Some standard content:
Industry Standard of the People's Republic of China
Design Specifications for Urban Roads
CJJ 37—90
Editor: Beijing Municipal Design Institute Approval Department: Ministry of Construction of the People's Republic of China Implementation Date: August 1, 1991
4—11—1
Notice on the Issuance of Industry Standard "Design Specifications for Urban Roads"
Construction Standard [1991] No. 123
Construction Committees (Construction Departments) of Provinces, Autonomous Regions, and Municipalities Directly under the Central Government, Construction Committees of Cities with Separate Plans, and Relevant Departments of the State Council:
According to the requirements of Document No. (80) Chengfa Kezi No. 207 of the former State Administration of Urban Construction, the "Design Specifications for Urban Roads" edited by Beijing Municipal Design Institute has been reviewed and approved as an industry standard with the number CJJ37-·-90, which will be implemented from August 1, 1991. This standard is managed by Beijing Municipal Design Institute, the technical unit responsible for urban road and bridge standards of the Ministry of Construction. The specific interpretation and other work shall be undertaken by Beijing Municipal Design Institute. This standard is published by the Standard and Norm Research Institute of the Ministry of Construction. March 4, 1991
, Road Capacity
Ratio of design peak hour traffic volume to annual average daily traffic volume:
Design traffic capacity of a road section with N bicycle lanes (veh/ (h'tm)):
N number of bicycles passing through the observation section during the ti time period...
(veh):
Annual average daily traffic volume of the design life (pcu/d):Naa
N,\—Design traffic capacity of the entrance road of this surface (pcu/h);N\-Design traffic capacity of the entrance road of this surface after reduction (pcu/h);N. -When there is a dedicated left-turn lane, the design traffic capacity of the entrance road of this surface (pcu/h);
Ve——When there is a dedicated right-turn lane, the design traffic capacity of the entrance road of this surface (pcu/h);
When there are dedicated left-turn and dedicated right-turn lanes, the design traffic capacity of the entrance road of this surface (pcu/h):
One-design hourly traffic volume (pcu/h):
N:—Design capacity of dedicated left-turn lane (pcu/h)N..
Design traffic volume of left-turning vehicles at the entrance road of this surface (pcu/h); N\Do not reduce the design capacity of various straight lanes on this surface The number of left-turning vehicles on the opposite side of the traffic capacity (pcu/h);
The design capacity of a motor vehicle lane (pcu/h): The possible traffic capacity of a motor vehicle lane section (pcu/h);
The possible traffic capacity of a bicycle lane section (veh/(hm));
The design capacity of a dedicated right-turn lane (pcu/h); The design capacity of a through lane (pcu/h)); -. The design capacity of a straight left lane (pcu/h); N
The design capacity of a straight left lane (pcu): 4—11- 2
Na—The design capacity of a straight right lane (pcu/h); The number of various through lanes on this side;
t. ——Signal cycle (s);
The time period of continuous traffic flow passing through the observation section (5); t—Green light time within the signal cycle (s); 『gh——Green light hours (h);
t.——Average head-to-head time of continuous traffic flow (s/pcu); ti.
Average head-to-head time of vehicles going straight or right through the stop line (s/pcu):
The time when the first vehicle starts and passes the stop line after the light turns green (s);
a—Road classification coefficient of bicycle lane;
Road classification coefficient of motor vehicle lane capacity: B.
The proportion of left-turning vehicles in the entrance lane of this surface; the proportion of left-turning vehicles in the straight left lane; the proportion of right-turning vehicles in the entrance lane of this surface; the ratio of the traffic volume in the main direction to the traffic volume in the section; b
-the reduction coefficient of the capacity of the straight lane;
--the correction coefficient of the weaving length.
II. Road cross-section design
——Calculated snow thickness (n);
dd—Height of snow pile (m);
eTop corner cornering width (m);
i——Designed cross slope (%);
N—Pedestrian flow rate during peak hours (P/h);Nml—Designed pedestrian capacity of 1m wide sidewalk (P/(h·m);Road side strip width (m);
wb——Non-motor vehicle lane width (m);ue
——Motor vehicle lane width or motor vehicle and non-motor vehicle mixed lane width (m);
Both sides dividing strip width (m);
Middle dividing strip width (m);
Facility strip width (m);
-Green Width of non-motorized vehicle lane (m);
Clear lateral width (m);
Width of non-motorized vehicle lane edge strip (m);
Width of motor vehicle lane edge strip (m);
Width of sidewalk (m);
Width of non-motorized vehicle lane (bicycle lane) pavement (m): width of motor vehicle lane pavement or width of pavement where motor vehicles and non-motor vehicles travel together (m);
Width of red line (m);
Width of shoulder (m);
Width of dividing strips on both sides (m);
Width of safety belt of motor vehicle lane (m);-Width of snow pile in dividing strip (m);
Width of hard shoulder (m);
Width of middle dividing strip (m);
Width of protective shoulder (m);| |tt||-Natural snow mass density (kg/m2);-Snow mass density (kg/m3);
Trapezoidal snow pile slope coefficient;
Coefficient related to the category of snow area.
3. Plan and longitudinal section design
Maximum horizontal clearance (m);
Distance from the vehicle calculation position M or N to the starting point of the transition curve (m);
-Width from the superelevation rotation axis to the edge of the road surface (m); Cross slope of the road surface (%);
is---Superelevation cross slope (%);
Longitudinal slope of the center line of the road (%);
Horizontal curve length (m);
Circular curve length (m);
-Superelevation transition section length (m);
-Inside the curve Length of vehicle driving track on the side (m); L
L-length of transition curve (m);
lw---weaving length (m);
~Radius of circular curve of center line of motor vehicle lane (m); Radius of vehicle driving track on the inner side of horizontal curve (m); Lateral sight distance at intersection (m);
Parking sight distance (m);
Road centerline turning angle (°);
-Circle angle (\);
-Algebraic difference between superelevation transverse slope and road crown slope (%); Superelevation gradient;
The angle between the parallel line between the vehicle calculation position M (or N) and the tangent line of the horizontal curve and the chord line from M (or N) to the end point of transition curve (\);
Lateral force coefficient;
The central angle of the circle corresponding to the sight line ().
IV. Roadbed design
Average consistency of soil;
Maximum particle size of aggregate (mm);
Particle size at which 10% of the soil passes through the grading curve (mm);
Particle size at which 30% of the soil passes through the grading curve (mm);
Particle size at which 60% of the soil passes through the grading curve (mm);
Critical height of water level in dry soil foundation (m); Critical height of water level in medium-wet soil foundation (m); H3—-Critical height of water level in wet soil foundation (m); WL
Liquid limit water content of soil (measured by liquid-plastic limit instrument) (%); Average water content of soil (%);
Plastic limit water content of soil (measured by liquid-plastic limit instrument) (%); Curvature coefficient;
—Uneven hook coefficient.
V. Flexible pavement design
Material adhesion (MPa);
Material dynamic adhesion (MPa);
~Modulus of asphalt concrete surface material (MPa);En-soil base rebound modulus (MPa);
Rebound modulus of upper material of three-layer system (MPa);Rebound modulus of middle material of three-layer system (MPa);Use value of pavement pendulum instrument within design life;Acceptance test value of pavement pendulum instrument;
Flexural strength of asphalt concrete surface material (MPa);Flexural strength of semi-rigid base material (MPa); Shear strength (MPa); Thickness of the middle layer of the three-layer system flexible pavement (cm) or the height from the lowest point of the roadbed bottom to the groundwater level (or surface water) in unfavorable seasons (m);
Thickness of the upper layer of the three-layer system flexible pavement (cm); Equivalent thickness of the asphalt concrete reinforcement layer (cm); Bending tensile strength coefficient of asphalt concrete;
Bending tensile strength coefficient of semi-rigid base layer; - Shear strength coefficient of asphalt mixture surface layer; Allowable rebound deflection value of road surface (cm);
Deflection value measured by a standard axle-loaded vehicle at the measuring point of the standard load-bearing plate (cm);
4--11- 3
l-actual deflection value of each measuring point of the old road surface (cm);lk-deflection value measured by standard load plate (cm);m-average deflection value of the old road surface in the section (cm);1.---representative value of the calculated deflection value of the road surface of the old section (cm);-actual rebound deflection value of the road surface or the deflection value at point I,a-
A on the surface of the three-layer system (cm):
N----accumulated number of standard axle loads on the design lane within the design life;N.———accumulated number of standard axle loads parked at the same position within the design life of the parking station or intersection (n);
In the initial design period, the machine The number of axles converted from daily traffic volume on the motor vehicle lane to daily standard axle load (n/d);
The cumulative number of various axle loads on the motor vehicle lane converted to standard axle loads within the design life;
The number of axles converted to each level of axle load (n/d);-In the initial design period, the number of axles with daily standard axle loads on the design lane (n/d);
The sum of the old pavement structure as one layer and the number of additional pavement layers;-The number of deflection measurement points for each section;
-The tire pressure converted to each level of axle load (MPa);-The i-th level pressure measured by the standard load plate (MPa); p--The tire pressure of the standard axle load (MPa or Pa); single wheel track equivalent circle radius of standard axle load (cm); single wheel track equivalent circle radius r of converted axle loads at all levels
average temperature of asphalt pavement surface layer (C);
the sum of the pavement surface temperature during measurement and the average temperature in the previous five hours (C);
design life (a);
actual bending tensile stress of material (MPa);
allowable bending tensile stress of material (MPa);
bending tensile stress of bottom surface of asphalt concrete surface layer (MPa); allowable bending tensile stress of asphalt concrete surface layer material (MPa): maximum principal compressive stress at calculation point (MPa);||t t||Bending tensile stress on the bottom of semi-rigid base (MPa); allowable bending tensile stress of semi-rigid base material (MPa); effective normal stress on the fracture surface (MPa); allowable shear stress of asphalt mixture surface material (MPa); maximum shear stress at the calculation point (MPa);
actual shear stress on the fracture surface of the surface layer (MPa); road classification coefficient;
-pavement type coefficient;
-annual average growth rate of traffic volume within the design life (%); Y.-wheel group number coefficient;
--axle number distribution coefficient;
-calculation point maximum principal compressive stress coefficient;
in. ——old road equivalent rebound modulus increase coefficient; 4-11- 4
in. Seasonal influence coefficient;
in.-calculation point maximum shear stress coefficient;
μ--I. The coefficient for converting the value to Is value; $—internal friction angle of the material (\);
.- Comprehensive correction coefficient for road surface rebound and bending; r
Temperature correction coefficient for asphalt pavement.
VI. Cement concrete pavement design
- Area of tie rod reinforcement at the longitudinal joint of each concrete slab (cm2); An
Area of reinforcement required for each linear meter of concrete slab (cm2); Width of concrete slab (m);
Diameter of force transmission rod reinforcement of concrete pavement (cm); When calculating longitudinal reinforcement, it is the spacing of transverse joints; When calculating transverse reinforcement, it is the spacing of longitudinal joints without tie rods (m); Diameter of tie rod reinforcement of concrete pavement (cm); Bending elastic modulus of cement concrete (MPa); Equivalent rebound modulus of the top surface of cement concrete pavement base or old road Equivalent modulus of resilience of the surface (MPa); Calculated modulus of resilience of the top surface of cement concrete roadbed or the calculated modulus of resilience of the surface of the road surface (MPa) for overlaying of old roads; Tension of the tie rod steel bars in the longitudinal joint of each concrete slab (N);
Bending tensile strength of cement concrete (MPa);
Thickness of concrete slab (cm);
Thickness of the thickened edge of the concrete slab (cm); Length of concrete slab (m);
Length of a dowel rod (cm);
Length of tie rod (m);
-Number of dowel rods or tie rods within the range of 1.8r of the transverse or longitudinal joint of the concrete slab;
Number of tie rods at the longitudinal joint of the concrete slab;
P. —-Load transfer capacity of a single dowel rod in cement concrete under compression (N);
Load transfer capacity of a single dowel rod at a transverse or longitudinal joint (N); converted axial loads at various levels (kN);
Load transfer capacity of a single dowel rod in bending (N);-standard axial load (kN or N);
Load transferred by a group of dowel rods at the joint (N);Load borne by the concrete slab at the joint when no dowel rods are provided (N);
Relative stiffness radius of the concrete slab (cm);-Relative stiffness radius of the concrete slab when calculating temperature warping stress (cm);
Spacing between dowel rods or tie rods at transverse or longitudinal joints (cm); Spacing between tie rods at the longitudinal joints of the concrete slab (cm);-Temperature gradient of the concrete slab ( C/cm); width of concrete pavement joint (cm);
-mass density of cement concrete (kg/m2); comprehensive stress of concrete pavement (MPa); [a]
allowable compressive stress of cement concrete (MPa); calculated load stress under standard axle load (MPa); a
calculated load stress under one maximum vehicle load (MPa);
-flexural fatigue strength of cement concrete (MPa); maximum stress under standard axle load (MPa); -temperature warping stress of concrete slab (MPa); -temperature warping stress in the direction of the midpoint of the longitudinal edge of concrete slab (MPa);
-temperature warping stress in the direction of the midpoint of the concrete slab (slab length) Tx
force (MPa);
thermal warping stress in the direction of the midpoint of the concrete slab (slab width) (MPa);
allowable stress of a steel bar (MPa);
maximum stress under the maximum vehicle load [t,]
(MPa);
allowable bond strength between the tie rod reinforcement and cement concrete (MPa);
linear expansion coefficient of cement concrete (C-1);rear axle number coefficient related to the number of rear axles of the car and other factors;
Comprehensive coefficient of concrete pavement;
-dynamic load coefficient of concrete pavement;
temperature stress coefficient of concrete pavement in direction (slab length): ,——temperature stress coefficient of concrete pavement in y direction (slab width); calculation load coefficient;
The coefficient adopted when calculating E according to whether a force transfer rod is set;
increase coefficient of equivalent rebound modulus of concrete pavement base; friction coefficient between the bottom surface of the concrete slab and the base; Poisson's ratio of cement concrete;
comprehensive value of Poisson's ratio of concrete pavement base and soil base. The codes used in this specification are:
boulder;
pebble;
G—gravel;
s-sand;
fine-grained soil;
—silty soil;
—clay soil;
O—organic soil;
P—peat;
—all particle groups except the coarse group;
very high liquid limit soil;
high transition limit soil;
+medium liquid limit soil;
low liquid limit soil;
-uniform gradation;
intermittent gradation;
poor gradation;
good gradation;
—stone polishing value.
4—11— 5
Chapter 1
Chapter 2
Section 1
Section 2
Section 1
Section 2
Section 3
Chapter 4
Section 1
Section 2
Section 3
Section 4
Section 5
Section 6
Section 7
Section 8| |tt||Section 9
Chapter 5
Section 2
Section 3
Chapter 6
General Provisions
Road Classification and Grading
Calculation of Driving Speed
Design Vehicle
Road Construction Limit
Design Life
Road Anti-dampening Defense
Road Capacity
Design Hourly Traffic Volume
Road Capacity
4--11--8
4—11—8
4—11—8
4—11—8
4—11—8
4—11—9
4—11—9
...... 4-11-9
+... 4-11-9
.. 4--11—9
... 411-9
Capacity of sidewalks, pedestrian crossings, pedestrian bridges and pedestrian tunnels 41·
Road cross-section design
Design principles
Cross-section layout·
.. 4-11-11
4—11-11
4—11—11
Motor vehicle lane and road surface width4-11——14 Non-motor vehicle lane width, road surface
Width and road surface structure.—.·4.
Roadside strip width and sidewalk
Pavement structure
Dividing strip·
Road crown curve and road crown slope
Plane and longitudinal section design.
Plane design
Longitudinal section design·
Combination of plane line shape and longitudinal section
Line shape·| |tt||Road and road intersection
Section 1
Section 2
Section 3
Chapter 7
Section 1
Section 2
Section 3
Chapter 8
Design principles and regulations
Plane intersection·
Graduate intersection·
Road and railway intersection
Design principles and regulations…
Road and railway plane intersection,
—11-14
—1115
11--15
4—11--16
11—16
4—1116
-11--19
-11--20
.. 4-11-20
· 4—11-20
4-11—20
4-11—21
...4--11--24
4—11--24
—11-24
Road and railway intersection． 4
—11--25
Roadbed design
4—11— 6
4—11—25
Section 1
Section 2
Section 3
Section 4
Section 5
Section 6
Section 7
Section 8
Chapter 9
Section 1
Section 2
Section 3
Section 4
Section 5
Section 6
Chapter 10
Section 1
Section 2
Section 3
Section 4
Section 5
Section 6
Design Principles and Regulations…
Subgrade Design Survey
Subgrade Soil Classification
... 4--11--25
: 4-11--25
..... 4—11-25
Compactness standard of soil roadbed…4—11-27 Wet and dry types of soil roadbed·…··….··.411-2 Minimum fill height of soil roadbed4—11-27 Roadbed slope
...... 4-11-27
Roadbed dewatering and reinforcement and stabilization measures4-11-28 Flexible pavement design
Design principles and regulations…
Design standards…
: 4—11—28
, 4—11—28
: 4—11—28
Structural combination design
........ 4---11--29
Calculation of new pavement structure layer…． 4—11—31 Calculation of reinforcement thickness of old pavement
.... 4—11—32
Anti-skid pavement
Design of cement concrete pavement
Design principles and regulations
Design standards and parameters.
Structural combination design,
Concrete slab thickness design
: 4—11-32
.... 4--11—39
4—11—39
4—11—39
4—11—40
Concrete slab plane size, temperature warping
Stress verification and connection design…
-11—40
4--11-—41
Local reinforcement and other treatments of slabs…
: 4—11—43
Chapter 11
Section 1
Section 2
Section 3
Chapter 12
Section 2
Square and parking lot..
City square·
Parking lot·
Public transportation terminal·
Road drainage
Removal of road surface water·
Removal of road groundwater…
Chapter 13
Section 1
Section 2||tt| |Section 3
Chapter 14
Section 1
Section 2
Section 3
Road greening
Design principles and regulations
Requirements and standards for greening planting
The relationship between greening and lighting, traffic facilities, etc.
Road lighting
Design principles and regulations·
Road lighting standards
Road lighting facilities…
-11-45
-11—45
4—11—45
4—11—47
4—11—47
4—11—47
: 4--11—49
4-11—49
-11—49
4---11—49
—1150
-11-50
~11—50
4-11—50
..- 4-11--50
Section 4
Lighting in special places·
Chapter 15
Section 1
Section 2
Section 3
Section 4
Section 5
Traffic facilities
Traffic signs…
Traffic markings．
Pedestrian overpasses and pedestrian tunnels
Protective facilities
Public electric and bus stops.
Chapter 16
Section 1
Section 2
Appendix—
Underground pipelines and ground
Underground pipelines
Above-ground poles and wires
Symbol combination of roadbed soil
4-11—51
—11—52
4—11—52
4—11— 52
4—11—52
—11—53
4—11—53
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-11-—53
—11—53
Appendix 2
Appendix 3
Appendix 4
Appendix 5
Rules…
Classification of loess, saline soil, expansive soil and
red clay
4—11—54
...... 4—11—54
Correspondence between the unified soil classification method and the original roadbed soil classification method
.......... 4-11-55
Critical height of soil roadbed
Simple identification method for roadbed soil classification…
Appendix VI
Measurement adopted in this specification
Appendix VII
It+++tt
Explanation of terms used in this specification
Additional explanation
4—11—56
-11—56
4—11—57
-11-58
4—11— 7
Chapter General
Article 1.0.1 This specification is formulated to make the design of urban roads technologically advanced, economically reasonable, safe and applicable, and to ensure quality. Article 1.0.2
This specification is applicable to the design of roads, squares, and parking lots in large, medium, and small cities, as well as in the planning areas of the satellite cities of large cities. Neighborhood roads and county and town roads are not within the scope of this specification.
New roads must be designed in accordance with this specification. In the reconstruction design of old urban roads, if individual indicators are limited by special conditions and cannot meet the standards specified in this specification, reasonable changes can be made to the recent projects after technical and economic comparisons, and the requirements of the specifications can be met after gradual reconstruction
Urban roads and highways are divided by the boundary of the urban planning area. The import and export roads outside the planning areas of cities and satellite cities can be designed with reference to this specification and relevant specifications such as highways. The parts outside the import and export roads should be implemented in accordance with relevant specifications such as highways. wwW.bzxz.Net
Article 1.0.3 Road design shall be carried out in accordance with the road category, grade, red line width, cross-section type, ground control elevation, above-ground pole and underground pipeline layout determined by the city master plan.
Road design shall be carried out according to the traffic volume, traffic characteristics, and technical requirements of major structures, and shall meet the requirements of environmental protection. In road design, the relationship between the short-term and long-term, new construction and reconstruction, and local and overall should be properly handled, and economic benefits, social benefits and environmental benefits should be emphasized. In road design, the contradiction between underground pipelines and above-ground facilities should be properly handled, and the principle of underground first and above-ground later should be implemented to avoid the waste of repeated excavation and repair. In road design, the relationship between road construction investment, transportation benefits and maintenance costs should be comprehensively considered, and technical standards should be correctly used. It is not appropriate to inappropriately adopt the lower limit of technical indicators simply to save construction investment. Road design should handle the relationship between people, vehicles, roads and environment according to the requirements of traffic engineering.
The plane, longitudinal section and cross section of the avoidance should be coordinated with each other. The elevation of the road should be coordinated with the ground drainage, underground pipelines, and buildings on both sides. In the road design, attention should be paid to saving land, reasonably demolishing houses, and properly handling cultural relics, famous trees, and historical sites.
The use requirements of disabled people should be considered in the road design. Section 1.0.4 When the design of the village road involves other projects (such as bridges, urban flood control, drainage, water supply, electricity, telecommunications, gas, railways, etc.), those with provisions in this code should be implemented in accordance with this code, and those without provisions in this code can refer to relevant codes for implementation. Chapter 2 "
General Provisions
Section 1 Road Classification and Grading
Section 2.1.1According to the status of roads in the road network, traffic functions and service functions for buildings along the roads, urban roads are divided into four categories; 1. Express roads
Express roads should serve large-scale, long-distance and fast traffic in the city. There should be a central dividing strip between the opposite lanes of the express road, and its entrance and exit should be fully or partially controlled.
Entrances and exits of public buildings that attract a large number of vehicles and people should not be set up on both sides of the express road. The entrances and exits of general buildings on both sides should be controlled. 2. Trunk roads
Trunk roads should be trunk roads connecting the main subdistricts of the city, with traffic functions as the main function. When bicycle traffic is large, it is advisable to adopt a form of separation between motor vehicles and non-motor vehicles, such as three-lane roads or four-lane roads.
Entrances and exits of public buildings that attract a large number of vehicles and people should not be set up on both sides of the trunk road.
3. Secondary trunk roads
Secondary trunk roads should be combined with trunk roads to form a road network, play the role of collecting and distributing traffic, and have service functions.
4. Branch roads
Branch roads should be the connecting lines between secondary trunk roads and neighborhood roads, solve the traffic problems in local areas, and mainly serve the service function.
Article 2.1.2
Except for expressways, each type of road is divided into I, II, and III levels according to the scale of the city where it is located, the designed traffic volume, and the terrain. Large cities should adopt the level 1 standard of various types of roads, medium-sized cities should adopt the level 2 standard; small cities should adopt the level 3 standard. When there are special circumstances that require a change in level, a technical and economic demonstration should be made and reported to the regulatory approval department for approval.
Section 2 Calculation of driving speed
Section 2, 2.1 The provisions for calculating driving speed are shown in Table 2.2.1. When there are special difficulties in rebuilding old roads, such as commercial streets, cultural streets, etc., the calculated driving speed can be appropriately reduced when it is considered reasonable after technical and economic comparison, but the safety of night driving should be considered. Calculated driving speed for various types of roads at all levels
This category of fast-track road
Over-type
Table 2.2.1
Calculated driving speed
Note: When conditions permit, the larger value should be used. Section 3 Designed Vehicles
Section 2.3.1 Designed Vehicles See Table 2.3.1 and Figure 2.3.1 for the external dimensions of motor vehicle designs. Table 2.3.1 Vehicle Type Length Width Height Wheelbase 1. Overall length is the distance from the front bumper to the rear bumper (m). 2. Overall width is the width of the vehicle compartment (excluding the rear bumper) (m). 3. Overall height is the height of the vehicle from the ground to the top of the vehicle (in). 4. The distance from the front bumper to the centerline of the front axle (m). 2.7. For two-axle vehicles, it is the distance from the centerline of the front axle to the centerline of the rear axle. For dual-axle vehicles, it is the distance from the centerline of the front axle to the centerline of the rear axle. 5. Wheelbase, the distance from the centerline of the axle to the centerline of the center axle and the distance from the center axle to the centerline of the rear axle (m). Figure 2.3.1 External dimensions of motor vehicle design (unit, m) Article 2.3.2 External dimensions of non-motor vehicle design vehicles are shown in Table 2.3.2. External dimensions of non-motor vehicle design vehicles (m) Typical vehicles Bicycles Three-wheeled vehicles 1. Overall length Bicycles are the distance from the front edge of the front wheel to the rear edge of the rear wheel 2.3.2 Three-wheeled vehicles are the distance from the front edge of the handlebar to the rear edge of the vehicle box; flatbed vehicles and rickshaws are the distance from the front end of the handlebar to the rear edge of the vehicle box (m). 2. Overall length Bicycles are the height of the handlebars, and other types of vehicles are the height of the handlebars (II). 3. Overall height: Bicycles are the height of the handlebars, and other types of vehicles are the height of the handlebars (II). 3. Overall height: When a person is on the bicycle, The height of the object from the ground is the height of the object from the top to the ground (m). The building limit of Mao Sijie Zun Road is shown in Figure 2.4.1. The width of the top corner should be consistent with the lateral clear width of the motor vehicle lane. The minimum clear height is shown in Table 2.4.1. No objects can pass through the building limit. No median strip is allowed. There is a median strip. Figure 2.4.1 Road construction boundary
Median dividing width (m)
Median dividing strip width (m)
Width of motor vehicle lane or width of lane for mixed traffic of motor vehicles and non-motor vehicles (m),
Lateral clear width (m)
Green belt length of motor vehicle road (m):
Non-motor vehicle road edge strip length (m)
Motor vehicle lane safety belt width (m), Non-motor vehicle lane length (m)
Roadside strip width (Ⅱ)
Designated strip width (m)
Sidewalk length (m)
Minimum clear height of bicycle lanes, sidewalks and other non-motor vehicle lanes (m),
Motor vehicle lane clear width (m):
-Pre-angle beveling length (m).
Minimum height
Carriageway
Name of vehicle
Type of vehicle
Minimum clear height (m)
Non-motor vehicle
Tram
2.4.1
Non-motor vehicle
Bicycle, pedestrian, and other non-motor vehicles
Section V Design life
Article 2.5.1 The design life of a road when traffic volume reaches saturation is as follows: 20 years for expressways and main roads, 15 years for secondary roads, and 10 to 15 years for branch roads. 2.5.2 The design life of a road when the pavement structure reaches a critical state, such as cement concrete pavement, see Article 10.2.2. 。 Main road
2. Asphalt concrete pavement, asphalt macadam pavement and asphalt through-type crushed (gravel) stone pavement are 15a. When constructing high-grade pavement such as asphalt concrete on branch roads, 10a can be used. 3. Asphalt surface treatment pavement is 8a.
4. Granular pavement is 5a.
Section 6 Road Explosion-proof Defense
Article 2.6.1
Road projects and important wind-proof structures in earthquake zones shall be seismically fortified according to the fortification intensity of the project area as stipulated by the state. Article 2.6.2 The starting point of fortification of road projects expressed by the design ground blast intensity is generally 8 degrees. The starting point of fortification in the following cases shall be 7 degrees, and no defense shall be provided for less than 7 degrees. 1. High fill roadbed slope or deep excavation road cutting slope, important road sections where large-scale landslides and collapses may occur during ground blast.
2. Important auxiliary structures such as high retaining walls, high slope protection, high revetment, etc. 3. Road projects on soft soil or liquefiable soil. Chapter III
Road Capacity
Section 1 Design Hourly Traffic Volume
Article 3.1.1 The capacity of motor vehicle lanes is calculated based on the number of small passenger cars passing through a certain section of the road per unit time. When there are fewer small cars in medium and small cities, ordinary cars can be used.
When calculating the capacity of a road section, the vehicle type conversion coefficient is shown in Table 3.1.1-1. When calculating the capacity of a flat intersection, the vehicle type conversion coefficient is shown in Table 3.1.1-2. Conversion coefficient for road vehicle types
Calculation coefficient
Format
Circular intersection
Passenger car
Proficient car
Vehicle type calculation coefficient for level intersection
Passenger car
Signal-controlled level intersection
Ordinary car
Connecting vehicle
Table 3.1.1-2
Linking vehicle
Section 3.1.2 The design hourly traffic volume for determining the number of lanes is calculated as follows.
Nn-Naak.d
(3.1.2)
N——design hourly traffic volume (pcu/h), where
Nar-the annual average daily traffic volume of the design life (pou/d) is the ratio of the design peak hour traffic volume to the annual average daily traffic volume. When the annual average daily traffic volume cannot be obtained, the representative average daily traffic volume can be used instead,
the ratio of the main direction traffic volume to the cross-sectional traffic volume. Section 3.1.3 The annual average daily traffic volume or the average daily traffic volume and the 6 values should be obtained by observation in each city. Cities that have not conducted observations can select the values of neighboring cities with similar properties. New roads can select the values of similar types of roads with similar properties. When they cannot be obtained, the value can be 11% and the value can be 0.6. Section 3.1.4 When determining the annual average daily traffic volume of the design life, the existing traffic volume, normal growth traffic volume, attracted traffic volume, development traffic volume, etc. shall be comprehensively considered. Section 2 Road Traffic Capacity
Section 3.2.1 The traffic capacity of a road section is divided into possible traffic capacity and design traffic capacity.
Under the conditions of general urban roads and general traffic, and when not affected by grade intersections, the possible traffic capacity of a motor vehicle lane is calculated by the following formula: Where
N,= 3600/1
(3.2.1-1)
The possible traffic capacity of a motor vehicle lane section (pcu/h), the average headway time of continuous traffic flow (s/pcu). When there is no observation experience in this city, the possible traffic capacity can adopt the values of 4-9 in Table 3.2.1-1.
Calculated driving speed (km/h)
Possible capacity (pcu/h)
Possible capacity of a road
Table 3.2.1-1
The calculation formula for the design capacity of a motor vehicle lane not affected by a grade intersection is as follows:
Road classification
(3.2.1-2)
Design capacity of a motor vehicle lane (pcu/h) The road classification coefficient of the motor vehicle lane capacity is shown in Table 3.2.1-2. The classification coefficient of motor vehicle lane
Table 3.2.1-2
Expressway
Secondary road
The design capacity of a motor vehicle lane affected by a grade intersection should be reduced according to different calculated driving speeds, green-to-signal ratios, intersection spacing, etc. Section 3.2.2
A bicycle lane is 1m wide. When not affected by the flat intersection, the possible traffic capacity of a bicycle lane is calculated as follows: Np = 3600Nbt/(tr(wpb - 0.5))Wuzhong
(3,2.2-1)
-Possible traffic capacity of a bicycle lane (veh/(hm))
The time period of continuous traffic flow passing through the observation section (s)-The number of bicycles passing through the observation section within the tr time period (Ve-h),
Bicycle lane pavement gravimetrics (m)
The recommended value of the possible traffic capacity of the section is 2100 veh/(h.m) when there are separation facilities and 1800 veh/(hm) when there are no separation facilities. The design capacity of a bicycle lane section not affected by grade intersections is calculated as follows:
N,=αr-Nb
where N—
(3.2.2-2)
The design capacity of a bicycle lane section (veh/(hm)),
The road classification coefficient of a bicycle lane, see Table 3.2.2. The road classification coefficient of the white lane
Expressway, main road
Secondary trunk road, road
The design capacity of a bicycle lane section affected by grade intersections, when there are separation facilities, the recommended value is 1000~1200veh/(h·m), when the motor vehicle lane and non-motor vehicle lane are divided by road markings, the recommended value is 800~1000veh/(h,m). The larger value is used in cities with large bicycle traffic volume, and the smaller value is used in cities with small bicycle traffic volume. 3.2.3 The design capacity of a signalized cross intersection shall be calculated by the stop line method. The design capacity of a cross intersection is the sum of the design capacities of all entrance lanes. The design capacity of an entrance lane is the sum of the design capacities of all lanes. 1. The design capacity of a straight lane shall be calculated by the following formula: Where
N, = 3600b.((t, -t,)/t1 +1)/t(3.2.3-1)
The design capacity of a straight lane (pcu/h) N
—Signal cycle (s),
-Green light time within the signal cycle (s), the time for the first vehicle to start and pass the stop line after the green light turns green (8), 2.38 can be used)
The average interval time for straight or right-going vehicles to pass the stop line (s/4--11 --10
pcu）t
The reduction coefficient of the capacity of the straight lane can be 0.9. 2. The design capacity of the straight right lane shall be calculated according to the following formula: N=N.
(3.2.3-2)
Where Nar
The design capacity of a straight right lane (pcu/h). 3. The design capacity of the straight left lane shall be calculated according to the following formula: N. = N.(1 - βi/2)
(3.2.3-3)
The design capacity of a straight left lane (pcu/h), the proportion of left-turning vehicles in the straight left lane.
4. The design capacity of the straight left and right lanes shall be calculated according to the following formula: Nair = N..
(3.2.3-4)
The design capacity of a straight left and right lane (pcu /h). In the formula, Nar
2. When the entrance is equipped with a dedicated left-turn lane and a dedicated right-turn lane, the design capacity shall be calculated according to the ratio of left-turn and right-turn vehicles on this side. First calculate the design capacity of the entrance road on this side, and then calculate the design capacity of the dedicated left-turn and dedicated right-turn lanes. 1. The design capacity of the entrance road shall be calculated according to the following formula: Nolr=EN./(1 ~ ,-β.)
(3.2.3-5)
When there are dedicated left-turn and dedicated right-turn lanes, the design capacity of the entrance road on this side (pcu/h)
The sum of the design capacities of the straight lanes on this side (pcu/h) The ratio of left-turn vehicles to vehicles on the entrance road on this side, and the ratio of right-turn vehicles to vehicles on the entrance road on this side. 2. The design capacity of the dedicated left-turn lane shall be calculated as follows: NeNer-B,
where Ni
(3.2.3-6)
-the design capacity of the dedicated left-turn lane (pcu/h). 3. The design capacity of the dedicated right-turn lane
N,- Ner.B.
(3.2.3-7)
where N,—-
-the design capacity of the dedicated right-turn lane (pcu/h). 3. When the entrance road is equipped with a dedicated left-turn lane but no dedicated right-turn lane, the design capacity N of the dedicated left-turn lane shall be calculated based on the proportion B of left-turning vehicles on this surface, as shown in the following formula:
N.=EN./(1 - β.)
(3.2.3-8)
When a dedicated left-turn lane is provided, the design capacity of the entrance road on this surface (pcu/h),
The sum of the design capacities of the through lane and the straight right lane on this surface (Pcu/h).
(3.2.3-9)
4. When the entrance road is equipped with a dedicated right-turn lane but not a dedicated left-turn lane, the design capacity of the dedicated right-turn lane, N, is calculated according to the proportion of right-turn vehicles on this side, B, as follows:
N..= EN./(1- p.)
(3.2.3-10)
When a dedicated right-turn lane is provided, the design capacity of the entrance road on this side (pcu/h)
The sum of the design capacity of the through vehicles and the straight left vehicles on this side (pcu/h).
(3.2.3-11)
5. In a signal cycle, when the number of left-turn vehicles arriving from the opposite side exceeds 3~~ 4 pcu, the design capacity of various through lanes on this side (including straight, straight left, straight right and straight left and right lanes) should be reduced.
When Ni>N. When the design capacity of the entrance lane of this surface is reduced by N according to the following formula: - N.- n.(Nit - N'.)
(3.2.3-12)
The design capacity of the entrance lane of this surface after reduction (pcu/h)The design capacity of the entrance lane of this surface (pcu/h)The number of various straight lanes on this surface,
The design throughput of left-turning vehicles on the entrance lane of this surface (pcu/h); N..-N..
(3.2.3-13)
N. ——The number of left-turning vehicles on the opposite side without reducing the design capacity of various straight lanes on this surface (pcu/h). When the intersection is small, it is 3n, and when it is large, it is 4n, and n is the number of signal cycles per hour. The design capacity of a T-shaped intersection controlled by a signal light is the sum of the design capacities of the entrance lanes of each element 3.2.4
. Typical calculation diagrams are shown in Figure 3.2.4-1 and Figure 3.2.4-2.
Figure 3, 2.4-1 Typical calculation diagram for design capacity of T-shaped intersection 1. Figure 3.2.The design capacity of the T-shaped intersection in 4-1 is the sum of the capacities of the entrance lanes 4, B, and C. The reduction of the capacity of the entrance lane B by the left-turning vehicles at the entrance lane C should also be verified. Calculate according to the following provisions:
Figure 3.2.4-2 Austrian calculation diagram of the design capacity of the T-shaped intersection 1. The design capacity of the entrance lane A is calculated using formula (3.2.3-1). 2. The entrance lane B is a straight right lane, and its design capacity is calculated using formula (3.2.3-2).
3. The entrance lane C is a straight left lane, and its design capacity is calculated using formula (3.2.3-3).
When the left-turning vehicles at the entrance lane C exceed 3~4pcu in each signal cycle, the design capacity of the entrance lane B should be reduced and calculated using formula (3.2.3-12). , the design capacity of the T-shaped intersection in Figure 3.2.4-2 is 4, the sum of the capacities of the entrance lanes B and C. The reduction of the design capacity of the entrance lane B by the left-turning vehicles at the entrance lane C should be verified and calculated according to the following provisions; 1. The design capacity of the entrance lane A is calculated using formula (3.2.3-1). 2. The design capacity of the entrance lane B is calculated using formula (3.2.3-10), where N is the design capacity of the straight lane of this surface. 3. The straight-moving vehicles at the entrance lane C are not controlled by red lights, and the capacity is greatly improved, but the design capacity of the intersection should be restricted by traffic characteristics. If the traffic flow of the straight lane is roughly equal to the oncoming traffic flow, the design capacity of the entrance lane C can use the value of the entrance lane B.
When the number of left-turning vehicles at the entrance lane C exceeds 3~4Pcu per signal cycle, the design capacity of the entrance lane B should be reduced and calculated using formula (3.2.3-12). Element 3.2.5 The design capacity of a bicycle lane at the entrance of a signalized intersection is 1000 veh/h·m). The design capacity of motor vehicle lanes at roundabouts and the corresponding number of non-motor vehicles in Element 3.2.6 are shown in Table 3.2.6.
Designed avoidance capacity of roundabout intersection
Designed traffic capacity of motor vehicle lane
(peu/h
Corresponding number of bicycles (veh/h)
Table 3.2.6
16001350
100001300015000
The design traffic capacity of motor vehicle lane in the table includes 15% right-turning vehicles. When the right-turning vehicles are of other proportions, it should be calculated separately.
The values in the table are applicable to the weaving length of l=25~30m. When l=30~60m, the design traffic capacity of motor vehicle lane in the table should be corrected. The correction coefficient is calculated as follows:
pw= 3/=/(2/= + 30 )
Section 3 Capacity of Pedestrian Walkways, Crosswalks, Pedestrian Bridges and Pedestrian Underpasses
Section 3.3.1 Capacity of Pedestrian Walkways, Crosswalks, Pedestrian Bridges and Pedestrian Underpasses
See Table 3.3.1 for the possible capacity.
Possible Capacity of Pedestrian Walkways, Crosswalks, Pedestrian Bridges and Pedestrian Underpasses Table 3.3.1
Possible Capacity
Pedestrian Walkways
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