole refer to standard span;
(ii) total length of span with many holes are total length of many standard spans for beam bridge and
plate girder bridge, total length is the distance from abutment on one side of river to abutment on
the other side of river for arch bridge; total length is total length of lanes on bridge for other kinds
of bridges.
(iii) no matter how many holes and spans, all of them will be called as culverts;
(iv) standard span – for beam bridge and plate girder bridge, it is the distance from central line of
two bridge piers or the central line of bridge pier to front line of abutment; for arch bridge and
culverts, it is net distance of span.
5.0.3 Total length of bridge --- is the distance of abutments at the two sides of river if there are
abutments; or total length on bridge floor if there are no abutments.
If span length of bridge or culvert is equal or less than 50 m, we adopt standard span length.
Standard span length for bridges & culverts are stipulated as 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
5.0.4 Flood frequency design for bridges & culverts should be in accordance with the stipulations
stated in Table 5.0.4.
Table 5.0.4 Flood Frequency design for Bridges & Culverts

Classifications Flood frequency design
of roads Special large-size Large-size bridge Medium-size bridge Small-size bridge Culverts or small
bridge water drainage
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 highway 1/100 1/50 1/50 1/25 No stipulations
1 For special large-size bridge on Class II highway and large-size bridge on Class III & IV
highways, under the strong water flow and riverbed easily scoured by water, we can increase one level of
flood frequency design to compute basic scouring depth.
22
2 Flood frequency design on either end of a bridge should be in accordance with the stipulations
stated in Article 4.0.2 on flood frequency design for roadbed.
5.0.5 Net space on bridge floor should be in accordance with the stipulations stated in Article 2.0.7 on
limitations for road construction.
1 For special large-size bridges on expressway & Class I highway, the width of the central zone
and roadside shoulder can be appropriately reduced, but, the reduced width should not be less than the
stipulated “minimum value” stated in Table 3.0.4 and 3.0.5-1.
2 All kinds of pipes and facilities on bridges can’t occupy and invade on limitations of road
construction.
5.0.6 Net space under bridges should be in accordance with the following rules:
1 For the rivers which are used for shipping or floating raft, net space under bridges should be in
accordance with the requirements on shipping or floating raft.
2 Net space under flyover should be in accordance with the stipulations on buildings of road
intersections, railways and other roads.
3 Net space under bridge also should be in accordance with situation on flood discharge, floating
ice, floating objects and ice block.
5.0.7 Bridge and its technical standards on horizontal, vertical and flat directions should be in
accordance with the overall design of road route.
Slope road on bridge floor should not be more than 4%, slope of guiding lane on either end of a
bridge should not be more than 5%.
Located at the mixed traffic conditions, slope on bridge floor and slope on guiding lane of either end
of a bridge should not be more than 3%.
Guiding lane on either end of a bridge should be in coordination with lines on bridge floor.
23
5.0.8 The designs on ferry & pier should be in accordance with the following rules:
1 The locations of ferry & pier should be selected at the river areas with stable riverbed, suitable
hydrogeology and no silt up.
2 Guiding slope on the straight pier should be adopted at 9% - 10%, guiding slope on
sawtooth-style pier should be adopted at 4% -6%.
3 The width of guiding lane on either end of a bridge should not be less than 8.5m for Class II &
III highways, and 7m for Class IV highway.
24
6.0.1 Vehicle loads capacity is classified into two classifications that are highway-Class I and
highway-Class II.
Vehicle loads capacity is composed of vehicle lane loads and vehicle loads. Vehicle lane load is
composed of the distributed loads and centralized loads.
In terms of bridge structure, we adopt vehicle lane loads as computation for the whole body of
bridge, and select vehicle loads as computation for partial sections of bridge such as partial overloads,
tunnels, abutments and pressure of the retaining wall. We should not overlap the vehicle lane loads and
vehicle loads together.
6.0.2 Classifications of vehicle loads capacity for roads & bridges of the highways at the different
levels should be in accordance with the stipulations stated in Table 6.0.2.
Table 6.0.2 Classifications of Vehicle Loads Capacity

Classifications of Expressway Class I highway Class II highway Class III highway Class IV highway
highways
Classifications of Highway-Class I Highway-Class I Highway-Class II Highway-Class II Highway-Class II
vehicle loads capacity
If there are many heavy-duty vehicles on Class II highway with the main integrated branches,
bridges & culverts design on Class II highway should be in accordance with vehicle loads capacity at
highway-Class I.
There are few heavy-duty vehicles on Class IV highway, we adopt 0.8 times of vehicle lane loads
and 0.7 times of vehicle loads based on highway-Class I for bridges & culverts design located on Class IV
highway.
25
6.0.3 Computation method on vehicle lane loads is shown in figure 6.0.3.
Note: computation of span --- horizontal distance between two neighboring supporters if there are
supporters; horizontal distance between two upper & lower sections if there are supporters;
Figure 6.0.3 Vehicle Lane Loads
1 The standard value of the distributed loads on vehicle lane loads at highway-Class I ---- qk =
10.5 kN/m; the standard value of the centralized loads ---- Pk is selected based on the following rules:
When the computed span of bridges & culverts is less than or equal to 5m, Pk = 180 kN;
When the computed span of bridges & culverts is more than or equal to 50m, Pk = 360 kN;
When the computed span of bridges & culverts is more than 5m or less than 50m, Pk is obtained
through straight linear approach.
When we compute shearing effect, the above-mentioned standard values on loads capacity should be
times by 1.2.
2 The standard values on the distributed loads of vehicle lane loads should be distributed on the
same influence lines with the worst effects, the standard values on the centralized loads of vehicle lane
loads should be centralized on the peak value of one influence line among the appropriate lines.
6.0.4 Distribution drawing of vehicle loads capacity is shown in figure 6.0.4, it main technical
standards are stipulated as Table 6.0.4.
26
We adopt the same standard values of vehicle loads as vehicle loads capacity at highway-Class I &
highway-Class II.
a) Elevation
b) Plane figure
Figure 6.0.4 Distribution Drawing of Vehicle Loads (gross rail load on axle: kN; size: m)
Table 6.0.4 Main Technical Standards of Vehicle Loads Capacity

Items Unit Technical
Standards
Standard value on vehicle gravity kN 550
Standard value on front axle gravity kN 30
Standard value on central axle gravity kN 2x120
Standard value on back axle gravity kN 2x140
Axial distance m 3+1.4+7+1.4
Wheel distance m 1.8
Width & length of front tiers on ground m 0.3x0.2
Width & length of central & back wheels on ground m 0.6x0.2
Outside size of vehicle ( Length x Width ) m 15x2.5
27
6.0.5 The horizontal distribution coefficient of vehicle lane loads should be designed and computed
based on the designed numbers of lanes and vehicle loads shown in figure 6.0.5.
Figure 6.0.5 Horizontal Distribution of Vehicle Loads
6.0.6 The designed numbers of lanes on bridges & culverts should be in accordance with the
stipulations stated in Table 6.0.6-1. Vehicle loads on multi-lanes bridges should be discounted, When
designed numbers of lanes on bridges & culverts are equal or more than 2, effects caused by vehicle loads
should be discounted in accordance with multi-lanes horizontal discounted coefficient stated in Table
6.0.6-2,
Table 6.0.6-1 Designed Numbers of Lanes on Bridges & Culverts

Width of bridge floor Designed numbers of lanes on bridges &
Bridge with single direction driving Bridge with double direction driving culverts (piece)
W<7 1
7.0<W<10.5 6.0<W<14.0 2
10.5<W<14.0 3
14.0<W<17.5 14.0<W<21.0 4
17.5<W<21.0 5
21.0<W<24.5 21.0<W<28.0 6
24.5<W<28.0 7
28.0<W<31.5 28.0<W<35.0 8
Table 6.0.6-2 Horizontal Discounted Coefficients

Designed numbers of lanes by horizontal distribution (piece) 2 3 4 5 6 7 8
Horizontal discounted coefficient 1.00 0.78 0.67 0.60 0.55 0.52 0.50
28
6.0.7 We should consider vertical discounted coefficient on vehicle lane loads for bridge with big
span.
When the computed span of bridge is more than 150m, vertical discounted coefficient should be in
accordance with the stipulations stated in Table 6.0.7.
If the bridge is constructed with the continuous bridge span, vehicle loads on the whole body of
bridge should be discounted in accordance with vertical discounted coefficient at its biggest computed
span.
Table 6.0.7 Vertical Discounted Coefficients

The computed span Lo (m) Vertical discounted coefficient
150 < Lo < 400 0. 97
400 < Lo < 600 0.96
600 <Lo < 800 0.95
800 <Lo <1000 0.94
Lo>1000 0.93
6.0.8 If there is the pavement roads for pedestrians on bridges, we should also consider people’s loads
on bridges.
1 When the computed span of bridges is less than or equal to 50m, standard value on people’s
loads is 3.0 kN/m;
When the computed span of bridges is more than or equal to 150m, standard value on people’s
loads is 2.5 kN/m;
When the computed span of bridges is more than 50m or less than 150m, standard value on
people’s loads is obtained through straight linear approach.
For the continuous structures with the different bridge spans, we adopt the maximum computed span
to calculate standard value on people’s loads.
2 For bridges located at the areas with the big density of population, standard value on people’s
loads should be 1.5 times of the above-mentioned value.
3 For bridges specially used for pedestrians, standard value on people’s loads is at 3.5 kN/m.
29
7 TUNNELS
7.0.1 General Rules
1 Along with the development needs of road functions, in accordance with the principles on “safe,
economic and environment friendly”, in consideration of topographical, geological, construction,
operation and managerial conditions, tunnels design will be done through comprehensive methods.
2 Location of tunnels should be selected after technical & economic evaluations on natural
environment, biological conditions, project topography, hydrogeology, and earthquake.
3 The height of tunnels and their plane location should be determined according to overall design
on highway classifications & road routes. Usually, location of tunnel is selected at the place with stable
stratum, easier on construction of cave gate, and good for anti-calamity & assistance system and
maintenance purposes.
4 During the selection of scheme, we should make comprehensive analysis on whether this
scheme will cause the damages on natural environment & biological balance or not, we should give
priority on the scheme that is minor impacts on environment.
7.0.2 Classifications of tunnels should be in accordance with the stipulations stated in Table 7.0.2.
Table 7.0.2 Classifications of Tunnels

Classifications of tunnels Special long tunnel Long tunnel Medium-long tunnel Short tunnel
Length of tunnels L (m) L>3000 3000>L>1000 1000>L>500 L<500
7.0.3 Net space of tunnel should be in accordance with the stipulations on highway construction
limitations stated in Article 2.0.7, width of each portion in vertical section should be in accordance with
the following requirements.
1 The minimum side width of tunnel should be in accordance with the stipulations stated in Table
7.0.3.
30
Table 7.0.3 Minimum Side Width of Tunnel
Design speed (km/h) Expressway & Class I highway Class II, III & IV highways
120 100 80 60 80 60 40 30 20
Left side width LL (m) 0.75 0.50 0.50 0.50 0.75 0.50 0.25 0.25 0.50
Right side width Lr (m) 1.25 1.00 0.75 0.75 0.75 0.50 0.25 0.25 0.50
2 There should have maintenance lane located at the two sides of tunnel on expressway & Class I
highway, its width should be equal to or more than 0.75m.
There should be pedestrian pavement located at the two sides of tunnel (maintenance lane) on Class
II and III highways. Its width should be equal to or more than o.75m.
There is no pavement on Class IV highway, but we should provide 0.25m (C value) for reserve.
3 When right side width of special long & long tunnels is less than 2.50m, we should set up
emergency vehicle stopping zone. The width of emergency vehicle stopping zone should be 3.50m, its
length should be less than 30m, the distance should not be more than 750m.
4 Tunnels on Class IV highway with single-lane should be constructed based on the standards of
Class IV highway with double-lane.
7.0.4 Technical standards on horizontal & vertical sections of tunnels should be in accordance with
the following stipulations.
1 The driving length at design speed within not less than 3 seconds for inner side of tunnel gate
should be consistence with the driving length at design speed within not less than 3 seconds for outer side
of tunnel.
2 Joint sections between tunnel and its outside roads should be set up based on the driving length
at design speed within not less than 3 seconds, the length of its transitional section is not less than 50m in
order to keep the smooth transition between roads & tunnels.
3 The slope inside tunnel should be less than 3%, but, there is no limitations on tunnel which
length is less than 100m.
31
4 For medium-long & short tunnels on expressway & Class I highway, if it is limited by
conditions, after technical & economic verifications, the maximum slope can be increased but it can’t be
more than 4%.
7.0.5 The construction methods on tunnels should be determined in accordance with topographical
conditions and stratum features.
7.0.6 Water prevention and water drainage in tunnels should be in accordance with the
comprehensive design principles of “draining, preventing and blocking” methods in order to construct a
complete water prevention & drainage systems and avoid water & soil erosion and protection natural
environment.
7.0.7 Transportation project on tunnel and its facilities should be in accordance with the following
stipulations.
1 Technical standards and construction scale on transportation project of tunnels & its facilities
should be determined in accordance with road functions, classifications, transportation volumes and
tunnel length, and also can meet the needs on the overall design of transportation project.
2 There should have reflection signs on tunnel roads. At tunnel gates of expressway & Class I
highway, there should have special designs on road signs, mark signs, protection fence, and slope
protection.
3 There should have monitoring facilities for long tunnels located on expressway & Class I
highway.
4 Ventilation facilities on tunnels should be established in accordance with the unified plan,
overall design, and periodical construction, and in consideration of traffic structure and transportation
volumes.
5 There should have lighting facilities on tunnels with more than 100m-length located on
expressway & Class I highway.
32
Lighting facilities on tunnels located on Class II, III & IV highways should be designed in
accordance with the actual local situations.
6 For special long tunnels and long tunnels located on expressway & Class I highway, we should
ensure the stability of power supply based on technical & economic principles.
7 There should have alarming facilities, warning device, fire protection facility, and assistance
equipment.
Alarming facilities, warning device, fire protection facility, and assistance equipment should be
designed in accordance with the actual local situations.
7.0.8 There should have emergency treatments in case of traffic or fire accidents occurred inside
tunnels.
33
8.1 Multi-passing Grade Separation
8.1.1 Multi-passing grade separation is divided into the centralized multi-passing grade separation
and ordinary multi-passing grade separation.
Location of multi-passing grade separation should be determined in accordance with road network,
road traffic status, topographical & geological conditions, and social & economic environments.
The style of multi-passing grade separation should be determined in accordance with road functions,
classifications, transportation volumes & distribution, and toll fees, and in consideration of topographical,
economic and social factors.
8.1.2 We should select grade separation as intersections for expressway and highways at the different
levels. Multi-passing grade separation should be established if it meets the following conditions.
1 Expressway passed by main highways that are located in counties & cities with the importance
economic & political locations;
2 Expressway passed by main highways that are located at important mining zones, ports, airports
and stations or tourism places;
3 Expressway meets with main important highways, and main highways will become branch
roads after intersection;
8.1.3 We select grade separation as intersection for Class I highway and roads with huge
transportation volumes, if it meets the following conditions, we should establish multi-pass grade
separation for that.
1 Class I highway passed by main highways that are located in counties & cities with the
importance economic & political locations;
2 Class I highway passed by main highways that are located at important mining zones, ports,
airports and stations or tourism places;
34
3 If huge transportation volumes can’t be solved on grade crossing road through signal control or
other traffic signs;
4 after analysis on safety, investment costs and operation costs, investment return ratio and social
benefits on multi-passing grade separation is more than that on grade crossing roads.
8.1.4 The distance between the two neighboring multi-passing grade separation should be in
accordance with the following rules:
1 The distance between the two neighboring multi-passing grade separations should not be less
than 4 km.
If it is limited by topographical conditions or other special situations, after verifications, the distance
between the two neighboring multi-passing grade separations should be appropriately reduced, the
distance between the ending point of acceleration lane at the first multi-passing grade separation and the
starting point of deceleration lane at the second multi-passing grade separation should not be less than
1000 m, but, there are complete signs, marks and traffic facilities.
If the distance between the two neighboring multi-passing grade separations is less than the
above-mentioned minimum value at 1000 m, after verification, we can combine these two grade
separations into compound multi-pass grade separation.
2 The maximum distance between the two neighboring multi-passing grade separations should
not be more than 30 km. In the areas with few populations, its distance can be appropriately increased, but,
we should set up “U-turn” facility on a suitable place.
8.1.5 The distance between the two neighboring multi-passing grade separations and service areas,
parking places, bus stations, and tunnels should meet the needs on warning signs.
8.1.6 Design speed at intersections of multi-passing grade separation should be in accordance with
the stipulations stated in Table 8.1.6
35
Table 8.1.6 Design Speed at Intersections of Multi-passing Grade Separation
Type of intersection Direct connection Semi-direct connection Circle connection
Design speed at Centralized multi-passing grade 80, 60, 50 80, 60, 50, 40 40
intersection (km/h) separation
Ordinary multi-passing grade 60, 50, 40 60, 50, 40 40, 35, 30
separation
8.1.7 Numbers of lanes at intersections should be determined based on transportation volumes &
intersection length. The joint connection between main roads and intersections or between intersections
should be kept in consistence in terms of vehicle lanes.
8.2 The separated grade separation
8.2.1 The location of the separate grade separation should be established in accordance with road
network, road functions, road classifications, transportation volumes, topographical and geological
conditions, and economic & social environments.
1 Except for establishing multi-pass grade separation at intersection of expressway and other
highways, we must set up the separated grade separation for other intersections of highways.
2 When Class I highway is intersected with highways at huge transportation volumes in direct
line, without considering transportation conversion or suitability of topographical conditions, we should
adopt the separated grade separation.
3 When Class I, II and III highways are intersected with huge transportation volumes in direct
line, without considering transportation conversion or suitability of topographical conditions, we should
adopt the separated grade separation.
8.2.2 The upward or downward intersections should be determined in accordance with road functions,
road classifications, topographical & geological conditions, and flyover, and in consideration of project
costs and influence degrees.
36
8.2.3 When it is downward intersection, we should adopt technical standards implemented on the
current road intersections for flyover & other projects.
8.2.4 For the separated grade separation of flyover, its net space of flyover & distributed holes under
bridges should be designed in accordance with the stipulations stated in Article 2.0.7 for road construction
limitations, and also can meet the requirements on visual distance & signal identification on roads under
bridges.
8.3 Grade crossing
8.3.1 Location of grade crossing should be determined in accordance with road network, road
traffic status, topographical & geological conditions, and social & economic environments.
The style of grade crossing should be determined in accordance with road functions, classifications,
and transportation volumes & distribution, in consideration of topographical, economic and social factors.
Technical standards on roads intersections between grade crossing highways should meet the
requirements on visual distance and joint portions of grade crossing.
If Class I highway is road with main integrated branches, we should appropriately limit the numbers
of intersections of grade crossing in order to ensure the smooth driving on main roads; if Class I highway
is road with the separated branches, we should establish the complete & suitable road traffic facilities
based on the intersections of grade crossing in order to reduce the interferences of the branched roads on
main highway.
8.3.2 Traffic management methods on intersections of grade crossing include priority on main roads,
no priority on intersection, and signal intersect. We should adopt the different management methods based
on road functions, road classifications, and transportation volumes.
8.3.3 When two highways with same classification or transportation volumes are intersected, the
design speed on the intersection can be appropriately reduced, but can’t be lower than 70 % of the
intersected highway.
The design speed at “Right-turn” Lanes of the intersected grade crossing should not be more than 40
km/h; the design speed at “Left-turn” Lanes of the intersected grade crossing should not be more than 20
km/h;
37
8.3.4 The distance between grade crossing should be determined according to the influences by
driving safety, transportation passing capacity and traffic delay. The minimum distance between Class I
and Class II highways should be in accordance with the stipulations stated in Table 8.3.4.
Table 8.3.4 Minimum Distance Between Grade Crossings

Highway Class I highway Class II highway
classification
Road functions Roads with the integrated branch Road with the Road with the Road with the
Ordinary value Minimum value separated branch integrated branch separated branch
Distance (m) 2000 1000 500 500 300
8.3.5 We must adopt the channeled design on the intersections of grade crossings with four-lanes
highways.
We should make the channeled design on the intersections of grade crossings of Class II highway.
If there are intersections of grade crossing on Class III highway, and there is a turn with huge
transportation volumes, we should adopt the channeled design on that intersection.
8.4 Intersection between railways and highways
8.4.1 If there are intersections between expressway & Class I highway and railways, we must
establish grade separation.
If there is intersection between railway with the design driving speed at 140 km/h and highways, we
must establish grade separation.
8.4.2 We should establish grade separation for intersection between railway and highway when
intersection can meet the following situations.
1 railway is intersected with Class II highway;
2 railway designed at 140 km/h driving speed is intersected with highway;
3 due to the centralized control on trains of railway, it may cause the serious delay on vehicles of
highways;
38
4 it is limited by topographical conditions, grade crossing may cause dangers on the safe driving
on the roads.
8.4.3 Technical standards on horizontal & vertical sections of highways and railways should be in
accordance with the requirements of the stipulations on road route design.
When railway is crossing highways by flyover, its net space under bridge should be in accordance
with the stipulations stated in Article 2.0.7 for highway construction limitations, and in Article 3.0.12 for
visual distance.
If railway is crossing highways via road bridge, its net space under bridge should be in accordance
with the stipulations stated in the current railway standards for net space limitations.
8.4.4 When railway is intersected with highway by opposite angle, intersection angle should be 90 ; if
railway is intersected with highway by oblique angle, intersection angle should be 45 , but, intersection
should be in accordance with the needs of visual distance.
8.4.5 When highway is close to railway, the distance between railway land use and expressway &
Class I highway land use should not be less than 10 m; the distance between railway land and Class II, III
& IV highways should not be less than 5 m.
8.5 Intersections between highways and countryside roads
8.5.1 Location, style and distance of intersections between highways and countryside roads should be
determined according to the requirements by overall plan stipulated by County Government and
Township Government. If it is necessary, we should combine the overall plan and adjust the tractor
ploughing lanes.
8.5.2 There should have flyover or platform bridge when railway is intersected with countryside
roads.
There should have flyover or platform bridge when Class I highway is intersected with countryside
roads.
There should have grade crossing between Class II highway and countryside roads, if it is benefit to
topographical conditions or there are transportation volumes on roads, we should establish flyover or
platform bridge used for intersections.
39
When Class II highway and other highways are located at the areas with a few population or cities,
we should set up pavement specially utilized for pedestrian or platform bridge for pedestrians.
8.5.3 Net space of vehicle passageway should be in accordance with the following stipulations.
Net height ----- passageway for tractor and animal-drive vehicle should not be equal to or more than
2.7m; passageway for agricultural vehicle should not be equal to or more than 3.2m.
Net width ------ it should not be less than 4.00m based on transportation volumes and classifications
of agricultural machinery; net width should be expanded if passageway is so long or water drainage
pavement is constructed.
8.5.4 Net height of pavement for pedestrian should not be equal to or more than 2.20m; net width of
pavement for pedestrian should not be equal to or more than 4.00m.
8.5.5 Net width of bridge floor of platform bridge can be selected at 4.5m or 4.7m based on
transportation volumes and common agricultural machinery classification; vehicle loads should be in
accordance with the stipulations stated in Article 6.0.2 for vehicle load classification of Class IV highway.
8.5.6 Net width of bridge floor of platform bridge should not be equal to or more than 3.00 m based
on the stipulations stated in Article 6.0.8 for people’s load capacity
8.6 Intersection of highways and pipes
8.6.1 Telecommunication wires, electric power supply line, cable and pipes can’t invade on the
limitations of highway construction, and also affect the traffic system and road structures.
8.6.2 When high-voltage power supply line is crossing highways, if it is crossing at opposite angle, it
should be 90 ; if it is crossing at oblique angle, it should be more than 45 .
40
When power supply line is crossing the roads, the minimum vertical distance between power supply
line and highway should be in accordance with the stipulations stated in Voltage Standards.
8.6.3 If crude oil pipes or natural gas pipes are crossing highway, if it is crossing at opposite angle, it
should be 90 ; if it is crossing at oblique angle, it should not be less than 60 .
8.6.4 When pipes are crossing expressway & Class I highway, we should set up underground
passageway, when pipes are crossing Class II & below highways, we should set up underground
passageway and pipes will be with casing. Passageway and pipe casing should be tested in accordance
with the classifications of vehicle loads on highways at the different levels.
8.6.5 We strictly prohibit on natural gas pipes and crude oil pipes crossing road bridges and rivers.
41
9.0.1 General Rules
1 Construction scale and standards on transportation project and its facilities should be
determined in accordance with road network, road functions, road classifications, and transportation
volumes.
2 Overall design on transportation project and its facilities should meet the requirements on
highway overall plan in order to accurately reflect on design ideas and coordination to fully develop the
effectiveness of the whole road.
3 Transportation project and its facilities should be designed on the principles of “protecting
safety, providing service and benefiting on management”.
9.0.2 Classifications of transportation project and its facilities are divided into Class A, B, C, and D.
Classifications & applicable scopes of transportation project and its facilities should be in accordance
with the stipulations stated in Table 9.0.2.
Table 9.0.2 Classifications & Applicable Scopes of Transportation Project and Its Facilities
Classifications of transportation project & its facilities Applicable scopes
A Expressway
B Class I & II highways with the integrated branches
C Class I & II highways with the separated branches
D Class III & IV highways
9.0.3 Transportation project and its facilities include traffic safety facility, service facility and
management facility, all kinds of facilities should be allocated based on the unified plan, overall plan and
periodically implementation, and also be completed and improved in combination with the development
of transportation volumes and technology.
42
9.0.4 Allocation of traffic safety facility should be in accordance with the following stipulations.
1 In term of Class A, there are complete signs, marks, guiding signs, division fence, protective
wire netting, there are central division fence and necessary anti-sleepy facility in central zone; there must
be protective fence along roadside on bridges & highways; there are warning signs and road guiding signs
along road wire nettings for multi-passing grade separation; there should be anti-light reflection signs on
roadside along vehicle lanes. There should be also anti-shock facility.
2 In term of Class B, there are complete signs, marks, guiding signs, and necessary division fence,
there are central division fence and necessary anti-sleepy facility in central zone; there must be protective
fence along roadside on bridges & highways; there are warning signs and road guiding signs along road
wire nettings for multi-passing grade separation; there should be complete warning & alarming signs,
deceleration signs or stopping sign, anti-light reflection signs & facility on roadside along vehicle lanes
on grade crossing in order to ensure visual distance and traffic safety.
3 In term of Class C, there are complete signs, marks, guiding signs, and necessary visual guiding
signs, there are division fence on the central zone of Class I highway; there must be protective fence
along roadside on bridges & highways; there should be complete warning & alarming signs, deceleration
signs or stopping sign, anti-light reflection signs & facility on roadside along vehicle lanes on grade
crossing in order to ensure visual distance and traffic safety.
4 In term of Class D, there are road surface signs and necessary visual guiding signs on sharp
turns and slope road, there are protective fences along the roadsides at cliff, deep valley and trenches,
rivers and lakes; there must be protective signs and necessary traffic safety facility on grade crossing.
5 Traffic safety facility under the special situations.
1) there should be facility to avoid accidents on the continuous slope roads. If it is necessary, there
is braking distance facility at the beginning of the continuous slope roads;
2) there is windbreak fence, snow-break fence and sand-break fence on roads which are often
affected by wind, snow, sand and the falling stones;
3) there is clear traffic signs when maintenance works are going on, in order to limit driving speed
and ensure the traffic safety;
43
4) there is special design on traffic safety facility when highway is under expansion or
reconstruction.
9.0.5 Allocation of service facilities should be in accordance with the following rules.
1 Class A ----- there are service areas, parking areas and bus stations.
Construction scale on service facility should be determined in accordance with the designed
transportation volumes and traffic structures. Service areas and parking areas should be selected and
distributed according to regional road network, topographical conditions, landscape and environment
protection.
There are parking lots, public comfortable rooms, gasoline stations, vehicle maintenance station,
restaurant, and grocery store in service area, it average distance is 50 km.
There are public comfortable rooms and long chairs and parking spaces in parking area. The distance
between parking area and service area is at 15 – 25 km.
Bus stations should be allocated in accordance with the overall plan and cities’ locations, in
consideration of the locations of service areas and grade separations.
2 Class B ----- there are service areas, parking areas, and bus stations.
There are parking lots, public comfortable rooms, gasoline stations, restaurant, and grocery store in
service area, it average distance is 50 km.
There are public comfortable rooms and long chairs and parking spaces in parking area.
Locations of bus stations are determined in accordance with the necessary needs and cities’
locations.
3 Class C and D ------ there are gasoline stations and public comfortable rooms facilities based on
the actual needs.
9.0.6 Allocation of management facility should be in accordance with the following rules.
44
1 Class A ----- there are monitoring, toll fare collection, telecommunications, lighting, and
maintenance facilities, the collected transportation information can be faster announced in order to rapidly
adopt appropriate measurements and ensure the driving safety..
There are Class A1 & A2 in monitoring facility, Class A1 --- used for expressway with eight-lanes,
special long tunnels with four & six-lanes, special large-size bridges, and road sections with Class II
service level; Class A2 --- used for expressway with four- & six-lanes.
Class A1 ---- there are complete information collection, traffic information analysis, traffic
monitoring, guiding and centralized control, information treatment and issuance facilities.
Class A2 ---- there are enough information collection, traffic information analysis, traffic monitoring,
guiding and centralized control, information treatment and issuance facilities.
When there are monitoring and maintenance facilities on bridges & tunnels, they should be
consistence & coordination with the unified plan and design of road sections
Toll fare collection facility should be coordination with service level adopted on road design.
Telecommunications facility should meet the needs on monitoring, fare collection and management,
in consideration of the unified road network plan, standards, and systems in order to be suitable for the
development of information management & telecommunications technology.
There should have emergency alarming facility on two sides of roads.
There should have lighting facility on toll fare collection and service areas. There are lighting facility
for entrance & exit of cities, multi-passing grade separations and special large-size bridges.
Administration office (monitoring & controlling center) and maintenance zone should be established
based on the business development needs of highways. The average distance is at 50 km.
2 Class B ---- there are information collection, traffic monitoring, simple information treatment
and issuance facilities, in order to immediately guide traffic and ensure the driving safety. On grade
crossing, there are alarming lights or signal lights facilities based on the transportation volumes.
Administration office (monitoring & controlling center) and maintenance zone should be established
based on business development needs of highways.
45
3 Class C ---- there are alarming lights or signal lights facilities based on transportation volumes
on grade crossing. Maintenance office and maintenance zone should be established based on business
development needs of highways.
4 Class D ---- maintenance office and protection facilities should be set up in accordance with
business development needs of maintenance & management.
5 Other related rules on management facility.
1) Construction scale on management facility of monitoring, fare collection, telecommunications

and lighting should be designed in accordance with the forecasted transportation volumes and overall plan,
and meanwhile, we conduct foundation project, underground piping allocations, and reserved project
based on these principles.
2) Monitoring facility is conducted based on the different project stages, when service level is
reduced to Class II, we can implement the second-stage project.
3) The mechanic & electric equipment at fare collection facility will be allocated in accordance
with the forecasted transportation volume at the 5th year of project stages; Toll fare collection and
machinery stations and construction land requisition will be designed in accordance with the long-term
plan.
4) Underground telecommunications cable pipes under roads should be designed based on

long-term plan. Telecommunications pipes capacity of main road ---- equal to or more than 6 standard
hole size on expressway with six- & eight-lanes; equal to or more than 4 standard hole size on
expressway with four-lanes.
5) Houses’ locations along the roads should be reasonably allocated in terms of economic,
practical, environmental and energy saving features.
6) Construction scale on houses should be designed in accordance with the forecasted

transportation volumes at the 10th year.
46
TERMINOLOGY EXPLANATIONS
In order to strictly implement these standards, we carefully select the words to make presentation.
1 The word is used to present that the thing is very important and strict, therefore, we must do
that. The positive word is “must”, the negative word is “prohibit”.
2 Under the normal situations, we use the following words to present “strict”. The positive word
is “should”, the negative word is “should not” or “do not”.
3 If it is allowed by situations, we use the following words to present that there is space for
allowance. The positive word is “can”, the negative word is “can’t”.
ANNEX:
( JTG B01 – 2003 )
EXPLANATIONS ON ARTICLES
1 GENERAL RULES
1.0.1 To formulate these rules is to unify technical standards on highway projects. In order to simplify and
focus on main technical standards, we only list out those related technical data which are closely linked with
highway projects and technical standards, other relative figures are moved to their appropriate designs. In
previous “Technical standards of Highway Engineering”, we use the year as footnote to present the “Standards”
such as “Standard” (97).
1.0.2 These standards are applicable to the newly-established and reconstructed highway projects, and we
also formulate some stipulations on the existing road sections of old reconstructed highway projects in order to
maintain its normal operations & service levels.
Due to special functions and requirements for those roads located in mining factories and cities, we don’t
include them in these standards.
1.0.3
1 Classifications of Highways
In this revised “Technical Standards of Highway Engineering”, based on functions, road network, and
transportation volumes, we introduce service levels and passing capacity in the whole text.
In terms of definitions on “Different Directions for Vehicles and Driving by Different Lanes” for Class I
highway, based on the current situations in our country, there are two functions existing in road network. For
the highways with the separated branches, we can set up slow lanes for those non-motor vehicles in order to
make sure vehicles passing by different lanes & directions; for the highway with the main branches, we can
adopt the measures on the entrance & exit of vehicles based on the actual needs in order to ensure normal
operations, safety driving and service levels in highways.
For Class II highway, we adopt “double-lanes” road utilized for vehicle passing in order to ensure the
driving speed and safety traffic. In the sections with the huge mixed transportation volumes, we can set up slow
lanes for those non-motor vehicles.
For Class III & IV highways, we also adopt “double-lanes” road utilized for vehicle passing and utilize
design speed at less than 40 km/h in order to allow those non-motor vehicles such as tractors, animal-drive
vehicles, and man-drive vehicles to pass by, but, the main technical standards for Class II & III highway are still
formulated based on the motor vehicles.
In the above-mentioned rules, we focus on road functions as main to design driving speed, roadbed width,
route & intersections in highway projects, therefore, we should closely link road classifications with all
contents stated in the following chapters to totally understand these stipulated rules.
2 Service Levels in Highways at the Different Classifications
The stipulations on service levels in highways at the different classifications for highway project and
design are stated in table 1-1, 1-2, and 1-3.
Table 1-1 Different Service Levels in Expressway

Service Density Design speed (km/h)
Levels (pcu/km/ln) 120 100 80
Speed V/C Maximum service Speed V/C Maximum service Speed V/C Maximum service
(km/h) for transportation (km/h) for transportation (km/h) for transportation

volume (pcu/h/ln) volume (pcu/h/ln) volume (pcu/h/ln)
1 <7 > 109 0.34 750 > 92 0.31 650 > 74 0.25 500
2 < 18 > 90 0.74 1600 > 97 0.67 1400 > 66 0.60 1200
3 < 25 > 78 0.88 1950 > 71 0.86 1800 > 60 0.75 1500
4 < 45 > 48 =1 < 2200 > 47 =1 <2100 > 45 =1 < 2000
> 45 < 48 > 1.0 0 - 2200 < 47 >1.0 0-2100 < 45 > 1.0 0 - 2000
Note: V/C is the ratio of maximum service for transportation volumes and basic passing capacity under the
ideal conditions, basic passing capacity is maximum transportation volumes at the first half of service level IV.
Table 1-2 Different Service Levels in Class I Highway

Service Density Design speed (km/h)
Levels (pcu/km/ln) 120 100 80
Speed V/C Maximum service Speed V/C Maximum service Speed V/C Maximum service
(km/h) for transportation (km/h) for transportation (km/h) for transportation

volume (pcu/h/ln) volume (pcu/h/ln) volume (pcu/h/ln)
1 <7 > 96 0.35 700 > 78 0.30 550 > 60 0.25 400
2 < 15 > 87 0.65 1300 > 70 0.58 1050 > 57 0.53 850
3 < 20 > 80 0.80 1600 > 65 0.72 1300 > 52 0.66 1050
4 < 40 > 50 =1 < 2000 > 46 =1 <1800 > 40 =1 < 1600
> 40 < 50 > 1.0 0 - 2000 < 46 >1.0 0-1800 < 40 > 1.0 0 - 1600
Table 1-3 Different Service Levels in Class II, III & IV Highways
Service Delay Design speed (km/h)
levels ratios 80 60 40
(%) Speed No overtaking zone Speed No overtaking zone Speed No overtaking zone
(km/h) <30 30-70 >70 (km/h) <30 30-70 >70 (km/h) <30 30-70 >70
V/C V/C V/C
1 <30 >76 0.15 0.13 0.12 >65 0.15 0.13 0.11 >54 0.14 0.13 0.10
2 <60 >67 0.40 0.34 0.31 >56 0.38 0.32 0.28 >48 0.37 0.25 0.20
3 <80 >58 0.64 0.60 0.57 >48 0.58 0.48 0.43 >42 0.54 0.42 0.35
4 <100 >48 1.0 1.0 1.0 >40 1.0 1.0 1.0 >37 1.0 1.0 1.0
<48 <40 <37
3 Daily transportation volumes for a year in highways at the different classifications
Daily transportation volumes for a year in highways at the different classifications will be determined by
passing capacity of each highway. Passing capacity is a capability of highway in order to maximum to allow
vehicles for passing, which reflect on maximum hourly transportation volumes on road under the normal
operations.
1) Passing Capacity of Highways at the Different Classifications
In terms of designs & plans, passing capacity is divided into basic passing capacity and design passing
capacity.
(1) Design passing capacity on expressway
When we design expressway project, not only to ensure good service levels and vehicle passing quality, to
avoid traffic accidents and traffic jam, but also to consider national economic level and financial capability on
highway projects, therefore, we consider service level II as passing capacity of expressway to conduct highway
projects. Basic & design passing capacities of each lane in expressway are shown in Table 1-4.
Table 1-4 Basic & Design Passing Capacities of Each Lane in Expressway
Design speed (km/h) 120 100 80
Basic passing capacity (pcu/h/ln) 2200 2100 2000
Design passing capacity (pcu/h/ln) 1600 1400 1200
(2) Design passing capacity of Class I highway
If Class I highway is considered as main road, its design passing capacity is almost same as that of
expressway; if Class I highway is considered as the separated branches, its passing capacity is less than
expressway, the reason is that it will move the interference caused by two roadside and shortage of road width.
Due to the difference of traffic changing rules by two kinds of Class I highway (with main integrated branches
and with the separated branches), they will be reflected on speed flow curve, highway with the separated
branches will be more sharp slope than highway with main integrated branches, in the other words, under the
same service levels, passing speed on the separated branches is lower than that on the main integrated branches.
Therefore, Class I highway with the separated branches should be constructed in accordance with basic
standards of Class I highway with the main integrated branches, meanwhile we should also consider allowance
of roadside width, road conditions, and vehicle lanes, its computation formula is shown in formula 1-1.
C separated branches = C integrated branches X R1 X R2 X Ki
= (0.6 – 0.76 ) C integrated branches X Ki (1-1)
In the formula:
C integrated branches – passing capacity is 850 – 1300 (pcu/h/ln) for Class I highway with the integrated branches at
the design speed at 60 km/h, 80 km/h and 100 km/h;
C separated branches – is the design speed for each lane of Class I highway with the separated branches;
R 1 – is revision coefficient of allowance width for roadside, it is 0.90 – 0.95;
R 1 – is revision coefficient of interference by roadside, it is 0.8 – 0.9;
Ki – reduction coefficient of each lane;

First lane 1.0;
Second lane 0.9;
Third lane 0.8 – 0.9;
Fourth lane 0.7 – 0.8.
Based on the computation of formula (1-1), design passing capacity of each lane for Class I highway after
rounding to the nearest whole number is shown in table 1-5.
Table 1-5 Design Passing capacity of Class I Highway
Design speed (km/h) 100 80 60
Class I highway with main integrated branches (pcu/h/ln) 1400 1200 900
Class I highway with the separated branches (pcu/h/ln) 850-1000 700-900 550-700
(3) Design passing capacity of Class II, III & IV highways
Based on the statistical data collected from 139 highways located in 8 provinces, and conversations with
the drivers, classification standards on service levels of Class II, III & IV highways are mainly in accordance
with the delay of passing as main standards to evaluate the passing capacity of highways. After the revision on
widths of vehicle passing lanes, design passing capacity is computed based on service level III, in consideration
of no overtaking zone at the rate of less than 30 %, 30 % - 70 %, and more than 70 %, V/C is at 0.64 – 0.35,
meanwhile, considering passing lanes’ widths influence on passing capacity, the values on design passing
capacity for Class II, III, & IV highways are shown in Table 1-6.
Table 1-6 Design Passing Capacity for Class II, III & IV Highways
Classifications Design speed Basic passing capacity No overtaking Ratio of V/C Design passing
of highways (km/h) (pcu/h) zone (%) capacity (pcu/h)
Class II 80 9.0m 2500 <30% 0.64
highway 60 7.0m 1400 30%-70 % 0.48 550- 1600
40 1300 >70% 0.42
Class III 40 7.0m 1300 <30% 0.54 400-700
highway 30 6.5m 1200 >70% 0.35
Class IV 20 <6.0m <1200 >70% <0.35 <400
highway
2) Suitable transportation volumes for highways at the different classifications
(1) Average daily transportation volumes for a year on expressway & Class I highway
We compute average daily transportation volumes for a year on expressway & Class I highway based on
the designed hourly transportation volumes for single lane, but, in consideration of the current existing suitable
transportation volumes standards stipulated by the Central Government, we still adopt average daily
transportation volumes for a year on expressway as standards, its computation formula is shown in formula
(1-2):
CDN
AADT = --------------------- (1-2)
KD
In the formula:
AADT – average daily transportation volume for the forecasted year;
C D – design passing capacity of each vehicle lane;
N – numbers of single lanes;
D – distribution coefficient of directions; based on the location & functions of highways, D value is at 50/50 –
40/60; we also can adjust this D value based on the current observed transportation volumes;
K – hourly coefficient of the designed transportation volumes, based on the location of highway, regional
economic conditions, climates, and other factors, K value is 0.085 – 0.11 in roads located near to city, 0.12 –
0.15 on highways, we also can adjust this K value based on the current observed transportation volumes.
Based on the computation of formula (1-2), after rounding to the nearest whole number, the suitable
average daily transportation volumes for a year on expressway is shown in Table 1-7.
Table 1-7 Suitable Average Daily transportation Volumes for a Year on Expressway
Design speed (km/h) Four-lames (pcu/d) Six-lanes (pcu/d) Eight-lanes (pcu/d)
120 40000 - 55000 55000 - 80000 80000 – 100000
100 35000 - 50000 50000 - 70000 70000 – 90000
80 25000 - 45000 45000 - 60000 60000 – 80000
Same as the above, the suitable average daily transportation volumes for a year on Class I highway is
computed based on the formula (1-3):
(0.6 --- 0.76 ) C express Ki
AADT Class I = ------------------------------------- (1-3)
KD
Based on the computation of formula (1-3), after rounding to the nearest whole number, the suitable
average daily transportation volumes for a year on Class I highways with four-lanes & six-lanes are shown in
Table 1-8.
Table 1-8 Suitable Average Daily Transportation Volumes for a Year on Class I Highway
Design speed (km/h) Four-lanes (pcu/d) Six-lanes (pcu/d)
Ki = 1.9 Ki = 2.65
100 27000 - 30000 30000 – 55000
80 20000 - 27000 27000 – 45000
60 15000 - 25000 25000 – 35000
(2) Suitable transportation volumes on Class II, III & IV highways
Due to flow ratios of two directions, visual distance of overtaking, managerial levels, and roadside
interference on Class II, III & IV highways, design passing capacity should be more different than the suitable
transportation volumes. Based on survey of transportation volumes data in previous years, the designed average
coefficient of hourly transportation volumes for Class II, III & IV highways is at 0.09 – 0.18; influence
coefficient is 0.94 when distribution coefficient of directions is at 0.6. The suitable average daily transportation
volumes for a year on Class II, III & IV highways are shown in Table 1-9.
Table 1-9 Suitable Average Daily Transportation Volumes for A Year on Class II, III & IV Highways
Classifications Design speed Design passing Influence Coefficient of designed Suitable average daily
of highways (km/h) capacity (pcu/h) coefficient hourly transportation transportation volumes
volumes (pcu/d) for a year
Class II 40 -80 550 - 1600 0.94 0.09 – 0.18 5000 – 15000
highway
Class III 30 - 40 400 - 700 0.94 0.1 – 0.13 2000 – 6000
highway
Class IV 20 < 400 0.94 0.13 – 0.18 < 2000
highway
Note: If Class II highway is located in mountainous areas with the complicated topographical & geological
natural conditions, after the verifications, the adopted speed is 40 km/h.
Due to big difference of the designed speed on Class II highway, the range of roadbed width is from 8.5m
to 12.0m, therefore, designed passing capacity on Class II highway has big different with the suitable
transportation volumes.
If Class III highway is located in plain or hilly areas, its technical standards on horizontal & vertical lines
are quite high, its design speed is adopted at 40 km/h, its roadbed width is at 8.5m; but, its passing capacity is
more than highway located at mountainous areas with the same design speed of 40 km/h, therefore, suitable
average daily transportation volumes for a year on Class III highway are 2000 – 6000 (pcu/d).
In terms of Class IV highway, we consider the current policy on highway project and linkage among all
kinds of classifications of highways, suitable daily transportation volumes for a year is less than 2000 (pcu/d)
on double-lanes road, less than 400 (pcu/d) on single-lane road.
1.0.4 In the “Technical Standard of Highway Engineering” (97), we may misunderstand on the “design year
in a specified future date”. For the revision in this time, we adopt that design transportation volumes are
forecasted based on the xx year. The forecasting year for the designed transportation volumes should be longer
on expressway & Class I highway due to its own functions, passing capacity, service levels, project costs, and
reconstruction. Due to longer forecasting years, many uncertainties may cause big differences, therefore, based
on the foreign experiences, we adopt 20 years as forecasting years. For Class I highway with the separated
branches, Class II & III highways, if their linear location have been determined, it is very hard to be changed,
so it can be suitable for a certain period, we stipulate that the forecasting years are 15 years; For Class IV
highway, due to small transportation volume, we can extend or reduce the forecasting years based on the actual
situations.
1.0.5 To define classifications of one highway is first to determine its functions, if it is highway with the
main integrated branches or with the separated branches, namely, it is direct linked or indirectly linked, or it is
needed to have many entrances or exits, therefore, based on the initial classifications of highways by
transportation volumes, in combination with topographical and traffic conditions, we determine design speed
and roadbed width. In this article, we adopt functions as standards to select highway classifications and design
targets.
There are two functions for Class I highway, as highway with the main integrated branches, we should
consider operation speed and safety as targets to ensure the normal operation of highway, therefore, we need to
adopt measures to reduce the interference caused by vertical & horizontal directions; as highway with the
separated branches, we can adopt the relative lower design speed and allow a certain degree of interference and
appropriately decrease service levels in order to allow more vehicles passing through smoothly. For Class I
highway, if there are many non-motor transportation volumes, we should make divisions on the vertical
directions.
There are two functions for Class II highway, namely, highway with the separated branches and with the
main integrated branches, based on their different functions and traffic conditions, we can determine whether to
set up slow lanes or other facilities or not.
Class III&IV highways are branch roads in order to meet the needs by main roads, we allow the mixed
transportation on Class III&IV highways, therefore, we can adopt lower design speeds and service levels for
them.
In the Articles of this chapter, we focus on smooth linkage & connections among highways at the different
classifications, design speeds, and roadbed width, no matter what changes on design speeds, roadbeds and road
sections, it should have smooth connections. Meanwhile, we also consider the difference caused by design
speed and operation speeds in order to ensure the safety driving and guide the drivers to recognize the changes
in front of him.
We also consider the actual existing problems in terms of operations on Class I highway, and it is lower
passing efficiency, it not only influence on traffic, but also waste investment for the future reconstruction
projects. During the feasibility study and survey, we found out that there are many issues existed in
technologies and investment of highway projects in many provinces, it is very serious lessons for us. Therefore,
when the forecasting transportation volumes are between expressway and Class I highway, we should make
study on its road functions, if it is main road, we should adopt express project as the best choice, if it is
highways with the separated branches, we should construct Class I highway.
1.0.6 Based on “Laws of Highways”, the Central Government conduct land use management system. The
Central Government will formulate the overall land use program, it will divide land into farmland, construction
land and undeveloped land. We must apply for land use by the laws on highway projects.
Based on the stipulations of “Laws of Highways”, we should utilize the land for highway projects in
accordance with the principles of “protecting farmland and saving land”. In this revision of “Technical Standard
of highway Engineering”, we focus on land use management and specify to set up protection facilities for
bridges, tunnels, grade separation and other roads based on the different requirements.
1.0.7 Along with social progress and economic development, people have to pay more attention on the
protection of natural biological environment. We must implement the relative policies on environment
protection stipulated by the Central Government and carefully make surveys on environmental protection in the
whole highway project. In the recent years, in terms of selection of highways, we got a lot of experiences on the
locations determinations for bridges and tunnels in order to avoid soil erosion and maximize to discharge water
through drainage facilities Therefore, in this revision, we have formulated some relative rules on highway
projects in order to make sustainable development on highways and maximize to obtain economic benefits,
environmental benefits and social benefits..
1.0.8 In terms of expressway construction with four-lanes by horizontal sections at the different project
stages, it has been proven by many projects and we got a lot of lessons, it is not feasible for expressway with
four-lanes to be constructed by horizontal section at the different project stages. As far as roadbed with the
separated divisions, there is no experiences shown that this kind of project can be implemented at the different
project stages in our country, meanwhile, there are many existing technical issues needed to be solved in this
kind of highway project.
1.0.9 We conduct a survey on 114 drivers from the different transportation companies, they give us many
comments on road maintenance and traffic management for the reconstructed project, they said that the amount
what they paid is not same as what they obtained services from highways such as toll fare and other fees. There
is lack of proper measures on ensuring the smooth moving & passing of vehicles on highways. It is very strict
on the reconstruction projects in foreign countries, and there is a complete scheme on designs & maintenance.
In this revision, there are clear stipulations on the reconstructed highway projects, we must properly
conduct transportation volumes forecasting and make transportation safety evaluation to formulate a complete
implementation scheme, and should reduce the interference from highways during the implementation period in
order to adopt the safety measures on passing & driving. In the articles of this chapter, we reduce service levels
on the constructed road in order to make smooth passing on the roads.
1.0.10 We should conduct design in accordance with “the life-time design”. Based on the new ideas from
management & construction of foreign highways, we should conduct cost-benefit analysis on project
preparation period such as design, construction, implementation, operation, maintenance and management. In
the whole project period, based on road functions, transportation volumes, service levels, safety, environment
protection, sustainable development, and other social benefits, we make comprehensive evaluations on highway
projects in order to make road service with maximum effectiveness.
2 CONTROL ELEMENTS
2.0.1 Outside size design of vehicle and traffic composition by all kinds of vehicles on roads are very
important control elements for highway geometric design. During the design period for highway projects,
“vehicle design” is main evidence to determine road geometric design, separation design and roadbed width in
accordance with outside size, loads capacity and operation functions.
Based on the concrete situations existed in our country, future plan and economic development in motor
vehicle industry, in consideration of economic conditions and actual practices, outside size of “designed
vehicle” is considered as design standard after conducting statistical analysis from 85 5 vehicles on the current
vehicle sizes.
There are clear stipulations on << Limitations on outside size of vehicle >>of “National
standards”(GB-1589-89), in consideration of frequency & structures of vehicles driving on the roads, in this
revision, we still utilize the stipulations stated in “Technical Standards of Highway Engineering” to classify the
“designed vehicle” into small-size passenger bus, heavy-duty truck and saddle-type trailers.
2.0.2 Based on the statistical data survey in 2001, small-size vehicles are main vehicles passing on national
and provincial highways, small-size passenger bus account for 36.3% of total transportation volumes, which
exceed the percentage of medium-size vehicles on the roads, the percentage of animal-drive and man-drive
vehicles on the roads are gradually decreased, that account for 7.6%, 2.2% and 2.5% respectively comparing
with total transportation volumes. Along with the gradual improvement on national road networks in our
country, the increase of numbers of expressway, and especially on joining WTO as member, motor vehicle
industry has been restructured, on the other hands, the Central Government issue many favorable policies on
motor vehicle industry, small-size passenger bus and large-size truck & passenger bus are also increased along
with the rapid economic development in our country, tractors and non-motor vehicles are gradually decreased
year by year. Therefore, based on the future development trends in highways, in connection with the
international tracks, we determine small-size passenger bus as standard vehicle to convert the transportation
volumes for highways at the different levels.
In consideration of the important role of this revised “Technical Standard of Highway Engineering” in
highway construction, and its relative continuity and advantage comparing with the old standards, on basis of
small-size passenger bus as standard vehicle for conversion of other size of vehicles, we not only provide
conversion coefficient for vehicles passing on highways with the same classifications during its construction
period, but also still utilize old conversion coefficient stipulated in “Technical Standard of Highway
Engineering” (97) for large-size passenger bus and trucks with trailers. Based on the important changes for
traffic composition and functions of vehicles, along with the simplifications of traffic composition and drivers’
behaviors, we can forecast that vehicle conversion coefficient will be near to the stipulated values by this
revised rules.
Vehicle conversion coefficient is equivalent value on transportation volumes of all non-motor & motor
vehicles that are converted into standard vehicle under the special composition of roads & traffic. Based on the
results of “Study on Passing Capacity of Highway” in the ninth “Five-year” National Plan, in consideration of
operation features (driving speeds and overall standards’ difference) as classification standards, and in
combination with influence of traffic operation, we consider to classify the normal motor vehicles and convert
them into small-size passenger bus, medium-size vehicles, large-size vehicles and trucks with trailers, and on
basis of the gradual decrease trends on percentage of tractors & non-motor vehicles accounting for total
transportation volumes, we don’t include 5 % of pedestrians, animal-drive and bicycle as vehicle for conversion,
they are only considered as interference for roadside.
There are two situations for tractors. (i) there are slow lanes beside two passing lanes on Class II highway,
if tractor encounter with cars, it should give ways to cars, at this time, the influence of tractors on vehicle flow
is same as that of bicycle, animal-drive vehicle and pedestrians, it will be considered as interference factors and
not converted into standard vehicles to compute transportation volumes; (ii) if tractor are driven on Class III &
IV highways, tractors are driven together with other motor vehicles on the roads, it will be converted as
standard vehicle to compute transportation volumes.
It should be pointed out that we need to conduct analysis & estimations on passing capacity of highways in
terms of the concrete highway geometric design and operation management, we should adopt the different
coefficients recommended in “Handbook on Passing Capacity of Highways” based on the different highways,
road facilities, topographical conditions, and traffic requirements.
2.0.3 Hourly transportation volume design is important parameter on defining highway classification,
highway operation status and service levels. The less hourly transportation volume is, the less highway
construction scale is, the less construction cost is too. But, if it is not reasonable to reduce hourly transportation
volumes which may cause traffic jam, traffic accidents and poor traffic conditions, the comprehensive economic
benefits on the highways are also decreased. Therefore, we list hourly transportation volumes for a year from
big to small, we adopt hourly transportation volume at the 30th hour as standard, or select hourly transportation
volume at the 20th -40th hour as standard based on the local survey & study.
2.0.4 There are four service levels which are classified to describe traffic loads situations on highways.
Classifications based on traffic flow status, we can qualitatively describe traffic flow on the changes from free
flow, stable flow, saturation flow and to forced flow. Therefore, we adopt four service levels to easily evaluate
road traffic and operation quality.
For classifications on service levels, we adopt vehicle flow density as main standards for expressway and
Class I highway; delay ratio and average operation speed as main standards for Class II & III highways, in
terms of intersections, we adopt delay time as standard to describe its service levels.
Class I service level --- drivers can easily and freely choose driving lanes and control driving speed on the
roads with small transportation volumes, motor vehicles driven on the roads are not affected by other vehicles
on the traffic flow. The traffic flow is at free status, overtaking needs are less than overtaking capacity. The road
provides comfortable situations for drivers and passengers.
Class II service level --- along with the increase of transportation volumes, moving speed is gradually
decreased, vehicle moving is affected by other vehicles 7 pedestrians, there is a limitation on drivers to select
driving lanes freely, traffic flow is at stable status with a little crowded. On the worst status of this same
condition, interferences will be more serious between vehicles, there is a long line of vehicles, the comfortable
levels for drivers & passengers start to be reduced, overtaking needs are equal to overtaking capability.
Class III service level --- when transportation needs are excess to the served transportation volumes at
Class II service level, there is limitation for drivers to freely select the driving lanes, there are big interference
by other vehicles or pedestrians, traffic flow is at the second half stage of stable flow, traffic situations are near
to unstable status. If there are any increase on transportation volumes, it will cause traffic jam, service level are
obviously decreased. On the worst situation of this same condition, the delayed vehicles will reach to 80 %, the
affordable limitations by drivers reach to the allowed minimum limitation, overtaking needs exceed overtaking
capability, but, the allowed transportation volumes still not yet reach to the maximum value.
Class IV service level --- along with gradual increase of transportation needs, the driven vehicles are
seriously affected by other vehicles or pedestrian, traffic flow is at unstable flow. On the worst status of this
condition, allowed transportation volume by hour reach to the maximum value, the drivers can’t freely select
their driving speeds. Traffic flow is changed to the forced flow. All kinds of vehicles are driven slowly and in
order. If there is any increase of transportation volumes in front of vehicles, traffic flow become to move a little
then stop for a while, at this time, allowed transportation volumes are at unstable, their changing scopes are at
zero from basic passing capability, there is often traffic jam at this time.
During highway design and plan, we not only ensure the necessary vehicle moving quality, but also
consider the investment costs on highway project. In consideration of transportation volume at the 30th hour as
standard for design transportation volume, therefore, the adopted service level should not too high, but we can’t
consider Class IV service level as standard to determine transportation volumes. If there are 30 hours’
transportation requirements more than the allowed maximum transportation volumes, traffic flow is at forced
operation status of unstable flow, which can cause traffic jam. Therefore, in principle speaking, we adopt Class
II service level for expressway & Class II highway, and adopt Class III service level for Class II & III highways
and intersection without the control. Class IV highway is mainly served for local economic development,
therefore, we don’t stipulate its service level.
2.0.5 Design Speed
1 Design speed is a basic element of determining geometric curve at highway design. Design speed is a
speed when the driver can comfortably drive vehicle at good climate and without the influence by other
vehicles, therefore, it has close relations with driving speeds. Based on the study by domestic and foreign
countries, when design speed is high, driving speed is less than design speed, when it is low, driving speed is
more than design speed. It means that design speed is related with driving speed.
In this revision, we conduct adjustments on design speed for highways at the different levels. At first, we
change the concept of “computing driving speed” into “design speed”; second, in “Technical standard of
Highway Engineering” (97), there are overlap for design speeds (such as 40 km/h for Class II highway and 60
km/h for Class III highway) of Class II, III & IV after the terminations of topographical conditions, if design
speed is too big at the same level, it is needed to be adjusted. We should adjust design speed based on the
continuity & logicality.
Design speed is a very important parameter on determining its geometric curve at highway design. At
1950s, our country started to introduce the concept of design speed as basic index on route design. Based on
vehicle functions and local topographical conditions, the indexes on design speed will be determined based on
the different highways, in consideration of differences on topographical conditions in highways at the different
levels, design speed is from 20 km/h to 120 km/h. After the confirmation of design speed, all related elements
such as visual distance, over high, sharp slope, vertical curve etc., will be designed at the same time. At present,
route design method on design speed has been grasped by all technical design staff.
But, after many years’ practices, design & management personnel found out that there is a certain
weakness existed in this kind of design method. Because design speed is a fixed value for a particular road
section, this value is a basic parameter, it is used as minimum design standard on one road section. But, in the
actual driving practices, there is no driver to abide this speed forever. Based on the current observations on road
section, design method on design speed can’t keep the consistence of linear standards. The actual driving speed
is varied with the changes of roads, vehicle features, and driver’s characteristics. If it is allowed by conditions,
driver always intends to adopt the higher speed. In views of the safety of drivers, we can’t control road curves
based on the determination of design speed, because vehicle is moving continuously, we should adopt dynamic
approaches to consider driving speed of vehicle in order to improve the safety on highways and balance design
speed with driving speed.
In terms of the main existing issues on speed design method, in Germany, France, other European
countries, U.S.A. and Australia, driving speed as new concept is adopted as basic route design method to be
used in highway project. Because driving speed is to consider psychological needs of most drivers on highways,
it is actual speed of vehicle as linear design speed to effectively ensure the smooth linkages of all related
elements such as visual distance, over high, sharp slope, radius of vertical curve etc. in order to obtain
continuous and consistent design.
The introduction of driving speed as new concept is to effectively solve the issues on linkages between
route design standards and actual driving speed. But, due to obvious difference on domestic & foreign
transportation conditions, we should adopt this kind of design method and make a further study on the current
driving speeds in our country in order to define design parameter values that can be suitable to our country’s
actual situations.
In terms of main issues existed in “Technical Standard of Highway Engineering” (97), the Ministry of
Communications of the People’s Republic of China has conducted a seminar on the study of “Design Methods
& Standards for Driving Speed on Expressway”, on basis of the observed data, to set up design methods &
design procedures that can meet the requirements of traffic operation features in our country in order to ensure
that geometric linear design can meet the needs by actual vehicles’ driving speeds and solve compatibility
among all design elements. In this revision, we adopt driving speed as new concept to let design personnel test
it under the changes of design speeds on climbing road sections and sharp slope areas.
At present, “Design Methods & Standards for Driving Speed on Expressway” has been studied and
accepted, now, we start to compile it into “Guidelines on Driving Speeds” to gradually utilize it. We suggest
that after pre-test for a certain period, it will be included in this “Technical Standards of Highway Engineering”.
2 Design speeds for expressway are 120 km/h, 100 km/h and 80 km/h. It aims to ensure the rapid, safe
and comfortable features. The minimum design speed is 80 km/h in other foreign countries (only in Hungary,
Bulgaria and Japan, there is 60 km/h design speed on expressway). If expressway is located at the only one
passageway in a region, when it is needed by economic development, it is very hard to conduct reconstruction
on highway at 60 km/h design speed as linear standards. In this revision, 60 km/h design speed is considered for
special difficult areas, it requires that the length of the designed section is less than 15 km, meanwhile, in
consideration of limitations by topographical conditions, it maybe more than 15 km. in terms of this specific
condition, we should closely pay more attentions on linear linkages and construction facilities.
3 The evaluations mentioned in this chapter, it includes evaluations on technology, economy, safety,
environment protection and society. The evaluations on “technology and economy” are focused on technical &
economic features, meanwhile, linked with other related factors.
4 In terms of selection of design speed, in this revision, we prioritize the higher speed for expressway &
Class I highway with main branches; and the lower design speed is adopted for highways with the separated
branches, namely, we select design speed based on the functions of roads.
2.0.7 We still adopt the stipulations stated in ‘Technical Standard of Highway Engineering” (97) for
highway construction limitations, we only make amendments on inner widths of tunnels & left roadside
shoulder of expressway.
2.0.8 Based on “Map of Dynamic Parameter Region of Earthquake” (GB18306-2001), we don’t adopt
basic earthquake shaking degree as concept and utilize acceleration coefficient of earthquake shaking peak
value. The relations between basic earthquake shaking degree and acceleration coefficient of earthquake
shaking peak value are shown in Table 2-1.
Table 2-1 Relations between basic earthquake shaking degree and acceleration coefficient of earthquake shaking peak value
acceleration coefficient of earthquake shaking peak value (g) <0.05 0.05 0.10 0.15 0.20 0.30 >0.4
basic earthquake shaking degree <VI VI VII VII VIII VIII >IX
We should conduct quake-proof design for highway projects which acceleration coefficients of earthquake
shaking peak value in this revised standard are 0.10, 0.15, 0.20 and 0.30. For those highway projects with
acceleration coefficients of earthquake shaking peak value at 0.4 or more than 0.4, we should conduct special
quake-proof design and research. It is based on survey data from Yunnan, Sichuan, Shangdong, Guangdong,
Jiangsu and Liaoning provinces and in combination with basic requirements by anti-earthquake experiences. In
consistence with the standards in “Technical Standards of Highway Engineering”, based on the practical
experiences for many years, it is affordable for highway project under normal conditions to be against
earthquake with its acceleration coefficient at 0.05. We can improve quake-proof capacity through setting up
some simple supporting structures.
For those regions which acceleration coefficients of earthquake shaking peak value are equal 0.05 or less
than 0.05, except for special stipulations, we can only adopt simple protection measures instead of special
quake-proof design.
3 ROUTE
3.0.1 General Rules
The principles on revising standards are to make amendments on the related technical standards that are
needed to be adjusted in accordance with highway projects and construction scales. In terms of “General Rules”
of each chapter, we only formulate guidelines and stipulations on the relative design ideas and technical
strategies. In this chapter, we only stipulate “ordinary value”, minimum value” and indexes under special
situations as far as main technical standards are concerned.
In this revision, we focus on the following rules on route design.
1 To strengthen survey & study on project geology, hydrogeology and bad geology
During project construction, there are many things that will be happened such as landslide, mud-rock flow,
collapse, lava cave, mining zone or ooze, therefore, we must conduct survey to evaluate geological conditions
for highway projects during project design period. We should strengthen the management on evaluations &
survey on highway projects in order to adopt the reasonable measures to avoid geological damages.
2 To make combinations with farmland, irrigation construction and city infrastructure plans
Based on “Agricultural Laws” and “Protection Rules on Farmland”, the Central Government conducts the
protection system on farmland. In each county and township, we should utilize the overall plan to properly
protect farmland. When the Central Government needs land for key projects such as military facilities, energy
development, transportation facilities and irrigation projects, we should apply for land use based on the relative
rules & laws.
Based on “City Design Plan”, small-size, medium-size and large-size cities are classified based on
population (urban or non-agricultural population) at above 500,000, 200,000 – 500,00, and below 200,000 as
standards. The newly-established highway should not be passed by the central zone of city. Construction
projects should be in accordance with city plan.
Land use is very important and sensitive issue, it has important roles on sustainable development. In the
past years, there are serious issues existed in the establish highways, such as there are many streets along with
highways that seriously affect the functions of roads and cause traffic jam due to road bottleneck sections.
Along with economic development and demand increase of road transportation industry, we must make good
coordination works on the newly-constructed highway projects in terms of road bottleneck sections. Therefore,
there are clear stipulations in this revised standard, to determine the route of roads must be coordination with
farmland and irrigation construction.
3 To avoid the destroy on non-removable cultural relics
Based on “Protection Laws on Cultural Relics”, a site of ancient cultural remains, ancient graves, ancient
buildings, the Cave Temple, carved stone, mural paintings, modern important historical site and representative
buildings are described as non-removable cultural relics. Based on their historical, art and scientific values, the
Central Government classifies them into protective cultural relics at county, provincial and national levels.
Project construction companies should avoid on making any destroy on those non-removable cultural relics as
possible as they can. Due to special reasons that are not avoidable, Cultural Relics Protection Companies should
do their best to keep cultural relics as original.
4 Due to a long history in our country, historical cultural relics are expensive treasures in our country,
we should carefully conduct protection on them. Therefore, in this revision, we stipulate the rules on
non-removable cultural relics.
3.0.2 Lane width
1 Lane is specially designed & used for passing vehicles on the roads by vertical directions in order to
let vehicles moving safely and smoothly. The width of lane is designed based on vehicle size, driving speed and
the needed width by all kinds of vehicles on the roads in order to make sure the safely and comfortable driving
on highways.
2 Definition of lane width
Lane width must meet the needs of passing vehicles on the roads, double-lanes should have allowance
wide for the use of vehicle meeting and overtaking on the roads, four-lanes should have the necessary wide for
vehicles passing side by side on roads.
Lane width is defined based on the maximum width of vehicle plus the necessary allowance wide for
vehicle meeting & overtaking. In this revision, we still adopt the original stipulations stated in “Technical
Standard of Highway Engineering” (97).
3.0.3 Definition on numbers of lanes
Numbers of lanes on expressway and Class I highway are determined based on forecasted design
transportation volumes, design speed and service levels.
Double-lanes are used on Class II & III highway. Due to huge mixed transportation volumes on some
roads, non-motor vehicles have big influences on motor vehicles and cause traffic jam. Therefore, we divide
lanes into fast & slow lanes (slow lane include cement roadside & soil roadside shoulder), but, we still define
these roads as double-lanes highway.
3.0.4 Central zone
1 Based on the stipulations in this revision, there must have central zone setting up on expressway &
Class I highway, because there are no central zones on the roads, it is very hard to make sure that driving will
be safe and classify roads by their functions.
2 Central zone is composed by central division zone & roadside zone. The central division zone plays
the roles on traffic division in term of structure. There are roadside zone on the two sides of central division
zone. Roadside zone provides the necessary allowance widths for safe driving and guide the visual sight for the
drivers.
3 The width of central zone has ordinary value and minimum value. Under the normal situations, we
adopt ordinary value. In special cases, we adopt minimum value after the verifications on technology and
economy. Meanwhile, in consideration of linkage between small & medium-size bridges and their front & back
linear curves, in terms of combination on sections, we should avoid on many changes. The width of central
division zone is 1.00m only limited on that there are no pipes or bridge piers in central zone.
3.0.5 Roadside shoulder
In order to ensure the safe driving and consider the necessary emergency parking for small-size passenger
bus due to accidents on eight-lanes expressway, if it is allowed by conditions, we can set up left cement
roadside shoulder. Because small-size passenger buses are considered as main vehicles on the inner lanes of
highway, therefore, we stipulate left cement roadside shoulder width at 2.5m which include left roadside zones.
3.0.6 Emergency stopping zone
Emergency stopping zone is established in parallel together with lanes. There is a 20-meter oblique slow
lane at 60 km/h before entering emergency stopping zone. For bridges or tunnels, in consideration of project
costs, we only adopt 10-meter slow lane for entering emergency stopping zone. We consider the effective
maximum length of vehicle, in this revision, we adopt 30 meters as slow lane for entering emergency stopping
zone.
The width of emergency stopping zone is only used for temporary emergency parking due to vehicle
troubles, it can’t occupy driving lanes and affect vehicles passing by on the roads, therefore, we decide that the
width of emergency stopping zone is at 3.5m.
3.0.7 Acceleration (deceleration) lanes
Because acceleration (deceleration) lanes are set up at the different places based on the different
requirements, in this revised standards, we only make ordinary stipulations on acceleration (deceleration) lanes.
3.0.8 Slope climbing lane
In this “Technical Standard of Highway Engineering”, we stipulate that we should set up slope climbing
lanes when passing capacity and driving safety have been affected on the continuous slope sections of
expressway, Class I & II highways. In the actual situations, we decide whether to set up slope climbing lanes or
not, not only in consideration of climbing features & its influence of large-size vehicles on the slope sections,
and but also analysis on the comprehensive benefits on project investment and operation costs. For example,
there is one road section with more than 4% slope in Guangzhou-Zhencheng Class II highway, after setting up
slope climbing lanes, its traffic jam has been totally changed. In foreign countries, they stipulate that if slope is
more than 5 %, slope climbing lane will be set up. They think that it is not suitable for heavy-duty truck to
suddenly reduce speed on the national expressway in views of designs. On double-lanes highways, we should
also set up slope climbing lanes in order to ensure the safety of traffic. On the six-lanes expressway, under the
normal situations, it is not necessary to set up slope climbing lanes due to heavy-duty trucks driving on the
outer sides of lanes.
3.0.9 Accident avoidable lane
Accident avoidable lane should be set up on the continuous downward road slope sections in order to force
vehicles which brakes are out of control to be stopped.
Accident avoidable lane can be set up on a suitable location of main lines. It should be constructed in one
place that can avoid the areas with dense population and curve areas in order to ensure the safety on drivers and
local residents.
3.0.10 Opposite lane
For Class IV highway, we should set up opposite lane for single-lane road. The meeting distance of
vehicles is determined based on the meeting time of vehicles, visual distance and transportation volumes.
According to foreign stipulations, the maximum meeting time of vehicles is 30 seconds, the maximum distance
should not be more than 300m. In this revision, we set up opposite lanes based on the actual local topographical
conditions and relative meeting distance of vehicles.
3.0.11 Roadbed width
1 There are two type of roadbed sections with the integrated style and with the separated style on
expressway & Class I highway. Road section with the integrated style include vehicle lanes, central zone
(central division zone & left roadside zone), roadside shoulder (cement or soil roadside shoulders) and
emergency stopping zone, slope climbing lane, acceleration (deceleration) lanes etc.; road section with the
separated style include vehicle lanes, roadside shoulder (cement or soil roadside shoulders) and emergency
stopping zone, slope climbing lanes, acceleration (deceleration) lanes.
Roadbed sections of Class II, III & IV highways include vehicle lanes, roadside shoulder and opposite lane
etc.. If Class II highway is located at the joint areas between medium city and small-size city under huge
transportation volumes, we adopt fast and slow lanes on the roads and expand right cement roadside shoulder
based on the actual local situations.
Standard roadbed sections of highways at the different levels are shown in figure 3-1 & 3-2.
Figure 3-1 Standard Roadbed Section of Expressway & Class I Highway
Figure 3-2 Standard Roadbed Section of Class II, III & IV Highways
2 Size of each portion on road section and style of road section
Numbers of lanes and size of each portion of road section for highways at the different levels, such as the
widths of vehicle lanes, central zone, emergency stopping zone, acceleration (deceleration) lanes, slope
climbing lanes, opposite lanes should be in accordance with the stipulations stated in Article 3.0.2, 3.0.3, 3.0.4,
3.0.5, 3.0.6, 3.0.7, 3.0.8, and 3.0.10. For road sections which are located at the entrance or exit of city, width of
slow lane should be determined based on the actual local situations.
For expressway and Class I highway, roadbed sections can be adopted with the integrated style or the
separated style. In mountainous or hilly areas, we should adopt the separated style to construct road instead of
the integrated style.
For Class II, III & IV highways with double-lanes, we adopt road section with the integrated style.
Class II highway is mainly used to connect the city and rural areas, it is the road with the separated
branches under the huge transportation volumes. Based on local experiences, we can widen right cement
roadside shoulder to set up slow lanes. The maximum width of roadbed of highway at the design speed of 80
km/h is 15.0m; the maximum width of roadbed of highway at the design speed of 60 km/h is 12.0m; According
to survey, there are no central zones set up on four-lanes Class II highway which roadbed width with more than
15.0m. In some Class II highway with four-lanes, their roadbed width is more than 20.0m, we call these Class II
highway as super “Class II Highway”. Due to no central zone on the road, opposite vehicle always cross solid
yellow lane to overtake and cause traffic accidents.
3 The width of roadbed is the added value by “ordinary value” & “minimum value” of central zone
width, right roadside width, right cement roadside shoulder width, and soil roadside shoulder width based on
the same classification. This stipulation aims to develop the whole functions of road sections in order to avoid
the influence by each other due to freely interchange.
3.0.12 Visual distance
When the driver drives the vehicle on the roads, his eye is to focus on the central line of lane. His visual
height is computed based on small-size passenger bus as standard. In recent years, in consideration of driving
speed and vehicle manufacturing costs, the height of small-size passenger bus has been reduced. In Japan,
visual height is adopted at 1.20m; in U.S.A., visual height is adopted at 4.5 ft =1.37m; in Canada, visual height
is adopted at 1.05m. In our country, based on the height of drivers and size of vehicles, we adopt visual height
at 1.2m. The height of target object is stipulated at 0.10m on the same central line of lane. In road design, we
also have visual distance for vehicle stopping, visual distance for vehicle meeting, and visual distance for
vehicle overtaking.
Visual distance for vehicle stopping is the minimum needed distance for driving vehicle when the driver
can clearly watch his front objects with visual height at 1.2m and target object height at 0.10m, namely, it is
visual distance for small-size passenger bus (in abbreviation: visual distance for vehicle stopping). When
heavy-duty cargo truck is driven on the roads, visual distance for cargo truck stopping is the minimum needed
distance for driving heavy-duty truck when the driver can clearly watch his front objects with visual height at
2.0m and target object height at 0.10m. In this revision, we conduct a special seminar on visual distance for
cargo truck stopping and make comparison sheet on visual distances for vehicle stopping and cargo truck
stopping that are shown in Table 3-1 & 3-2.
Table 3-1 Visual Distance for Vehicle Stopping and Cargo Truck Stopping on Expressway & Class I Highway
Visual distance for vehicle stopping (m) 210 160 110 75
Visual distance for cargo truck stopping (m) 245 180 125 85
Table 3-2 Visual Distance for Vehicle Stopping and Cargo Truck Stopping on Class II, III & IV Highway
Visual distance for vehicle stopping (m) 110 75 40 30 20
Visual distance for cargo truck stopping (m) 125 85 50 35 20
Visual distance for cargo truck stopping on the downward road slope should be adjusted based on the
concrete slope, its values are shown in Table 3-3.
Table 3-3 Visual Distance for Cargo Truck Stopping

Design speed (km/h) 120 110 100 90 80 70 60 50 40 30 20
Visual distance for cargo truck stopping (m)
Slope degree (%)
0 245 210 180 150 125 100 85 65 50 35 20

3 265 225 190 160 130 105 89 66 50 35 20
4 273 230 195 161 132 106 91 67 50 35 20
Slope 5 -- 236 200 165 136 108 93 68 50 35 20
roads 6 -- -- -- 169 139 110 95 69 50 35 20
7 -- -- -- -- -- -- -- 70 50 35 20
8 -- -- -- -- -- -- -- -- -- 35 20
9 -- -- -- -- --- -- -- -- -- -- 20
Because some situations can’t meet the requirements for visual distance of cargo truck stopping, based on
the results of seminar on “Visual Distance for Cargo Truck Stopping”, in this revision, we stipulate that we
adopt visual distance for cargo truck stopping as visual distance for vehicle stopping on expressway, Class I
highway and some Class II & III highways with big volumes of cargo trucks passing by.
Visual distance for vehicle stopping on road sections with the accumulated snows and frozen ices will be
increased a little because vehicle speed also will be reduced. But, in terms of important main highways, we can
reduce driving speed and increase visual distance for vehicle stopping based on the actual local situations.
Visual distance for vehicle overtaking is the minimum distance that is from leaving original lane and
overtaking vehicle and to returning to original lane again at the visual height of 1.2m and target object height of
1.2m, namely: it is visual distance for vehicle overtaking. On double-lanes road, we need to occupy the
opposite lane to conduct overtaking. In order to ensure driving safety, we stipulate that overtaking road sections
should be set up on double-lanes roads.
Visual distance for vehicle meeting is two times distance of visual distance for vehicle stopping based on
the common practice in foreign countries.
Due to vehicle driving in the different lanes on expressway & Class I highway, there is no issue on vehicle
meeting, we only consider visual distance for vehicle stopping on expressway & Class I highway. For Class II,
III & IV highways, except for the requirements on visual distance for vehicle meeting, we also request the
visual distance for vehicle overtaking.
3.0.13 Straight line
In terms of limitations on the maximum & minimum length of straight lines, in theoretically speaking, it is
very hard to make computations. The reason is that it is determined in accordance with visual sight reflection &
psychological bearing capability of drivers. Based on foreign information, for highway with design speed at 60
km/h or above, the maximum straight linear length is computed according to the driving distance at design
speed within 70 seconds. Under the ordinary situations, maximum length (m) of straight linear road is
equivalent to 20 times of design speed (km/h), in addition, minimum length (m) of curve at the same direction
is equivalent or above to 6 times of design speed (km/h). We adopt the above-mentioned methods on highway
with design speed of 40 km/h or below. Therefore, in the actual practices, design personnel should make their
own judgments based on the actual topographical and environmental conditions.
We should carefully pay more attention on driving speed on the straight linear roads, it is very important.
We should make sure that driving speed difference between straight line and neighboring curve line is less than
20 km/h. Meanwhile, we should adopt perspective drawing method to inspect linear directions and avoid the
incomplete curve. Minimum linear length among curves should meet the requirements on the length of the
gradually changed sections.
Road linear direction is considered in accordance with natural conditions. At first, we should consider
linear direction on plane location or connect continuous curves in order to make sure that the adopted line is
near to natural conditions.
Road linear direction constructed along with natural topographical directions is better than straight road
line constructed through digging & backfilling by huge cubic meter of earth & stone. On one hand, through
fully utilizing natural topographical conditions, we can protect environment and avoid the destroy on natural
resources; on the other hand, due to utilization on original environment, it save a lot of costs such as
construction costs, maintenance costs and labor costs. But, if we intend to make curve lines on road
construction, it will cause sleeping to drivers and make accidents. Usually most of vehicles can’t be driven
along the lane due to curve lines, therefore, this curve line is beautiful, but, it is not suitable on highway with
high design speeds.
If the straight road line is so long, the driver drives vehicle and feel boring, it easily make drivers sleepy
and cause traffic accidents. In the past years, there are several or dozens of kilometers straight roads on the
constructed highways in Northwest, Hainan, and Shangdong provinces. For example, In Xinjiang Autonomous
Region, some straight road reach to 47.5 km, and there are many straight roads with the length of 20 – 30 km
existed in Xinjiang Autonomous region. At present, along with the improvement of land utilization, except for
northwest regions, it is very hard to find out straight road with long distance in other regions. Based on the
standards in Germany, the length of straight line is not more than 20 times of design speed, namely: the design
speed is at 120 km/h, the straight line is 2400m; if design speed is 100 km/h, the straight line is 2000m. In
obviously speaking, this is only used for highway at high design speed, for those highways with lower levels,
this is not suitable. Of course, based on the actual situations in our country, we should adopt this method based
on the actual situations.
To sum up, in this revision, it is very clearly stipulated that there are some limitations on the maximum &
minimum length of straight line. The length of straight line and curve line should be designed reasonably.
3.0.14 Minimum radius of circular curve
This Article 3.0.14 is revised based on the seminar results on “Crosswise Force Coefficient” of highway.
1 Principles on definition of minimum radius
In this revision, the minimum radius of circular curve is determined based on the necessary conditions for
vehicles which can be driven on roads safely and comfortably. The minimum radius of circular curve is
computed in accordance with centrifugal force and crosswise force created by frictional force between vehicle
tires and road surface. Based on the different forces and geometric relationship among all kinds of forces when
vehicle is driven on the crooked road, we formulate the following formula (3-1):
V
R = -------------------------- (3-1)
127 ( µ + I )
In formula:
R – curve radius (m);
V – vehicle speed (km/h);
µ - crosswise force, limited value is crosswise force coefficient between tires and road surface;
i – crosswise slope of road surface.
In this revision, there are three values on minimum radius of circular curve, namely: “ordinary value”,
“limited value”, and “minimum value without ultrahigh setting”. During linear road design, we should select
the bigger radius based on the actual topographical situations. Under avoidable situations, we can select the
“limited value” as minimum radius. If it is allowed by environment, we usually adopt the “ordinary value” as
minimum radius of circular curve.
When we select the radius of curve, we should pay more attentions on coordination between front line and
back line, we should not adopt the sudden changes on curve with the smaller radius. For long straight linear or
road section with good topographical conditions, we can’t adopt minimum radius of circular curve as standard
to construct roads. From the areas with good conditions to the areas with bad conditions, we should gradually
adopt linear indexes and avoid the sudden changes.
2 Definition of the “limited value” on minimum radius of circular curve
When we compute the minimum radius of circular curve based on the formula (3-1), V is the appropriate
design speed for highways at the different levels. Therefore, the key parameter for defining minimum radius of
circular curve is crosswise force coefficient and cross slope with ultrahigh.
Crosswise force coefficient is a factor to reflect on the comfortable situations of passengers. Through the
comfortable data collection by testing on small-size passenger bus, big-size passenger bus and big- &
medium-size cargo trucks on 43 observation road sections, in consideration of psychological methods and
statistical approaches, we analyze and obtain the appropriate crosswise force coefficients at the different driving
speeds ( shown in figure 3-3). The necessary condition for vehicles driven on roads smoothly is that crosswise
force coefficient is not more than crosswise frictional force coefficient caused by tiers and road surface.
Therefore, in order to define design value on crosswise force coefficient, we not only consider frictional
coefficients scope between tiers and road surface, but also consider the comfortable feeling of drivers through
their psychological bearing capability, to sum up the two factors, we can compute and get design value on
crosswise force coefficient.
Figure 3-3 Diagram on Crosswise Force Coefficient
Through testing on 43 observation road sections for frictional force coefficient, the limited value of
crosswise frictional force coefficient on the sampled road sections is at 0.3 above, the designed crosswise force
coefficient is at 0.10 – 0.17, which account for small proportion of the limited value of crosswise frictional
force coefficient. It shows that there is high safety coefficient on this road, in basically speaking, it can avoid
the sliding danger from crosswise direction.
Based on the above-mentioned analysis, in this revision, we adopt crosswise force coefficient and
ultrahigh value stated in Table 3-4 to compute the minimum radius of circular curve.
Table 3-4 Crosswise Force Coefficient & Ultrahigh on Minimum radius of Circular Curve
Design speed (km/h) 120 100 80 60 40 30 20
Crosswise force coefficient 0.10 0.12 0.13 0.15 0.15 0.16 0.17
6 6 6 6 6 6 6
Ultrahigh value (%) 8 8 8 8 8 8 8
10 10 10 10 10 10 10
The changing scope on ultrahigh value is from 10 % to 6 %, when we compute the minimum radius of
circular curve, we adopt ultrahigh values at 6%, 8% and 10% to make computation, the computed values are
rounding to the whole number, namely: it is the limited value on the minimum radius of circular curve in this
revision, which is shown in Table 3-5. In this Article, the limited value on the minimum radius of circular curve
is the result when ultrahigh value is at 8%.
Table 3-5 Limited Values on Minimum Radius of Circular Curve
Design speed (km/h) 120 100 80 60 40 30 20
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 “ordinary value” of minimum radius of circular curve
When we determine the “ordinary value” of minimum radius of circular curve, the adopted crosswise force
coefficient is at 0.05 – 0.06. Therefore, the vehicle will be driven comfortably and under most of situations, we
may adopt this value.
Ordinary value of minimum radius of circular curve is a suggested value to be adopted for evaluation on
the comfortable status of passengers. Based on foreign experiences, we adopt the crosswise force coefficient
and ultrahigh values stated in Table 3-6 to compute the “ordinary value” of minimum radius of circular curve,
then, the computed results will be rounded to the nearest whole number.
Table 3-6 Crosswise Force Coefficient and Ultrahigh Value for “Ordinary Value” of Minimum radius of Circular Curve
Design speed (km/h) 120 100 80 60 40 30 20
Crosswise force coefficient 0.05 0.05 0.06 0.06 0.06 0.05 0.05
Ultrahigh value (%) 0.06 0.06 0.07 0.08 0.07 0.06 0.06
“Ordinary value” of minimum radius of 1000 700 400 200 100 65 30
circular curve (m)
4 Determination of minimum radius of circular curve without ultrahigh
When circular curve radius is more than a certain value, we don’t need to set up ultrahigh value. In
consideration of driving comfortably, we must control crosswise force coefficient at minimum value. In
“Technical Standard of Highway Engineering” (97), we adopt µ = 0.035, and i= - 0.015 to compute minimum
radius of circular curve based on design speed of highways at the different levels. In this revision, if we still
adopt µ = 0.035 to compute minimum radius of circular curve without setting ultrahigh, under the current
minimum value of 2% for road arch slope, we will get a group of minimum values. In consideration of this
actual situations, we adopt a range value to describe crosswise force coefficient, in this revision, we adopt
crosswise force coefficient at 0.035 – 0.040 and stipulate that crosswise force coefficient is 0.035 at 1.5 % road
arch slope. When road arch slope is at 2%, we adopt crosswise force coefficient at 0.040, therefore, we put
them into formula (3-1) to get minimum radius, the result is still equivalent to the minimum radius stated in the
old “Technical Standard of Highway Engineering”(97). Meanwhile, we also consider that there are some road
arch slopes which are more than 2% on some sections of expressway, Class I, II & II highways. If we still adopt
the old group of minimum values under no ultrahigh setting situations to compute crosswise force coefficient,
we will get too big result on crosswise force coefficient. In this revision, we put µ = 0.035, and i= - 0.020 into
formula and get a group of values which are at 2% road arch slope without ultrahigh value setting. Therefore,
when road arch slope is at 2.5%, crosswise force coefficient is adopted at 0.040; when road arch slope is at
3.0%, crosswise force coefficient is adopted at 0.045; when road arch slope is at 3.5%, crosswise force
coefficient is adopted at 0.050; therefore, when road arch slope is at more than 2%, crosswise force coefficients
are at 0.040 – 0.050, minimum radius of circular curve without ultrahigh is shown in Table 3-7.
Table 3-7 Minimum Radius of Circular Curve Without Ultrahigh

Design speed (km/h) 120 100 80 60 40 30 20
5500 4000 2500 1500 600 350 150
iroad arch < 2.0%
µ = 0.035 – 0.040
7550 5250 3350 1900 850 450 200
iroad arch > 2.0%
µ = 0.040 – 0.050
3.0.15 Circle line
If the straight line and radius on expressway, Class I, II and III highway is less than minimum radius stated
in Article 3.0.4, we should set up the flexible curve to make connections. In this revision, we stipulate circle
line as flexible curve, basic formula on circle line is shown in formula (3-2):
rl=A (3-2)
In formula:
r- curve radius (m) of circle line at one point;

l- length (m) of circle line from one point at circle to coordinate point (0,0);
A-parameter (m) of circle line.
Usually, flexible curve include the following: (i) flexible section on changes of curve ratios(the changes
from the straight line to curve or from curve with big radius to curve with small radius); 9ii) flexible section on
changes of crosswise slope (road arch slope on straight line changed into crosswise slope on crooked road or
the changes of crosswise slope at the different points of curve); (iii) widen flexible section ( standard width of
straight linear section gradually changed into expanded width of curve line).
In the stipulations of this Article, parameter and length of circle line should be selected at a bigger value
based on linear design and requirements on safety, visual and landscape. The minimum length of circle line is
minimum length needed on the changes of curve ratios. The flexible curve is revolved at the central line of lane
as spindle, but, some flexible curve is revolved at roadside of lane as spindle, or for roads with many numbers
of lanes, the needed length of flexible curve with ultrahigh is more than the needed length on changes of curve
ratios. Therefore, we should consider these two types of flexible length and select one to conduct computation.
After the confirmation of the length of flexible curve, we should make the gradual changes based on all kinds of
needs.
In the stipulations, we mainly consider flexible curve section with ultrahigh as standard, meanwhile, for
those highways at the higher levels, there are flexible curve with ultrahigh facility and together own circle line,
we should select the bigger value to replace smaller value. Therefore, if the straight line and radius on
expressway, Class I, II and III highway is less than minimum radius stated in Article 3.0.4, we should set up the
flexible curve to make connections.
We adopt circle line for the use of flexible curve, it is because the driving lines of vehicles are very near to
circle lines. The circle line is not only used as flexible curve, but also considered as one of linear elements.
Meanwhile, there are appropriate testing sheets, therefore, in this revision, we adopt circle line.
3.0.16 Sharp slope
These rules are formulated based on the seminar of “Road with Sharp Slope and Limitation on Slope
Length”.
The maximum sharp slope is stipulated at 3% for expressway with design speed of 120 km/h, because
small-size passenger bus which is driven at 3% slope road is almost same as driven on the horizontal flat road,
the only difference is that there is a little influence on shaking. On the roads with sharp slope, driving speed will
be decreased along with the increase of sharp slope degree. On the downward roads, the driving speed of
small-size car is little higher than that on flat roads, but, it is limited by all kinds of conditions.
The maximum slopes are 3% and 4% which are suitable on expressway, Class I highway. When
expressway is limited by topographical environment or other special situations, after technical & economic
verifications, the maximum slopes can be increased by 1%. The maximum slopes are 8% and 9% which are
suitable for Class III highway with the design speed of 30 km/h and Class IV highway with the design speed of
20 km/h. The maximum slopes at 5%, 6% and 7% are suitable for highways with design speeds of 80 km/h, 60
km and 40 km/h.
It is no good for heavy-duty cargo trucks to drive on the long and sharp slope roads, if it is upward road,
truck speed will be reduced which can cause traffic jam to the backward vehicles. That will cause the demands
on overtaking and safety coefficient is reduced. If it is downward road, the brake of truck will be overheat
which can cause brake out of control and make traffic accidents. Therefore, we must make the necessary control
on the continuous upward & downward roads based on the roads with average slope.
Domestic and foreign accidents data show that traffic accidents on downward roads are often higher than
on upward roads, especially on long downward roads. If heavy-duty vehicle with heavy loads is driven on road
at the rapid speed, it easily causes traffic accidents especially serious traffic accidents. Based on analysis of
traffic accidents for downward roads, more than 50% vehicles are in traffic accidents due to brake out of control.
Based on the research results of this seminar, under good brake condition, vehicle with reasonable loads, and
when driver properly drive vehicle, the control on average slope is still same as that in “Technical Standard of
Highway Engineering” (97).
3.0.17 Length of sharp slope
These rules are formulated based on the seminar of “Road with Sharp Slope and Limitation on Slope
Length”.
Limitations on the length of sharp slope is mainly based on curve features of climbing slope for
heavy-duty truck with 8 tons (“ratio of power to quality is 9.3 W/kg”), meanwhile, consider the difference
between entrance speed and allowable speed to define length of sharp slope. In this revision, the stipulated
length limitation of slope is straight linear distance between the points of slope. If we can forecast on driving
speed in front of slope, we can define maximum slope length limitation based on the actual discounted speeds
stated in Table 3-8.
Table 3-8 Limitation values on Slope Length under the Different Discounted Speeds
Sharp slope i (%) 3 4 5 6 7 8 9 10
Slope length (m)
Discounted speeds (km/h)
10 900 700 450 -- -- -- -- --
15 1200 900 600 500 400 300 -- --
20 -- 1200 900 700 500 400 300 200
25 -- -- 1150 850 650 550 400 300
3.0.18 Vertical curve
The minimum radius of vertical curve is divided into “ordinary value” and “limited value”. “Limited
value” is the computed value that minimum radius for relaxing shock and keep visual distance is needed when
vehicle is driven on road with slope. This value can be adopted under special situations by topographical
environment. “Ordinary value” of vertical curve radius is 1.5 – 2.0 times of “limited value” on minimum radius
of vertical curve. The computation on “limited value” of minimum radius of vertical curve is shown in Table
3-9 & 3-10.
Table 3-9 Computation on “Limited Value” of Minimum Radius of Convex Vertical Curve
Design speed Needed curve length for Needed curve length for Adopted value Limited
(km/h) relaxing shock (m) visual distance (m) Lt (m) value (m)
Lv1 = ----- Lv2 = ----- R = -----------
120 40.0 111.1 110 11000

100 27.8 64.5 65 6500
80 17.8 30.2 30 3000
60 10.0 14.1 14 1400
40 4.4 4.1 4.5 450
30 2.5 2.3 2.5 250
20 1.1 1.0 1.0 100
In table:
V- driving speed ( adopted driving speed) (km/h);
D- visual distance (adopted visual distance for vehicle stopping) (m);
Lt- adopted length of vertical curve (m);
-slope difference (%);

R- limited value on minimum radius.
Table 3-10 Computation on “Limited Value” of Minimum Radius of Concave Vertical Curve
Design speed Needed curve Needed curve Needed curve Adopted Limited
(km/h) length for length for front length for visual value value on
relaxing shock lighting distance distance under Lt (m) minimum
(m) (m) bridges (m) radius (m)
Lv1 = ----- Lv = ----- Lv2 = ----- R = -----------
120 40.0 50.0 22.9 40 4000

100 27.8 36.2 13.3 30 3000
80 17.8 22.1 6.3 20 2000
60 10.0 13.7 2.9 10 1000
30 2.5 3.5 0.5 2.5 250
20 1.1 1.8 0.2 1.0 100
If vertical curve length is too short, it will give the driver nervous feeling on sudden turn in views of
vertical section, therefore, the minimum length of vertical curve is computed based on the distance when
vehicle is driven on the road at the design speed within 3 seconds.
4.0.1 General rules
Damages on roadbed & road surface are not only related with their structures & materials, but also
connected with road route, water drainage and compacted thickness. In this revision, we focus on designs on
water drainage facilities and roadside slope protection together in consideration of road route, topographical
environment and construction materials in order to ensure the road with enough tense, stability and durability.
Meanwhile, we strengthen the requirements on anti-sliding and leveling for road construction.
4.0.2 In terms of road construction at the different project stages, in “Technical Standard of Highway
Engineering” (97), we stipulated that roadbed & road surface of highways at the different levels can be
constructed at the different project stages based on development needs of transportation volumes”. In this
revision, road surface of expressway & Class I highway can’t be constructed at the different project stages, but,
for those road sections with soft soil & huge volumes of backfilling works, we adopt “design at one time and
implementation at the different stages” to construct roads in order to ensure the quality of roads. This is because
as follows:
(1) There are big transportation volumes on expressway & Class I highway, but, we have high quality
requirements on the road surface of expressway & Class I highway. When they are put into operation, it is
needed to conduct reconstruction & maintenance on expressway & Class I highway, it not only influence on
driving safety and economic benefit & traffic management, but also cause bad social images on that.
(2) There are many bridges, grade separation and tunnels existed in expressway & Class I highway, they
all will be constructed and completed at one time. If we adopt the construction on road surface at the different
stages, it not only gives troubles on constructions, but also reduce the safety and comfortable standards on
vehicle driving on expressway.
4.0.3 In terms of height design of roadbed, we should consider (i) surface accumulated water; (ii) height of
underground water; (iii) capillary water of roadbed & its filling materials; and (iv) water frozen; on roadbed.
Roadbed height for those roads along the rivers should be determined in accordance with flood frequency
design.
4.0.4
1 During roadbed construction, due to lack of attentions on compacted thickness of roadbed, it will
cause big sunk situations for those soft soil foundation. Therefore, in this revision, we focus on strengthening
the compacted thickness of roadbed and conduct special treatment to reinforce roads in order to make enough
tense and stable capability on roads.
2 In “Technical Standard of Highway Engineering” (97) and related standards on compacted thickness
of roadbed, the standard on the compacted thickness for roadbed with 1.5m below is 90%, which is obviously
lower and very hard to control the whole quality of roadbed & surface if there are sunk situations happened. In
this revision, this standard has been improved in some provinces and many technical staff & experts think this
standard should be increased in order to ensure the quality of roadbed & surface.
To sum up the above-mentioned comments, in order to ensure the safety & stability of roadbed, this
revision is as follows:
(1) to increase the compacted thickness standard of roadbed with 1.5m below on expressway & Class I
highway from 90% to 93%, for roadbed with 1.5m above, the compacted thickness standard of roadbed will be
increased by 1%;
On Class II highway, the compacted thickness standard of roadbed with 1.5m below will be increased from
90% to 92%, for roadbed with 0.8m – 1.5m, the increase is from 90% to 94%; for roadbed with 0-0.8m, the
increase is from 93% to 95%.
There are also some adjustments on Class III & IV highways.
For those special dry or wet areas, the compacted thickness standard of roadbed can be appropriated
reduced, but, we need to make necessary treatments on that.
(2) When asphalt cement or concrete cement road surface are constructed on Class III highway, the
compacted thickness standard of roadbed should be adopted in accordance with the standards of Class II
highway.
4.0.5 Roadbed protection is a important measurement on ensuring the stability of roadbed and preventing
damage of roadbed. In this revision, we should adopt appropriate measurements on ensuring the stability of
roadbed based on road functions, local climates, hydrogeology and geology.
There are potential issues existed in the deep digging & backfilling roadbed & its sections. In this revision,
we must make a clear survey on project geological environment to conduct roadbed protection design and
strengthen the stability of roadside slope based on the topographical analysis.
Usually, there are many digging & backfilling works with big cubic meter of earth & stone on the
construction of expressway & Class I highway, in consideration of environmental protection & beautiful
landscape, in this revision, we focus on the coordination between roadbed protection and road landscape.
4.0.6 Axial loads standard on road surface design is direct linked with the usage life of road surface and
vehicle industrial development, it is very sensitive. In this revision, we still maintain the stipulations of
“Technical Standard of Highway Engineering” (97). There are big differences on axial loads standards in other
foreign countries. We adopt 100 kN as standard axial loads which is equivalent to the average level in the
world.
4.0.7 There are four standards on road surface in “Technical Standard of Highway Engineering” (97),
which are super class, secondary super class, middle class and lower class that are related with highway
classifications. Based on these relationships which are not suitable to the current actual situations of highway
construction projects, meanwhile, there are big differences on middle class & lower class roads comparing with
standards of foreign countries. Usually, we call asphalt cement surface & concrete cement surface as the paved
road surface, and call asphalt surface with the mixed stones as the simple paved road surface. Therefore, in this
revision, we don’t mention classifications of road surface and only list out the applicable scope for
classification of road surface.
4.0.8 Sand & stone road surface is constructed with sand, stones, soil, water and ash through certain mix
and combination. The road surface is called as simple paved road surface, which include macadam road and
broken stone road.
4.0.9 In this revision, in order to reduce damages on road surface, avoid destroy on roadbed by water, and
protect natural environment along roadside, we must conduct the necessary measurements on water drainage
design for roadbed.
5.0.1 General Rules
1 Locations of bridges especially for special large-size & large-size bridges should be designed based
on road functions, passing capacity, hydrogeology of rivers, shipping requirements, anti-flood dam and other
environment conditions, the complete protection facility will strengthen anti-calamity capability.
2 Locations of special large-size & large-size bridges should be selected at the river sections with
smooth water flow and stable riverbed in order to avoid water scouring river bank. Requirements on bridge
location include stable riverbed with good topographical conditions and big load capacity in order to avoid
water scouring bridges. If bridges are constructed on fault zone, we should make analysis whether this fault
zone is alive or dead, if it belongs to dead fault zone, bridge piers should be built on the same zone. Bridge
locations should not be constructed in the sections with landslide, mud-rock flow and corrosion caves,
otherwise, we should take necessary measurements on protecting the stability of river banks.
3 Bridges & culverts should be constructed in consideration of the future development needs & tasks of
road, on basis of the principles for “safety, suitability, economy, beauty and environment friendly”. The safety is
the main target of design, and suitability is functional needs of design. We must meet the basic safe & suitable
needs for road construction. Under the safe & suitable conditions, we can make economic & beautiful
requirements based on the actual situations. Along with the continuous economic development in our country,
we should promote the environmental protection requirements on road construction in order to ensure the
sustainable development on road projects.
4 The construction of bridges & culverts is closely linked with agricultural irrigation facility & people’s
daily living requirements, therefore, the construction of bridges & culverts should be in accordance with the
needs of farmland irrigation.
5 Bridges & culverts are the construction buildings which cross the river and sea. It is a constructed
work of art during long-term experiences by people. For those special large-size bridges with big span, we
should conduct careful survey on the technology and in combination with the natural environment to make
beautiful landscape. The structure and design of bridges on expressway & Class I highway should be in
coordination with the natural environment.
6 The paved roads and their structures on bridge floor should be coordination with the neighboring road
surface. The paved roads on bridges should be asphalt & cement roads. There should have water drainage
facilities and anti-flood system in order to extend the usage life of bridges due to accumulated water. There
should be slope road on bridges in order to make the water easily drained.
5.0.2 There are two indexes to classify bridges & culverts, (i) Lk is a span length with single hole that is
reflected on the complicated technology; (ii) L is total length of span with many holes, that is reflected on
construction scale.
In this revision, we conducted special seminars on the classifications of bridges & culverts, based on the
results of seminar, we make the following adjustments.
The span length of bridge is a very important comprehensive index to measure national bridge
construction. In the old “Technical Standard of Highway Engineering” (97), it can’t reflect on the current bridge
construction levels in the recent 20 years. Therefore, in this revision, we stipulate that the starting span of
special large-size bridge is adjusted to 150m from 100m. The 150m-long span include the structures of all kinds
of bridges which are continuous beam bridge, plate girder bridges and arch bridges with the concrete cement.
Another index on classifying bridges is total length of span with many holes, namely: it is total length
between two abutments on the two sides of river without considering wall length of abutment. Under ordinary
situations, the total length of bridge is almost equivalent to the width of the river, if we consider that as the
measure on total length of bridge, it is more clear and good for evaluate the costs of bridge. In this revision, we
adjust the standards for 500m-long large-size bridges same as for 1000m-long large-size bridges, these
standards will cover for all kinds of bridges located at the rivers or dry roads.
We also make adjustments on some standards for special large-size bridges, the other standards are same
as that in “Technical Standard of Highway Engineering” (97).
5.0.3 In order to easily formulate standard design and strengthen management, for those bridges & culverts
with 50m or below span, we adopt the standard span to make computation and conduct some appropriate
stipulations.
The maximum limit on the standard span in “Technical Standard of Highway Engineering” (97) is adopted
at 60m. In this revision, we adjust the maximum limit into 50m.
5.0.4 In this revision, we also conduct the research & survey on the utilization of flood frequency standard.
As comprehensive analysis, flood frequency standards stated in “Technical Standard of Highway Engineering”
(97) are basically suitable to the current situations in consideration of preventive measurements on rivers,
railways and cites. Therefore, in generally speaking, we still adopt these standards in this revision.
In this revision, classification standards on special large-size bridges have been improved, after the
improvement, span length with single hole is adjusted to100 m – 150m; span length with many holes is adjusted
to 500m-1000m. The adopted flood frequency standard is adjusted to 1/100 from 1/300 on special large-size
bridges. The adjusted flood frequency standard is still higher than that of preventive standards in order to ensure
the safety of bridges.
One of reasons on bridge collapse due to water scouring is poor bridge foundations, therefore, we stipulate
that under the situations of strong water flow and riverbed easily scoured, if it is necessary, we select design
flood frequency at 1/300 or 1/100 to construct special large-size bridge on Class II highway and large-size
bridges on Class II & IV highways.
5.0.5 Net space on bridge floor should be in accordance with the stipulations of construction limitations
stated in Article 2.0.7, which 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 & improve service level.
In accordance with the stipulations of construction limitations stated in Article 2.0.7, the needed driving
lanes should be consistence with the widths of acceleration (deceleration) lanes, slope climbing lane, slow lane
and opposite lane, cement roadside shoulder or emergency stopping zone, central division zone, and roadside
zone.
If the width of road is same as that of bridge when we construct special large-size bridge on expressway &
Class I highway, it may cause a certain increase on investment. In order to save project costs, based on the
stipulations in this revision, we can appropriately adjust the widths of central division zone and roadside
shoulder, but, the reduced width can’t be less than the “minimum value” of central division zone and roadside
shoulder stated in Table 3.0.4 and Table 3.0.5-1.
Special large-size bridge is the bridge which will be constructed with complicated technology or special
complicated construction conditions.
After the reduction of bridge width, there should be good connection between either end of a bridge in
order to have enough transitional length.
5.0.6 The designed water level should be obtained in accordance with the flood frequency standard stated
in Table 5.0.4, meanwhile. In consideration of the concrete situations, we should compute the blocked water
level, wave height, silt height in riverbed and floating items on the rivers.
The net space under the bridge is used for shipping requirements, based on shipping classifications and
ship style with the designed load capacity (tons). On the Class I to VII river course, the ship tonnages are 3000
tons, 2000 tons, 1000 tons, 500 tons, 300 tons, 100 tons and 50 tons respectively. Net height under bridge
should be computed from the highest navigation water level, net width under bridge should be determined in
accordance with the distance between bridge piers at the lowest navigation water level. The net space under
bridge for shipping should be in accordance with the stipulations stated in “Standards on Navigation
Requirements in Domestic Rivers” (GBJ 139).
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.
DHNWL – designed highest navigation water level DLNWL – designed lowest navigation water level
Figure 5-1 Net Space for Navigation on Rivers
For those bridges which are not used for navigation, span length of bridge is determined in accordance
with ice flow and wood flow under the bridges, except for considering water flow features, riverbed changes
and river’s topographical conditions.
If it is required by the Ministry of Defense or other authorities concerned ( such as petroleum well drilling
ship ), the standards on navigation should be decided according to the concrete situations.
5.0.7 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 special large-size bridges. There should be flat
& smooth on special-size bridge floor in order to easily make bridge design. If there is small allowance for
special-size & large-size bridges on Class II, III & IV highways, we should not only consider the road route, but
also consider the locations of bridge piers.
The stipulations on slope roads of bridges are suitable based on the practices in many years.
5.0.8 There are many ferries in our country at present. Therefore, there are stipulations formulated by the
Central Government on ferries which are located between roads & rivers.
The locations of ferries are directly related with operation status of ferries. If it is selected at the location
with stable riverbed and good hydrogeology and without silt, its operation will be comfortable and easier. If it is
allowed by natural conditions, we can change ferries into bridges.
There are two kinds of piers for ferries, which are straight-style and sawtooth style piers.
Straight-style pier is applicable for ordinary rivers, usually there are many ferries in mountainous areas.
This kind of ferry is composed by front wall and pier with a stake to tie the boat, its features are that there are
pier with guiding lane and there are no limitations & divisions. The front wall is constructed by soil or concrete
cement, its functions are to block soil and tie the boats. The length of front wall is same as the width of guiding
lane, the height is determined by boats. The top height should be higher by 0.8m-1.2m than the lowest
navigation water level. The guiding slope of straight-style ferry is usually at 9% - 10%, this is to make
convenience for boats and suitable for the changes of water levels. If the slope is more than 10%, it is very hard
for vehicles to drive upward, if it is downward, it is dangerous for driving. If the slope is less than 9%, the boats
are hard to be parked at pier.
The advantages for sawtooth-style pier suitable for rivers with the big changes of water levels, usually
there are piers which are classified with high, middle and low water levels, that are easier for parking boats, but,
project costs are expensive. Usually, there are several saws linked to compose sawtooth-style pier, each saw is
composed by front wall, side wall and equipment for tie boats, there is the paved roads between front wall and
side wall. Numbers of saws are determined in accordance with water levels and slopes at pier. The high
difference on each level is at 0.6m – 1.2m, overlapping of water levels between two saws is adopted at
minimum value of 0.2m, the lowest height level at pier is higher by 0.8m-1.2m than navigation water level in
order to let vehicles go up to ferryboat and go down from ferryboat. The slope of guiding lane is usually at 4% -
6%.
We should adopt anti-sliding measurements on the guiding lanes for vehicles going up or going down from
ferryboats.
6.0.1 In “Technical Standard of Highway Engineering” (97), there are four classifications on vehicle loads,
namely: vehicle –super 20 level, truck with trailers -120; vehicle –20 level, truck with trailers – 100;
vehicle –15 level, truck with trailer – 80; vehicle –10 level, vehicle with caterpillar -50. But, in the
newly-constructed highways & bridge, we don’t adopt vehicle-15 level, truck with trailers-80 standards, what
we maintain this classification is only for the purpose of national statistical works.
Vehicle loads standards in the old “Technical Standard of Highway Engineering” were formulated in
accordance with the actual situations in 1960s, but, along with social & economic development, these old
standards need to be revised in order to meet the rapid development needs in our country, in basically speaking,
the old standards are suitable for and reasonable, but, there are still many potential issues needed to be solved,
and the computation is very complicated in terms of bridge design and the structure of span. Meanwhile,
motorcade loads model is easier to cause the errors on computations, for example, the adopted motorcade loads
can’t be equal to the actual vehicle loads on the roads.
In this revision, we should make adjustments on standard vehicle loads model and its classifications for
structure design of highways & bridges.(i) to change level IV standard motorcade loads into highway- level I &
II vehicle loads; (ii) to cancel vehicle-15 level loads standard, namely: there is no this classification on vehicle
loads standard; (iii) cancel vehicle -10 level loads standard on Class IV highway. After these adjustments,
vehicle-super 20 level loads standard is same as loads standard on Class I highway; vehicle -20 level loads
standard is same as loads standard on Class II highway. In addition, we cancel the testing loads, the testing
loads can be reflected on motorcade loads model through the indirect approaches.
Motorcade loads are composed by lane loads and vehicle loads in foreign countries. The standard values
on vehicle loads for Class I & II highways are computed through the feasible study and comprehensive analysis
with the old standards.
6.0.2 In the old “Technical Standard of highway Engineering” (97), on Class I highway, we can select
vehicle-super 20 level or vehicle -20 level vehicle loads based on road functions, tasks and development needs
in the future. In this revision, based on the positions & functions of Class I highway, we stipulate that the
structure of bridges & tunnels on Class I highway will be designed on highway-level I vehicle loads standard.
In the old “Technical Standard of highway Engineering” (97), the structure of bridges & tunnels on Class II &
III highways will be designed in accordance with vehicle-20 level loads standard, the structure of bridges &
tunnels on Class IV highway will be designed in accordance with vehicle-10 level loads standard. In this
revision, the structure of bridges & tunnels on Class IV highway will be designed in accordance with
highway-level I vehicle loads standard. In consideration of the positions & functions of class II highway, when
Class II highway is considered as main roads and there are many heavy-duty vehicles on roads, we can adopt
highway-level I vehicle loads standard; on Class IV with few vehicles, we can adopt the discounted
highway-level I vehicle loads standard. In consideration of the old “Technical Standard of highway
Engineering” (97) and the actual situations on Class IV highway, for the reconstructed Class IV highway, old
vehicle loads standards still can be used on original roads. In the whole, it is necessary development needs to
improve vehicle loads standards on bridges & highways at the different levels in our country.
6.0.3 In this revision, we have made a appropriate adjustment and conduct a statistical analysis on vehicle
loads & loads efficiency in terms of feasible study of highways & bridges in combinations with the National
“The Unified Standards on Feasible Design of Highway Structures” (GB/T 50283).
Through utilizing dynamic testing equipment on vehicles of highways, in No. 207, 238, 305 and 101
national highways located in Shanxi Jingcheng, Jiangsu Yangzhou, Liaoning Dawa and Hebei Chengde, we
collected the related dynamic data from more than 60,000 vehicles in terms of vehicle weights, axial distance,
total tonnage, and vehicle distances. Through man-made experiments, we conduct the testing on more than 300
vehicles.
In terms of statistical analysis on vehicle loads & efficiency, based on the actual testing information for
vehicle loads under dense driving and ordinary driving situations, vehicle loads under dense driving situation is
based on vehicle –super 20 level stated in the old standards; vehicle loads under ordinary driving situation is
based on vehicle -20level stated in the old standards.
The reliability analysis on vehicle loads & efficiency is based on no dimension parameter KSQ = SQ / SQK,
of which SQ is effect value in accordance with the actual tested vehicle loads under ordinary driving situation
or dense driving; SQK is effect value opposite to SQ in accordance with motorcade loads standard stated in the
old standards. Under the ordinary driving situation, we adopt vehicle-20 level, under the dense driving situation,
we adopt vehicle –super 20 level. We conduct an imitation test through K-S method or sampling method. Based
on the distributions by sectional portion, the maximum value distribution within 100 basic design years has two
types, of which include Curve Distribution & Limit Value I-Type Distribution.
Vehicle loads effect can be obtained through analysis on statistical parameters & probability distribution
function with the basic designed years. The standard value on vehicle loads can be computed by probability
distribution of curved distance effects. In accordance with the international practices, vehicle loads standard
value is the distribution value at SQK of 95%. The standard effect value based on the actual statistical analysis
& computation is less than standard effect value stated in the old standards; under ordinary driving situation,
standard effect value is less than 11%; under the dense driving situation, standard effect value is less than 7%.
On the other hand, it shows that vehicle loads standards in the old standards (97) are suitable and reasonable, in
generally speaking, it can reflect on the development needs in transportation industry.
The above-mentioned values are computed in accordance with 5% risk rate, if the risk rate is decreased by
1%, the standard values by statistical & survey methods can reach to the current stipulated values under
ordinary & dense driving situations.
On this above-mentioned basis, we change motorcade loads computation model into lane loads
computation model. Lane loads model is composed by the distribution force qK and centralized force PK.
After the repeat computations & comparisons, we stipulate that lane loads value is the standard value of the
distribution force qK and centralized force PK. Due to reasons of original motorcade loads, the adopted loads
standards in this revision is different with vehicle-super 20 level and vehicle -20 level stated in the old
“standards”. But, in generally speaking, loads effects are same between highway-level I vehicle loads and
vehicle-20 level loads, but, loads effect on highway-level I vehicle loads is higher than that in original
vehicle-super 20 level loads, the average increase rate is 6 % - 8 %. It is necessary on safety and durability of
bridge & tunnel structures and suitable for the rapid development in terms of transportation volumes & traffic
vehicle loads.
6.0.4 Based on the stipulations stated in Article 6.0.1, we adopt vehicle loads methods on the computation
for partial bridge overloads, tunnels, abutments and retaining walls. In order to keep the reasonable connection
between the revised standards with the old standards (97), we adopt overweight vehicle with 550kN stipulated
in vehicle-super 20 level loads standards as vehicle loads to make computations. Therefore, requirements on the
bearing capacity of abutments & retaining walls will be increased by 1.67 (140/120=1.67) times, due to the
limitations on the increase of investment costs, but, it is very important for the bearing capacity to improve the
quality of the whole highway project.
6.0.5 The sectional distribution of vehicle loads is involved in the computation of sectional distribution
coefficient of vehicle loads, due to historical reasons and complications of the actual computations, in this
revision, we still maintain the original distributions & computations methods stated in “Technical Standard of
Highway Engineering”(97).
6.0.6 When vehicle is driven on the roads, it may be on driving lanes, or may be on the other portion of
bridge floor, therefore, we must consider the issues how to make loads distributions within the net width of
bridge floor.
Loads distribution width is stipulated according to the maximum loads effect of bridges, when vehicle is
driven on the roads, it still need the enough driving lanes. If we determine to allocate vehicles by sectional
direction, we should consider the both status, namely: loads distribution width and lane width. On the old
bridge designs, we always encountered with the following issues: (i) to simply allocate the numbers of lanes
based on the stipulations of sectional loads distribution, without considering the necessary driving lane width in
order to let vehicle driven on the roads at the normal speeds. For example, based on the stipulations stated in the
“Technical Standard of Highway Engineering”(97), there can be three lanes by sectional loads distribution for
the 9.75m-long net bridge floor, but, based on the stipulated driving lane width at 3.50-3.75m, it is to need
10.5m-long net bridge floor for allocating three driving lanes by sectional loads distribution. Therefore, there
can be three lanes based on the loads distribution width at 3.10m (2.50m vehicle width plus 0.6m net distance
with neighboring vehicle; but, based on the stipulated conditions for driving lanes, it is not reasonable.
The numbers of lanes by sectional distribution allocation 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 we adopt three lanes allocation, 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 double lanes, due to numbers of allocated 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 3.5x2=7.0m, the highest limitation on
net width of bridge floor is 3.5x4=14.0m. For Class IV highway, there is double-lanes road bridge with net
width of bridge floor less than 7.0m, therefore, we adjust the lowest limitation on net width of bridge floor from
7.0m into 6.0m.
Along with the increase of vehicle lanes on bridges, probability on the maximum loads together occurred
on all driving lanes is reduced. Therefore, based on the theory of probability, we get the computation formula
on sectional discounted coefficients in terms of several vehicle lanes allocations. In this revision, we maintain
the original standard values. The stipulated values are almost same with the stipulated values by U.K.
(BS-5400), Canada (OHBDC), and U.S.A. (ASCE), the details shown in Table 6-1.
Table 6-1 Sectional Coefficients on Loads Distribution For Multi-lanes Motorcade

Numbers of lanes (piece) 1 2 3 4 5 6 7 8
British BS-5400 1.0 2.0 2.33 2.67 3.0 3.33 3.67 4.0
Canada OHBDC 1.0 1.8 2.4 2.8 3.0 3.3 3.85 4.3
U.S.A. ASCE 1.0 1.7 2.1 2.5 2.9 3.3 3.7 4.1
“Standards” (98) 1.0 2.0 2.4 2.8 3.5 4.2 4.9 5.6
“Standards” (97) 1.0 2.0 2.34 2.68 3.0 3.3 3.64 4.0
6.0.7 Based on the tested & collected vehicle loads parameters on four national highways, in consideration
of loads features of bridges with big spans and the current implemented standard vehicle loads, we arrange all
samples we got and input all data into computer for computation, and then we conduct statistical analysis on
these effects.
Based on reliable theory, we make treatment & computation on vehicle loads, the basic design year is
selected at 100 years, through random system, we get the maximum values distribution within the design period.
The maximum value on probability distribution is at 95%, the appropriate curve is changed with the changes of
effect curve, after all of that, the computation formula on vertical discounted coefficient is as follows (formula
6-1):
α= 0.97913 – 4.7185 x 10 Lo (6-1)
In formula:
α----- vertical discounted coefficient on vehicle loads;
Lo---- the computed span of bridge
This curve is gradually become to flat along with the increase of Lo.
In case of Lo > 150m, we start to compute vertical discounted coefficient, it means that we only consider
this discounted coefficient for special large-size bridges.
6.0.8 Through a lot of actual survey and statistical analysis by computer on people’s loads, we get the
maximum values at the random points and within the basic designed years, these are the representative values
on people’s loads. When the maximum values distribution within the designed basic years is at 95%, the
standard value on people’s loads is 3.0kN/m.
During bridge and highway designs, design staff only considers crowded people loads fully located on
pavement and ignore the composed loads between vehicle loads and people loads. It is not practical approach.
People loads are fully located on bridges, it is a incident with very small probability, which is only occurred
under special situations.
In terms of people loads, there are different explanations, some are described by structure span s index;
some are described by overloads length as index. In actual cases, these two explanations have their own
weakness & advantages. In this revision, we consider structure span s index, standard value on people loads are
discounted along with increase of structure span, its lowest value is 2.5kN/m . If the span of single-hole bridge
is less than 50m, people loads are 3.0kN/m without discounted; If the span of single-hole bridge is equal to or
more than 150m, the lowest value on people loads is 2.5kN/m ; if span of bridge is at 50m -150m, people loads
are decreased along with the increase of structure span.
In consideration of connection with “Technical Standard of Highway Engineering” (97), under ordinary
situations, people loads on bridges located in the areas with dense population is 1.5 times of the standard value;
standard value on people loads of platform bridge is 3.5kN/m, which is equal to the 98 % distributed value at
maximum values distribution within the designed basic years.
7 TUNNELS
7.0.1 General Rules
Along with economic development and improvement of environment protection in our country, in terms of
highways construction, especially for expressway, there are many tunnel construction schemes needed for road
construction projects, of which there are increase trends on the numbers of long or short tunnel construction,
and there are many continuous arch-style tunnel, groups of tunnels constructed for expressway. In this revision,
we made some principle stipulations on construction scale & technical standards of tunnels.
The selection of tunnel locations is direct linked with structure design, construction, and project
investment, and operation safety & maintenance management after the completion of the project, therefore, we
should carefully make surveys on the areas of which tunnels will be located.
In expressway & highway projects, whether to adopt tunnel construction, it will depend on local social,
economic, topographical, environmental conditions and project costs. Usually, when the depth of the central
line of roadbed is at 30m, we will think whether we construct tunnels or not, we not only consider construction
costs & construction difficulties, but also consider the driving safety and operation & management expenses in
the future.
The determination of tunnel height is very important for controlling construction scale of tunnels. It should
depend on road classifications, tunnel functions, and road route directions, topographical lines, tunnel location,
and tunnel gates. If it necessary, we should make comparison schemes on long tunnels or groups of tunnels.
Plane line of tunnels should be consistence with linear curve in front or behind of tunnels. The important
factors on affecting driving safety are visual distance for vehicle stopping and driving speed, therefore, linear
design must be to ensure the visual distance for vehicle stopping. For medium- and long-distance tunnels
located on expressway & Class I highway, and short tunnels located on highways at the different levels, we
should consider linear design as needs for route design. It is very hard for us to allocate route lines on curves, in
the past years, in consideration of the difficulties of construction and poor ventilation system, we didn’t
encourage to construct tunnels. But, along with the improvement of construction technology and development
of ventilation system, we have enough capability to construct the tunnels. Based on the whole needs of road
route, we can build the curved tunnels. The curved tunnels can control the driving speed inside tunnels and
improve the drivers’ attentions, and it can also adjust the suitability of drivers’ eye visual from outside tunnel to
inside tunnel. But, it should be pointed out that we must conduct the testing on visual distance for vehicle
stopping before adopting the curved tunnel scheme in order to avoid widening radius of circular curve.
“The areas with weak biological environment or the areas of which biological environment has been
destroyed due to construction” mean that if plantation has been destroyed, the areas are very hard to be
recovered, therefore, for these areas, we must emphasize on environment protection scheme.
7.0.2 Classification standards on tunnel length are mainly based on its technologies of construction scale,
construction, and operation management. Through survey on the constructed tunnels nationwide, tunnels which
length is less than 25m account for 18 % of total numbers of tunnels, tunnels which length is less than 1000 m
account for 58% of total numbers of tunnels, of which lots of tunnels which lengths are less than 500m. In
terms of development trends of highway-tunnel construction, the numbers of tunnels which length are less than
500 will be increased. In addition, project costs are usually computed in accordance with daily manpower &
numbers of machinery within 500 m distance from tunnel gate. In terms of inner facilities inside tunnels, we
adopt the natural ventilation system for tunnels which length is less than 500m. Therefore, in consideration of
comprehensive analysis on technical demands & current situations of designs, construction and management,
we define that the length of short tunnels at less than or equal to 500m.
7.0.3 The section drawing of tunnels is composed by lanes, left inner width Lleft, right inner width Lright,
maintenance lanes (pavement or allowance width).
Left inner width (Lleft) is the distance from the inner line of left side of lane to the nearest obstacle of left
side. The nearest obstacle is referred to the convex portion of maintenance lane or pavement or allowance width.
In terms of expressway and Class I highway, left inner width is namely left roadside width.
Right inner width (Lright) is the distance from the inner line of right side of lane to the nearest obstacle of
light side. In terms of expressway and Class I highway, right inner width is namely right cement roadside
shoulder width.
Due to high design speed, huge transportation volumes and expensive maintenance costs on expressway
and Class I highway, therefore, maintenance lanes should be established at the two sides of tunnels. The width
of maintenance lanes should be determined in accordance with road classifications, tunnel length, numbers of
facilities inside tunnels, numbers of pipes, and allocation demands. If there are the mixed traffic roads on Class
II &III highways, we suggest that pavement for pedestrian should be set up, which width should be decided
according to density of population in that area, tunnel length and transportation volumes, and the needs of
facilities inside tunnels. In term of Class IV highway, based on the location of tunnel and road functions, we
will decide whether to set up pavement or not.
When there are maintenance lanes or pedestrians’ lanes, the allowance width include the allowance width
of maintenance lanes or pavement.
In consideration of the reconstruction, passing capacity and traffic safety in tunnel with single-lane,
single-lane tunnel should not be constructed on Class IV highway.
7.0.4 Due to strong changes of lighting and road width and driving environment, tunnel entrance & exit are
accidents proven zones. Therefore, it is necessary to keep certain distance from tunnel entrance and from tunnel
exit.
There is certain distance before entering tunnel, it is necessary to set up safety facility and guiding signs.
For example, marks, traffic signs, safety fence, alarming signs, signal in order to let drivers clearly watch the
changes in front of tunnel.
In this revision, we cancel the stipulations on no limitations for slope road inside tunnel. There are two
situations in open cave, (i) due to reasons of biological environment and topographical damages, at first, we dig
the ground and construct the tunnel, after the completion of project, we recover the original natural environment
on top of tunnel, its technical standards should be same as the demands of tunnels; (ii) tunnel located on the
side of mountain, the half of tunnel is open, if the inside width of tunnel is same as outside width, its slope has
no limitations.
7.0.5 Based on the related foreign standards and domestic scientific research results, in this revision, if
there are limitations on slopes of medium-distance and short tunnels located on expressway & Class I highway,
the maximum slope can be enlarged, but, it should not be more than 4%. Although there is appropriate
adjustment on maximum slope, in terms of driving safety, the slope inside tunnel should be designed at smaller
value as possible as we can. If there are limitations by topographical & geological conditions, we adopt 3 % as
slope inside tunnels. Based on road classifications, tunnel length, local climates, sea level, types of main
vehicles, traffic flow structure, management level of tunnel, safety facilities inside tunnels, we should conduct
careful verifications on tunnel construction.
7.0.6 In order to prevent or eliminate surface water or underground water damages on tunnels, we request
to conduct special design on water resistance and water drainage system inside & outside of tunnels in order to
protect the tunnels, ensure the structure of tunnel and improve driving safety.
In consideration of drainage, prevention, blocking and resistance of water, based on the experiences for
many years, we should focus on the water drainage instead of preventing water in order to remove the water
easier & faster from tunnels. To preventing water is to reduce the water burden of tunnels in order to easily
drain the water to outside of tunnels.
7.0.7 Power supply inside tunnels should be designed in accordance with the reliability of power supply
and social & economic influences.
The important power loads on highways include as follows: (i) emergency lighting; (ii) lighting signs; (iii)
traffic monitoring control facilities; (iv) air ventilation; (v) lighting control facility; (vi) emergency call facility;
(vii) fire testing facility; (viii) alarming facility, (ix) central control facility; (x) fire protection facility; (xi) basic
lighting etc..
The important power loads must depend on the reliability of power supply, therefore, we adopt “Class I
loads”. “Class I Loads” should be supplied by two power supplies, when one power supply is out of order,
another power supply should not be destroyed. When “Class I loads” has no enough capacity to be supplied, we
should priority get another power supply as spare power from the nearest power system.
9 TRANSPORTATION AND ITS FACILITIES
9.0.1 Transportation and its facilities are important component of highway construction. It is one of
highway modernization & intelligent signs to develop economic benefits and it is necessary auxiliary
facilities to ensure the driving safety. In this revision, we conducted a adjustments & amendments on
original “Technical Standard of Highway Engineering” (97) based on seminar of “Technical Standard &
Scope for Project Transportation & Its Facilities”.
1 In accordance with the principles of “ensuring safety, providing service, and benefiting
management”, in combination with experiences & lessons on traffic safety, service, and implementation
& construction, operation, and maintenance, and on basis of foreign advanced managerial technologies,
sustainability, advantages, and reliability for highway functions & transportation volumes, in general
speaking, it is suitable to the current highway construction on improving service level & quality for
highway project.
2 It should be consistence between transportation project & its facilities and overall design of
highway project. It should be the unified body on coordination, supplement, and compatibility in terms of
all kinds of facilities. Construction scale & technical standards should include transportation projects &
their facilities along highways. Based on the needs of economic development in western & eastern
regions of our country, in consideration of operation & practices, in this revision, we focus on “safety &
service” of highways.
9.0.2 In recent 10 years, there is a great development on highway construction in our country,
especially on the construction of expressways, transportation, traffic safety facilities, service facilities,
managerial facilities and technical standards. But, there is still lacking of the stipulations for construction
scale & technical standards on highway construction. At present, due to lacks of stipulations of clear
technologies, on basis of functions, classifications, and transportation for each project, we need to design
imitation plans on its technical standards and construction scheme. It may cause the different results
because there are the different administrative interferences from technical staff, or the same technical
schemes can be appeared in the different construction projects, or there is already design result then to get
technical scheme. In this revision, on basis of the research study & surveys, through the wide discussions
with experts on transportation project & its facilities, there are 85.6% experts to think that it is suitable for
highways to be classified in to four or six levels (abbreviation below: agreement rate), meanwhile, they
provide the concrete comments & suggestions on facilities at the different levels. Finally, we classified
highways transportation project & its facilities into Class A, B, C, and D.
9.0.3 There should be safety, service and management three facilities on transportation project & its
facilities. These facilities should be allocated in accordance with the overall design & periodical
implementation. The importance is on preparing its basic works, namely: overall design plan, systematic
scale setting, land use requisition, underground pipes proposal, and reserved projects. Based on technical
development & transportation volumes, we should formulate the complete plan & scheme on each
highway project.
9.0.4 In this revision, we stipulate traffic safety facilities allocations for highways at the different
levels. In consideration of emphasizing on expressway and ignoring on Class II & III highways for traffic
safety facilities, on basis of research results of domestic & foreign countries, we made adjustments on
stipulations for traffic safety facilities of highways with the different functions & classifications. We not
only ensure traffic safety on expressway & Class I highway, but also strengthen the safety & protection
on structure of Class II & III highways. These stipulations are as follows:
Class A allocation------ stipulations on the control of entrance & exit of vehicles on expressways.
Class B allocation------ stipulations on the control of entrance & exit of vehicle on Class I & II highways
with the integrated branches, or highways for vehicles with high driving speeds.
Class C allocation ------ in terms of Class I & II highways with the integrated branches, there is grade
crossing setting. If the driving features are mixed traffic allocation, there is central division zone setting
on Class I highway, or isolation facilities & protection fence setting based on the different needs. We
should adopt the lane control to guide traffic in order to avoid serious traffic accidents due to sudden turn
of vehicles.
Class D allocation ------ in terms of Class III & IV highways, we focus on setting of road signs &
necessary guiding marks for roads with poor visual distance, sudden turns, and sharp slope, meanwhile,
we make stipulations on protection facilities setting along cliffs, deep valley, sharp slope roads, rivers and
lakes.
In terms of highways at the different levels, especially for roads with straight lines, long-slope,
continuous turns, or connected with tunnels, or groups of tunnels connected each other, we should
strengthen on auxiliary traffic safety facilities setting in order to avoid the traffic accidents. There should
be central division protection fences setting for Class A & B integrated road section, there should not set
central division protection fence if the central width of integrated section is more than 12m.
In the mountainous areas with the long downward sharp slope roads, heavy-duty truck always make
accidents due to out of control on the brake. In consideration of the current situations on people, vehicles
and roads, the best way on solving this problem is to set up protection fence, road signs, warning signs,
and other protective facilities. For example, Beijing Badaling expressway, Fujian Zhanglong expressway,
Guangdong Jingzhu expressway, we established the protective facilities on the above-mentioned projects
and achieved a good improvements on avoiding accidents. If it is necessary, we should establish
maintenance station or water supply facility or brake-control lane at the beginning of long-distance slope
roads in order to ensure the reliability of vehicles with good braking system and avoid the traffic
accidents. For the lanes on avoiding traffic accidents, we should consider local topographical environment
and the second half of long-distance slope roads.
Along with the gradual formulation of national highway network of expressway, in terms of road
reconstruction & maintenance works, how to ensure the smooth traffic flow on the constructed roads
should be paid attention. In recent years, due to improper knowledge on guiding signs and safety
protective facilities, it caused traffic accidents and traffic jam, therefore, administrative authorities &
construction companies adopt some effective measures on traffic signs, alarming signs and protective
fence based on the requirements by “Signs & Marks of Roads Transportation” (GB5768-1999) and
“Safety Procedures on Roads Maintenance Works”.
9.0.5 It is common sense for people from all trades & professions and the needs of social economic
development & civilization progress on how to reflect on safe & service concepts, and how to represent
the modern quality & contents of traffic culture.
Based on surveys, there are unreasonable situations on facilities allocation existed in highway
construction projects, the construction scale & standards are not consistent. For example, (i) the distance
between service zones in some roads reach to 150km, or only 11km in some roads. In some areas, there
are no any service zones in some highways; (ii) On the other hand, especially in some early-established
service zones, along with the increase of numbers of heavy-duty trucks driven on the roads, the problems
on lacking of safety facilities have become more serious; (iii) inner allocation is unreasonable, for
example, buildings are constructed in the scattered places, Greenland occupy big space and lack of
parking lots, or some facilities such as dormitory, vehicle maintenance rooms are empty and nobody stay;
(iv) in one period or area, the design is same, the service functions are hard to be reflected. Except for few
expressway such as Shengyang-Dalian Expressway with service facilities, there are many
newly-established expressways without service facilities & parking lots. Based on surveys of more than
20 expressways in several regions, the average distance between service and parking facilities is 45.6 km,
of which the distance is at 35km-55km account for 61%. Consultants from the World Bank conducted
technical evaluations on highway projects under World Bank Loans in our country, the recommended
maximum distance between service and parking facilities is 30km. In this revision, in combination with
construction & usage situations of domestic service facilities, the stipulated average distance between
service facilities is 50 km (agreement rate is 81.4%). But, parking zones should be set up between service
zones (agreement rate is 85.8%), there is parking zones between service zones, it not only can improve
traffic safety on the roads, but also can effectively reduce construction & management costs, it is feasible
measurement.
Service facility is a basic element of highway transportation system, it is window to reflect the
culture of transportation. Therefore, service facility should constructed by the different project stages in
accordance with road service levels, the increase of transportation volume and road network plan, there
should be one overall plan in one province or region to classify road construction scale, road functions,
and periodical constructions. In this revision, we classify that road service facility include service zone,
parking zone and bus stations. In service zone, there are parking space, gasoline station, comfortable
rooms, rest areas, grocery & restaurant, vehicle maintenance place, Greenland, and management facility.
In addition, in combination with local conditions, we can set up guest rooms and beautiful landscape. In
parking zone, there are small-size parking lots (10-15), comfortable rooms, long chairs, and Greenland.
we set up landscape only in few parking zone. Under ordinary situation, service zone and parking zone
can be alternatively allocated, the distance between two neighboring zones (service & parking zones or
parking zone & parking zone) can be 15 –30km. The establishment of service zones should be in
accordance with its distance, road network plan, topography, and landscape, but, the allocation of parking
zone should not be established based on the distance.
Based on surveys, we found out that buildings are allocated in the scattered places in many service
zones, Greenland & garden places occupy big areas, it is one reason on causing shortage of parking lots.
Therefore, in actual construction, the areas of parking space & roads should not less than 60% of the
whole zones, it means that buildings should be allocated in the centralized places and we should save land
resources. Road service facility is far from cities, which is located in nature and near to farmland, and not
be limited by the stipulations in cities.
After conducting researches & studies, administrative personnel, technical staff and drivers &
passengers request to improve service levels & quality except for expressways, Class I & II highways,
especially for those roads constructed in accordance with construction standards of Class I & II highways
in western regions, there should also establish the necessary service facilities, but, its service levels &
scales can be relatively reduced.
In terms of Class I & II highways, especially those roads constructed in accordance with
construction standards of Class I & II highways in western regions, except for establishment of service
facilities, there should have gasoline stations, and necessary comfortable rooms, and a few parking lots.
Highway Administrative authority should conduct the overall plan on investment, construction and
management based on road network and marketing operation principles. In some roads, we should
strengthen guiding signs for service facilities in order to utilize social facilities to improve road service
capability & quality in accordance with marketing rules.
The establishment of bus station should be close linked with local transportation plan, road route and
the relative policies in order to serve for people and be convenient for transportation. Bus stations should
be established in accordance with service zones and multi-passing grade separations. But, its
establishment should guide people to ensure safety and no influence on management between service
zone and multi-passing grade separation.
9.0.6 At present, in the regions with rapid economic development, such as Shanghai-Nanjing
expressway, Beijing-Tianjing expressway, and Shanghai-Hangzhou-Nibuo expressway, there are huge
transportation volumes on expressways. The monitoring facility has played an important role on them, but,
in some regions, monitoring facility can’t play its roles with effectiveness. In this revision, monitoring
facility should be constructed in accordance with road functions and service levels. In the near future, the
allocation on monitoring facility on expressway in our country should follow the two principles: (i)
constructed in periodical project stage, Level I service should be allocated based on Class A2 in initial
stage of highway operation, to strengthen transportation volume monitoring system and information &
materials collection; Level II service should be allocated based on Class A1 along with the increase of
transportation volumes; (ii) classifications based on the importance of locations, except for special
large-size bridge, long or special long tunnels, special climates, of which there should have monitoring
facility; in ordinary roads, monitoring facility should be ignored.
After conducting researches & studies, administrative personnel, technical staff and drivers &
passengers request to improve managerial service levels & quality except for expressways, Class I & II
highways, especially for those roads constructed in accordance with construction standards of Class I & II
highways in western regions, there should also establish the necessary management facilities on
information collection & traffic monitoring, but, its standards & scales can be relatively reduced.
Traffic accidents occurred on grade crossing of Class I & II highways is obvious higher than that on
other roads, therefore, we should conduct comprehensive analysis on traffic & transportation situations on
the concrete grade crossing in order to ensure visual distance for vehicle stopping and formulate
establishment schemes on safety & managerial facilities. There should have signs, marks on guiding
roads, signal lights or alarm lights on grade crossing with huge transportation volumes. For grade
crossing with small transportation volumes, there should have warning signs, deceleration signs, or other
markings in order to ensure traffic safety.
“Borrow loan to construct roads and utilize service charges to repay loans” has become one highway
construction model, it has relaxed the funds shortage of governments and speed up highway construction
development. But, its negative influence is also obvious, due to mismanagement, there are some
violations occurred such as charge excessively, charge extravagantly, and setting up too many charging
stations, it cause serious social influences. Therefore, stipulations on standard charge should be
coordination with the adopted service level of road design. We should set up reasonable charging
standards and implement the charges network in regional area or province in order to improve managerial
level.
Telecommunications facility on roads is a basic infrastructure facility for management, service,

monitoring control and charges. Its construction scale should be in accordance with its subsidiary system,
but, its technology & standards should be same as the current rapid hi-technology development.
Emergency alarming system on roads is main measure to immediately report to highway

administrative authority regarding traffic accidents, it can save time and immediately send the injured
persons to hospital. It is also very important measurement on ensuring traffic safety and protecting
people’s life & property as soon as solving traffic accidents. Based on surveys, we found out that the
demands & needs by drivers on emergency alarming facility is very strong. Therefore, we maintain the
relative stipulations stated in “Technical Standard of Highway Engineering” (97) and request expressway
to set up emergency alarming system (agreement rate is 82.4% by managerial & technical personnel,
agreement rate is 94.1% by drivers). Under ordinary situations, emergency telephones should be set up
for every kilometer. At the beginning of highway operation, emergency telephone should be set up for
every tow kilometers. Along with the increase of transportation volumes, emergency telephone should be
set up for every kilometer.
Some administrative authority thought that the roles of emergency telephone are not obvious, and
will be replaced by commercial telecommunications technology. Therefore, there are no emergency
telephones established on some roads in some regions. Under the conditions without other technical
measurements and new technology, emergency telephones are necessary and feasible measures on
emergency assistance alarming approaches at present. In addition, the roles of emergency telephones are
not obvious due to mismanagement and lacks of normal operations & maintenance.
Based on the current economic development situations in our country, in consideration of highway
construction funds and maintenance & management costs, at present, we don’t suggest to establish
lighting system facility on the whole lines of roads. In this revision, we only stipulate that there should set
up lighting facility in toll fare gate, service zone, parking zone, management facility zone. In urban
multi-passing grade separations, special large-size bridge, and few special roads to airports, we should
establish lighting facility. After we conduct the comprehensive economic analysis on investment &
operation management costs, we should provide a concrete scheme on whether to set up lighting facility
or not.
8.1 Multi-passing Grade Separation
8.1.1 In this revision, we conduct the amendments & adjustment on the relative contents based on
special seminar of “Technical Standards of Highways & Intersections”.
Based on surveys, multi-passing grade separation has been divided into two types which are
multi-passing grade separation between expressways and multi-passing grade separation between
expressway and ordinary highways in European & American countries. In this revision, on basis of
requesting the general comments from people, in reference with international practices & the actual
situations of the established projects, we divide multi-passing grade separation into centralized
multi-passing grade separation and ordinary multi-passing separation.
The centralized multi-passing grade separation can provide the maximum free traffic flow and there
are no traffic jams within intersections. The centralized multi-passing grade separation mainly refer to
multi-passing grade separation between expressways. The ordinary multi-passing grade separation refer
to multi-passing grade separation between expressway or Class I highway and double-lanes highways.
The main factors on location selection of multi-passing grade separation are (i) main intersection
points of road networks distribution & system, namely: the intersection point of main line & its branches
and the intersection points of all branches; (ii) roads conditions of main line & its intersected branches,
and technical standards of main line within the intersected roads. The intersected roads should have
appropriate passing capacity with multi-passing grade separation in terms of transportation volumes. In
addition, we should also consider topographical and geological conditions, land requisition, cultural
protection, social and natural environments.
To set up multi-passing grade separation is based on road functions, transportation volumes, toll fare
system and topographical conditions. On the other hand, we should also consider on-site conditions,
straight line and U-turn distribution. Meanwhile, we also consider the driving safety, environmental and
economic environment.
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8.1.2 Main conditions on setting up multi-passing grade separation in expressways are traffic
conditions and social demands. (i) there are suitable transportation volumes within the selected areas; (ii)
there are important political, economic, or traffic centers near to the selected areas. The results on special
researches show that the transportation volumes are directly linked with numbers of population in the
affected areas, GDP and passengers transportation volumes, of which numbers of population are main
important indexes. Based on domestic statistical data, the directly affected numbers of population by one
multi-passing grade separation is at 45,000 – 100,000 population. If social factors are considered as main
conditions on setting up multi-passing grade separation, transportation volumes maybe is not controlling
factor, but, it has certain influences in order to ensure basic comprehensive effectiveness. In this revision,
the conditions on setting up multi-passing grade separation are locations with reasonable distance
between each intersection along main roads.
8.1.3 Except for traffic conditions and social demands, when comprehensive effectiveness is better
for establishment of grade crossings, we also consider to setting up multi-passing grade separation in
Class I highway. In terms of setting conditions, if Class I highway is considered as main branch, and it
meets with the stipulated conditions on setting up multi-passing grade separation in order to reduce the
interferences from the crossing directions; or if Class I highway is consider as the separated branches, and
it meets with the stipulated traffic conditions and the distance between grade crossings, we can set up
multi-passing grade separations for them.
8.1.4 The distance between multi-passing grade separations
Based on the results of special researches, safety and operation features on expressways are mainly
depended on the distance between multi-passing grade separations. On one hand, among traffic accidents
on expressways, there are many occurred within the intersection areas, especially within the entrance &
exit or speed-change lanes. If the distance between multi-passing grade crossing is too short, traffic
accident rate is obviously increased; on the other hand, if we intend to increase the distance between
multi-passing grade separations, it maybe cause the difficulties on connecting road network with
expressways, and affect the whole effectiveness on roads network. Therefore, the distance control on
multi-passing grade separation is very important in terms of overall plan & design.
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1 The minimum distance between multi-passing grade separations is very important control
parameter in order to ensure traffic safety. The research results show that if the distance between two
neighboring multi-passing grade separation exceed the requested distance on setting warning signs in
front of three exits, the distance between multi-passing grade separations has no obvious influences on
driving safety. Therefore, the minimum distance is mainly determined by the setting of signs, namely: the
minimum distance is equal to structure length of two neighboring multi-passing grade separations plus the
requested distance on setting up signs. In terms of determining the average structure length of central &
ordinary multi-passing grade separations, in consideration of analysis on materials in 153 domestic
multi-passing grade separations, after the comparison with huge numbers of values, we calculate and get
the minimum distance between multi-passing grade separations at 3.9km, the standard value is 4.0 km,
which is near to the stipulated values in Germany and Japan.
When the distance can’t reach to the minimum distance, even if we add the auxiliary lanes between
multi-passing grade separations, due to complicated & frequently traffic flow on intersections, it may
cause the increase on traffic accidents, therefore, we can’t adopt scheme which minimum distance can’t
meet the requirements.
If it is limited by traffic demands and other conditions, it must set up the short-distance multi-passing
grade separation, after technical verifications and feasible safety measurements, the minimum distance
stipulated in this revision is net distance between tow neighboring multi-passing grade separations
(namely: end point of acceleration lane on previous multi-passing grade separation to starting point of
deceleration lane on the next multi-passing grade separation). The determination of net distance is mainly
depended on the needs for keep stable traffic flow between neighboring multi-passing grade separations.
The research results show that the influence length from the starting point of deceleration lane on
upstream main road lines is 600m,, the influence length from the ending point of acceleration lane on
downstream main road line is 500m. In consideration of the requested distance on minimum setting of
signs at two exits, we stipulate that the minimum net distance between two neighboring multi-passing
grade separations is at least 1000 m.
Under special situations, if the net distance is less than 1000m, we should set up complex
multi-passing grade separation in order to make direct connections between two multi-passing grade
separations by auxiliary vehicle lanes, or combine two multi-passing grade separations as one grade
separation for design. No matter what schemes should be adopted, auxiliary lane, integrated roads or
intersection roads, the minimum requested distance should be considered in order to ensure the traffic
flow smoothly.
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2 The maximum distance between multi-passing grade separations is to meet the needs on
management, maintenance and vehicle turns. On the area with few population, if it is not necessary to set
up multi-passing grade separation within the stipulated maximum distance, we should set up suitable
locations for U-turns. In terms of setting of U-turns, we should maximum utilize bridge holes and service
facilities.
In terms of design of multi-passing grade separation on expressway, we should pay attentions on

reasonable density of multi-passing grade separation. We not only fully develop the effectiveness of
expressways, but also ensure the relative stability of vehicle flows on expressway. There is a certain
relationship between the density of multi-passing grade separations and traffic needs of expressways in a
certain region, its measuring index is average distance. The research results show that average distance
between multi-passing grade separations on expressways is at 15-25 km or 5-10 km in surrounding big
cities and main industrial areas, after the study on 155 multi-passing grade separations in our country.
8.1.5 When multi-passing grade separation is linked with other important facilities such as service
zone, parking zone and bus stations, the considering factors on controlling minimum distance is a need on
ensuring stable traffic flow and setting necessary traffic signs.
8.1.6 In terms of circular speed design, in generally speaking, there are two methods; (i) based on
styles of multi-passing grade separation and circular styles; (ii) based on design speed on main branch.
The former is commonly adopted in foreign countries. In this revision, based on domestic & foreign
experiences, in consideration of styles of multi-passing grade separation and circular speed design, we
should determinate circular speed in combination with design speed on main branch.
8.2 The separated grade separation
8.2.1 Whether to set up the separated grade separation or not is mainly depended on road functions,
transportation volumes and topographical conditions, and the current road networks or planned road
network.
1 Expressway is the road that can control the entrance & exit of vehicles, except for multi-passing
grade separations, we must set up the separated grade separations at the other intersections.
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2 The conditions on setting up the separated grade separations for Class I highway are traffic
conditions, namely: mainly depended on whether grade crossing can be suitable for transportation
volumes from all different directions. If Class I highway is considered as roads with integrated branches,
we should priority ensure the passing of vehicle from the straight linear directions. Because there is no
conversion conditions provided on the separated grade separations, therefore, the conversion needs on
intersection traffic can be ignored.
3 In terms of intersections of Class II, III & IV highways, in generally speaking, there are no the
separated grade separations. The separated grade separation can be established only under suitable
conditions and it is really needed for Class II, III & IV highways.
8.2.2 We conducted a special research on construction costs comparisons for expressways on soft soil
structures in terms of above-crossing structure & underground passing structure, the ratio of construction
costs is 10:6.5 – 10:8.5; construction cost on above-crossing structure is obviously more than that on
underground passing structure. But, in mountainous areas, construction cost on above-crossing structure
is much lower than that on underground passing structure. Therefore, there is big influence on
environment in terms of above-crossing structure and underground structure. In this revision, we should
determinate the construction scheme in accordance with topographical conditions and other
comprehensive analysis.
8.2.3 Technical standards on beam bridges with the separated grade separations should be in
accordance with standards on the current road classifications. But, at present, there are many expressways
needed to reconstructed, and the numbers of the newly-established highways are increased rapidly. After
the completion of many highways, there is potential issues on the increase of transportation volumes,
which cause new problems on operation of expressways. Therefore, in terms of determining technical
standards on bridges with the separated grade separations, we should pay more attentions on collecting
materials.
8.2.4 When we conduct the research on the locations of bridge span hole for beam bridge with the
separated grade separations, we usually only focus on span needs. If the roads are located on curve line, it
may cause not enough for visual distance. Therefore, in terms of safety, in this revision, we consider
visual distance requirements same as construction limitations
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8.3 Grade crossing
8.3.1 Grade crossing is joint point of road network, its location & style is directly affected with the
integrated effectiveness of the whole road network and traffic safety. Therefore, location and selection of
grade crossing should be based on all kinds of relative factors in order to ensure safe traffic and meet the
needs of all composition elements.
There are two functions in Class I highway, but, all of them allow to set up grade crossing. If Class I
highway is highway with the integrated branches, in terms of needs on controlling entrance & exit of
vehicles, we should limit the numbers of vehicles at grade crossing and adopt auxiliary setting to enlarge
the distance between grade crossings. If Class II highway is highway with the separated branches, we
should provide the complete and necessary traffic safety facilities.
8.3.2 Based on the current research, at present, traffic management on grade crossing are not yet
totally paid attention. Except for traffic signals, many people are not familiar with other traffic
management, which cause the mess on traffic flow. Therefore, we pay more attentions on traffic
management and classify its managerial approach. In generally speaking, if there is one intersected road
which is considered as integrated branch with low road classification & small transportation volumes, we
should adopt priority insect that is described as main roads should be priority intersected; if the
intersected roads are same functions and classifications, and there are big transportation volumes or
pedestrian volumes, we can adopt signal intersect. Usually without priority intersect is adopted for the
intersected roads with lower road classifications and small transportation.
8.3.3 In terms of safety, the intersected roads should have enough space for visual distance within the
grade crossing, therefore, design speed can’t be reduced at will. If the intersected roads have the same
functions and transportation volume, the adopted managerial methods are signal intersect or without
priority intersect, at this time, design speed on main roads can be appropriately reduced. If main roads are
considered as priority intersect, design speed on the branched road can be appropriately reduced. But,
design speed should be same as basic road sections.
If design speed on the right turns is too higher, it can’t ensure the appropriate excess height or
transitional period. Meanwhile, it needs to increase land areas. If design speed on the left turn is too
higher, it may cause the conflict areas and increase numbers of traffic accidents. Therefore, design speeds
on the right & left turns should be strictly controlled.
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8.3.4 The research results show that short-distance between grade crossing is main reason to cause
traffic accidents. At present, there are no stipulations on distance setting between grade crossings. In
many highways, there are many exits at will. Therefore, the stipulations on setting up minimum distance
between grade crossings are badly needed. The minimum distance between grade crossings is mainly
depended on intersection length, length of left turn & deceleration lanes, traffic flow and management,
and accident ratio. Based on the current studies and materials collections, under current & common
design approaches, it is very difficult to determinate the minimum distance in intersection areas with
dense road network. But, safety is first task for us, we should carefully consider comprehensive benefits
and investment costs in order to ensure reasonable design and strengthen roads management, if it is
necessary, we need to extend road areas, set up auxiliary roads, and combine the branched roads.
8.3.5 Canal of grade crossing is a effective measure to improve safety and passing capacity, setting
requirements on canals are mainly determined in accordance with road functions and transportation
volumes. Along with the increase of transportation volumes, non-canal intersection is not suitable,
therefore, in this revision, we formulate canal design as design principles for grade crossing.
8.4 Intersection of highways and railways
8.4.1 Based on the national standards, we formulate the standards for intersection of highways &
railways which scopes are applicable for passenger trains with the maximum speed less than or equal to
140km/h, and standard track distance with 1435m on railways. The special railways, local railways and
temporary railways with standard track are designed in accordance with the current relative standards &
stipulations.
The designed speeds of passenger trains on railways at the different levels are shown in Table 8-1.
Table 8-1 Designed Speeds of Passenger Trains on Railways at the Different Levels (km/h)
Classifications of railways I II III
Numbers of lines Double-lines Single-line Single-line Single-line
Types of Plain 140 120 120, 100 100, 80
topography Hilly 140, 120 120, 100 100, 80 80
Mountain 120, 100, 80 100, 80 100, 80 80
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In 1981, the State Capital Construction Committee, the State Planning Commission issued the
notices on “Temporary Regulations on Setting Grade Separations on Railways, Highways, and City
Roads” (Document No.532 of 1981) and formulated the relative rules on transportation volumes
conversion, investment projects, classifications & transfer of the fixed assets, and maintenance
management. But, along with the rapid development on national economy, roads, railways and cities, the
above-mentioned regulations should be revised.
In 1994, Guangzhou-Shenzhen expressway has been established and operated. On April, 1997, we
conducted the first-time big speed increase on railways, on July 1999, the maximum driving speeds on
original Class I, II & III railways have been increased from 120, 100, 80 km/h to 140, 120, 100 km/h. But,
there are more than 20,000 intersections existed in the current grade crossing, there are more than 2000
accidents occurred at intersections every year, accident rate at intersection yearly (yearly accidents times
at on intersection) is more than 0.13, the direct economic loss amount to several billions which cause
serious damages on people’s life & property.
The establishment of grade separation between highways and railways can solve these potential
problems, therefore, we should priority consider grade separation for intersection of highways &
railways.
If expressway and Class I highway are intersected with railways, grade separation should be set up.
If the designed speed of passenger train is at 140 km/h, the train has high speed. In order to avoid
accidents, we suggest on set up grade separations.
8.4.4 If highway is intersected with railway, the intersection degree should be 90 or near to 90 . If
they are intersected at slope degree, intersection angle should be more than 45 . in order to shorten the
length & width of track junctions and avoid small-size motor vehicle or non-motor vehicles bogged inside
track channel.
Minimum watch distance of vehicle drivers refer to the distance between driver and railway junction
which is almost same as visual distance for vehicle stopping and less than 50m, the driver can watch
trains on trains on two sides of railways. The appropriate minimum watch distance of train drivers are
shown in Table 8-2.
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Table 8-2 Minimum Watch Distance
Designed driving speeds of passenger Minimum watch distance of train Minimum watch distance of vehicle
trains (km/h) driver (m) driver (m)
140 1200 470
120 900 400
100 850 340
80 850 270
8.5 Intersections between highways and countryside roads
8.5.2 When highways at the different levels are intersected with countryside roads, the selected
intersection approaches are as follows: (i) to adopt grade separations on intersection of expressway and
countryside roads; (ii) in terms of intersection between Class I highway and countryside roads, if it is
Class I highway with the separated branch, we adopt grade crossing with auxiliary lanes, if it is necessary,
we can set up grade separation in order to control the numbers of grade crossing intersections and reduce
interference from crossing directions, and strengthen driving safety; if it is Class I highway with the
integrated branch, we should control the incoming & outgoing. Usually, we adopt grade crossing for
intersections between Class III & IV highways and countryside roads.
8.5.4 Net width of vehicle lane should be determined based on transportation volumes and main
agricultural machinery equipment, it is usually not less than 4.0m, if it is main agricultural vehicle, we
adopt 7.0m roadbed width with double lanes or 6.5m roadbed width with single lane. In terms of
mountainous countryside roads with small transportation volumes, we can adopt 4.5m roadbed width with
single lane, The roads for machinery cultivation should be 7.0m roadbed with or 4.5m roadbed with
single lane if there are busy traffic or it is utilized for future heavy-duty special machinery.
The net height above lane is not less than 2.7m for the passing tractors and not less than 3.2m for the
passing common agricultural vehicles. Based on local traffic structure and features, agricultural & other
machinery special requirements, we formulate the net height above lane and get the reasonable & feasible
values on net height.
108
8.6 Intersection between highways and pipes line
8.6.1 If pipes line cross the highways, it should follow the stipulations on “Several Regulations for
the Relative Relationship Between Crude Oil & Natural Gas Pipes and Highways” (Document No. 698
(78) and document No.452(78) )
8.6.2 In this revision, we have reviewed the relative standards & rules which were implemented in
recent years, such as “Technical Procedures on 110-500 kv Power Supply Route Design”, “Design
Standards on Crossing Engineering of Crude Oil & Natural Gas Pipes”, and “Design Standards on Crude
Oil Supply Pipes Engineering”, we have conducted checking on original stipulated values and provide
new additional standards.
109

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JTG

TECHNICAL STANDARD OF HIGHWAY ENGINEERING

ISSUED ON JAN. 29, 2004 IMPLEMENTED ON MAR. 1, 2004

MINISTRY OF COMMUNICATIONS OF THE PEOPLE’S REPUBLIC OF CHINA

TECHNICAL STANDARD OF HIGHWAY ENGINEERING

EDITTED BY: HIGHWAY DEPARTMENT OF THE MINISTRY OF COMMUNICATIONS OF

HIGHWAY ENGINEERING COMMITTEE OF CHINA ENGINEERING

APPROVED BY: MINISTRY OF COMMUNICATIONS OF THE PEOPLE’S REPUBLIC OF CHINA

IMPLEMENTED ON: MARCH 01, 2004

PEOPLE’S COMMUNICATIONS PRESS

PUBLISHED BOOKS’ INDEXES IN ( C I P ) DATABASE

TECHNICAL STANDARD OF HIGHWAY ENGINEERING / HIGHWAY ENGINEERING

I. HIGHWAY …… II. CHINA …… III. HIGHWAY ENGINEERING --

INDUSTRIAL STANDARD OF THE PEOPLE’S REPUBLIC OF CHINA

TECHNICAL STANDARD OF HIGHWAY ENGINEERING

HIGHWAY ENGINEERING COMMITTEE OF CHINA ENGINEERING CONSTRUCTION STANDARD ASSOCIATION

PRINTED BY: ZHANG KAI

PUBLISHED BY: PEOPLE’S COMMUNICATIONS PRESS

DISTRIBUTED BY: ALL BOOK STORES NATIONWIDE

BEIJING XINGZHENGDA PRINTING LTD.

1ST VERSION FEBRUARY 2004

1ST VERSION, 1ST PRINTING FEBRUARY 2004

ANNOUCEMENT ON THE ISSUANCE OF “TECHNICAL STANDARD OF HIGHWAY

“Technical Standard of Highway Engineering” (JTG B01-2003) is compiled by Highway Dept. of

Ministry of Communications of the People’s Republic of China

In order to make the sustainable development on highway construction, the Ministry of

Edited by: HIGHWAY DEPT. OF THE MINISTRY OF COMMUNICATIONS OF THE

HIGHWAY ENGINEERING COMMITTEE OF CHINA ENGINEERING

Main Draft by: Shengfu Zhang ( Consultant )

4 ROADBED AND ROAD SURFACE

5 BRIDGES AND CULVERTS

6 VEHICLES AND LOADS CAPACITY

8 ROUTE AND INTERSECTION

9 TRANSPORTATION PROJECT AND ITS FACILITIES

ANNEX: EXPLANATIONS ON ARTICLES OF “TECHNICAL STANDARD OF HIGHWAY

1 Environment protection on highway construction should be based on the principles of

2 Based on the natural conditions, we should conduct beautification program on highway

Table 2.0.1 Designed Outside Size of Vehicles

Types of Vehicles Coefficients of Vehicles Explanations

2 Transportation volumes of tractors on Class I and II highways should be calculated based on

Table 2.0.4 Adopted Service Levels on Highways at the Different Levels

Table 2.0.5 Design Speed on Highway at the Different Levels

(1) Expressway and Class I Highway ( Integrated )

(2) Expressway and Class I Highway ( Separated )

(3) Class II, III, and IV Highways

W – width of passing lanes;

2.0.8 Quake-proof design should be in accordance with the following rules:

2 We should conduct quake-proof design in highway project if acceleration coefficient of

3 We should conduct special research on quake-proof design if acceleration coefficient of

3.0.1 General Rules

3 We should carefully conduct survey on hydrogeology, topography, and geological structure to

Table 3.0.2 Width of Lane

Table 3.0.4 Width of Central Zone

Table 3.0.5 Shoulder Width of Road

3.0.12 Visual distance should be in accordance with the following stipulations.

Table 3.0.14 Minimum Radius of Circular Curve

Table 3.0.16 Maximum sharp slope

Table 3.0.17-1 Minimum length of sharp slope

Table 3.0.18 Minimum radius and minimum length of vertical curves

4.0.1 General Rules

Table 4.0.2 Anti-flood Frequency of Roadbed Design

4.0.4 Compacted thickness of roadbed and original surface treatment requirements