JTG

PROFESSIONAL STANDARD

OF THE PEOPLE'S REPUBLIC OF CHINA

中华人民共和国行业标准
JTG D20—2006

Design Specification for Highway

Alignment
公路路线设计规范

Issued on: July 7,2006 Implemented on: October 1, 2006

Issued by Ministry of Communications of the People's Republic of China
 PROFESSIONAL STANDARD

OF THE PEOPLE'S REPUBLIC OF CHINA

中华人民共和国行业标准

Design Specification for Highway

Alignment
公路路线设计规范
JTG D20-2006

Chief Development Organization: China Communications First Highway Survey, Design and
Research Institute
Approval Department: Ministry of Communications of the People's Republic of China
Implementation Date: October 1,2006

Beijing 2006
 Announcement of the Ministry of Communications of the

People's Republic of China

2006 No.18

Notice on publishing the "Design Specifications for Highway Alignment"

It is hereby proclaimed that

The "Design Specifications for Highway Alignment" (JTG D20-2006) has been issued and
shall be implemented since October I, 2006; the original "Design Specifications for Highway
Route" (JTJ 011-1994) shall be abolished simultaneously.

In the "Design Specifications for Highway Alignment" (JTG D20-2006), Items 6.6.1,
6.6.2,6.7.2,7.9.1, and 12.2.6 are compulsory provisions and must be enforced strictly. The
compulsory provisions specified in the "Compulsory Provision of Engineering Construction
Standards" (Highway Engineering) (Edition 2002) related to the "Design Specifications for
Highway Route" (JTJ 011-1994) shall be abolished simultaneously.

Ministry of Communications is in charge of the administration and the explanation of the

"Design Specifications for Highway Alignment" (JTG D20-2006). The chief development
organization- China Communications First Highway Survey, Design and Research Institute is
responsible for the routine explanation and supervisory work.

All relevant organizations are kindly requested to sum up and accumulate your experiences in
actual practices. The relevant modification opinions and advice, whenever necessary, can be
posted or passed on to China Communications First Highway Survey, Design and Research
Institute (address: No.2, Keji ErJu Road, High- and New-tech Development West District, Xi'an
City, Shaan'xi Province, 710075, China; Tel: +86-29-88322888) with a view to being referred in
next revision.

Ministry of Communications of the People's Republic of China

July 7, 2006

Keywords: Highway, specifications, publishing, announcement

General Office of the Ministry of Communications

Printed and distributed on July 10, 2006
 Foreword

According to the requirements of Document Jiao Gonglu Fa [1999] No. 82 issued by

Ministry of Communications-"Notice on Printing the Development and Revision Plan of
Engineering Construction Standards, specifications and quota in 1998", this specification is the
revision of "Design Specifications for Highway Route" (JTJ 011-94).

In the revision procedure, the Ministry of Communications has just decided to revise the
"Technical Standard of Highway Engineering" (JTJ 001-97) on April, 2001, and required the
development organizations to revise the "Design Specifications for Highway Route" (JTJ 011 -94)
at the same time cooperating with the standard revision.

The "Technical Standard of Highway Engineering" (JTG B01-2003) has already been issued
and implemented on March I, 2004, and this specification hereby has completed the revision on
"Design Specifications for Highway Alignment" (JTJ 011-94).

Currently, China is at a large-scale construction period of highway, how to learn and sum up
the home and abroad experiences and lessons on highway construction, inherit the past and usher
in the future, carry forward the tradition, make the highway construction in China not only meet
the traffic demand of human, supply safe and comfortable traffic mode, but also make the highway,
natural environment and social environment be in harmony, satisfy the sustainable development
demand of future generations, realize the sustainable development, which all require to realize the
great-leap forward development in design and philosophy. Therefore, this edition is supplemented
and perfected in accordance with the highway design philosophy established on meeting of survey
and design of nationwide highway in 2004. Thereafter, principles and opinions are separately
compiled according to the design specifications and design details issued by Department of
Highway Ministry of Communications, this edition is readjusted and modified, and the contents in
the design specifications on such aspects as "two to do" are deleted.

The main contents in "Design Specifications for Highway Alignment" (JTJ 011-94) that are
revised cover:

1. According to those specified in "Technical Standard of Highway Engineering" (JTG

B01-2003), the class of highway and the design road speed are correspondingly revised, design
philosophies such as the highway functions and adopting different design speed according to
design sections are stressed.

2. In the chapter of "highway capacity", such contents on traffic volume, traffic capacity,
vehicle referring factor and service level are newly added.

3. This specification is modified and perfected in accordance with that the highway
construction must comply with the principle of "safety, environmental protection, and sustainable
development" and the highway design philosophy.

4. The inspection method by adopting "operating velocity" and "safety assessment" and the
"full lifetime" design philosophy are introduced.

5. In the chapter of "highway and highway grade crossing", the traffic control mode is newly
added, the signal crossing is introduced, and the key technical indexes on non-channelization
crossing, channelization crossing, and roundabout crossing are supplemented and perfected.

6. The chapter of "highway and highway over crossing" is supplemented and perfected with
the related key technical indexes.

All relevant organizations are kindly requested during the process of implementing this code
to post or pass on the relevant problems and advice, whenever discovered to the China
Communications First Highway Survey, Design and Research Institute (address: No. 63, Keji Erlu
Road, High- and New-tech Development West District, Xi'an City, Shaan'xi Province, 7) 0075,
China) with a view to being referred in the next revision.

Chief Development Organization:

China Communications First Highway Survey, Design and Research Institute

Participating Development Organization:

Research Institute of Highway, Ministry of Communications

Shanxi Provincial Communications Planning, Survey and Design Institute

Chief Drafting Staffs:

Chen Yongyao, Wang Shuangjie, Ge Qihua, Yu Chuanxuan, Xing Huichen,

Zhou Ronggui, Ren Hualin, Feng Zixian, and Wen Xuejun
 Contents

1 General Provisions ......................................................................................................................... 1

2 Highway Grading and Grade Adoption ......................................................................................... 3

2.1 Highway grading ................................................................................................................. 3

2.2 The adoption of highway grade and design speed............................................................... 4

2.3 Control of egress and ingress .............................................................................................. 6

3 Highway Capacity .......................................................................................................................... 8

3.1 General Provisions .............................................................................................................. 8

3.2 Traffic Capacity of Freeway .............................................................................................. 11

3.3 Traffic capacity of arterial highway .................................................................................. 14

3.4 Traffic capacity of the secondary highway and tertiary highway...................................... 16

4 Overall Design ............................................................................................................................. 19

4.1 General Provisions ............................................................................................................ 19

4.2 Keys of overall design ....................................................................................................... 20

5 Route Selection ............................................................................................................................ 22

6 Highway Cross·section ................................................................................................................ 24

6.1 General Provisions ............................................................................................................ 24

6.2 Lane................................................................................................................................... 26

6.3 Intermediate zone .............................................................................................................. 27

6.4 Shoulder ............................................................................................................................ 29

6.5 Crown Slope...................................................................................................................... 30

6.6 Highway Construction Limit ............................................................................................. 31

6.7 Scope of Highway Land .................................................................................................... 34

7 Highway Plane ............................................................................................................................. 36

7.1 General Provisions ............................................................................................................ 36

7.2 Straight Line ...................................................................................................................... 36

7.3 Circular curve .................................................................................................................... 36

7.4 Circling Line ..................................................................................................................... 37

7.5 Super-elevation of Circular Curve .................................................................................... 38

 7.6 Widening of Circular Curve .............................................................................................. 40

7.7 Transition Section of Super-elevation and Widening ........................................................ 42

7.8 Length of Horizontal Curve .............................................................................................. 42

7.9 Sight distance .................................................................................................................... 43

7.10 Hairpin Curve .................................................................................................................. 44

8 Highway Vertical Section ............................................................................................................ 46

8.1 General Provisions ............................................................................................................ 46

8.2 Longitudinal Slope ............................................................................................................ 47

8.3 Slope length....................................................................................................................... 48

8.4 Climbing lane .................................................................................................................... 49

8.5 Composite gradient ........................................................................................................... 50

8.6 Vertical curve .................................................................................................................... 51

9 Geometric Design ........................................................................................................................ 52

9.1 General Provisions ............................................................................................................ 52

9.2 Plan alignment design ....................................................................................................... 53

9.3 The longitudinal alignment design .................................................................................... 55

9.4 Cross section design .......................................................................................................... 57

9.5 Alignment combinational design....................................................................................... 58

9.6 The coordination of alignment and bridge/tunnel ............................................................. 59

9.7 The conjugation of alignment and along- facilities. .......................................................... 60

9.8 The harmonization of alignment and environment ........................................................... 60

10 Highway and highway grade crossing ....................................................................................... 62

10.1 General requirements ...................................................................................................... 62

10.2 Alignment of road at the grade crossing.......................................................................... 64

10.3 Sight distance .................................................................................................................. 65

10.4 Turning design................................................................................................................. 66

10.5 Auxiliary lanes and traffic island..................................................................................... 67

10.6 The reconstruction of the grade intersection ................................................................... 70

11 Highway and Highway over Crossing ....................................................................................... 72

11.1 General Provisions .......................................................................................................... 72

 11.2 Sight Distance ................................................................................................................. 75

11.3 Ramp Design ................................................................................................................... 76

11.4 Quantity of Basic Lanes and Equalization of Lane Quantity .......................................... 88

11.5 Bifurcation and Converging of Mainline and Diverging and Converging among Ramps
................................................................................................................................................. 90

11.6 Grade Crossing in Traffic Interchange ............................................................................ 93

11.7 Separate Grade Separation .............................................................................................. 94

12 Intersections between Highways and Railways/country roads/pipelines ................................... 97

12.1 General Provisions .......................................................................................................... 97

12.2 Highway and Railway Interchange ................................................................................. 97

12.3 Highway and Railroad Grade Crossing ......................................................................... 100

12.4 Highway and Country Road Intersection ...................................................................... 101

12.5 Highway and Pipeline Intersection ............................................................................... 103

Explanation of Wording in The Code ........................................................................................... 105

 1 General Provisions

1.0.1 This code is especially formulated with a view to exactly applying "Technical
Standard of Highway Engineering" (JTG B01-2003) and reasonably determining the
highway classification, construction scale and the key technical indexes.

1.0.2 This specification is compiled according to the fundamental rules and the key
technical indexes on the highway classification, control factors, path and path crossing
specified in "Technical Standard of Highway Engineering" (JTG B01- 2003).

1.0.3 This specification applicable to path and path cross-over design of the constructed
and renovated highways'.

1.0.4 The highway design shall reasonably determine the highway classification and the
path direction and corridor according to the highway functions, tasks and its actions in road
net, and also considering the relation of the transportation modes such as railway, waterway,
aviation and pipeline with the town and farm planning.

1.0.5 Based on the selected corridor zone and principal control points, the route scheme
shall have the layout and overall design, reasonably apply the technology indexes, compare
and select among the feasible route schemes to determine the design scheme. When adopting
different design road speeds, technology indexes or design schemes have significant
difference in engineering costs, natural environment and socioeconomic performance, the
technical and economic demonstration of same depth shall be carried out.

1.0.6 The selection of route shall select the route position and main horizontal and
longitudinal technology indexes according to the torography and ground object conditions
based on the adequate survey on engineering geology, hydrological geology, and natural
disaster at mountains, road materials, ecological environment and natural landscapes.

1.0.7 The route design must go through with the fundamental national policies of
strengthening the environmental protection and rationally using the land resources; in the
design of determining the structural shapes, installation positions of such manual structure as
subgrade, pavement, bridge, tunnel, intercrossing, traffic engineering and on-line facilities,
soil collecting and dumping ground, and the requisition of land, the influence on the on-line
ecological environment caused by the highway construction shall be reduced, combining
with the landscaping or adopting corresponding engineering measures to coordinate and
improve the cooperation between manual structures and on-line natural landscapes, and
improve the environmental quality of highway.

1.0.8 The geometric design shall comprehensively consider the relations among the plane,
vertical section and cross section of the highway to achieve the straight plane, uniform
vertical section and reasonable cross section. And the highway perspective drawing may be
adopted for analyzing and assessment if necessary.

1.0.9 The highways of different classes shall lay stress on geometric design to make them
be able to guide the visual line visually, make people feel comfortable and safe mentally, and
shall keep the linear continuity and be coordinated with on-line environment. The connected

1
position of sections with different speeds or the sections with geometric design being
restricted for the restriction of conditions should adopt the operating velocity for inspection
with a view to improving the horizontal and longitudinal technology indexes or should be
adopted with necessary traffic safety technology and control measures.

1.0.10 The expressway and arterial highway after completion of design, or after operation
and in reconstruction should have the safety assessment with a view to improving the safety
of travelling.

1.0.11 When adopting the construction scheme by stages, the overall design and
implementation plan must be worked out based on comprehensive analysis and
demonstration. The construction design by stages shall be able to make the engineering in
preliminary stage be still able to fully used at later stages, and shall leave space and creation
advantages for the engineering in later stages.

According to factors such as road net planning or traffic volume, the expressway should
be constructed by adopting the longitudinal subsections or according to the construction
mode of engineering projects by stages. The section with integral subgrade in the four-lane
expressway shall not adopt the transverse framing staged construction.

1.0.12 The reconstructed highway shall reasonably and fully used the original engineering
conforming to the principle of combination of utilization and renovation according to the
specified technology index of highway classification.

With using the sections of the original highway, when the improvement of design road
speed may induce engineering geologic diseases, this partial section may maintain the
indices of the original design through justification. As for the relocation of sections, it shall
be implemented according to the standards of newly-built highway.

1.0.13 In the survey and design of highway engineering, such aspects on highway
classification, key technical indexes, route design, and route cross-over design shall not only
comply with this specification, but also shall comply with those specified in the related
state's current compulsory standards.

2
 2 Highway Grading and Grade Adoption

2.1 Highway grading

2.1.1 The highway may be divided into 5 grades according to the functions and adaptive
traffic capacity.

(1) The expressway is a multi-lanes highway which provides directional separation for
automobile and divided-Jane driving, and all passed vehicles are controlled.

The expressway of four lanes shall be able to seasoned with conversing different kinds
of vehicle into 25000~55000 units of annual average daily traffic capacity of small
passenger car;

The expressway of six lanes shall be able to season with conversing different kinds of
vehicle into 45000-80000 units of annual average daily traffic capacity of small passenger
car;

The expressway of eight lanes shall be able to seasoned with conversing different kinds
of vehicle into 60000-100000 units of annual average daily traffic capacity of small
passenger car.

(2) The arterial highway is a multiple lane highway which provides directional
separation for automobile and divided lane driving; all in-and-out of vehicle may be
controlled as required.

The arterial highway of four lanes shall be able to seasoned with conversing different
kinds of vehicle into 15000-30000 units of annual average daily traffic capacity of small
passenger car;

The arterial highway of six lanes shall be able to seasoned with conversing different
kinds of vehicle into 25000-55000 units of annual average daily traffic capacity of small
passenger car.

(3) The tertiary highway is a double lane highway for vehicle travelling.

The secondary highway of double lane shall be able to seasoned with conversing
different kinds of vehicle into 5000-15000 units of annual average daily traffic capacity of
small passenger car.

(4) The tertiary highway is a double lane highway for vehicle travelling.

The tertiary highway of double lane shall be able to seasoned with conversing different
kinds of vehicle into 2000-6000 units of annual average daily traffic capacity of small
passenger car.

(5) The fourth-grade highway is a double lane or single-lane highway for vehicle
travelling.

The fourth-grade highway of double lanes shall be able to seasoned with conversing
different kinds of vehicle into 2000 and less units of annual average daily traffic capacity of

3
small passenger car;

The fourth-grade highway of one lane shall be able to seasoned with conversing
different kinds of vehicle into 400 and less units of annual average daily traffic capacity of
small passenger car.

2.1.2 Designed vehicle

See Table 2.1.2 for the provisions of overall dimension of designed vehicle adopted in
the geometric design of highway route and route intersection.

Table 2.1.2 Overall dimension of designed vehicle

2.1.3 Designed speed

See Table 2.1.3 for the provisions of designed speed of highway of all grades.

Table 2.1.3 Designed speed

2.2 The adoption of highway grade and design speed.

2.2.1 The forecast of traffic capacity of highway design of all grades.

(1) The design traffic capacity of expressway and arterial highway (with trunk
function) shall be forecasted according a time of 20 years; The design traffic capacity of
arterial highway with distribution function, secondary highway as well as tertiary highway
shall be forecasted according a time of 15 years; the fourth-grade highway may be
forecasted according to practical situation.

(2) The initial year of design traffic capacity shall be the planned year of opening to
traffic in the project feasibility research report.

(3) The future society, expanding economy/layout and coordinated transportation

system in the corridor scale shall be considered fully for the forecast of design traffic
capacity.

4
2.2.2 Adoption of highway grade

(1) The adoption of highway grade shall be demonstrated and determined according
to the highway function, road-net layout, traffic capacity, and the factors of coordinated
transportation system and social economic of the seat of project shall be considered fully.

(2) Different highway grades may be adopted in a same highway, and different design
speed may be adopted in different sections on a same highway grade. The transition on
highway section of different highway grades and different design speed shall be optimal, the
connection requires strong coordination.

(3) When the planned highway traffic capacity is between the arterial highway and
expressway, it shall be demonstrated and determined according to factors like security,
perspective development. When the planned highway is a trunk highway, expressway should
be adopted; when the planned highway is a collector highway, arterial highway should be
adopted.

(4) As for the trunk highway, the secondary highway and above should be adopted.

(5) When the secondary highway standard is adopted for the trunk highway, the
measures of augmenting at-grade intersection spacing, main-road traffic control mode,
canalization at grade intersection shall be adopted in order to reduce transverse interference;
the at-grade intersection spacing shall not be less than 500m.

(6) When the secondary highway standard is adopted for collector highway, for the
section without large vehicle traffic capacity, the measures of setting slow lane, traffic
control mode of main-road priority or signal, at-grade intersection of canalization shall be
adopted in order to reduce vertical and transverse interference, the at-grade intersection
spacing shall not be less than 300m.

(7) The tertiary highway and fourth-grade highway may be adopted for the branch
highway or local highway, different kinds of vehicles is allowed to run on the lane.

2.2.3 Adoption of design speed

(1) The highway design speed of all grades shall be demonstrated and determined
according to the function, grade and traffic capacity of highway, and the combined condition
of terrain and geology along the line.

(2) The high design speed shall be adopted for the expressway according to the traffic
capacity and terrain.

The expressway with a less traffic capacity, located in a mountainous area with
complicated natural conditions of terrain and geology, the design speed may be 60km/h
according to a demonstration.

(3) When the arterial highway is served as trunk highway, and the vertical and
transverse interference is less, the design speed should be 100km/h or 80km/h.

When the arterial highway is served as collector highway, the design speed should be
60km/h or 80km/h according to the factors of mixed traffic capacity and at-grade

5
intersection spacing, and so on.

(4) When the secondary highway is served as a trunk highway the design speed should
be 80km/h.

When the secondary highway is served as collector highway, for the section with larger
mixed traffic capacity and at-grade intersection spacing, the design speed should be 60km/h.

When the secondary highway is located in a mountainous area with complicated natural
conditions of terrain and geology, the design speed of the section may be 40km/h according
to the demonstration.

(5) When the tertiary highway is served as brand highway, the design speed should be
40km/h; for the section with complicated natural conditions of terrain and geology, the
design speed may be 30km/h.

(6) As for the mountainous area with complicated natural conditions of terrain and
geology, or the section with a less of traffic capacity, the fourth-grade highway whose design
speed is 20km/h may be adopted.

2.3 Control of egress and ingress

2.3.1 On the expressway, all the egress and ingress are controlled, only the service
equipment of selected intersected highway or urban highway or expressway are provided
with egress and ingress connection; on the intersections of highway, urban highway, village
way, railway and pipe line, the flyover crossing shall be set, and the isolation facilities are
required to prevent from the entrance of passerby, vehicle and livestock, etc ..

2.3.2 When the arterial highway is served as a trunk highway, the security and freely-
flowing shall be guaranteed for the vehicle travelling on the main highway; according to the
physical circumstances along the line and need, the measures of controlling egress and
ingress and setting isolation facility shall be adopted, and it is suitable to merge local
highway and village way by utilizing road-net in order to reduce at-grade intersection. Only
on the section with an ecumenic traffic capacity, and when the design hourly traffic capacity
of crossed highway is less than 60 unit/h, the at-grade intersection is allow to be set, but the
spacing of at-grade intersection shall not be Jess than 2000m. If necessary, the flyover
crossing shall be adopted to exclude the transverse interference.

When the arterial highway is served as a collector highway, the lower design speed
shall be adopted to improve the security and service level; the section without a large traffic
capacity should be set with a slow lane, side- separator, and the measures of giving first rank
to the main-highway or signal shall be adopted in order to reduce vertical/transverse
interference; the spacing of at-grade intersection shall not be less than 500m.

2.3.3 When the egress-and-ingress measure control is adopted, the conditions of setting
isolation facility are:

(1) As for the isolation facility, the multi ways offence and hedge enter forbidden may
be adopted. The isolation facility shall be set at the following positions:

6
 ① Boundary section of highway acreage on the both sides of egress-and-ingress
control section;

② The boundary sections of facilities like traffic interchange, serving area, parking
area, bus station;

③ When the slow lane is set on the arterial highway, the separation section of main
line and slow lane;

④ The at-grade intersection of egress and ingress section of arterial highway where
required to be controlled, to extend singly 150m from the intersected section to the
intersected highway direction;

⑤ The position with special purpose on the egress-and-ingress control section.

(2) As for the section where vehicle, passerby and livestock are difficult to enter, the
isolation facility may be not set.

(3) The terminal offence enter forbidden, passageway:

① For the reason of terrain or structure, the section where must not be set with fence-
enter forbidden serially may be served as the terminal of fence-enter forbidden.

② Owing to the demand of servicing and management, the passageway for personnel
passes in and out shall be set on the appropriate position of fence-enter-forbidden.

2.3.4 Emergency exit

As for the highway controlled egress-and-ingress, the handy emergency exit should be
set on the section where is able to provide emergency rescue, fire control and medical
treatment conditions.

The position of emergency exit shall be on the section with well seeing, and connects
with exterior highway expediently.

The exterior highway connects with the emergency exit should be a highway of tertiary
highway and above.

7
 3 Highway Capacity

3.1 General Provisions

3.1.1 In the highway planning and design, the analysis and evaluation of the traffic
capacity and service level shall be carried out.

(1) The analysis and evaluation of the traffic capacity must be respectively carried out
for sections of the freeways/arterial highways, ramps and weaving sections of the
interchanges in order to maintain the service level of the full line in equilibrium and
uniformity.

(2) As for sections of the secondary/tertiary highways and at-grade intersection of the
arterial highways, analysis and evaluation of the traffic capacity and service level shall be
carried out.

(3) As for at-grade intersections of the secondary highways and tertiary highways,
analysis and evaluation of the traffic capacity and service level should be carried out
according to their significance level.

3.1.2 The service level of highway is classified into four levels. The service levels of
highways at all levels are specified in Table 3.1.2-1, Table 3.1.2-2 and Table 3.1.2-3.

Table 3.1.2-1 Service Level Classifications of Freeway

Note: V/C is the ratio of the maximum service traffic volume to the basic traffic capacity in ideal condition. The
basic traffic capacity refers to the maximum hourly traffic volume of the upper half of the four-level
monthly service level.

3.1.3 Freeway and arterial highway shall be designed according to Grade II service level;
secondary and tertiary highways shall be designed according to grade III service level; and
class IV highways shall be determined according to the requirements.

8
 Table 3.1.2-2 Service Level Classifications of Arterial Highways

Note: V/C is the ratio of the maximum service traffic volume to the basic traffic capacity in ideal condition. The
basic traffic capacity refers to the maximum hourly traffic volume of the upper half of the four-level
service level.

Table 3.1.2-3 Service Level Classifications of Second aryl tertiary Highways

Note: 1 When the design road speeds are 80kmlh, 60kmlh and 40kmlh, and the pavement width is 9m, the road
basic traffic capacity is respectively 2500pcu/h, 2300pculh and 2100pculh.

2 V/C is the ratio of the maximum service traffic volume to the basic traffic capacity in ideal condition.
The basic traffic capacity refers to the maximum hourly traffic volume of the upper half of the
four-level service level.

3 Delay rate is the percentage of quantity of vehicles whose time headway is less than or equal to 5s
accounting for the total traffic volume.

3.1.4 Roadside Interference Factors

Such influencing factors as tractors, branch road vehicles, roadside parking, pedestrians,

9
non-motor vehicles and streetization degree are taken as the interference factors, which are
classified into 6 types and 5 classes according to their influence, as is specified in Table
3.1.4-1.

Table 3.1.4-1 Roadside Interference Grading

Substitute the roadside interference level values in formula (3.1.4), then the roadside
interference class (FRlC) may be calculated and obtained.

FRlC=Int (0.25×TRA+0.2×EEV+0.l8×PSV+0.15×PED+0.12×SMV+0.l0×LU+0.5) (3.1.4)

FRlC is specified in Table 3.1.4-2.

Table 3.1.4-2 FRIC

3.1.5 Design Hourly Volume

As for the highway design hourly volume, the annual thirtieth hourly traffic volume
should be adopted. In addition, the most economic and rational traffic volume between the
annual twentieth- fortieth hourly volume also may be adopted according to the variation
characteristics local highway hourly volume.

The design hourly volume shall be calculated according to formula (3.1.5):

DDHV=AADT×D×K (3.1.5)

10
Where DDHV——Unidirectional design hourly volume (veh/h);

AADT——Annual average daily traffic of the forecasted year (veh/d);

D——Directional uneven coefficient (%), which should be in a range of

50%-60% and also may be determined according to the observational
data of the local traffic volume;

K——Design hourly volume coefficient (%), which is the ratio of the hourly
traffic volume of the selected hour to the annual average daily traffic.

3.1.6 Design hourly volume coefficient

(1) The design hourly volume coefficient of the new highway may be determined
according to the observation data of highways with similar conditions such as highway
functions, traffic volume, local climate and torography.

(2) In those areas where is short of observation data, the design hourly volume
coefficient may be in accordance with those specified in Table 3.1.6.

Table 3.1.6 Design Hourly Volume Coefficient of Various Regions (%)

3.2 Traffic Capacity of Freeway

3.2.1 Design traffic capacity of freeway sections

(1) When the freeway is in the class II service level and under different running speeds,

11
the design traffic capacity of one lane is specified as shown in Table 3.2.1-1.

Table 3.2.1-1 Design Traffic Capacity of One Freeway Lane

(2) Impact of Jane and roadside on design road speed

① Impact of lane width and roadside width on the design road speed is shown in Table
3.2.1-2.

Table 3.2.J-2 Correction of Lane/roadside Width to Design Road Speed

② Impact of lane quantity on the design road speed is shown in Table 3.2.1-3.

Table 3.2.1-3 Correction of Lane Quantity to Design Road Speed

③ The actual running speed on the freeway sections may be determined calculated
according to the local observational data or be calculated according to formula (3.2.1).

υR =υD+ΔυW+ΔυN (3.2.1)

Where υR——Actual running speed on the freeway sections under class]] service level
(km/h);

υD——Design road speed (km/h);

ΔυW——Corrected value of lane/roadside width to the design road speed (km/h),

which may be determined according to the local observational data or be

12
 adopted according to those specified in Table 3.2.1-2;

ΔυN——Corrected value of lane number to the design speed (km/h), adopted from
Table 3.2.1-3.

(3) The traffic capacity of expressway section is influenced by the lane number, lane
width and roadside width. As for the design traffic capacity of expressway section, the
design traffic capacity value specified in Table 3.2.1-1 shall be corrected according to the
real driving speed.

3.2.2 The real traffic capacity of expressway section

The real traffic capacity of expressway section shall be calculated according to the
Formula (3.2.2 - 1):

Cr=Cd×fHV×fN×fP (3.2.2-1)

Where Cr——Real traffic capacity of the expressway section [veh/(h . In)];

Cd——Design traffic capacity of expressway section corresponding to the real

driving speed [pcu/(h . In)];

fHV——Correction factor of the highway vehicle composition, calculated according

to the Formula (3.2.2- 2);

1
f HV  (3.2.2-2)
1  Pi ( Ei  1)

Pi——Percentage of traffic capacity of medium vehicles, large vehicles and trailers

(i) in the total traffic capacity;

Ei——Vehicle conversion factor of medium vehicles, large vehicles and trailers (i),
adopted from Table 3.2.2;

fN——Lane number correction factor of 6-lane expressway (or more), taking 0.98
~0.99;

fP——Correction factor of driver's integral characteristic, identified through survey,

generally 0.95-1.00.

13
 Table 3.2.2 The vehicle conversion factor of traffic capacity analysis of expressway and arterial highway

3.2.3 Traffic capacity of interchange

(1) The traffic capacity of interchange shall be determined according to the traffic
capacity of ramp, passageway terminal of ramp and weaving section.

(2) When the toll-gate is set on the ramp of interchange, the ramp capacity shall be
determined according to the traffic capacity of the toll-gate.

(3) When the toll-gate is set on the ramp of interchange, the ramp capacity shall be
determined according to the traffic capacity of the at-grade intersection of the connection
between the ramp and crossed highway.

(4) The weaving section traffic capacity of interchange shall be determined according to
the main line design speed, lane number, weaving type, weaving flow ratio and weaving
section length.

3.2.4 The analysis and valuation of expressway traffic capacity

The traffic capacity of section of expressway, ramp of interchange and its weaving
section shall be analyzed respectively, in order to evaluate the "bottleneck" section which
likely caused by traffic capacity, and put forward the improving strategy.

3.3 Traffic capacity of arterial highway

3.3.1 The design traffic capacity of the arterial highway

(1) As for the arterial highway, the design traffic capacity of a lane shall be in
accordance with the requirements in Table 3.3.1 under the Level 2 of service and different
driving speed.

14
 Table 3.3.1 The design traffic capacity of a lane on the arterial highway

(2) The influence of lane and road on design speed

① The influence of lane width and road-side width on design speed may be adopted
according to Table 3.2.1-2.

② The influence of lane number on design speed may be adopted according to Table
3.2.1-3.

③ The real driving speed of the arterial highway section may be determined according
to the local observational data or calculated according to the Formula (3.2.1).

(3) The traffic capacity of arterial highway section is influenced by the lane number,
lane width and road-side width. As for the design traffic capacity of the arterial highway
section of under the conditions of Grade 2 of service and different driving speed, the design
traffic capacity specified in Table 3.3.1 shall be corrected and determined according to the
real driving speed.

3.3.2 The real traffic capacity of the arterial highway section

The real traffic capacity of the arterial highway section shall be calculated according to
the Formula (3.3.2):

Cr=Cd×fHV×fN×fP×fj×ff (3.3.2)

Where Cr——Real traffic capacity of the arterial highway section [veh/(h' In)];

Cd——Design traffic capacity of the arterial highway section corresponding to the

real driving speed [pcu/(h . In)];

fHV——Correction factor of highway vehicle, calculated according to Formula

(3.2.2-2);

fN——Correction factor of lane number, adopted 0.95-0.97;

fP——Correction factor of driver's integral characteristic, identified through survey,

generally 0.95-1.00;

fj ——Correction factor of at-grade intersection; when the traffic capacity of

at-grade intersection of arterial highway is not analyzed solely, the
correction factor of at-grade intersection may be adopted according to Table
3.3.2-1.

15
 Table 3.3.2-1 The correction factor of at-grade intersection

ff——Correction factor of road-side interference , adopted according to Table

3.3.2-2.

Table 3.3.2-2 The correction factor of road-side interference

3.4 Traffic capacity of the secondary highway and tertiary highway

3.4.1 The design traffic capacity of secondary highway and tertiary highway section The
design traffic capacity of the secondary highway and tertiary highway section shall be
adopted from Table 3.4.1 according to the design speed and no-overtaking area scale of
section.

Table3.4.1 The design traffic capacity of the secondary highway and tertiary highway

3.4.2 The real traffic capacity of the secondary highway and tertiary highway

The real traffic capacity of the secondary highway and tertiary highway section shall be
calculated according to the Formal (3.4.2):

16
 Cr=Cd×fHV×fd×fw×ff (3.4.2)

Where Cr——Real traffic capacity [veh/(h . In)];

Cd ——Design traffic capacity of the secondary highway and tertiary highway

section corresponding to the real driving speed [pcu/(h . In)];

fHV——Correction factor of heavy vehicle, calculated according to formula (3.2.2-2)

and Table 3.4.2-1 ;

Table 3.4.2-1 The vehicles correction factor of the traffic capacity analysis of the secondary highway and
tertiary highway

fd——Correction factor of direction distribution, taking value from Table 3.4.2-2;

Table 3.4.2-2 The correction factor of direction distribution

fw——Correction factor of lane width and shoulder width, taking value from Table
3.4.2-3.

Table 3.4.2-3 The correction factor of lane width and shoulder width

ff——Correction factor of road-side interference, taking value according to Table

3.4.2- 4.

17
Table 3.4.2-4 The correction factor of road-side interference

18
 4 Overall Design

4.1 General Provisions

4.1.1 In the overall design, the relation among various disciplines in or out the highway
engineering project shall be coordinated, and the technical standard, construction scale, key
technical indexes and design project of the project and its semi-project shall be determined,
in order to make it become a systematic engineering, meet the overall goal of security,
environmental protection and sustainable development, keep security for road-user and
improve the service quality of highway traffic.

4.1.2 The overall design of all levels of highways shall be made according to the highway
function, highway level and its effect in road-net. As for the expressway and arterial
highway, the overall design shall be made through the comprehensive consideration of
different kinds of factors; the overall design of the secondary highway should be made
according to the correlation factors; according to the significance level, the overall design of
tertiary highway and fourth-grade highway may be implemented in reference.

4.1.3 The factors considered in the overall design

(1) According to the position and functions of route in the road-net, to determine the
origin-destination, major control point, as well as the join relation with the projects which
parallels and crosses with the said according to give the comprehensive consideration to the
further society, economic development in route corridor zone, the actuality and layout of
industrial and mining establishment, the layout of railway, waterway, aviation and pipe, and
natural resources conditions, etc.

(2) To determine the technical standard in science, apply the qualification in reason,
consider the local characteristic and difference, make the line design with meticulous care; if
necessary, the security evaluation is required, in order to insure the travelling crane security.
As for the section which adopted upper limit (or lower limit) technical criteria value as the
reason of limited by the conditions or with difficulty on alignment combinational design, the
operating velocity shall be adopted to inspect, and the corresponding technology
countermeasures shall be adopted.

(3) The route project or the relations between engineering construction and ecological
environment/resource utilization shall be research seriously base on founding the conditions
of natural environment, terrain, geology of route corridor zone, and then adopt the
combination of technical measures like project protection and zoology protection to reduce
the ecological impact, strengthen the resilience and protect the environment farthest.

(4) To harmonize and cooperate the integrated transportation, farm and water
conservancy construction and urban layout, make the most of route-position resource, and
determine the construction scale in reason, protect the farmland faithfully with a purpose to
make the most of the natural resources of corridor zone, and ensure the highway
construction be in a sustainable development.

19
 (5) To harmonize roundly the relations in the varied disciplines of highway engineering,
adjacent industries and society public, the design interface, scarf and others shall meet the
requirements or provisions of relative law, standard and code, and the society public opinion
shall be considered.

(6) As for the route project ratio, all stages of design, construction, maintenance,
running, management shall be demonstrated in full life cycle cost analytical method
according to the security, environmental protection, sustainable development logos, then
adopt the design proposal of best comprehensive benefit and service quality.

4.2 Keys of overall design

4.2.1 The starting point and terminal of the route shall meet the requirements of road-net
layout. At the time of mounted the origin-destination, the connection scheme with a certain
length shall be reserved for the next projects, or to study out an idiographic implement
design proposal.

4.2.2 The highway class, design speed and design section shall be demonstrated and
determined according to the highway function, design hourly volume, terrain along the line
and natural conditions, etc .. To select the connecting point for different design sections, the
transition of connecting point and the geometric design in certain before and behind length
scale shall be connected well.

4.2.3 The lane number of the expressway and arterial road shall be demonstrated and
determined according to the design hourly volume; as for the arterial road and secondary
highway with distribution function, the setting conditions of slow lane shall be demonstrated
according to the mixed traffic and its traffic composition, also its setting mode, cross section
type and width shall be determined according to the said condition.

4.2.4 Under the general situation, the integral type roadbed should be adopted for the
expressway and arterial road; in the hill and mountainous areas, the feasibility of adopting
separate type roadbed shall be demonstrated according to the combination of terrain,
geologic condition as well as the layout of bridge and bridge.

4.2.5 In the route design, the height of road embankment shall be determined in reason, the
influence on ecological environment along the line shall be reduced, the design of protection,
drainage, soil borrow and spoiled shall be made, the erosion protection and environment
protection are required in order to make the highway engineering construction integrate with
the nature. Under the conditions of high-fill and deep-cut, it is required to compare with
bridge and tunnel construction layout and demonstrated.

4.2.6 Find out the distribution of engineering geology, hydrologic regime, momentous
disaster, geology disease from surface to zone (corridor zone), from zone to line(along the
line), and its incidence to the engineering, then demonstrate and determine the layout and
strategy of passing, preventing collision or disease regulation.

4.2.7 To determine the connecting position and connecting type of the city, industrial and
mining establishment, outsize bridge, super-long tunnel which served as control point.

20
4.2.8 As for the toll highway, the charge mode, main line toll-gate position and its cross
mode with crossed highway shall be determined base on the demonstrated toll mode.

4.2.9 Study out the important facilities position, scale and spacing of interchange, serving
area, parking area, bus station synthetically, in order to meet the required minimum ( or
maximum) distance of function, security and service.

4.2.10 Determine the construction scale and technical standard of traffic engineering and
along-line facilities.

4.2.11 As for the project planned to build by stages, the period built layout must be made
and the corresponding design shall be worked out base on the overall design which is made
according to the further programming technical standard.

21
 5 Route Selection

5.0.1 The route selecting shall include the overall process of determining the fundamental
trend of route, the corridor zone of route, the route scheme and the position of route.

5.0.2 Control point of route

(1) The starting and end points of route must be the positions connecting the towns,
industrial and mining enterprises as well as the specific outsized bridge, and super-long
tunnels, and shall be the control point of the fundamental trend of route.

(2) The positions of large bridge, long tunnel, traffic interchange and railway crossing
shall be the control point of route trend, and shall be subject to the fundamental trend of
route in principle.

(3) The positions of the middle and small culverts, middle and short tunnels as well as
general structures shall subject to the route trend.

5.0.3 In different design stage, the contents of the route selecting work shall have different
emphasis, the next stage is the continuation and deepening of the previous stage, and the
route scheme in previous stage shall be re-inspected and optimized along with the
development of survey and design work to make the location of route much more perfect.

5.0.4 Principle of route selection

(1) As for the ecological environment, torography, and geological characteristics and
difference of the sections where the routes pass by, it shall compare, optimize and justify
from plane to zone, from zone to line, from shallow to deep and from outline to specific
according to the planned control points. When several feasible route schemes are available
in the section between same starting and end points, these design schemes shall be compared
with same depth.

(2) The factors influencing the selection of control points are of large number and are
interlocked and interacted, it shall comprehensively consider and distinguish between
primary and secondary, manage the relation between the overall and the partial situations all
right, and the influence of relational translation resulted from the breakthrough of partial
difficulty.

(3) The engineering geology and hydrological geology in the regions, corridor zones
that route passing by and along the route line shall be deeply checked and researched, and
investigate and ascertain their influence degree on the highway engineering. The sections
with poor engineering geology such as with slide, collapse, rock pile, debris flow, karst, soft
ground and slough shall be treated carefully, and the schemes for rounding, avoiding and
wearing shall be separately justified and selected according to the influence degree on route.
When the route must passing through, the good place shall be selected to reduce the
penetration scope and adopt feasible engineering measures.

(4) Taking full advantage of construction land and strictly protecting the cultivated land

22
for agriculture.

(5) The national cultural relics are nonrenewable culture resources, the route shall let by
the immovable cultural relics as much as possible.

(6) Protecting the ecological environment and making it be coordinated with the local
natural landscape.

(7) When the expressway and the arterial highway with trunk functions are connected
with the towns that are used as the route control points, it should connect with the loop line
of city or adopt branch joint, and shall be coordinated with the urban development scheme.

The newly-built secondary highway and tertiary highway shall avoid passing through
the town by combining with the road net laying around the town.

(8) The route design is the three-dimensional geometric design, and the combination
and reasonable cooperation among the level, longitudinal, horizontal planes shall be taken
into consideration in the route selection.

5.0.5 Route selection method

(1) The route selection may adopt paper location or field location.

The expressway and arterial highway shall adopt the method of paper location and field
checking.

The secondary highway, tertiary highway and fourth highway may adopt field location,
and may also adopt paper location or paper location moving and field checking method.

(2) The route selection shall be deeply checked and researched based on the extensive
collecting the scheme, planning, and statistical data related to the route scheme and the
topographical maps and information on geology and meteorology of the related departments,
and such new technologies as remote sensing, aerial survey, GPS and digital technology
shall be applied to ensure the broadness, depth and quality of surveying work in case
missing any valuable alternative schemes.

23
 6 Highway Cross·section

6.1 General Provisions

6.1.1 Standard cross-section composition of the highway subgrade

(1) The standard cross-section of the subgrades of expressway and arterial highway is
classified into integral subgrade and separated subgrade.

The standard cross-section of integral subgrade shall be composed of such parts as lane,
intermediate zone (median strip and left-side side trip), shoulder (right-side hard shoulder
and earth shoulder).

The standard cross-section of separated subgrade shall be composed of such parts as

lane, shoulder (right-side hard shoulder, left-side hard shoulder and earth shoulder).

(2) The standard cross-section of the subgrade of secondary highway shall be composed
of such parts as lane, shoulder (right-side hard shoulder and earth shoulder).

(3) The standard cross-section of the subgrades of tertiary highway and fourth highway
shall be composed of such parts as lane and shoulder.

6.1.2 Subgrade width

The width of integral subgrade is specified as the Table 6.1.2-1.

Table 6.1.2-1 Width of Integral Subgrade

Note: The "general value" refers to the value adopted at normal conditions; and the "minimum value" refers to
the value that may be adopted when the condition is limited.

24
 The width of the separated subgrades of expressway and arterial highway is specified
as the Table 6.1.2-2.

Table 6.1.2-2 Width of the Separated Subgrades of Expressway and Arterial Highway

Note: 1 If the width of the lane at inner side of eight lanes adopts 3.50m, the corresponding subgrade width
may be decreased by 0.25m.

2 The "general value" listed in Table refers to the value adopted at nomlal conditions; and the "minimum
value" refers to the value adopted when the condition is limited.

(1) The width of highway subgrade shall be the sum of lane width and shoulder width.
When setting with intermediate zone, climbing lane, acceleration (deceleration) lane, and
turnout lane, the width of these parts shall also be counted in.

(2) The expressway with designed speeds of 120km/h and 100km/h may be set with
bidirectional four lanes, six lanes, and eight lanes and be adopted with corresponding
subgrade width according to the demand traffic capacity.

(3) The four-lane expressway with designed speed of 120km/h should adopt the
subgrade width in 28.00m. When being restricted by the topographic conditions and other
exceptional cases, the subgrade width of26.00m may be adopted.

(4) The arterial highway with designed speed of 100km/h and 80km/h may be set with
bidirectional four lanes or six lanes and be adopted with corresponding subgrade width
according to the demand of traffic capacity.

(5) The four-lane arterial highway with designed speed of 100km/h should adopt the
subgrade width of 26.00m when the forecasted traffic volume approaches to the high limit of
the adapTable traffic volume.

(6) The sections of arterial highway with distribution function that are set with slow
lanes may adopt the width of hard shoulder and the earth shoulder (width may be added if
their width is insufficient) as the slow lane, and the isolation facilities shall be set between
the lanes and slow lane.

(7) In the secondary highway with distribution function and designed speed of 80km/h,
the section that needs to be set with slow lane may adopted 15.0m of subgrade width

25
through technical and economic demonstration, and the reinforced shoulder shall be adopted
as the slow lane with lines marked between the lane and slow lane for separation.

(8) In the secondary road with distribution function and the designed speed of 60km/h,
the section that needs to be set with slow lane may adopt 12.0m of subgrade width through
technical and economic demonstration, and the reinforced shoulder shall be adopted as the
slow lane with lines marked between the lane and slow lane for separation.

(9) The fourth highway should adopt the subgrade width of 6.50m. The sections with
small traffic volume but special arduous engineering may be single lane and the subgrade
width of 4.50m.

(10) When determining the roadway width, the "general value" and "minimum value"
of the width of median strip, side trip, and shoulder shall be added with the similar terms.
The subgrade width of the sixth and eighth lanes on expressway and arterial highway shall
not adopt the similar terms of "minimum value" added.

6.2 Lane

6.2.1 Lane width

The lane width shall be specified as the Table 6.2.1 according to the designed speed.

Table 6.2.1 Lane Width

Note: 1 When the designed speed is 20km/h and is of single lane, the lane width shall adopt 350m.

2 When the expressway is of eight lanes, the lane width at inner side may adopt 3.50m.

6.2.2 Quantity of lane

(1) The quantity of lanes at each section of expressway and arterial highway shall be
determined according to the forecasted traffic volume and service level, and when the
quantity of lane is more than four, the quantity of lane shall be increased by even numbers.

(2) The secondary road and tertiary highway shall be of double lanes.

(3) The fourth highway should adopt double lanes, and the sections with small traffic
volume but arduous engineering may adopt single lane.

6.2.3 Climbing lane

(1) When the expressway and arterial highway as well as the secondary highway are set
with climbing lane at the continuous upward slope, the width of climbing lane shall be
3.50m.

(2) The climbing Janes of expressway and arterial highway shall be abut against the
outside of lane, the width of hard shoulder may be adopted, and the outer side of climbing

26
lane shaJ I be set with side trip and earth shoulder.

(3) The cl imbing lane of secondary road shall be set abut against the outer side of lane,
the width of hard shoulder may be adopted. When it is required to reserve the hard shoulder
originally supplied for non-automobile traffic, this hard shoulder shall be moved to the outer
side of climbing Jane.

6.2.4 Acceleration lane and deceleration lane

The part where the traffic interchange, service area, parking area, bus stop,
management and maintenance facilities and the main line of expressway and arterial
highway shall be set with acceleration lane and deceleration lane. The width of the
acceleration (deceleration) lane shall be 3.50m.

6.2.5 Turnout lane

When the width of the subgrade of fourth highway adopting 4.5m, the turnout lane shall
be set at the good site with the distance no larger then 300m and make the drivers are able to
see the vehicles at adjacent two turnout lanes. The width of the subgrade at section where is
set with turnout lane shall not be Jess than 6.5m, and the effective length shall not be less
than 20m.

6.2.6 Emergency lane

In order to reducing the loss of the out-of-control vehicle or avoiding endangering the
safety of third party, the emergency lane should be set at the appropriate position with
favorable sight distance at right side of the long and steep downgrade sections, the width
shall not be less than 4.50m.

6.3 Intermediate zone

6.3.1 The width of the intermediate zone of integral subgrade

The integral subgrades of expressway and arterial highway must be set with
intermediate zone, and the intermediate zone shall be composed of two left-side side trips
and the central dividing strip. The width of intermediate zone is specified as Table 6.3.1.

Table 6.3.1 Width of lntermediate Zone

6.3.2 Minimum distance among separated subgrades

(1) After the integral subgrade is transferred into separated subgrade, the traffic lane

27
shall be set with left shoulder at the left side (including hard shoulder and earth shoulder),
and the minimum distance among separated subgrades shall not be less those specified in
Table 6.3.1.

(2) The space between the road ways of separated subgrade may not be with equivalent
width or equivalent altitude, and may be cooperated with the variation in topography and the
surrounding landscape. When one way of separated subgrade is piled over the other way in
bridge mode, the minimum distance shall not be limited by this.

6.3.3 Opening of median strip

(1) The opening of median strip shall be set before and after the traffic interchange,
tunnel, outsized bridge, and facilities in service area as well as the separation Uointing) part
of integral subgrade and separated subgrade.

(2) The space between openings of median strips shall be determined according to the
demand and the minimum distance shall not be less than 2km.

(3) The length of the opening of median strip should not be larger than 40m; and the
length at the opening of eight-lane expressway may be appropriately increased, but shall not
be larger than 50m. The movable rails shall be set at the opening of median strip.

(4) The opening of median strip shall be set at the sections with good intervisibility, if
the opening is set at the curve section, the super-elevation value of the diameter of this
circular curve should not be larger than 3%.

(5) Shape at head end of the opening of median strip: Hemicycle may be adopted when
the width of median strip is less than 3.0m; and warhead shape may be adopted when the
width of median strip is larger than or equal to 3.0m.

6.3.4 The separated subgrade shall be set with transverse connecting way for maintenance,

repair or salvage.

28
 6.4 Shoulder

6.4.1 The width of the shoulder at right side of all class of highways is specified as Table
6.4.1.

Table 6.4.1 Width of Shoulder at Right Side

Note: The "general value" listed in the Table is the value adopted at nonnal conditions; and the "minimum value"
is the value that may be adopted when the condition is limited.

(1) The four-lane expressway with designed speed of 120km/h, the hard shoulder at
right side should adopt 3.50m; the six-lane and eight-lane expressway should adopt 3.00m.

(2) The right-side side trip shall be set within the width of hard shoulder at right side of
expressway and arterial highway, and the width is 0.50m.

(3) The hard shoulder of secondary highway may be used for non-automobile traffic.
The sections with large traffic volume of non-automobiles may also adopt the full pavement
mode to be taken fu II advantage.

(4) The secondary highway, tertiary highway, and fourth highway shall be set with
marks and safeguards on shoulders without invading into the bound of highway construction,
otherwise, the shoulder shall be widen.

6.4.2 Shoulder at left side

The separated subgrades of expressway and arterial highway shall be set with shoulder
at left side, and the width is specified as Table 6.4.2. The hard shoulder at left side shall
include the side trip at left side; the width of left-side side trip is 0.50m.

29
Table 6.4.2 Shoulder Width at Left Side of the Separated Subgrades of Expressway and Arterial Highway

6.4.3 Emergency parking zone

(1) When the width of hard shoulder at right side of expressway and arterial highway is
less than 2.50m, the emergency parking zone shall be set. The space among emergency
parking zones should not be larger than 2km, the width generally is 5.00m; the effective
length generally is 50m, the transition sections about 100m and 150m shall also be set.

(2) The super-long bridge and tunnel of expressway and arterial highway may be set
with emergency parking zone as required, and their space should not be larger than 750m.

(3) The secondary highway may be set with emergency parking zone as required and
the space shall be determined according to practical situation.

6.5 Crown Slope

6.5.1 The crown of the integral subgrade of expressway and arterial highway should adopt
bidirectional crown slope and shall be inclined towards both sides from the highway center.
In the regions of with rainfall of moderate intensity, the crown slope should is 2%; in the
regions with rainfall of large intensity, the crown slope may be appropriately increased.

6.5.2 The crown of the separated subgrade of expressway and arterial highway should
adopt one-way cross slope and shall be inclined towards the outer side of subgrade, or may
also adopt the bidirectional crown slope. In the snow cover and freezing regions, the
bidirectional crown slope should be adopted.

6.5.3 The six-lane and eight-lane expressway and the six-lane arterial highway may be set
with two crowns when the crown slope at the super-elevation transition section is
excessively gentle.

6.5.4 The crowns of secondary highway, tertiary highway and fourth highway shall adopt
bidirectional crown slope which shall be inclined towards both sides from the road center.
The crown slope shall be determined according to the pavement type and the local natural
conditions, but shall not be less than 1.5%.

6.5.5 Cross slope of hard shoulder and earth shoulder

(1) The hard shoulder at the straight sections shall be set with outward-dipping cross
slope; its ratio of slope shall be same as the cross slope value of lane. When the longitudinal
slope of route is smooth and the impound strap is set, the cross slope value should adopt
3%-4%.

(2) Value and direction of the cross slope of hard shoulder at inner and outer sides of
curve section: the cross slope value and direction shall be same as those of adjacent lane

30
when the banked crown on curves is less than 5%; and the cross slope value is not larger
than 5% when banked crown on curves is larger than 5%, but the direction is same.

(3) The cross slope of hard shoulder shall be transited with the cross slope of
neighboring lane, the longitudinal transition ratio of the transition section shall be controlled
be less than 1/150 and larger than 1/330.

(4) Cross slope of earth shoulder: When the earth shoulder is at inner side of straight
section and curve section and the cross slope value of lane or hard shoulder is larger than or
equal to 3%, the cross slope of earth shoulder shall be same as the cross slope value of lane
or hard shoulder; when it is less than 3%, the cross slope of earth shoulder shall be larger
than that of lane or hard shoulder by 1% or 2%. The cross slope of earth shoulder ay outer
side of curve section shall be reverse cross slope value of 3% or 4%.

(5) The cross slope value of the hard shoulders at large and middle-scale bridge and
tunnel sections shall be same as that of lane.

6.6 Highway Construction Limit

6.6.1 The highway construction limit is in order to ensure the normal operation and
safety of the specified vehicle on highway, and no impediment shall invade into the
spacial scale within certain width and altitude range.

In the design of highway cross-section, any part such as the highway markings,
guardrail, illumination light column, pole, pipeline, landscaping, street tree as well as
the beam bottom, abutment and bridge pier of the connecting bridge shall not invade
into the highway construction limit.

6.6.2 The construction limit of the highway of different class is specified as Figure
6.6.2.

(1) When setting acceleration (deceleration) lane, climbing lane, slow lane,
emergency parking zone and turnout lane, the construction limit shall include the
width of these parts.

(2) When the eight-lane or above expressway of integral is set with hard shoulder
at left side, the construction limit shall include the width of corresponding parts,
showed as Figure 6.6.2b).

31
 Figure 6.6.2 Construction Limit (Dimensional unit: m)

a) Expressway and arterial highway (integral type); b) Expressway and arterial highway
(separated type); c) Secondary, tertiary and fourth highway; d) Highway tunnel W-Width of
traffic lane; L1—Width of hard shoulder at left side; L2—Width of hard shoulder at right side;
S1—Width of left-side side trip; S2—Widlh of side trip at right side; L—Lateral width: The
lateral width of expressway and arterial highway is the width of hard shoulder (L1 or L2);
The lateral width of secondary tertiary and fourth highway is the shoulder width subtracted
by 0.25m; the width of tunnel at inner side (Lleft or Lright) shall comply with those specified in
Table 6.6.2; C—0.5m when the designed speed is larger than 0.5m, is 0.25m when the
designed speed is equal to less than 100km/h; M1—Width of intermediate zone; M2—Width
of median strip; J—Width of the overhauling channel in tunnel; R—Width of sidewalk in
tunnel; d—Height of overhauling channel or sidewalk in tunnel; E—Width of construction
limit at vertex angle: E=L when L≤1m; E=lm when L>lm; H—Clearance height

(3) Minimum lateral width of tunnel is specified as Table 6.6.2.

Table 6.6.2 Minimum Lateral Width of Tunnel

(4) When the bridge and tunnel are set with overhauling channel, the construction

32
limit shall include the width of corresponding part.

(5) When the overhauling channel, sidewalk and traffic lane are set separately, the
clear height is 2.50m.

(6) The clear height of expressway, arterial highway and secondary highway shall
be 5.00m; and the clear height of tertiary highway and fourth highway shall be 4.50m.

6.6.3 The boundary line defining of the highway construction limit is specified as Figure
6.6.3.

(1) The boundary line of the upper margin of construction limit:

Figure 6.6.3 Boundary Line Defining of Construction Lim it

a) General crown section; b) Sening super-elevation section

① Without setting the superelevation section, the boundary line at upper margin shall
be the horizontal Line;

② Setting the superelevation section, the boundary line at upper margm shall be
parallel to the superelevation cross slope.

(2) The boundary lines at both sides of the construction limit:

① Without setting the superelevation section, the boundary lines at both sides shall be
perpendicular to the horizontal line;

② Setting the superelevation section, the boundary lines at both sides shall be
perpendicular to the superelevation cross slope of the pavement.

6.6.4 Clear opening and reserving

(1) According to the status and position of highway in road net, one highway shall
adopt same clearance height.

(2) When the pavement of tertiary highway and fourth highway adopt bituminous
penetration, asphalt macadam, asphalt topdressing or sand-gravel pavement, the clearance
height should reserve 20cm.

(3) When the median strip or shoulder are set with bridge pier, sign upright column,
their rising edge shall not only not invade out of the highway construction limit, but also not
be set closely clinging to the building, and the surplus width for buffering deformation of

33
guardrail shall be reserved.

(4) When over-line structures are set over the vertical sag curve, the clear height shall
comply with the requirement on effective clear height of saddle train, showed as figure
6.6.4.

Figure 6.6.4 Effective Clearance Height above Vertical Sag Curve

(5) When highway is passed with overline structure of large width or skew angle
bellow it, the clear height from the pavement to any point at the bottom edge of overline
structure shall comply with those specified on corresponding clearance height.

6.7 Scope of Highway Land

6.7.1 The highway land shall conform to the principle of protecting and developing land
resources, rationally using land, practically protecting the cultivated land facilitating the
social economy and sustainable development, reasonably study out the scale and technology
index of highway construction, design the construction scheme, and determine the scope of
highway land.

6.7.2 Scope of highway land

(1) As for the land within 1m scope outside of the external rim (is the basal slope of
road embankment or bankette when there is no drain ditch) of drain ditches at both
sides of highway embankment or outside of the external rim of the catch drain at top of
cutting, in the sections with conditions, the land within the scope not less than 3m for at
expressway and arterial highway and not less than 2m for the secondary highway shall
be the land scope of highway subgrade.

(2) When the sections of special geology such as sandstorm or snow disasters are
required to be set with such facilities as protection forest, sand binder, sand or snow
fence as well as back berms, their land scope shall be determined according to actual
demand.

(3) The land scope of bridge, tunnel, traffic interchange, separated overhead
crossing, grade crossing, traffic safety device, service facilities, management facilities,

34
landscaping as well as stock yard and nursery shall be determined according to actual
demand.

(4) Sections where the condition permits or the environmental protection requires
to planting multi-row of tree belts shall be determined with the land scope according to
practical situations.

(5) The reconstructed highway may be implemented according to those specified

in the newly-built scope of highway land.

35
 7 Highway Plane

7.1 General Provisions

7.1.1 The plane alignment of expressway, arterial highway, secondary highway and tertiary
highway shall be composed of with three factors such as straight line, circular curve, and
circling line.

The plane alignment of fourth highway shall be composed of two factors such as
straight line and circular curve.

7.1.2 The plane alignment must be coordinated with torography, landscape and
environment, the continuance and proportionality of alignment shall be stressed at the same
time, and shall be interacted with vertical section and cross section.

7.2 Straight Line

7.2.1 The straight line should not be overlong. When adopting long straight line but
restricted by topographic condition or other exceptional cases, the corresponding technical
measures shall be adopted by combining with the physical circumstances along the line.

7.2.2 When circular curves adopting radial connection with straight line, the straight line
should not be over-short.

(1) When the designed speed is larger than 60km/h, the minimum straight length among
cocurrent circular curves (calculated in m) should be not less than six times of the designed
speed (calculated in km/h); The minimum straight length among reverse circular curves
(calculated in m) should be not less than two times of designed speed (calculated in krn/h).

(2) When the designed speed is less than or equal to 40km/h, it shall be implemented by
referring to the aforementioned provisions.

7.3 Circular curve

7.3.1 The highway plane of all levels shall be set with circular curve no matter the size of
outer corner. When adopting radius of circular curve, it shall be corresponding to the
designed speed.

7.3.2 The minimum radius of circular curve shall be as the Table 7.3.2 according to those
specified on designed speed.

7.3.3 The maximum radius value of circular curve should not exceed 10000m.

36
 Table 7.3.2 Minimum Radius of Circular Curve

Note: The "general value" refers to the value adopted at normal conditions; and the "limit value" refers to the
value adopted when the condition is limited.

7.4 Circling Line

7.4.1 The connection parts of the straight lines of expressway, arterial highway secondary
highway and tertiary highway with the minimum radius of circular curve that does not set
with superelevation specified in Table 7.4.1 shall be set with circling line.

Table 7.4.1 Minimum Radius of Circular Curve without Setting Superelevation

The connection parts of the straight line of fourth highway with the minimum radius of
circular curve without superelevation that is less than Table 7.4.1 shall be set with
superelevation and be widened with their transition section.

7.4.2 The radial connection part of the cocurrent circular curves with different radius shall
be set with circling line. But the circling line may not be set when the following conditions
are met:

(1) When the radius of small circle is larger than that specified in Table 7.4.1.

(2) The radius of small circle is larger than that specified in Table 7.4.2, and one of the
following conditions is complied with:

Table 7.4.2 Radius of Small Critical Circle Curve in Compound Curve

① When the small circle is set with circling line according to the length of minimum
circling line, when the difference between the ingression value of large circle and small
circle is less than 0.10m;

② When designed speed is larger than or equal to 80km/h and the ratio between radius
of large circle (R1) and the radius of small circle (R2) is less than;

③ When the designed speed is less than 80km/h and the ratio between radius of large
circle (R1) and radius of small circle (R2) is less than 2.

37
7.4.3 The minimum length of circling line is specified as Table 7.4.3.

Table 7.4.3 Minimum Length of Circling Line

Note: That of fourth highway is the length of super-elevation and widened transition section.

The length of circling line shall be increased along with the increasing of the radius of
circular curve.

When the circular curve requires setting with super-elevation as required, the length of
circling line shall be larger than the length of super-elevation transition section.

7.5 Super-elevation of Circular Curve

7.5.1 When radius of circular curve is less than the minimum radius of circular curve
without super-elevation specified in the Table 7.4.1, the super-elevation shall be set on curve.
The super-elevated cross slope shall be determined according to such conditions as the
designed speed, radius of circular curve, pavement type, natural conditions and the vehicle
composition, and shall be recalculated according to the operating velocity if necessary.

(l) The maximal super-elevation value of the highway circular curves of all levels is
showed as Table 7.5.1.

Table 7.5.1 Maximal Super-elevation Value of Highway Circular Curve of All Levels

Note: The expressway and arterial highway adopts 8% at normal conditions; and may adopt 10% when the
proportion of small passenger cars in the traffic composition is high.

(2) The minimum super-elevation value of all levels of highways at the circular curve
part shall be accorded with the cross slope of normal crown at straight part of this highway.

7.5.2 When secondary highway, tertiary highway and fourth highway approach to the
towns and the sections with large mixed traffic volume, the maximal super-elevation value
may be implemented according to Table 7.5.2 when the vehicle velocity is restricted.

Table 7.5.2 Maximal Super-elevation Value with Vehicle Velocity Limited

38
7.5.3 The super-elevation value of each circular curve radius shall be determined through
calculation of designed speed, radius of circular curve, highway condition, and natural
conditions.

7.5.4 Super-elevation transition section

The cross sections of bidirectional crown in straight segment are graded into the full
super-elevation unidirection cross section of the circular curve section, and the super-
elevation transition section must be set in this process. The gradual change ratio of
super-elevation is specified as Table 7.5.4 according to the position of rotation axis.

7.5.5 Transient mode of super-elevation

(l) Highway without intermediate zone

Table 7.5.4 Gradual Change Ratio of Super-elevation

① When the super-elevation cross slope is equal to the crown slope, the curb lane shall
rotate around the midline of the highway till to the cross slope value of super-elevation.

② When the cross slope of super-elevation is larger than crown slope, the following
three kinds of transient mode shall be separately adopted:

a. Rotating around the lane edge at inner side: The new construction should adopt this
kind of mode.

b. Rotating around the midline of highway: The reconstruction engineering may adopt
this kind of mode.

c. Rotating around the edge of curb lane: This kind of mode may be adopted when the
elevation at outer margin of subgrade is limited or the esthetic appearance of highway is
with special requirement.

(2) Highway with intermediate zone

① Rotating the central line of intermediate zone: The highway with width of
intermediate zone less than or equal to 4.5m may adopt this mode.

② Rotating around the edge of median strip: The highways with intermediate zone in
all kinds of width all may adopt this mode.

39
 ③ Separately rotating around the lane midline: The highway with quantity of lane
larger than 4 may adopt this mode.

(3) Highway with separated subgrade

The super-elevation transient mode of highway with separated subgrade should be

separately transited according to the highway without intermediate zone.

7.5.6 The transition of super-elevation shall be carried out within the overall length of
circling line. When the circling line is long, the transition of super-elevation may adopt the
following mode:

(1) The super-elevation transition section may be set within one section of circling line,
the longitudinal gradual change ratio of super-elevation transition section shall not be less
than 1/330, and the full super-elevation cross section should be set at the point of tangent to
spiral, TS or point of curve to spiral, CS.

(2) The six-lane or above highway should be set with crown line in addition.

7.5.7 The super-elevation of transition of fourth highway shall be carried out within the
overall length of super-elevation transition section.

7.5.8 The highway with high geometric design requirement shall be inserted on one
section of second-degree parabola at the starting and end points of super-elevation transition
section to make to the connection smooth and natural.

7.5.9 When the longitudinal slope of expressway and arterial highway is large, the up and
down lanes may adopt different super-elevation value.

7.5.10 Super-elevation mode of hard shoulder

(1) When the super-elevation values of hard shoulder and adjacent lane are same, the
super-elevation transition section shall be same as that of the lane and the super-elevation
gradual change ratio same as that of the lane shall be adopted.

(2) When the super-elevation value of hard shoulder is less than that of the adjacent
lane, the cross slope of hard shoulder is transited into the same as the crown slope of lane,
and then be transited together with lane till the hard shoulder reaches its maximal super-
elevation slope value.

7.6 Widening of Circular Curve

7.6.1 When the radius of the circular curve of secondary highway, tertiary highway and
fourth highway is less than or equal to 250m, the circular curve shall be widened. The
widening value of the double-lane highway pavement is specified as Table 7.6.1.

40
 Table 7.6.1 Widening Value of Double-lane Pavement

Note: The widening value of the pavement of single-lane highway shall be half of the specified value in Table
7.6.1.

The widening type of circular curve shall be determined according to the traffic
composition of this highway. When the secondary highways as well as the tertiary highway
with designed speed of 40km/h are passed by container semitrailer, the third type of
widening value shall be adopted; when the container semitrailer does not pass by frequently,
the second type of widening value shall be adopted.

The fourth highway and the tertiary highway with designed speed of 30km/h may adopt
the first type of widening value.

7.6.2 The pavement widening on the circular curve shall be set at inner side of the circular
curve.

After the pavements of all class of highways are widened, the subgrade shall also be
widened correspondingly.

7.6.3 When the sections of double lane highway adopting compulsive measures to exercise
traffic by directions, and the radius of circular curve is small, the widening value of the lane
at inner side shall be larger than that of the curb lane, and the difference in the design shall
be determined through calculation.

7.6.4 Widening transition section

(1) When setting circling line or super-elevation transition section, the length of
transition section of widening shall adopt the value same as the length of circling line or
super-elevation transition section.

(2) When not setting the circling line or super-elevation transition section, the length of
transition section of widening shall be set according to the gradual change ratio of I: 15 and
the requirement the length not less than 10m.

7.6.5 Transiting mode of widening

The setting of the widening transition section of secondary highway, tertiary highway
and fourth highway shall adopt the mode of increasing in proportion according to their

41
length within the overall length of corresponding circling line or super-elevation and
widening transition section.

7.7 Transition Section of Super-elevation and Widening

7.7.1 The radial connection part of the straight line of fourth highway with the minimum
radius of circular curve without setting with super-elevation that is less than that of the Table
7.4.1 and the radial connection part with the circular curve with radius less than or equal to
250m shall be set with transition section of super-elevation and widening.

7.7.2 The length of the superelevation and widening transition section of four class of
highway shall be calculated respectively according to the relevant regulations on
superelevation and widening, the longer value shall be adopted, but the shortest value of
length shall be comply with the requirement that the gradual change rate is 1:15 and the
length is not less than 10m.

7.7.3 The superelevation and widening transition sections of four class of highway shall be
set at the straight line closely upon the starting and end points of circular curve. When
restricted by orographic condition or other exceptional cases, one part of the superelevation
and widening transition sections shall be allowed to inserted into the curve, but the length
inserting into curve shall not exceed one half of the length of superelevation and widening
transition sections.

As for the compound curve composed with the radial connection of cocurrent circular
curves in different radius, the widening transition section shall be set at both sides of the
connecting part symmetrically.

7.7.4 On the fourth class of highway with manual structures, when the sharp turning
occurs at the inner side edge at the starting and end points of circular curve caused by setting
superelevation and widening transition sections, the turning may be eliminated by adopting
the tangential method of the widening edge line of pavement and the circular arc at edge of
the widened pavement on circular curve.

7.8 Length of Horizontal Curve

7.8.1 The minimum length of horizontal curve is specified as Table 7.8.1.

Table 7.8.1 Minimum Length of Horizontal Curve

Note: The "general value" refers to the value adopted at normal conditions; and the "minimum value" refers to
the value adopted when the condition is limited.

7.8.2 When the corner of route is equal to or less than 7°, long horizontal curve shall be set

and its length is specified as Table 7.8.2.

42
 Table 7.8.2 Length of Horizontal Curve when Corner of Highway is Equal to or Less than 7°

Note: In the Table, Δis the corner value of route (°), Δ=2°when Δ<2°.

7.9 Sight distance

7.9.1 The non-passing sight distance of each lane on all class of highways shall be
specified as Table 7.9.1

Table 7.9.1 Non-passing Sight Distance

7.9.2 The sight distance of expressway and arterial highway adopt the non-passing sight
distance.

The sight distance of secondary highway, tertiary highway, and fourth highway shall
comply with the requirement on vehicle-passing sight distance, and its length shall not be
less than two times of the non-passing sight distance. The sections adopting split tacks
measures restricted by the topographic condition or other exceptional cases may adopt the
non-passing sight distance.

7.9.3 The expressway and arterial highway as well as the decline section of the secondary
and tertiary highways with high proportion of large vehicles shall inspect the related sections
by adopting the wagon non-passing sight distance at decline section. The wagon non-passing
sight distance at decline section shall be specified as Table 7.9.3.

Table 7.9.3 Wagon Non-passing Sight Distance at Decline Section (m)

7.9.4 The passing sight distances of secondary highway, tertiary highway and fourth
highway are specified as Table 7.9.4.

43
 Table 7.9.4 Passing Sight Distance

Note: The "general value" refers to the value adopted at normal conditions; and the "minimum value" refers to
the value adopted when the condition is limited.

7.9.5 The secondary highway with trunk functions should be supplied with the passing
section for satisfying the requirement of one passing sight distance within 3min of running
time. Other double-lane highways may be set with sections with passing sight distance by
intervals according to circumstances.

7.9.6 The sight distance shall be inspected and recalculated when setting manual structures
at inner side of horizontal curve or the excavated side slope at inner side of horizontal curve
disturbing the sight, or setting the anti-dazzling facilities at intermediate zone. When the
requirements are failed to be met, the shoulder or intermediate zone may be widened or the
structure may be moved backward or traffic safety devices may be set.

7.10 Hairpin Curve

7.10.1 Mountain route shall with its route developed naturally and avoids setting the
hairpin curve. When the tertiary highway and fourth highway are unable to reach the
required distance to overcome the height difference or the natural route development can not
be adopted limited by torographic and geologic conditions, the hairpin curve may be
adopted.

7.10.2 Enough distance shall exist between two adjacent hairpin curves. When the
designed speed is 40km/h, 30km/h or 20km/h, the distance from the end point of one hairpin
curve to the starting point of another hairpin curve shall separately not be less than 200m,
150m or 100m.

7.10.3 The technology index of each part of hairpin curve is specified as Table 7.10.3.

Table 7.10.3 Technology Index of Hairpin Curve

The highway with designed speed of 40km/h may adopt the hairpin curve with
designed speed of 35km/h or 30km/h according to the topographic conditions.

44
7.10.4 The alignment before and after hairpin curve shall be continuous, uniform and with
good intervisibility, and integrated curve should be set at both ends and the speed limit signs
and traffic safety devices shall be set.

45
 8 Highway Vertical Section

8.1 General Provisions

8.1.1 The design elevation of vertical section, namely the roadbed design elevation
provisions are given below:

(1) Roadbed design elevation of construction highway: The outside edge elevation of
median strip should be adopted on the expressway and arterial highway; the roadbed edge
elevation should be adopted on the secondary highway, tertiary highway and fourth-grade
highway; the edge elevation is required before the construction at the section where needs to
set with superelevation and widening.

(2) The roadbed design elevation of reconstruct highway: It is suitable to implement

according to the provisions of construction highway and the median strip midline or lane
midline elevation may be adopted according to the physical circumstances.

8.1.2 The flood frequency provisions of roadbed design are given in Table 8.1.2.

Table 8.1.2 Flood frequency of roadbed design

(1) As for the section along the river and likely steeped in water, the minimum
side-roadbed edge elevation calculated respond from the design elevation shall be higher
than the flood frequency computation water level plus backwater height, wave-induced
erosion height and safety height of 0.50m specified in Table 8.1.2.

(2) As for the highway section along the upstream shore of the reservoir, such
influences as the raised groundwater level in case of the raised reservoir level, the raised
backwater curve and raised wave height in case of the raised reservoir sedimentation shall be
considered for the minimum side-roadbed edge elevation calculated according to the design
elevation; in the cold region, the influence of ice jam backwater to the water level rise also
shall be considered properly.

(3) The minimum side roadbed edge elevation calculated according to the design
elevation of bridge approach of large and medium bridge (in the inundation scale) shall be
0.50m banked-up water higher than the design flood level of the bridge at least; the
minimum side-roadbed edge elevation calculated according to the design elevation near the
small bridge and culvert shall be higher 0.50m than the banked-up water of bridge (culvert)
at least (with no view of wave height).

46
 8.2 Longitudinal Slope

8.2.1 See Table 8.2.1 for the provisions of maximum longitudinal slope of highway

Table 8.2.1 The maximum longitudinal slope

(1) As for the expressway whose design speed is 120km/h, 100km/h and 80krnlh, the
maximum longitudinal slope may be added 1% according to the technical and economic
proof when it is limited by terrain condition or other special conditions.

(2) As for the highway whose design speed is 40km/h, 30krnlh and 20km/h, the
maximum longitudinal slope may be added 1% according to the technical and economic
proof in the section of the quondam highway used in reconstructed project.

(3) When the fourth-grade highway is located in the section whose elevation is 2000m
and more or the frost area, the maximum longitudinal slope shall not be large tan 8%.

8.2.2 As for the highway whose design speed is less than or equal to 80km/h and located in
the plateau section with a 3000m elevation and more, the maximum longitudinal slope shall
be reduced according to the provisions in Table 8.2.2. If the maximum longitudinal grade is
less tan 4% after reduced, then the 4% shall be adopted.

Table 8.2.2 The reduction value of Tableland longitudinal slope

8.2.3 As for the unfree-transverse drainage section and the long-cut section, when the
longitudinal slope with a slope of 0% or less than 0.3% is adopted, the longitudinal drainage
shall be designed for the side ditch.

8.2.4 The longitudinal slope on the bridge and bridgehead route

(l) The longitudinal slope on the small bridge and culvert shall be designed in response
to the route longitudinal slope.

(2) The plane, vertical and horizontal technical criteria of bridge and approach shall be
harmonize with the route integral layout, each technical criteria shall meet the requirements
of route layout. The longitudinal slope of large bridge should not be less than 4%, the
longitudinal slope of bridge approach should not be less than 5%, the alignment of approach
connects with the bridgehead shall matched with the alignment on the bridge.

(3) As for the highway section which closes to the town and without a large automobile
traffic, the longitudinal slope on the bridge and bridge approach shall not be large than 3%.

8.2.5 Longitudinal slope of tunnel and tunnel-opening route

47
 (1) The longitudinal slope in the tunnel shall be large than 0.3% and less than 3%, but
the tunnel whose length is less than 100m are free from the limit.

(2) As for the middle and short tunnel on the expressway and, the maximum
longitudinal grade may be increased and limited in 4% according to the technical and
economic proof when it is limited in conditions.

(3) The longitudinal slope of tunnel should be one-way slope; the gable slope should be
adopted for the groundwater budding tunnel, supper-long tunnel and long tunnel.

8.2.6 As for the section that closes to the town and its vehicle traffic capacity is larger, its
longitudinal slope may be slow according to specific circumstances.

8.2.7 Average longitudinal slope

As for the highway section crosses the mountain and slope continuously of secondary
highway, tertiary highway and fourth-grade highway, the average longitudinal slope shall not
be large than when the relative height difference is 200-500m; the average longitudinal slope
shall not be large than 5% when the relative height difference is large than 500m; and the
average longitudinal slope of any 3m continuous section shall not be large than 5.5%.

8.3 Slope length

8.3.1 See Table 8.3.1 for the requirements of minimum slope length of highway
longitudinal slope.

Table 8.3.1 The minimum slope length

8.3.2 See Table 8.3.2 for the maximum slope length requirements of different highway
longitudinal slope.

Table 8.3.2 Tradiushe maximum slope length of different longitudinal slope (m)

8.3.3 At for the continuous upgrade or downgrade of highway, the transition grading
section shall be set within the longitudinal slope length specified in Table 8.3.2. The

48
longitudinal slope of transition grading zone shall not be large than 3%, its length shall meet
the requirements of the minimum slope length specified in Table 8.3.1.

8.4 Climbing lane

8.4.1 As for the continuous upgrade section of four-Jane expressway, four-lane arterial
highway and secondary highway, the climbing lane should be built on the right side of
upgrade direction lane for the one which meets one of the following conditions.

(1) When the driving speed of autotruck along the continuous upgrade direction is
reduced to the allowable minimum speed specified in Table 8.4.1.

Table 8.4.1 The allowable minimum speed of upgrade direction

(2) When the design traffic capacity of upgrade section is less than the design hourly
traffic capacity.

(3) At the time of proofing according to the economic and technical comparison
between settings climbing lane and ameliorating main line longitudinal slope (without
climbing lane), the benefit-cost ratio of setting climbing lane and traveling security is good.

8.4.2 See the superelevation slope requirements of climbing lane in Table 8.4.2. The
rotation axis of superelevation transverse slope is the inside edge line of climbing lane.

Table 8.4.2 The superelevation value of climbing lane

8.4.3 The curve widening of climbing lane shall be implemented according to a lane curve
widening requirements.

8.4.4 When the climbing lane length of expressway and arterial highway is large than
500m, the emergency cut-off zone shall be set on the right side as required.

8.4.5 The staring point, terminal and degree of climbing lane

(1) As for the starting point of climbing lane, the driving speed of autotruck on the
steep gradient section shall be lower than the Allowable Minimum Speed specified in Table
8.4.1.

(2) The terminal of climbing lane shall be set on the place where autotruck restores to
the Allowable Minimum Speed after clamed the slope, or the terminal of outspread
additional length of steep gradient section. See Table 8.4.1 for the outspread additional
length of slope section.

49
 Table 8.4.5-1 Outspread additional length of steep gradient section

(3) When two adjacent climbing lanes are close, they should be connected directly.

(4) As for the transition section of distributary and confluence shall be set on the staring
point and terminal of climbing lane, see Table 8.4.5-2 for the length requirement.

Table 8.4.5-2 Transition section length of distributary and confluence of climbing lane

8.5 Composite gradient

8.5.1 See Table 8.5. I for requirements of the maximum composite gradient value of
highway

Table 8.5.1 The maximum composite gradient of highway

8.5.2 When the steep gradient is overlapping with the circular curve of minor radius, the
lesser composite gradient should be adopted. Especially the under mentioned conditions, its
composite gradient must be less than 8%.

(1) In winter, the region with the snow-accumulated and frozen pavement;

(2) The hill side highway section with steep nature transverse slope;

(3) The highway section without larger automobile traffic capacity.

8.5.3 In the transition change section of superelevation, the composite gradient shall not be
designed as 0%. When the composite gradient is less than 0.5%, the combined drain measure
shall be adopted in order to guarantee the passage clear of pavement drain.

50
 8.6 Vertical curve

8.6.1 The vertical curve shall be set on the longitudinal slope change section of highway,
the vertical curve should be circular curve; See Table 8.6.1 for the requirements of vertical
curve minimum radius and vertical curve length.

Table 8.6.1 The vertical curve minimum radius and vertical curve length

Note: The "general value" is an accepted value in the normal condition; "ultimate value" and "minimum value" is
the adoptable value when the condition is limited.

51
 9 Geometric Design

9.1 General Provisions

9.1.1 The highway alignment is tridimensional solid alignment. As for the geometric
design, the combination of highway plane, vertical section and cross section shall be done
well, and it shall be harmonize with the natural environment.

9.1.2 Except the driving mechanics requirements, the vision, the requirements of lane-user
of psychology and physiological aspect shall be meet in alignment design, in order to
improve the security, amenity and economy of vehicle traveling.

9.1.3 The requirement and contents of alignment design shall be with special emphasis
according to the different of highway function and design speed.

(1) As for the expressway, the arterial and secondary highway with trunk function, it is
required to lay stress on the solid geometric design, in get a purpose of alignment continuous,
indices balanced, vision best, landscape unisonous, safe and comfortTable. If the design
speed is higher, then the consideration of the alignment design combination shall be even
more prudential, so as to improve the service quality.

(2) As for the arterial and secondary highway with distribution function, the disposition
design of highway cross section shall be determined according to the mixed traffic
information, and the alignment design on the route cross section and others shall be paid
attention to, so as to insure a good intervisibility and safe/free driving.

(3) As for the double lane highway whose design speed is equal to or less than 40km/h,
the specified value (large contents, and the minimum value) of alignment element shall be
adopted exactly on the precondition of insuring a safe driving; to combine all the alignment
elements reasonably, or adopt technical measures of setting a corresponding traffic
engineering facilities, so as to yield the maximum investment benefit.

(4) Follow the principle of determining highway class and design speed according to
the design highway section, the length of design highway section should not be too short,
and the technical criteria of alignment shall be kept for a relative equilibrium.

(5) As for the plane, vertical and horizontal technical criteria before and behind the
connection section of different design highway section, it shall be changed in response to the
design road speed from high to low ( or contrarily) and gradually from large to small, as to
make the driving speed transitive naturally. The minimum or maximal plane, vertical
technical criteria value of the section design speed shall not be adopted at the
circumambience of connection point.

9.1.4 The fore-and-aft alignment of solid cross shall be provided with higher plane and
vertical technical criteria, so as to make it with a better sighting condition.

9.1.5 As for the plane and longitudinal alignment combinational design of route, it may be
appraised in route stenograph.

52
9.1.6 As for the section of all classes of highways with a large-change plane and vertical
technical criteria, or the section which is provided with plane and vertical technical criteria
maximum value (or minimum value) when the condition is limited, or the section with
contentious plane and longitudinal alignment combination, or the section where real driving
speed goes beyond (or under) the design road speed, they shall be inspected in traveling
speed.

9.2 Plan alignment design

9.2.1 General Requirement

(1) The plan alignment shall be straight, continuous and balanced, and it shall be
seasoned with terrain and harmonized with the surrounding environment.

(2) Without reference to the size of corner, the curve shall be laid on all classes of
highway, and larger circular curve radius should be adopted. When the corner is undersize,
the plan alignment shall be adjusted. When the corner (less than 7°) is set unavoidably, the
long enough curves shall be set as required.

(3) The long enough beeline shall be set between two homodromous circular curves, or
the alignment setting shall be adjusted into a simple curve or a compound curve.

(4) The short line segment shall not be set between two reverse circular curves, or the
alignment setting shall be adjusted into a sigmoidal curve,

(5) The expressway with 6 lanes and above, the beeline length inserted in the
homodromous require or reverse circular curves, and the requirements of superelevation
transition gradual change rate of roadbed outside edge shall be met.

(6) As for the double lane highway whose design speed is equal to or less than 40km/h,
it may be connected when there is not superelevation of two adjacent reverse circular curves;
when the widening changeover portion with a 10m or longer length shall be set at a
no-superelevation and widening- exist condition; the beeline length on the section with
difficult terrain condition is request not to less than 15m when there is a supereJevation
exists in two adjacent reverse circular curves.

(7) As for the double lane highway whose design speed is equal to or less than 40km/h,
the continuous sharp alignment shall be avoided. When the terrain condition is difficult and
it is set unavoidably, the stated beeline length or convolution line shall be inserted between
the curves.

9.2.2 The application of beeline

(1) The application of beeline shall be harmonized and matched with the terrain and
environment. When the beeline alignment is adopted, its length should not be over length.

(2) At the time of giving priority to the beeline in the layout of fiat region, town
faubourg with structured farmlands, rivers and ditches, the beeline alignment should be
adopted.

53
 (3) As for the section where the structures like supper-long, long tunnel or the bridge
with special structure located, and the fore-and-aft section of route intersection, the beeline
alignment should be adopted.

(4) The section provided for the overtaking use on double lane highway, the beeline
alignment should be adopted.

9.2.3 The application of circular curve

(I) The circular curve shall be matched with the terrain when it is set; it is sui Table to
adopt circular curve radius with a 2%- 4% superelevations.

(2) When the condition is limited, the "general value" which is large than or close to the
circular curve minimum radius may be adopted; when the terrain condition is in a imperative
special-difficult condition, then the "ultimate value" of circular curve minimum radius may
be adopted.

(3) At the time of setting circular curve, it is required to harmonize with the plane and
vertical alignment of connected section, as to make it form a continuous and balanced curve
alignment, and avoid the concurrent alignment of minor radius circular curve and steep
gradient.

9.2.4 The application of convolution line

(1) When the design speed is large than or equal to 60km/h, the convolution line shall
be adopted as one of the alignment elements. The length of convolution line, circular curve
and convolution line should be contiguous approximately. The parameter values of two
convolution lines may be designed into a dissymmetrical curve according to the terrain
condition, but, A1 : A2 shall not be large than 2.0.

(2) The parameter of convolution line should be determined according to the terrain
condition and alignment requirement, and it shall be harmonized with the circular curve
radius.

① When R is less than 100m, A should be large than or equal to R.

② When R approaches to 100m, A should be equal to R.

③ When R is larger or approaches to 3000m, A should equal to R/3.

④ When R is large than 3000m, A should be less than R/3.

(3) When two reverse circular curves are connected or the inserted beeline is deficient,
the convolution line may be adopted to connect two reverse circular curves into a sigmoid
curve.

① Two convolution line parameters of sigmoid of A1 and A2 should be equal.

② When different convolution lines parameters are adopted, the ratio of A1 and A2
shall be less than 2.0; possibly, the parameter which is less than 1.5 is the best. When A2≤
200, the ratio of A I to A z shall be less than 1.5.

54
 ③ The ratio of two circular curve radius should not be oversize, R1/R2 ≤2 is
appropriate.(R1 is the orthodrome curve radius; R2 is roundlet curve radius.)

(4) When two homodromous circular curves are connected or the inserted beeline is
deficient, the convolution line may be adopted to connect two homodromous circular curves
into an oval curve.

① The R2/2≤A≤R2 Should be adopted for the convolution line parameter of oval curve
(R2 is the roundlet curve radius).

② As for the ratio of two circular curve radius, R2/R1=0.1~0.8 is appropriate.

③ As for the distance of two circular curves, D/R2=0.003~0.03 is appropriate (D is the

minimum distance between two circular curves)

(5) When it is limited in terrain condition, two homodromous convolution lines may be
connected in the section where the curvature is same, then combine it into a crest curve.

The crest curve may be adopted only when the route is limited by the terrain strictly,
and the curvatures at the connecting point are sizable.

① As for the convolution line parameter of crest curve and its curve radius of
connecting point, they shall meet the requirements of minimum allowable convolution
parameter and circular curve minimum radius respectively.

② In the 0.3v length scale closes to the connecting point (calculated in m; v is design
speed, it is calculated in km/h), the camber transverse slope determined according to the
curve radius of connecting point.

(6) When it is limited in terrain condition, at the connecting joint of long radius section
circular curve and minor radius circular curve, two or more homodromous convolution line
may be connected on the same-curvature section and combined into a compound curve. Two
convolution line parameters ratio of compound curve should be less than 1.5.

When the compound curve is limited in terrain condition, the ramp design of
interchange may be adopted.

(7) When it is limited in terrain condition or other special conditions, the convolution
line curvature of two homodromous circular curve may be connected in the zero connecting
point and combined into a C-form curve.

C-form curve is limited to the difficult terrain condition; it may be adopted only when
the route is limited strictly.

9.3 The longitudinal alignment design

9.3.1 General requirement

(1) The longitudinal alignment shall be flat, smooth, and the vision shall be continuous,
and it shall be seasoned with terrain and harmonized with the surrounding environment.

(2) As for the longitudinal slope design, the fill-digging balance shall be considered,

55
and the earth excavation shall be serviced as fill nearby, as to reduce the influence to natural
earth transverse slope and environment.

(3) When the algebraic difference of adjacent longitudinal slope is small, large radius of
the vertical curve shall be adopted.

(4) As for the longitudinal slope design of continuous upgrade section, besides the
upgrade direction shall meet the stated technical criteria of average grade, maximal slope
length of different longitudinal slope, the driving security of downgrade direction shall be
considered. Once the specific technical criteria approaches or reach to the maximal value,
the continuous traffic capacity of upgrade direction and the travelling security of downgrade
direction shall be inspected in running speed according to combine the each technical
criterion setting conditions of fore-and-aft section.

(5) The fore-and-aft longitudinal slope of route infall shall be subdued.

(6) As for the highway on the snow-accumulated or frost area, the adoption of steep
slope shall be avoided.

9.3.2 Application of longitudinal slope value

(1) The maximum longitudinal slope value and different longitudinal slope maximal
slope length value shall be avoided to adopt in all classes of highways; and they can be
adopted only at the time of trying for high-utilization of advantage ground or avoiding the
difficult project section.

(2) The longitudinal slope should be flat and subdued, but the minimum longitudinal
slope should not be less than 0.3%. When the section of horizontal slope (0%) or
longitudinal slope which is less than 0.3% is adopted, a special drain design is required.

9.3.3 Requirement of longitudinal slope design

(1) The longitudinal slope of plain terrain shall be even and subdued.

(2) In the longitudinal slope of mountainous terrain, the over- indulging of terrain shall
be avoided lest the welter is oversize.

(3) The evenness shall be followed after by the longitudinal slope of crossing ridge
highway, the maximum value or the value approaches to the maximum value slope shall not
be adopted, even more, the longitudinal slope alignment of steep slope (with short distance
flat gradient) of different maximal slope length values should not be adopted continuously.

(4) As for the ridge line and mountainside line, the subdued longitudinal slope shall be
adopted under the possible condition except the major longitudinal slope is adopted in the
last resort.

9.3.4 Requirement of vertical curve design

(1) As for the highway whose design road speed is large than or equal to 60km/h, the
combination of long vertical curve and long beeline slope section should be adopted for the
vertical curve design. The vision required vertical curve radius limit value which is large

56
than or equal to those specified in Table 9.3.4 shall be adopted when it is conditional.

Table 9.3.4 The vision required minimum vertical value

(2) As for the vertical curve, the larger radius shall be adopted. When the condition is
limited, the" general value" which is large than or approaches to the circular curve minimum
radius may be adopted; when the terrain condition is in a imperative special-difficult
condition, then the" ultimate value" of circular curve minimum radius may be adopted.

(3) In the homodromous vertical curves, especially in the homodromous concave

vertical curves, if the beeline slope section approaches or reaches to a minimum slope length,
it is suitable to merge to setup into simple curve or compound curve.

9.4 Cross section design

9.4.1 As for the highway cross section design, the road embankment height shall be
reduced furthest, and it is required reduce the influence to along zoology and protect the
environment, as to make the highway integrate with nature. When the condition is limited
and the high-fill and deep-cut appears unavoidably, it is required to demonstrated and
compare with the schemes of bridging, tunnel construction and separate-type roadbed.

9.4.2 As for the roadbed cross section, it shall be design according to the combination of
along ground cross slope, natural condition and engineering geologic condition, etc. When
the natural cross slope is subdued, the integral-type roadbed cross section should be adopted
When the cross slope is steeper and the engineering geology is complicated, the separate
type roadbed cross section should be adopted for the expressway.

9.4.3 The intermediate-zone width of integral-type roadbed should be kept for equivalence.
When the width of intermediate-zone is broadened or narrowed, the transition section shall
be set. The transition section should be set in the scale of convolution line; the length shall
be equal to the convolution line length. When the condition is limited, the transition rate of

transition section shall not be large than 1/100.

9.4.4 When the integral type roadbed is broke into separate type roadbeds or when the
separate type roadbeds converge into the integral type roadbed, the transition section shall be
set when the width of intermediate-zone is broadened or narrowed. The transition section
should be set on the large circular curve radius section.

9.4.5 As for the highway cross section design, it is required to place stress on the road-side
security and adopt tolerance design logos, so as to make a good detailing for each

57
component parts like intermediate zone, acceleration (deceleration) lane, shoulder and
channelization, left (right) turning lane, traffic island, get rid of the impediments which
obstructs the travelling security, in order to supply a wide enough and expedite road-side
safety zone.

9.4.6 Design of intermediate zone

(1) The median strip form: When the width of median strip is large than or equal to
3.0m, the concave shape shall be adopted; when the width of median strip is less than 3.0m,
convex shape may be adopted.

(2) The median strip cerb: When the width of median strip is large than or equal to
3.0m, the flush-type shall be adopted; when the width of median strip is less than 3.0m, the
flush-type or sloping type may be adopted. The barrier curb must not be adopted in the
median strip of the expressway and arterial highway.

(3) Surface disposal of median strip: When the width of median strip is large than or
equal to 3.0m, it is suitable to sward; when the width of median strip is less than 3.0m, it is
suitable to plant frutex or pave and seal the surface.

9.4.7 Besides drain design in the highway cross shall be an unaided system and meet the
functional requirements, and as for the side ditch closes to the line, the saucer or cross-flow
mode shall be adopted for the cross section, or else the cover plate shall be added.

9.4.8 As for the snow-accumulation section, serious-disease engineering geology section,

the roadbed may be widened properly, so as to ameliorate the driving condition and insure
the travelling security.

9.5 Alignment combinational design

9.5.1 The basic requirements of alignment combination

(1) In the alignment combinational design, each technical criterion shall meet the
specified value of plane and longitudinal section, also the influence of cross section to the
alignment combinational and travelling security shall be considered. The intercombination
design of the most disadvantageous value of plane, longitudinal section and cross section
shall be avoided.

(2) At the time of identifying each relative independence technical criteria of plane and
longitudinal section, each criteria shall be relative equilibrium and continuous, and each
technical criteria value of its adjacent sections shall be balanced and continuous.

(3) When each approach or maximal (minimum) value and its combination of plane and
longitudinal section are adopted under the limited condition, the influence of the application
of fore-and-aft terrain and technical criteria to the real driving speed shall be considered, the
difference of its travelling speed and design speed shall not be large than 20km/h.

(4) As for the alignment combinational design, it is required to keep the harmonization
of the interior relative equilibrium and changed rhythm in each elements; and the adaptation
with the exterior along-natural landscape and coordination with geologic condition shall be

58
considered.

(5) The driver's sight shall be induced in route alignment naturally, and the continuity of
optic seeing shall be kept.

9.5.2 The alignment combinational design principles

(1) The plane and vertical alignment combinational design principles should be
mutually corresponding. When the plane and vertical curve radius are smaller, their mutual
parallelism level shall be more rigorous; along with the simultaneous aggrandizement of
plane and vertical curve radius, the parallelism level may be relaxed properly; when both the
plane and vertical curve radius are large, the mutual parallelism may be not strict.

(2) The long beeline should not be combined with the steep slope or the vertical curve
of small-radius and short-length.

(3) The multi- short vertical curves should not be contained in the long horizontal curve;
the short horizontal curve should not be combined with short vertical curve.

(4) As for the staring point and terminal of small-radius circular curve, it is suitable not
to approach or set on the top of crest vertical curve or on the bottom of concave vertical
curve.

(5) The horizontal curve with small radius should not be set in the long vertical curve.

(6) As for the top of crest vertical curve or bottom of the concave vertical curve, it
should not be coincided with the turning point of reverse horizontal curve.

(7) When the superelevation is not set for the left-hand turn circular curve of compound
curve and sigmoid curve, the security shall be proven in travelling speed.

9.5.3 As for the design speed is large than or equal to 60km/h, it is required to place stress
on the lane and longitudinal alignment combinational design. As for the highway whose
design speed is equal to or less than 40km/h, it may be implemented in reference.

9.5.4 As for the expressway with 6 lanes and more, it is required to attach importance to
the combination and collocation in straight, curves (including plane and longitudinal section),
the long enough convolution line or beeline shall be set between the curves, so as to make it
transit well and get a well roadway drainage.

9.6 The coordination of alignment and bridge/tunnel

9.6.1 The bridge approach and bridge alignment

(1) The bridge and its position/ alignment of approach shall be harmonized with route
alignment, so as to make the visual field widen, sight induce well. Each technical criterion
shall meet the requirement of route layout and overall design.

(2) The bridge alignment of expressway and arterial highway shall be harmonized with
the route alignment, and it shall be continuous and fluent.

(3) As for the connection of manual structures like bridge/arch culvert and roadbed, the

59
plane and longitudinal alignment shall meet the relevant regulations of route layout.

(4) When the anti-coil ision-guardrails are set on the manual structures like bridge and
arch culvert, the outside guardrails on the bridge (culvert) road connection shall be a same
beeline or curve on a plane.

9.6.2 The tunnel portal connecting line and tunnel alignment

(1) The position of tunnel and tunnel portal connecting 1 ine shall be harmonized with
the route alignment, so as to be propitious to the travelling security and comfort.

(2) The outside connecting line of tunnel portal shall be harmonized with inside
alignment of tunnel portal; in the scale of design speed haul distance which is not less than
3s outside the tunnel portal and the design speed haul distance which is not less than 3s
inside the tunnel portal, the flash direction change shall not appears on the plane alignment.

(3) When the tunnel on the expressway and arterial highway are divided into a
separated up and down dual-tunnel, the layout of portal connecting line shall be harmonized
with the route whole alignment, and a handy connecting lane shall be set.

(4) The connection between the tunnel portal and roadbed shall meet the relevant
regulations of route layout; when the width on the connecting point of tunnel portal and
roadbed is inconsistent, the transition section shall be set in the connecting line outside the
tunnel portal.

9.7 The conjugation of alignment and along- facilities.

9.7.1 As for the alignment design, the along- facilities layout requirements of main line
toll-gate, ramp toll-gate, serving area and parking area shall be considered.

9.7.2 The route in the main line toll-gate scale should be beeline or the super-elevated
curve shall not be set, the toll-gate shall not be set on the bottom of concave vertical curve.

9.7.3 In the section of serving area, parking area and bus station, the key technical indexes
of main line may refer to the relative design requirements of interchange.

9.7.4 The setting of sign and marking shall be considered at the time of designing route,
and it shall be matched with the traffic safety device design' the design of sign and marking
shall be exact, and the route design intent shall be incarnated fully; as for the section whose
road-side design is limited, the relevant safeguard shall be set in reason.

9.8 The harmonization of alignment and environment

9.8.1 As for the alignment design, the influence of speed to seeing shall be considered
fully; the highway with high design speed, the matching requirement of alignment and
surrounding environment shall be higher.

9.8.2 The terrain and natural landscape shall be made the maximum use for the highway
alignment, the landscape of surrounding physiognomy, terrain ,crude forest and building
shall be changed as less as possible, so as to make the highway integrates with nature, and

60
protect the environment furthest.

9.8.3 The way of combining the project protection and zoology protection shall be adopted
for the highway protection project, so as to reduce the influence to natural landscape, and the
resilience shall be increased to make a harmony of highway engineering and natural
environment.

9.8.4 The slope of cut should be subdued or the turning point of side slope shall be
trimmed smoothly, so as to make it approach to the natural ground and increase the aesthetic
feeling for the highway.

9.8.5 The greening on the both sides of the highway shaH be designed extra with a
purpose to serve as a measure to induce sight, strew the landscape as well as rebuild the
environment.

61
 10 Highway and highway grade crossing

10.1 General requirements

10.1.1 Grade crossing design principles

(1) The selection of position of grade crossing shall refer to present status of road
network, plan, terrain, terrain feature, geologic condition, economy and environmental
factors.

(2) Grade crossing form shall be confirmed by referring to the function of intersected
road, rating, traffic capacity, traffic control mode, right-of-way condition and construction
cost.

(3) Grade crossing mode shall meet the following requirements: smooth traffic flow,
less collision point, small collision area, and dispersed collision partition.

(4) When carrying out geometric design of grade crossing, traffic control mode and
arrangement of relative facilities shall be taken into consideration.

(5) Alignment of intersected road in the grade crossing scope shall meet the
requirement for viewing distance.

(6) Straight alignment shall be adapted to intersected road in the grade crossing scope;
when curve is adopted, semi diameter thereof should be greater than semi diameter of
circular curve without superelevation. Vertical surface shall be smooth, which shall meet the
minimum radius of the vertical curve value required by vision.

(7) Refer to predicted traffic capacity as the fundamental criteria of the grade crossing.
Traffic capacity adopted in the design shall be the design hourly volume.

(8) Tn the grade crossing, the construction of facilities used for the pedestrians to go
across the crossing shall refer to the pedestrian circulation, highway classification and traffic
control mode. Crosswalk, pedestrian bridge or pedestrian passageway shall be installed.

(9) Geometric design of the grade crossing shall be in line with the sign, reticule and
signal facilities. As for the small grade crossing with ill viewing distance, reflector shall be
installed according to specific circumstances.

(10) When rebuilding the grade crossing, be informed of the traffic capacity,
transportation delay, and the quantity of traffic accidents, degree, cause as well as the
conditions of the existing grade crossing.

10.1.2 Traffic control mode

Grade crossing can be divided into main traffic priority intersection, without priority
intersection or signal intersection according to function, rating and traffic capacity of the
intersected road.

(1) If two roads with different function, rating and traffic capacity intersect or

62
T-intersection with relatively large traffic capacity, main traffic priority intersection shall be
adopted.

(2) If the two roads with low rating and little traffic capacity intersect, without priority
intersection traffic control mode shall be adopted.

(3) Signal traffic control mode shall be adopted in the following crossing:

10.1.3 Design road speed for the grade crossing

(1) Design road speed of main road in the grade crossing scope should be same to the
design road speed of the stretch of road.

(2) If the function, rating or traffic capacity of the two interjected road are the same or
close to each other, design road speed of straight driveway can be appropriately lowered, but
not below 70% of the speed of the stretch of road.

(3) If the secondary road relocates due to the intersection angle or lower alignment
quota, design road speed can be appropriately reduced.

(4) Design road speed of the turning roadway shall be confirmed according to design
road speed, traffic capacity, cross category, traffic control mode and right-of-way condition.

10.1.4 Intersection angle and number of intersections

(1) Intersection angle of grade crossing shall be the vertical angle. If that is the oblique
crossing, acute angle shall not be less than 70°; it shall not be less than 60° when confined to
the orographic condition or other exceptional circumstances.

(2) Intersections in the grade crossing shall not be more than 4; roundabout crossing
shall be adopted if intersections are more than 4.

(3) Intersections of roundabout crossing shall not be more than 5, if "entry priority" rule
management can be adopted," entry priority" roundabout crossing shall be used.

(4) Newly built road shall not be directly connected to the grade crossing with four
intersections or above.

10.1.5 Channelization design of grade crossing

(1) Channelization design must be carried out to the four driveways and grade crossing
with multiple lane highways.

(2) Carry out channelization design to secondary road grade crossing.

(3) Channelization design shall be carried out if tertiary highway grade crossing is with
relatively large traffic capacity.

10.1.6 Grade crossing spacing

(1) Spacing of grade crossing shall refer to factors like function, rating, safety,
trafficability and transportation delay.

(2) When the arterial road and secondary road are the main roads, it shall be guaranteed

63
that the main road is without the congestion. Measures shall be taken to avoid vertical and
transverse interferences, spacing large enough shall be kept to grade crossing, if necessary
overpass shall be installed.

(3) If the arterial road and secondary road are used as the collective road, grade
crossing shall be built reasonable, local highway or village road shall be arranged to cross
with secondary road of the major highway, or parallel to major highway, or the secondary
road only with limited entry and exit.

(4) Minimum spacing of the grade crossing of arterial road and secondary road shall
conform to requirements in Table 10.1.6.

Table 10.1.6 Minimum spacing of grade crossing

10.2 Alignment of road at the grade crossing

10.2.1 Alignment of plane

(1) Two intersected roads in the grade crossing scope shall be perpendicular or near to
perpendicular, alignment of plane should be straight line or smooth radius circular curve,
and circular curve with superelevation requirement should not be adopted.

(2) If there is an oblique crossing between the newly built road and existing road with
lower rating, intersection angle shall not be less than 70°. If the intersection angle is too
small, relocate secondary road before or after the cross.

10.2.2 Alignment on the vertical surface

(1) Within the grade crossing scope, vertical surface of two intersected road shall be
gentle. Longitudinal linear shall requirements of stopping sight distance.

(2) Longitudinal slope of main road within the cross scope shall range from 0.15%- 3%;
approach road close to secondary road shall cross with the 0.5%- 2.0% upslope.

(3) If superelevation is installed to the circular curve of main road within the crossing
scope. Longitudinal slope of secondary road shall be interior to the cross slope of the main
road.

10.2.3 Facade design

(1) As for the facade form of shared part and approach road cross slope of two
intersected road within the grade crossing, refer to the function, rating, alignment and traffic
control of the two intersected roads. "Main road priority" traffic control mode shall be
adopted, cross section of main roads shall cross with each other, adjust vertical section of the

64
secondary road to meet the requirement of the cross section of main road; if it is difficult to
adjust the vertical section, and cross section of the two roads shall be adjusted.

(2) On the separated right-turn lane or right turn appended road surface, elevation and
cross slope shall meet the requirement of the shared part of the intersected road and adjacent
facade of the intersection and the superelevation of the transition curve, roadway drainage
and road width of the whole crossed part.

(3) Roadway drainage within the grade crossing scope shall be in good condition,
which shall be considered as the major factor of designing the facade. Road surface shall be
without water, including the invisible island.

10.3 Sight distance

10.3.1 Approach sight distance

(1) Each branch road shall supply approach sight distance In accordance with the
running speed, see Figure 10.3.1.

Figure 10.3.1 Approach sight distance

(2) The value of the approach sight distance equals to that of the non-passing sight
distance, but the measuring standard shall be: eye height, 1.2m; object height, Om. The
minimum radius of the approach sight distance and convex vertical curve in accordance with
different kinds of design speeds are specified in Table 10.3 .1.

Table 10.3.J The minimum radius of the approach sight distance and corresponding convex vertical curve

10.3.2 Intervisibility triangular space

(1) On the intersected highways, the triangular space which is constituted by each

65
non-passing sight distance shall not allow the presence of any object impacting the
intervisibility, see Figure 10.3.2-1.

Figure 10.3.2-1 Intervisibility triangular space

(2) If the conditions are limited that the non-passing sight distance may not constitute
the intervisibility triangular space, it shall guarantee that the non-passing sight distance of
safe intersection and 5~7m of the central line of the side lanes from the secondary highway
to the major highway are able to constitute the intervisibility triangular space, see Figure
10.3.2-2. The non-passing sight distance values of safe intersection are specified in Table
10.3.2.

Figure 10.3.2-2 The triangular space of non-passing sight distance of safe intersection

Table 10.3.2 The non-passing sight distance of safe intersection

10.4 Turning design

10.4.1 The alignment and the road breadth of the transition curve at grade intersection
shall be determined according to the turning track-way of the vehicle.

10.4.2 The design vehicle and running speed adopted by the turning curve are specified as

66
follows:

(1) For the highways of all levels, they shall be designed according to the track-way of
the saddle train with total length being 16m in Table 2.1.2.

(2) The running speed of the curve on the left turn shall adopt 5-15km/h; the highway
with low scale of large vehicles may adopt 5km/h. If the conditions are limited, they may be
designed according to the track-way of the automotive trucks with total length being 12m
and at low running speed.

(3) If the highways are in low levels and have little traffic volume, they may not be
equipped with right-turn lane, whose running speed may equal to or little higher than that of
left-urn lane. If the right-turn lanes are separated, the running speed should be no greater
than 40km/h; while the design speed of the major highways is less than or equal to 60km/h,
the running speed at right turn should be no less than 50% of it.

10.4.3 The minimum circular curve radius and alignment of the inner edge of the turning
road are specified as follows:

(1) For the saddle train on different kinds of turning speeds, the minimum circular
curve radius of the inner edge is specified in Table 10.4.3.

Table 10.4.3 The minimum radius of the road inner edge

Note: If the conditions are limiled, the values in the brackets shall be adopted.

(2) The side-of-pavement alignment on the turns shall meet the track-way of the vehicle
when turning.

① If the non-canalized grade intersection gives priority to the automotive trucks, the
turning edge of the road may adopt the circular curve with radius being 15m.

② While it is designed according to the saddle train, the road edge may adopt the
compound curve meeting the turning track-way.

③ For the canalized right-turn lane at grade intersection, its inner edge shall adopt
three-centered compound curve; the inner edge on the left turn shall adopt single circular
curve to control the edge line of the division island ends.

10.5 Auxiliary lanes and traffic island

10.5.1 The auxiliary lanes on the right turn

(1) If the design speed of the major highways is greater than or equal to 60km/h, it shall
extend speed-down diverging lanes and accelerating confluence lanes on the major

67
highways.

(2) While two arterial highways are intersected, or one arterial highway is intersected
with well-traveled secondary road, they shall be equipped with separated right-turn lanes by
canalization.

(3) At the grade intersection of arterial highways and secondary highways, they shall be
equipped with right-turn lanes when any of following conditions is met:

① The acute angle quadrant has the skew angle close to 70°;

② The traffic volume is heavy and the right-turn traffic may cause irrational traffic
delay;

③ The heavy vehicles cover a large scale of the right-turn traffic stream;

④ When the running speed for right turn is greater than 30km/h;

⑤ When the grade intersection in the connecting lines of the interchange has heavy
traffic volume on the right turn;

10.5.2 Left-turn lanes

(1) Except that there little traffic volume on the left turn, the four-lane highway shall be
equipped with left-turn lanes within the range of grade intersection.

(2) If the secondary highways meet any of the following conditions, they shall be
equipped with left-turn lanes:

① If the grade intersection is intersected with the speedway or interchange connecting

line of the interchange;

② If the grade intersection has large non-automotive vehicles and is not equipped with
slow lanes;

③ While the left-turn traffic may cause the traffic blocks or traffic accidents.

(3) The left-turn lane shall be composed by transition, braking section and waiting
section.

(4) The length of the left-turn waiting section shall be no less than 30m. While there is
little traffic volume on the left turn, it may take no account of the waiting length.

10.5.3 Speed change lanes

(1) The length of the speed change lane shall be specified according to the priority,
classifications and speed change conditions of the intersected highways, see Table 10.5.3-1.

(2) While the speed change lane is the driveway with equivalent width, its length shall
be added the transition length listed in the Table 10.5.3-2.

① If the speed change lane is of non-equivalent transition type, its length shall be no
less than the calculated value of the swing transition driveway at 1.0/s in speed-down or
0.6rn/s in acceleration.

68
 ② While the design speed is greater than or equal to 80km/h, and the straight-going
traffic volume is heavy, the speed change lane on the right turn shall adopt driveway with
equivalent width of the auxiliary transition; or else, it should adopt transition speed change
lane.

③ While the straight-going driveway possess abundant traffic ability, or the condition
is hard to equip acceleration Jane with due length, it may adopt shorter transition
acceleration lane.

Table 10.5.3-1 The length of the speed change lane

Note: The length of the speed change lane listed in the Table does not include the transition length.

Table 10.5.3-2 The transition length

10.5.4 The canalized grade intersection shall be equipped with traffic island according to
the follow conditions:

(1) If it requires setting up with special right-turn lanes, it shall be equipped with
diversion island.

(2) While the signals are intersected and there are two lanes on left turn, is shall be
equipped with diversion island between the left-turn driveway and straight-going driveway
in the same direction.

(3) It shall be equipped with division island between the left-turn driveway and
straight-going driveway in the opposite direction.

(4) At the T-intersection, it shall be equipped with division island between the two
left-turn track-ways on the secondary highway approach.

(5) While the driveways in opposite directions require supplying escape location for

69
crossing or require equipping signs, and signal uprights, it shall be equipped with division
island.

10.5.5 The types of traffic island

(1) While the road separated by the traffic island has at least two lanes, or although has
one lane but is widened for avoid vehicle malfunction, or requires equipping signs and
signal uprights on the island, it shall adopt curbs to form entity island.

(2) While the island's area is on the small side, or the island need not or should not
adopt forcing division, it should marking out the invisible island on the road.

(3) While the island's area are on the large side, it should adopt driveway with side trip
of no Jess than O.5m auxiliary width to form the shallow dish island.

10.6 The reconstruction of the grade intersection

10.6.1 Before construction, it shall collect the service conditions such as traffic control
mode on the intersection, forecasting material, geometrical construction, status quo of the
facility and the frequency, nature, severity very causes of the traffic accidents, so that the
reconstructing measures may be determined.

10.6.2 While the traffic capacity is insufficient or is not able to ensure the traffic safety, it
shall adopt following improvement measures:

(1) Increasing the lanes of the approach, such as set up turning lane, speed change lane
and non-motor lane.

(2) Perfecting the canalization design.

(3) Making local shift on the grade alignment of the intersections, while the skew angle
is large.

(4) Improving the sight distance.

(5) Improving the vertical alignment of the approach and elevation treatment.

(6) Improving the turning curve.

(7) Changing the traffic control mode, perfecting or resetting the signs, marking lines
and signals.

(8) Appointing the crossing position of the passersby and non-motor vehicles or
improving crossing facility, such as increasing crossing escape island and constructing
over-bridges or passages.

10.6.3 On the highway section with dense grade intersections, besides adopting
corresponding measure to improve the part of the grade intersection, it shall adopt
improvement measures through adjusting the local nodes of the road network, canceling part
of the grade intersection, namely clipping the secondary highway or constructing separated
over-past.

70
10.6.4 If it still is unable to satisfy the traffic capacity or guarantee the traffic safety by
adopting manifold measures, it shall consider reconstructing it into interchange.

71
 11 Highway and Highway over Crossing

11.1 General Provisions

11.1.1 Highway and highway over crossing is divided into interchange and simple grade
separation.

(1) Interchange must be adopted for the intersection between freeway and other
highways.

(2) Interchange should be adopted for the intersection between arterial highways and
other well-traveled highways.

(3) Interchange may be adopted for intersections between secondary and tertiary
highways if the traffic conditions require or if it is conditional.

11.1.2 If one of the following conditions is met, then the interchange shall be installed:

(1) Intersections between freeways and between freeways and other highways of the
same class.

(2) Intersections between freeways/arterial highways and main highways leading to the
urban above the county level, important political or economic centers.

(3) Intersections between the freeways/arterial highways and main highways leading to
important industrial and mining areas, ports, airports, stations and tourist attractions.

(4) When a freeway is intersected with one highway which leads to important traffic
source and this highway then becomes its branch.

(5) Intersection between two arterial highways with trunk functions.

(6) On the arterial highways, when the traffic capacity of the at-grade intersection
cannot meet the requirements or there occur frequent traffic accidents.

(7) When the comprehensive benefit of installing the interchange is larger than that of
installing at-grade intersection owing to the torography or site conditions.

11.1.3 If one of the following conditions is met, the simple grade separation shall be
installed:

(1) As for the intersections between the freeway and other highways at all levels, except
that interchange shall be installed on account of traffic transformation, but the simple grade
separation also must be installed.

(2) As for the intersections between the arterial highways with trunk function and other
highways at all levels, not only interchanges shall be installed according to the requirements
of the traffic transformation, but simple grade separation also shall be adopted to reduce the
at-grade intersection when the intersected highways cannot be intercepted.

(3) As for the intersections of secondary/tertiary and fourth-grade highways, the simple

72
grade separation may also be installed when the straight-going traffic volume is very large or
the topographic conditions are suitable and traffic transformation is not taken into account.

11.1.4 As for the interchanges between freeways, or between freeway and arterial
highways with trunk function, or between arterial highways with trunk function, they shall
be hub interchange. Ramps of the hub interchange shall be provided with excellent
unrestricted flow alignment. In addition, they shall be installed with no toll station, and no
crossing conflict at their ends.

As for the interchanges between the freeways/arterial highways and between them and
other highways, they shall be general interchanges, on which toll stations may be installed.
Moreover, the at-grade intersection also may be installed at the passageways of the freeway.

11.1.5 Interchange Spacing

(1) Interchange spacing on the freeway:

① The average spacing near the metropolises and important industrial parks should be
in a range of 5~10km; while it should be 15-25km in other areas.

② The minimum spacing between the adjacent interchanges should not be less than
4km.

If the spacing between the adjacent interchanges are required to be decreased

appropriately through demonstration due to the restriction of road net structures or other
particular cases, then the distance from the transition terminal of the acceleration lane to the
transition origin of the deceleration lane of the next interchange shall not be less than 1000m;
if it is less than 1000m and must be installed through demonstration, then both of them shall
be incorporated into complex interchange.

③ Spacing between the adjacent interchanges should not be larger than 30km. If it
exceeds, then "V-turn" facilities which are separate from the cardinal line stereoscopically
shall be installed.

(2) The minimum spacing of the non-freeway interchanges may be in accordance with
those specified in the aforesaid provisions. If the condition is restricted, then the spacing
may be appropriately reduced after the traffic capacity checking of the weaving section of
roads.

11.1.6 Distance between the interchange and other adjacent facilities or tunnels with
passageways

(1) Distance between the interchange and service zone/parking area/bus bay shall meet
the requirements of installing the exit advance signs. If the condition is restricted, then the
spacing may be appropriately reduced, but the distance from the terminal of the last entrance
to the origin of the next exit shall not be less than 1000m.

(2) Distance between the tunnel exit and the front interchange shall meet the
requirements of installing the exit advance signs. If the condition is restricted, then the
distance from the tunnel exit to the transition origin of the deceleration lane of the front

73
interchange shall not be less than 1000m, or else, advance signs shall be installed in front of
the tunnel entrance or in the tunnel.

(3) Distance between the interchange and the front tunnel entrance shall meet the
needed distance to judge the mouth for and after installing the signs.

11.1.7 In determining the site of the interchange, the actual state and planning condition of
the highway network shall be comprehensively considered. The interchange shall be
installed in positions with good alignment index between two intersected highways and
positions good for torographic, geological and environmental conditions. The connected
highways shall be in accordance with the following conditions:

(1) The connected highways shall not be less functional than the secondary trunk road
or distribution road and shall be involved with no larger transverse interference.

(2) Traffic capacity shall meet the requirements of transit and distribution traffic
volume.

(3) Connection with the major traffic source shall be short.

(4) Traffic volume distributed to the near highways on the highway network shall be
appropriate and shall not make some of the roads or sections overburdened.

(5) As for highways which are selected to be communicated according to the highway
network layout conditions, if they can not meet the requirements in traffic capacity and other
aspects, then they shall be rebuilt and redesigned.

11.1.8 Selection of the interchanges shall be determined in comprehensive consideration of

such factors as functions and classes of the intersected highways, design road speed of the
ramps, torography, culture, right-of-way conditions, traffic volume, cost as well as whether
toll stations need to be installed.

(1) When two trunks or freeways with similar function are intersected, various
direct-connection ramps which enable the turning vehicular circulation to maintain good
unrestricted flow with higher design road speed shall be adopted. And direct-connection
ramps also should be adopted for the hub interchanges between non-arterial highways. When
the left turn traffic volume is less, then the direct-connection (or semi-direct-connection)
ramps with lower design road speed, or turbine form (or combination-type) of partial ring
ramps may be adopted.

(2) When a freeway is intersected with an arterial highway or two arterial highways are
intersected, the combination-type ramps may be adopted. When the turning traffic volume is
not large and will not interfere the straight traffic flow on account of weaving difficulty, it is
allowed to install ring ramps of the adjacent quadrant on one side of the secondary highway.

(3) When two arterial highways are intersected, cloverleaf form, full cloverleaf form,
ring form or combination-type ramps with additional right turn ramps should be adopted.

(4) When a freeway is intersected with one arterial highway or well-traveled secondary
highway and toll stations need to be installed, double trumpet form ramps should be

74
adopted.

(5) When a freeway is intersected with a small-traffic volume secondary highway, the
bypass single trumpet form and partial full cloverleaf form ramps of the at-grade intersection
should be adopted on the intersected highway. When toll stations need not to be installed, the
diamond ramps should be adopted.

(6) When an arterial highway IS intersected with a secondary/tertiary/fourth-grade

highway, diamond form and partial full cloverleaf form should be adopted when the
interchange needs to be installed due to traffic transform. In particular cases, single quadrant
form also may be adopted.

(7) When the interchange IS installed due to favorable torography, simple single
quadrant form or diamond form ramps may be adopted.

(8) In areas with high highway network density, some interchanges may be designed
into non-full communicating interchange providing roundtrip ramps for partial traffic
transformation.

11.1.9 Within the range of the interchange, the key technical indexes of the main alignment
shall be in accordance with those specified in Table 11.1.9.

Table 11.1.9 Indexes of the Main Alignment within the Interchange

Nole: When the main highway enters the interchange in larger declivity and the connected deceleration lane is
declivity, simultaneously, the alignment indexes of the followed ramp is very low, then the longitudinal
gradient of the main highway shall not be larger than those values in the parentheses.

11.2 Sight Distance

11.2.1 The interchange areas shall be provided with excellent sighting condition.

11.2.2 Recognition sight distance needed to judge the exits shall be guaranteed before the
diverging of the cardinal line. The recognition sight distance shall be larger than those
specified in Table 11.2.2. If the condition is restricted, the recognition sight distance shall be
1.25 times larger than the stopping sight distance of the cardinal line.

75
 Table 11.2.2 Recognition Sight Distance

Note: If the driver needs accepting lots of information, a larger value (close to the upper limit) should be adopted.

11.2.3 There shall be stopping sight distance which is no less than those specified in Table
11.2.3 within the total ramp length.

Table 11.2.3 Stopping Sight Distance of Ramp

Note: In snow frost areas, the distance shall not be less than those values in the parentheses.

11.2.4 Intervisibility triangular space shown in Figure 11.2.4 shall be provided with
between the ramp and the cardinal line before the converging.

Figure 11.2.4 Intervisibility triangular space before the converging

11.2.5 The exit positions of the ramps shaH be obvious and easy to recognize and should
be installed before the flyover. When it is installed back the flyover, distance from the ramp
exit to the flyover shall not be less than 150m.

11.3 Ramp Design

11.3.1 The designed speed of the ramp of interchange is specified as Table 11.3.1.

Table 11.3.1 Designed Speed of Ramp

76
Note: 1 The right-turning ramp should adopt upper limit or medium value.

2 The right-turning ramp of direct connection or semi-direct connection should adopt upper limit or
medium value.

11.3.2 Cross section of ramp

(1) The dimension of each component of cross section of ramp is specified as follows:

① Lane width is 3.50m.

② The width of side trip is 0.50m.

③ The width of hard shoulder at left side (including side trip) is 100m.

④ Width of hard shoulder at right side (including side trip): it is 2.50m of hard
shoulder for emergency stop and may adopt 1.50m when the condition is limited, but it
should adopt 2.00m when it is bilateral separated double lane; and it is 100m when not
setting the hard shoulder for emergency stop.

⑤ The width of earth shoulder is O.75m; and it may adopt O.5m when the condition is
limited and the guard fence at side does not need to be set.

⑥ The width of median strip shall not be less than 100m.

(2) The cross section of ramp is classified into four types showed as Figure 11.3.2, and
the application conditions are:

77
 Figure 11.3.2 Basic Types of Cross Section of Ramp (dimensional unit: m)

a) I type-double lane; b) II type-double lane; c) III type- double lane (the hard shoulder for
emergency stop); d) IV type-bilateral separated double lane

Note: The widening value on curve is excluded.

① When the traffic volume is less than 300pcu/h and the ramp length is less than
500m, or when the traffic volume is equal to or larger than 300pcu/h but the less than
1200pcu/h and the ramp length is less than 300m, the I type shall be adopted.

② When the traffic volume is less than 300pcu/h and the ramp length is equal to or
larger than 500m or when the traffic volume is equal to or larger than 300pcu/h but less than
1200pcu/h and the ramp length is equal to or larger than 300m, the II type may be adopted
by considering the passing demand.

But the one lane passageway shall be adopted by this time.

③ When the traffic volume is equal to or larger than 1200pcu/h but less than
1500pcu/h, the II type shall be adopted.

④ When the traffic volume is equal to or larger than 1200pcu/h, the III type shall be
adopted.

78
 ⑤ When two opposite one-lane ramps depend on each other and the level/longitudinal
alignments are uniform, the IV type shall be adopted. When the designed speed is less than
or equal to 40km/h and the ramp is at the non-expressway part, the II type shall be adopted.
® The ring ramp adopts one Jane ramp, and the design trafficability is 800~1000pcu/h.

(3) As for the fork or converging multilane ramps of main line, the width of lane and
hard shoulder shall be same as that of main line.

11.3.3 Plane alignment of ramp

The plane alignment of ramp shall be determined according to such factors as designed
speed, crossing type, traffic volume, terrain, land condition and manufacturing cost of ramp.

(1) The radius of the circular curve of ramp shall not be less than those specified in the
Table 11.3.3-1.

Table 11.3.3-1 Minimum Radius of the Circular Curve of Ramp

(2) The design highlights of the plane alignment of ramp are as follows:

① Within the scope from the exit and entry to the section with impendenous plane
alignment in the ramp, the radius of circular curve shall conform to the changing velocity.

② The right turning ramp and the left turning direct-connection or semi-direct-
connection ramp shall adopt high plane indices.

③ In the direct-connection traffic interchange, the plane alignment before and after the
crest vertical curve shall be uniform or be with favorable alignment inducement when the
longitudinal plane fluctuates. It is strictly prohibited to closely connecting reverse horizontal
curve after the crest vertical curve of minor radius.

④ The indices for the plane alignment of ramp shall be corresponding to the traffic
volume and the well-traveled ramp shall be with high indices of plane alignment.

⑤ Unnecessary recurvation shall be avoided.

(3) When circling line is set on the ramp and its end, the parameter and length should
not be less than those specified in Table 11.3.3-2.

Table 11.3.3-2 Parameter and Length of the Circling Line of Ramp

The length of circling line shall not be less than the length required for the transition of

79
super-elevation.

(4) At diverging nose, the minimum curvature radius of the horizontal curve of ramp is
specified as Table 11.3.3-3.

Table 11.3.3-3 Minimum Curvature Radius of the Horizontal Curve of Ramp at Converging Nose

(5) As for the compound curves connected at pitch diameter of ramp with, the ratio of
be large and small radius shall not be larger than 1.5, otherwise, the circling line shall be set.

11.3.4 Longitudinal alignment of ramp

(1) Maximum longitudinal grade of ramp is specified as Table 11.3.4-1.

Table 11.3.4-1 Maximum Longitudinal Grade of Ramp

Note: It may be increased by I % when the topography is difficult or the land is not enough.

* It may increased by 2% at the special difficult condition in non-freezing snow regions.

(2) The minimum radius and minimum length of the vertical curve of ramp are
specified as Table 11.3.4-2.

(3) The design highlights of the longitudinal alignment of ramp are as follows:

① The longitudinal slope of ramp shall be gentle and unnecessary adverse slope shall
be avoided.

② The longitudinal alignment at the part where the ramp is connected with main line
shall be continuous, and the sudden change in alignment shall be avoided.

80
 Table 11.3.4-2 Minimum Radius and Length of the Vertical Curve of Ramp

③ The off-ramp should be upslope ramp.

④ The upslope accelerated or downslope decelerated ramps shall adopt slow

longitudinal slope, and shall avoid adopting the maximum longitudinal grade value.

⑤ When setting toll station at ramp, the longitudinal slope of the section adjoining to
the toll plaza shall be gentle without large downslope close to the toll plaza.

⑥ The vertical curve of large radius shall be adopted at the changing part of the
longitudinal slope at end of ramp. When adverse slope can not be avoided at middle of ramp,
the crest vertical curve shall be of large radius especially when reverse horizontal curve or
the ramp diverging and converging exist after but not far away from the crest vertical curve.

11.3.5 Super-elevation and transition of ramp

(1) The circular curve on ramp shall be set with super-elevation according to those
specified in Item 7.5.3.

(2) The super-elevation transition sections shall be among the straight line on ramp and
super-elevation circular curve, or between the different circular curves of two super
elevations. The length of super-elevation transition section shall be determined according to
such factors as designed speed, type of cross section, and position of rotation axis as well as
the gradual change ratio. The gradual change ratio of the super-elevation of ramp is specified
as Table 11.3.5-1.

Table 11.3.5-1 Gradual Change Ratio of Super-elevation of Ramp

81
When cross slope is located near to the level condition, the gradual change ratio of its
super-elevation shall not be less than those specified in Table 11.3.5-2.

Table 11.3.5-2 Minimum Super-elevation Gradual Change Ratio of Ramp

11.3.6 The widening of the circular curve part on ramp is specified as Table 11.3.6.

Table 11.3.6 Widening Value of the Circular Curve of Ramp

Note: 1 The widening value listed in Table are delined according to the standard traffic line width specilied in
Figure 11.3.2a). When meeting special cross section, the widening value shall be adjusted to make the
overall width after widening conform to the standard.

2 IV type ramp shall be separately widened according to the widening value corresponding to the curve
radius of its lane.

3 The widening value of III type ramp is the widening value of II type subduced by the difference value
of the two hard shoulders of II and III types.

11.3.7 End design of passageway of ramp

(1) The passageway of traffic interchange shall be set at the right side of the traffic line
of main line except for the expressway ramp. At both sides of converging nose, biasing
widening shall be set at edge of traffic lane, showed as Figure 11.3.7-1.

The biasing widening value and the radius of circular arc at end of converging nose are
specified as Table 11.3.7-1. The widened pavement at converging nose are converged to the

82
transitional length 2, and 2 2 of normal pavement, and it shall not be less than the value
calculated according to the gradual change ratio specified in Table 11.3.7-2.

Table 11.3.7-1 Biasing Value of Converging Nose and Radius at Nose End

Note: *may take those values specified in Table II.3.7-3 in design.

Figure 11.3.7-1 Biasing Widening of Pavement at Converging Nose

a) When the hard shoulder is narrow; b) When the hard shoulder is wide; c) When the main line bifurcates

Table 11.3.7-2 Gradual Change Ratio of Biasing Widening at Converging Nose End

When converging nose is set on structures such as bridge, positions shall be reserved
for installing such buffering facilities as crash pad after the end of converging nose, that is to

83
pave deck system with in 6-IOm after the converging nose end (working direction of traffic)
and install guard fence, showed as Figure 11.3.7-2.

Figure 11.3.7-2 Region after Converging Nose End Reserved for Anti-collision Buffering Facilities

(2) Speed change lane

① The cross section of speed change lane is composed of left-side side trip (shared by
main line lane), lane, and right shoulder (including the right-side side trip).

② The speed change lanes are classified into straight type and parallel type, showed as
Figure 11.3.7-3. When the speed change lane is one lane, the deceleration lane should adopt
the straight type and the acceleration lane should adopt the parallel type. When the speed
change lane is double lane, both the acceleration and deceleration lanes shall adopt the
straight type.

84
 Figure 11.3.7-3 Speed Change Lane

a) Straight one lane; b) Parallel type one lane; c) Straight double lane; d) Straight double lane selling with
auxiliary lane; e) Cross section of "width of one lane"

85
 When the main line is left advertence and is near to the general value of the minimum
radius of circular curve, the deceleration lane at its right side shall be of parallel type and the
transition section shall be shortened (the widened length is added onto the parallel section).
The deceleration lane should not adopt parallel type when it is connected with ring ramp.

③ The length of speed change lane shall not be less than those specified in Table
11.3.7-3.

Table 11.3.7-3 Length and Related Parameters of Speed Change Lane

Note: *The entrance of one lane in the Table is of parallel type shall adopt the value in parentheses if it is straight
type. When the entrance is the double-lane ramp of one lane, the length of acceleration lane shall be
increased by 10m or 20m .

** In the Table, the radius r values at ends diverging and converging noses may be taken with one digit
after decimal point or even all be taken as 0.6m in the design. By this time, the length of transition section
is still the value listed in the Table.

④ The length of the deceleration lane at downslope section and the acceleration lane at
upslope section shall be amended according to the compensation factors specified in Table
11.3.7-4.

86
 Table 11.3.7-4 Compensation Factor of Length of Speed Change Lane on Ramp

⑤ Lanes meeting the following conditions should increase the speed change lane:

a. When the designed speed of main line is less than or equal to 100km/h and the
alignment index of ramp is not high, the length of speed change lane higher with one sped of
designed speed should be adopted.

b. When the forecasted traffic volume of mainline and ramp approaches to trafficability
or the proportion of heavy lorry and motorbus is high.

(3) The alignment of speed change lane when the mainline is of curve

① Parallel type speed change lane: The depending part of parallel type speed change
lane and mainline shall adopt the curvature same as that of mainline Alignment of linkage
section of parallel type speed change lane and ramp: When it is equidirectional curve, the
egg-shape circling line or compound circling line shall be adopted outside of the branch
point CP of alignment, showed as Figure 11.3.7-4a); when it is counter curve, the S-shaped
circling line should be adopted outside of the CP, showed as Figure 11.3.7-4c); When the
radius of mainline circular curve is larger than 2000m, the integral circling line may be
adopted.

② Straight speed change lane: The alignment same as that of mainline shall be adopted
within the overall length from the straight speed change lane to the diverging and converging
noses.

When the mainline is left-bending curve setting with super-elevation larger than 3%, or
is inconvenient to approach the diverging and converging noses and adopt the alignment
same as the mainline, the straight speed change lane at outer side of curve shall adopt
transition from S-shape circling line to ramp alignment within the scope from the point
where is 305m away from the exterior margin of side lane of mainline and the inner edge of
the ramp lane to the diverging and converging nose ends, showed as Figure 11.3.7-4e).

87
 Figure 11.3.7-4 Alignment of Speed Change Lane

a) Inside parallel type of curve; b) Inside straight type of curve; c) Outside parallel type of curve; d) Outside
straight type of curve (I); e) Outside straight type of curve (II)

11.4 Quantity of Basic Lanes and Equalization of Lane Quantity

11.4.1 The expressway shall be kept with sTable quantity of basic lanes within the overall
length or long sections among important nodes.

Between two adjacent sections: the change in the quantity of basic lanes on one
direction of traffic lane shall not be more than one.

11.4.2 On expressway, the quantity of lanes at the diverging and converging part of
mainline and ramp shall be balanced, that is the lane quantity at each part showed in Figure
11.4.2, and shall comply with Equation (11.4.2).

88
 NC≥NF+NE-1 ( 11.4.2)

Where NC——Quantity of mainline lanes before the diverging or after the converging;

NF——Quantity of mainline lanes after the diverging or before the converging;

NE——Quantity of ramp lanes.

Figure 11.4.2 Equalization of Lane Quantity at Diverging and Converging Parts

a) Diverging; b) Converging

11.4.3 At the section with quantity of basic lanes on expressway continuous, when the
quantity of ramp lanes on traffic interchange N E > I, the exit and entrance shall be set with
auxiliary lanes in addition, showed as Figure 11.4.3.

Figure 11.4.3 Auxiliary lane at Passageway of Double Lane

Na-Quantity of basic lanes

11.4.4 Auxiliary lane

(1) The length of auxiliary lane is specified as Table 11.4.4.

Table 11.4.4 Length of Auxiliary Lane

(2) When both or one of the entrance of traffic interchange and the exit of the next
traffic interchange are set with auxiliary lane, if the distance from the entrance terminal to
the starting point of exit is less than 1000m, the auxiliary lane shall be increased to connect
the two auxiliary lanes. When the traffic volume is large, the interleaving operating ratio is
high and the cost for increasing lanes is not high, the perforated auxiliary lane should be
adopted even through the above distance reaches 2000m.

(3) The width of auxiliary lane is same as that of mainline lane and no side trip shall be

89
set among it and mainline lane. Generally, the width of hard shoulder at right side of
auxiliary lane is same as that of the hard shoulder of main line in normal section; and the
hard shoulder may be narrowed but not less than 1.50m when the land or other conditions
are limited.

11.5 Bifurcation and Converging of Mainline and Diverging and Converging

among Ramps

11.5.1 The bifurcation part (A in Figure 11.5.1) where one piece of traffic line on one
speedway is divided into to two and is connected onto the multilane ramp on another
speedway or the bifurcation part (A' in Figure 11.5.1) where the one speedway is divided
into to two shall be designed as the bifurcation of main line.

That two direct connection or semi-direct connection multilane ramps from one
expressway are converged into one piece of traffic lane on another expressway (B in Figure
11.5.1) or the equidirectional traffic lanes of two expressways are merged into one piece of
traffic lane on another expressway (B' in Figure 11.5.1) shall be designed as the converging
of main line.

Figure 11.5.1 Bifurcation and Converging of Main Line

11.5.2 The design of the bifurcation and converging of main line shall comply with those
specified on the balance of lane quantity.

90
11.5.3 Transition section in bifurcation and converging of main line

(1) As for the road way before the bifurcation or after converging (including the
auxiliary lane added for keeping the balance of lane quantity) within the transition section
where increased or decreased one lane (the section where two pieces of traffic lane appear
with communal side trip), its width shall be of linear variation.

(2) Gradual change ratios of bifurcation and converging transition sections separately
are 1 : 40 and 1 : 80.

(3) The line form of the border line of transition section and the border line of its
adjoining double-width section shall be continuous.

11.5.4 Transition section of the diverging and converging among ramps

(l) When the quantities of lanes before and after the diverging and converging among
ramps are not same, the transition section of diverging and converging shall be set. The
minimum length of diverging and converging transition section is specified as Table 11.5.4.

Table 11.5.4 Minimum Length of the Diverging and Converging Transition Section among Ramps

Note: The length of transition section is the length of the traffic lane increased or decreased one lane and the
linear transition of the width of side trip among lanes.

(2) The line form of the two borderlines of traffic lane within transition section shall be
uniform and shall be continuous with the line form of the borderline of double-width
sections. After the converging nose or before the diverging nose, the line form of the
longitudinal section of pavement section shared by two traffic lanes shall be uniform.

(3) When the ramp adopting double lane only for vehicle passing demand, it should be
converged into single lane before converging, showed as Figure 11.5.4. Advance sign shall
be set before the converging part, and the converging signs shall be marked 011 the
pavement within the converging transition section.

91
 Figure 11.5.4 Merging the Lanes before Converging

11.5.5 Space between adjacent exit and entrance

(1) Showed as Figure 11.5.5, the distance among the different kinds of adjunct exist and
entrance on expressway, among the adjunct exist and entrance on ramp and among the exit
on main line and the adjunct entrance in front shall not be less the value listed in Table
11.5.5.

Figure 11.5.5 Distance among different Kinds of Adjunct Exits and Entrances

Table 11.5.5 Minimum Distance among Adjunct Exit and Entrance on Expressway

(2) When it can no ensure the demand distance among passageways on main line or the
avoid the sudden interweaving of traffic stream caused by turning disturbing the traffic
stream on main line, the distribution lane separated from the main line shall be adopted to
connect the passageways.

(3) The distribution lane is composed of traffic lane and hard shoulder. Dividing strip
shall be set between the distribution Jane and main line.

(4) Generally, the distribution lane is double lane; when the traffic volume is small, the
non-weaving section may adopt single lane. Generally, the width of hard shoulder at right
side is 2.50m; when the traffic volume on double lane is not larger than or a little larger than
the trafficability of one Jane, the width of hard shoulder may be reduced by 1.0m.

(5) The connection of distribution lane and main line shall be treated as passageways

92
and shall comply with the principle of the balance of lane quantity. When the passageways
of single lane are able to meet the demand of traffic volume, the arrangement mode of the
double-lane ramp of single-lane passageways may be adopted.

The space among the adjunct entrances or exits shall comply with the space among
passageways on ramp; and the space between entrance and subsequent exist shall comply
with the intercrossing demand.

11.6 Grade Crossing in Traffic Interchange

11.6.1 The grade crossing between the connecting line of ramp end and traffic interchange
and the crossed highway shall be with better passage and much safer than other grade
crossings of same traffic volume on the crossed traffic volume.

11.6.2 The grade crossing between the connecting line of traffic interchange and the
crossed highway shall have the canalization design. The canalization mode of the
diamond-shaped or part of the cloverleaf-shaped grade crossing in traffic interchange is
showed as Figure 11.6.2.

Figure 11.6.2 Canalization Design of Grade Crossing at Ramp End

a) Diamond-shaped; b) Part of cloverleaf-shape (A type); c) Part of cloverleaf-shape (B type)

11.6.3 When the connecting line of ramp or traffic interchange is crossing with existed
highway plane, the crossing, and the existed level and longitudinal line forms within
approach road and the added turning roadway and the division island shall be rebuilt as
required.

11.6.4 Two grade crossings at ramp end of the diamond-shaped and part of cloverleaf-
shaped traffic interchange should be with mutual visibility, if crest vertical curve exists, the
radius of this vertical curve shall be large enough, which shall at least be able to make the
driver see the grade crossing front from the 30m part before the peak of vertical curve and
shall guarantee the non-passing sight distance.

11.6.5 In the diamond-shaped and part of cloverleaf-shaped traffic interchange, two grade
crossings at ramp ends shall be with the distance for holding two left turn lanes.

93
11.6.6 The crosswalks should not be set within the level crossing scope of the connecting
line of ramp end or traffic interchange and the crossed highway as well as the section
between the ends of diamond-shaped or part of cloverleaf-shaped ramp.

11.6.7 In the section between the approach road of grade crossing and the aforementioned
two grade crossings, the exclusive lanes for passersby and non-motor vehicles shall be set,
and the canalization design for passing through the aforementioned grade crossings shall be
done well. When the width of non-maneuverable lane in general sections of crossed highway
is larger than 2.50m, the non-maneuverable lane set in the section of appended lane or
marked dividing strip may be narrowed to 1.50 ~ 2.00 m .

11.7 Separate Grade Separation

11.7.1 Design highlights of separate grade separation

(1) The line form of the level and longitudinal sections of main highway shall be kept
straight forward and smooth. The line form of the level and longitudinal sections of two
crossed highways shall not be over bent or waved caused by setting separate grade
separation in addition.

(2) Two crossing highways should be of or near to orthogonal intersection, and the line
form of the sections near to the crossing should be of straight line or the sweeping curve
without setting super-elevation.

(3) When the expressway and arterial road are crossing with secondary and fourth
highways and adopt separate grade separation:

① The line form and location of the crossed highway shall be fully used. When the
crossing angle is undersized or the technology index of original line form is too low, the
relocation scheme shall be adopted.

② The technology indexes such as the class of crossed highway, roadway width, clear
width and clear height of bridge, and class of carload shall be designed according to the
actual state of the crossed highway and the class of highway that has been approved to plan.

(4) The rainwater at flyover deck of separate grade separation shall be led to the drain
of highway under bridge through pipelines, but it shall not be drained onto the pavement of
highway under bridge randomly. The drainage of highway under flying bridge should adopt
gravity drainage.

(5) The bridge type design of flying bridge shall lay stress on the esthetic requirement.
The bridge type shall be simple, lively and dexterous; the bay allocation shall be harmonious
and sightly and shall be harmonized with the surrounding environment.

(6) When the forward program on separate grade separation is changed into traffic
interchange, it shall be designed according to the staging construction principle and the
engineering conditions for setting ramps shall be left.

11.7.2 The selection for the overcrossing and underpassing mode of separate grade
separation shall be determined after technical and economic evaluation and comprehensive

94
considering the following factors.

(1) The design combination of the plane line form and longitudinal slope of two
crossing highways shall make the manufacturing cost of whole engineering be lowest and
the standing and relocation quantity least.

(2) At engineering geologic conditions, the main highway should adopt underpassing
(especially the expressway).

(3) The highway that needs to have grade crossing with existed highway near to the
crossing to supply user at roadside for exist and entrance should adopt underpassing.

(4) The well-traveled highway should adopt the underpassing.

(5) When crossing with streetized highway, the newly-built highway should adopt
overcrossing.

(6) It shall be harmonized with the surrounding landscape by combining with the
topography, actual state or development project of existed engineering.

11.7.3 Design highlights for overcrossing main highways (or expressways)

(1) The hole siting and span of the flyover must meet the requirements of the
construction gauge and sight distance of the intersected highways, as well as the
requirements for the recognition and intervisibility of the frontage highways.

(2) When under the flyover is a double-lane highway, splitter walls shall not be
installed between the opposite carriageways.

(3) When under the flyover is a multiple lane highway and splitter walls are installed in
the central strip, anticollision barriers must be installed on both sides of the splitter walls and
scope also shall be reserved for the barrier buffer deformation. When under the flyover is a
multiple lane highway without central strip, if the splitter walls need to be installed between
the carriageways, then a central strip with sufficient length must be added fore-and-aft the
splitter walls. In addition, anticollision barriers must be installed on both sides of the splitter
walls and scope also shall be reserved for the barrier buffer deformation.

(4) The longitudinal profile design of the main highways (or expressways) shall be
determined through comprehensive analysis according to the average fi II height of the
embankment, relief intensity of the longitudinal gradient and drainage design of the
intersected highways at the intersection.

(5) The flyover shall not compress any component of the highway cross sections under
the bridge as well as the original channels, telecommunication pipelines and some other
facilities. Moreover, scope also shall be reserved.

(6) When the simple grade separation or the intersected highways are to be constructed
in stages, the flyover shall be built and completed at once according to the planning scale.

11.7.4 Design highlights for underpassing main highways (or expressways)

(1) The alignment and route positions of the intersected highways shall be made full

95
use of. If the intersection angle is small or the original alignment technical specifications are
too low, then the rerouting scheme should be adopted.

(2) The classes, width of subgrade, vehicular load classes of the intersected highways
shall be designed according to the actual state or the already approved planning.

(3) The length and hole siting of the flyover must meet the requirements of the
construction gauge and sight distance of the main highways (or expressways), as well as the
requirements of recognition and intervisibility of the frontage highways. The main hole
should cross the gross section of the main highway at once. Except for the main hole, lateral
openings with appropriate length also shall be installed outside the main hole.

(4) When the central strip of the main highways (or expressways) under the flyover is
very wide or under the flyover is a four-lane and above expressway and splitter walls are
also installed in the central strip, anticollision barriers must be installed on both sides of the
splitter walls, and scope also shall be reserved for the barrier buffer deformation. Width of
the central strip shall not be changed on a local scale, causing distortion of the carriageways.

(5) When the main highway (or expressway) under the flyover is accompanied by slow
lane, distribution lane, auxiliary lane and non-motor lane separated by side separators,
bridge piers may be installed on the side separators. When the side separators are vert
narrow, they shall be widened in a range fore-and-aft the bridge piers, and widening
transition also should be conducted on the right.

(6) When the main highway (or expressway) in front of the flyover is equipped with
exits, entrances or at-grade intersections, the flyover shall be added with auxiliary bridge
opening for intervisibility; when the main highway (or expressway) is curving, the
requirements for the stopping sight distance of the trucks shall be met.

(7) When under the flyover is a cutting, if the cutting is not deep, then the abutment
should be placed outside the top of slope; if the cutting is very deep or the side slope is not
steep and long and abutments need to be installed on the side slope, then the abutments shall
be placed near to the top of slope instead of the toe of slope.

(8) When the main highways are expressways and arterial highways:

① The flyover must be installed with anticollision barriers and protecting mesh.

② Commercial advertisements and propaganda columns irrelevant to the traffic safety

must not be installed on the flyover.

③ When traffic signs are hung on the flyover, banner type should not be adopted and
upper and lower edges shall not exceed top of the barrier and bottom line of the exterior
margin of the marginal beam.

96
 12 Intersections between Highways and Railways/country

roads/pipelines

12.1 General Provisions

12.1.1 Design of the highway and railway crossings is applicable to design of intersection
between highways and 1435mm standard gauge tracks in the railway network.

12.1.2 Selection of the highway and railway crossing types shall be determined
comprehensively according to the classes, traffic volume (annual passenger/freight volume),
safety and economy of the highways and railways. In principle, interchanges shall be
considered to be installed.

12.1.3 The period of design for highway and railway crossings shall be in accordance with
those specified in the highway planning traffic volume prognosis period and railway period
of design.

As for projects under contemplation, there must be approved planning construction

period in order to determine the reserved interleaved mode and condition.

12.1.4 The highway and country road crossing design is applicable to design of
intersection between highways and roads which are used for various farm machinery and
farming staffs in countries and farms.

12.1.5 The highway and pipeline crossing design is applicable to the cut angle/ clearance-
related design in the design of intersections between highways and 500kV below overhead
power transmission sequences and overland crude oil/natural gas transportation pipes. In
addition, the specific requirements about the relevant professions shall be in accordance with
those specified in the professional standards of electric power and petroleum gas.

12.1.6 The intersection engineering design shall be optimized according to the professional
characteristics and requirements in order to determine the most favorable intersection sites
and optimal crossing types and their structural concept.

12.1.7 As for the intersection engineering, the planning and engineering cohesion
interrelation between highways and railways, country roads, oil pipelines and gas pipelines
shall be managed through coordination with the department concerned in advance according
to the highway functions and operational requirements. And interference problems caused by
construction or rebuilding shall be handled properly.

12.2 Highway and Railway Interchange

12.2.1 As for the highway and railway crossing, the interchange shall be preferred for the
new projects.

97
12.2.2 Interchange must be installed for freeway/arterial highway and railway crossing.

12.2.3 As for the highway and railway crossing, if one of the following conditions is met,
then the interchange shall be installed:

(1) When the grade I railway is intersected with the highway;

(2) When sections of railway passenger trains whose design running speed is larger
than or equal to 120km/h are intersected with the highway;

(3) When the railway is intersected with the secondary highway;

(4) When the railway will create a serious delay on the vehicles run on the highway due
to its shunting service;

(5) When at-grade intersection will imperil the highway traffic safety if it is restricted
by torography and other conditions.

12.2.4 Design highlights for horizontal and longitudinal surface profiles of highway and
railway interchange

(1) The interchange between a highway and a railway should be selected in sections
where the alignment of both the highway and the railway is in a straight line, or be selected
in sections with high horizontal/longitudinal alignment technical specification and excellent
intervisibility.

(2) The interchange between highways and railways should be square crossing. If it
must be skew, the crossed acute angle shall not be less than 70° and shall not be less than
60° when it is restricted by topographic condition or other particular cases.

(3) As for the intersection between freeways/arterial highways and railways, the grade
separation site shall be in accordance with the general planning for horizontal/longitudinal
alignment design of the highway while taking account of the railway's requirements for the
overpass installation in order to make the alignment continuous, balanced and smooth. The
technical specifications of this local section shall not be reduced.

(4) As for the building alteration of interchange between highways and railways, the
highway classification and intersection sites shall be determined according to the highway
network planning.

If rerouting is required due to intersection angle or displacement improvement, then the

horizontal and longitudinal technical specifications of this route shall not be less than the
general value of the connected section and shall not be the minimum value of the
corresponding highway classification.

(5) Highway grade crossing shall not be installed in the highway approach of
interchange between highways and railways.

(6) Requirements for the highway sight distance in the interchange between highway
and railways are as follows: freeways and arterial highways shall meet the stopping sight
distance; while the secondary, tertiary and fourth-grade highways shall meet the passing

98
sight distance.

12.2.5 Design highlights for spanning railways on the highway

(1) Span and clear height of the highway flyover must meet the requirements of
construction gauge of 1435mm full gauge railway.

(2) Span and hole siting of the highway flyover shall be determined comprehensively
according to the torography, geology, clearance of span, railway drainage system, and
positions of special pipelines installed along the railway.

(3) When an electric railway is spanned over the highway, the structural shape of the
flyover shall be determined according to uninterrupted power transmission construction
process and method so as not to imperil the safety of the highway construction and railway
traffic.

(4) Drainage system of the highway flyover and approach shall establish its own system.
Rainwater on the flyover deck shall not be directly drained to the range of the railroad
ballast boundary.

(5) When a railway is spanned over the four-lane and above highways, the railway
construction limits of the flyover on the four sides shall be checked in consideration of bend,
slope, slanting and super-elevation of the highway and railway.

(6) When the highway is spanned on the railway sections on which the passenger train's
design running speed is 140km/h, the anticollision barriers and anti-falling mesh shall be
installed for the flyover.

12.2.6 Design highlights for high flying highways on the railway

(1) Span and clear height of the railway underbridge must meet the requirements
of clearance of highway.

(2) When a railway crosses over secondary/tertiary and fourth-grade highways,

splitter wall must not be installed on the carriageway.

When a railway crosses over a four-lane expressway, splitter wall shall not be
installed in the central strip.

When a railway crosses over six-lane and above expressways, if splitter walls must
be installed in the central strip, anticollision barriers must be installed on both sides of
the splitter walls. In addition, safe distance also shall be reserved for installing
anticollision barriers and barriers' buffer deformation.

(3) The spanning width of the railway underbridge shall include the standard
cross-section width of the highway and width of its affiliated speed-change lane,
climbing lane and side ditch in this section.

(4) Adequate lateral clearance shall be reserved for the span and hole siting of the
railway underbridge. The piers and abutments shall not be installed within the side
ditches for highway drainage. In addition, the requirements for highway sight distance

99
and frontage highway recognition also shall be met. If they cannot be met, lateral
openings shall be installed.

(5) When a railway crosses over expressways and arterial highways, its railway
underbridge shall be equipped with anti-falling mesh.

(6) The drainage systems of the railway underbridge and its approach shall
establish their own systems. The rainwater on the flyover deck shall not be directly
drained to the range of the clearance of highway.

12.3 Highway and Railroad Grade Crossing

12.3.1 The grade crossings between highways and railways should be square crossing. If it
must be skew, the crossed acute angle shall not be less than 70° and shall not be less than
60° when it is restricted by topographic condition or other particular cases.

12.3.2 The crossings shall be installed at positions where the outlook sight distance of the
automobiles is not less than those values specified in Table 12.3.2. The outlook sight
distance refers to the range at which the autoists can keep sight of the trains on both sides of
the railway when they stay at places equivalent to the stopping sight distance of this
highway and no less than SOm apart from the crossing.

Table 12.3.2 Ourlook Sight Distance of Automobiles

(1) The crossings shall not be installed near to railway yard, railroad switch, bridge
head, tunnel portal and in sections with shunting services.

(2) After the automobiles stop at 5m away from the most lateral railway rail restricted
by topographic conditions, if the lateral outlook sight distance of the autoists is less than
those specified in Table 12.3.2, then watches must be installed.

12.3.3 The roadways near the crossings should be in a straight line. And the highway route
should also be in a straight line, the straight length of highways on both sides of the crossing
shall not be less than 5Om counted from the most lateral rail.

12.3.4 The horizontal section length (excluding the vertical curve) of highways on both
sides of the crossing shall not be less than 16m counted from the outside of the most lateral
rail. The longitudinal gradient of highway closing on the horizontal section shall not be
larger than 3% and shall not be larger than 5% if restricted by topographic conditions and
other particular cases.

As for the highway downhill section on the crossing side, the longitudinal gradient
close to the horizontal crossing section shall not be larger than 3%.

12.3.5 Firm, smooth, Table and easy-to-overhaul paving courses shall be installed at the
crossings and their length shall be 2.0m extended out of the rail.

100
 If highways on both sides of the crossing are 20m within the outside of the rail, then
intermediate and above pavements should be paved.

The crossing paving width and highway approach width both shall not be less than the
subgrade width of the intersected highway.

12.4 Highway and Country Road Intersection

12.4.1 Interchange must be installed for intersections between expressways and country
roads; while interchanges, namely, the channels or overpasses, should be installed for
intersections between arterial highways and country roads.

Channelization designs shall be conducted for the at-grade intersection between

secondary highways country roads. Interchanges may also be installed when the topographic
conditions are favorable or the highway traffic volume is large.

When secondary and above highways are located near to the towns or populous village
or schools, pedestrian passageways or pedestrian overcrossings special for pedestrians
should be installed.

12.4.2 As for the intersection design of highways and country roads, the overall design,
overall planning and proper redistribution - parts of the highway intersection design also
shall be included.

The intersection forms, positions and interval of highways and country roads shall be
laid according to the requirements of agricultural machinery in the general planning for
County level and township (town) land uses. If necessary, the agricultural power farming can
be adjusted or merged in combination of the construction program of the highway network
in order to control the construction right-of-way indexes.

12.4.3 As for the intersections between highway and country roads, if one of the following
conditions is met, then the country roads shall be rerouted. The horizontal and longitudinal
technical specifications of the rerouting section shall not be less than the minimum value of
the fourth-grade highway.

(1) When the crossed acute angle is less than 60°.

(2) The intersections are merged or adjusted according to the planning or overall design
of intersections.

(3) When the torography, geology and sight distance of the intersection or the
horizontal alignment of the original country road are not suitable for installing intersections.

(4) When quantities for reconstructing the original at-grade intersection increase a lot.

12.4.4 Design highlights for channels

(1) Interval of the channels should be around 400m. It should be appropriately

increased in areas with high farm mechanization degree.

(2) Intersection angle of the channels should be vertical. If it must be skew, the crossed

101
acute angle shall not be less than 70° and shall not be less than 60° when it is restricted by
topographic condition or other particular cases.

(3) Horizontal alignment of the country roads at the channels should be in a straight
line. And the straight length of both sides shall not be less than 20m.

(4) Vertical alignment of the country roads at the channels shall be constant slope,
which should not be larger than 3%. The structures shall not be installed at the bottom of the
concave vertical curve. Free drainage method shall be adopted for the channels to do well
with the drainage design.

(5) Clearance of the channels:

Clear height: For tractors and cattle vehicles ≥2.70m

For agrimotors ≥3.20m

Clear width: Adopted according to the traffic volume and the farm machinery type

≥4.00m

When the channel is over-length or offtakes are to be laid, broaden

depending on circumstances

12.4.5 Design highlights for overpass

(1) Overpasses may be installed when the main highway is cutting section or the
topographic conditions are favorable and they should be square crossing. Their key technical
indexes may be in accordance with the relevant standards for fourth-grade highways, and the
clear width ofthe deck shall not be less than 4.50m.

(2) Lane loading class of the overpass shall be highway-class II. Signs and some other
facilities shall be installed to prevent the overloading vehicles from travelling.

(3) As for overpasses crossing over the expressways and arterial highways, anti-falling
mesh shall be installed.

(4) Rainwater on the deck of the overpass shall not be directly drained to the highway
pavements.

12.4.6 Design Highlights for Pedestrian Passageways

(1) Clearance of the pedestrian passageway:

Clear height ≥2.20m

Clear width ≥4.00m

(2) Light well shall be installed utilizing the central strip for pedestrian passageways
passing through the expressways and arterial highways.

(3) Except ladder accesses shall be installed for the pedestrian passageways, ramps also
shall be installed according to the conditions and their grade shall not be larger than 1:7.

102
 (4) Drainage design must be well done for the pedestrian passageway in order not to
affect the travelling due to the dropsy.

12.4.7 Design highlights for pedestrian overcrossings

(1) Clear width of the pedestrian overcrossing ≥3.00m

(2) Crowd load 3kN/m2

Crowded area 3.5kN/m2

(3) Except ladder accesses shall be installed for the pedestrian overcrossings, ramps
also shall be installed if it is conditional and their grade shall not be larger than 1 : 4.

12.4.8 Design highlights for at-grade intersection

(1) The at-grade intersection should better be square crossing. If it must be skew, the
crossed acute angle shall not be less than 70° and shall not be less than 60° when it is
restricted by topographic conditions or other particular cases.

(2) The straight length of country roads on both sides of the intersected highways shall
not be less than 20m respectively.

(3) Horizontal sections no less than 10m shall be respectively installed on both sides of
the intersected highways. The longitudinal gradient closing on the horizontal section shall
not be larger than 3%, while it closing on the difficult section shall not be larger than 6%.

(4) At the grade crossing, the drivers shall be able to see automobiles on bilateral
secondary and tertiary highways within the corresponding stopping sight distance and no
less than 50m when they are 20m apart from the intersection. There shall be no impediments
within the sight range.

(5) If track farming machinery frequently travel on the highway, then the highway
pavements and shoulders within the range of the intersection shall be reinforced.
Furthermore, the country roads outside the highway subgrade edges shall be installed with
reinforced section which is no less than 10m.

12.5 Highway and Pipeline Intersection

12.5.1 The intersection between highways and overhead power transmission sequences
should be square crossing. If it must be skew, the crossed acute angle shall not be less than
70° and shall not be less than 60° when it is restricted by topographic condition or other
particular cases.

12.5.2 When the highway passes through under the overhead power transmission
sequences, it shall go through between the maximum lead sag and the tower, and the vertical
distance from the intersection between power transmission sequence leads and highways to
the ground shall not be less than the specified value given in Table 12.5.2.

103
 Table 12.5.2 Minimum Vertical Distance from the Overhead Power Transmission Sequence leads to the
Ground

12.5.3 Vertical distance from the overhead power transmission sequence leads to the
ground shall be calculated and determined according to the maximum sag obtained on the
basis of the maximum air temperature condition or ice coating calm condition and the
maximum windage yaw obtained on the basis of the maximum wind speed condition or ice
coating condition.

12.5.4 The intersection between highways and crude oil/natural gas transfer piping should
be square crossing. If it must be skew, the crossed acute angle should not be less than 60°
and should not be less than 45° when it is restricted by topographic condition or other
particular cases.

12.5.5 As for the intersection between crude oil/natural gas transfer piping and freeways/
arterial highways, crossing method shall be adopted to embed underground private channels;
and then crude oil/natural gas transfer piping crosses secondary/tertiary and fourth-grade
highways, protective casings shall be embedded.

12.5.6 Not only the load related requirements stipulated in the professional standards for
petroleum gas, but those in the national standard "General Code for Design of Highway
Bridges and Culverts" (JTG D60) also shall be complied with for the embedment depth of
the underground private channel passing through the highways. In addition, the depth also
shall be checked according to the vehicular load classes crossing the highway. The distance
from the top surface of the protective casing crossing the highway to the bottom surface of
the pavement subbase course shall not be less than 1.0m.

12.5.7 Natural gas transfer piping must not span the rivers by utilizing the highway bridges.
When the crude oil/natural gas transfer piping goes through or spans the river, the pipeline
shall not be less than 100m apart from the large bridge and no be less than 50m away from
the intermediate axle.

12.5.8 Crude oil and natural gas transfer piping must not pass through the highway tunnel.

12.5.9 Various facilities for pipelines spanning the highway shall not intrude the clearance
of highway, shall not affect the highway traffic safety and damage the highway facilities, and
also shall not form a potential threat for highways and other facilities.

104
 Explanation of Wording in The Code

In order to scientifically determine the technical standards and reasonably use the
technical specifications, the following wording methods are adopted for provisions in this
code according to different degrees of strictness. All the users are requested to take into
account the inter-regional development difference and the particularity and otherness of the
natural, geographical and geological conditions of all regions, and to apply these
explanations in combination ofthe physical circumstances of the engineering projects.

Wording explanations:

(1) Words denoting a very strict or mandatory requirement:

"Must" is used for affinnation; "must not" for negation.

(2) Words denoting a strict requirement under normal conditions:

"ShaIJ" is used for affirmation; "shall not" for negation.

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

suitable choice when conditions permit:

"Should" is used for affirmation; "should not" for negation.

(4) "May" is used to express the option available, sometimes with the conditional
permit.

105