







































 Humanities and Social Science Research; Vol. 8, No. 4; 2025 

ISSN 2576-3024   E-ISSN 2576-3032 

https://doi.org/10.30560/hssr.v8n4p99 

 99 Published by IDEAS SPREAD 

 

Research on the Design Scheme of Ningbo Jiulong Avenue 

Expressway 

Gaoyuan Qi1 & Fajin Lin1 

1 Central & Southem China Municipal Engineering Design and Research Institute Co., Ltd., China 

Correspondence: Fajin Lin (1992-), male, master's degree holder, engineer, Central & Southem China Municipal 

Engineering Design and Research Institute Co., Ltd., Wuhan, 430064, China. E-mail: 1247783917@qq.com; 

1012037112@qq.com 

 

Received: July 17, 2025; Accepted: July 25, 2025; Published: July 26, 2025 

 

Abstract 

This paper takes the design scheme of Ningbo Jiulong Avenue Expressway as an example, this article compares 

and selects the most reasonable scheme based on the project's planning and current situation, combined with traffic 

volume forecast and current situation analysis, through comprehensive comparison of schemes, covering aspects 

such as scheme feasibility, traffic function, and economy. 

Keywords: elevated road, interchange, comprehensive selection 

1. Introduction 

As Ningbo's urban space expands northward, the transportation demand between the central city area and the 

Yuyao-Cixi sub-city has seen a sharp increase. The traditional road network faces challenges such as insufficient 

traffic capacity, tight land resources, and fragmented multi-mode transportation systems. Against this backdrop, 

the Jiulong Avenue Expressway was launched. As an important thoroughfare running through the Jiulonghu Town 

area and connecting the northern Yuyao-Cixi urban area with the central city area of Ningbo, the completion of 

the Jiulong Avenue Expressway will be of great significance for enhancing Ningbo's urban level, promoting 

regional integrated development, and building a modern coastal metropolis urban pattern. This article aims to 

deeply analyze its design logic and technological breakthroughs, with a view to providing a paradigm for the 

construction of high-density urban transportation infrastructure. (Ningbo, 2022). 

2. Construction Background 

Ningbo is accelerating the construction of a "modern coastal metropolis", with the northern Yuci region (Yuyao, 

Cixi) being positioned as a sub center of the city. However, the central urban area and the Yuci sub city are 

separated by a geographical barrier of about 420 square kilometers, lacking efficient direct connecting channels, 

which restricts the two-way flow of industries, population, and resources. As a key project of Ningbo's 14th Five 

Year Plan, Jiulong Avenue Expressway aims to connect this key corridor and form a 30 minute transportation 

circle between the central urban area and Yuci Sub city, promoting Ningbo's transformation from a single core 

city to a multi cluster urban circle. 

The planning and construction of Cuiping Mountain Central Park in Ningbo requires the support of a rapid 

transportation network to enhance its ecological and tourism functions. Jiulong Avenue runs through the Zhenhai 

Jiulong Lake tourist area. After completion, it will optimize the transportation environment of the Jiulong Lake 

area, alleviate holiday congestion, and strengthen the cultural and tourism linkage in the Cuiping Mountain area. 

3. Engineering Overview 

The Jiulong Avenue Expressway Project is located in Jiangbei District, Zhenhai District, and Cixi City of Ningbo 

City. It starts from Wencheng Middle Road in the south and ends at Longdu North Road in the north, with a total 

length of about 11.3 kilometers. The scope of this study is the section of Jiulong Avenue (Ring Expressway Zhenpu 

Road), which starts from the Ring Expressway in the south and ends at Zhenpu Road in the north, with a total 

length of about 2.6km. 

 

 

 

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4. Overall Program 

4.1 Technical Standards 

1) Road grade : The project plans to adopt the construction form of "mainline elevated+ground auxiliary road", 

and partially adopt the construction form of "ground expressway". The main road is classified as an urban 

expressway; The ground auxiliary road is classified as an urban main road. 

2) Design speed: The mainline design speed is 80km/h; The design speed of the ground auxiliary road is 50km/h; 

The design speed of the ramp is V=40~50km/h.;  

3) Clearance height: not less than 4.5m for motor vehicle lanes; not less than 2.5m for pedestrian and non motor 

vehicle lanes (Specification, 2009). 

4.2 Road Cross-section Arrangement 

According to the traffic volume forecast, the peak hour traffic flow by the end of the year (2045) will be 

approximately 4500~5000 pcu/h, and the main line will need to adopt a dual six lane road to meet traffic demand; 

According to the current development status and road network planning on both sides of the road section, the 

construction scale of the ground auxiliary road is 4-6 lanes. The overall service level is level three, and the road 

adaptability is good. 

Construction form of "mainline elevated+ground auxiliary road": The elevated mainline is an urban expressway, 

adopting a full frame structure, with six lanes in both directions, a standard cross-sectional width of 25.5 meters, 

and a cross-sectional layout of 25.5m (cross-sectional width)=0.5m (crash barrier)+0.5m (curb)+11m (motor 

vehicle lane)+0.5m (curb)+0.5m (central divider)+0.5m (curb)+10.5m (motor vehicle lane)+0.5m (curb)+0.5m 

(crash barrier); The ground auxiliary road is a main urban road with six lanes in both directions, with a standard 

cross-sectional width of 46.0 meters. The cross-sectional layout is as follows: 46m (cross-sectional width)=2.5m 

(sidewalk)+3.5m (non motorized vehicle lane)+2m (side median)+11m (motorized vehicle lane)+2m (side 

median)+3.5m (non motorized vehicle lane)+2.5m (sidewalk). 

The construction form of the "Ground Expressway": the main road has six lanes in both directions, and the 

auxiliary road is a mixed traffic lane (double four+non motorized vehicle lane). The standard cross-sectional width 

is 55 meters, and the cross-sectional layout is: 55m (cross-sectional width)=2m (sidewalk)+10.5m (auxiliary 

road)+2m (side divider)+12m (motorized vehicle lane)+2m (central divider)+12m (motorized vehicle lane)+2m 

(side divider)+10.5m (non motorized vehicle lane)+2m (sidewalk). 

4.3 General Arrangement 

The Jiulong Avenue (Ring Expressway Zhenpu Road) section project starts from the Ring Expressway in the south 

and adopts a ground expressway form to cross the expressway and expressway interchange. After passing through 

the interchange, it extends to Zhenpu Road in an elevated form, with a total length of about 2.6km. There are 2 

pairs of parallel ramps and 1 hub. 

 

Figure 1. Overall Design Scheme Elevated Scheme Schematic Diagram 

 

 

 

 



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4.5 Major Interchange Node Schemes 

4.5.1 Current situation analysis 

Current situation around the node: According to the aerial photos taken during the on-site survey, the current 

situation is a high-speed interchange. The current situation is that Jiulong Avenue passes under the Ring 

Expressway and intersects with a single horn interchange on the north side of the Ring Expressway, passing 

through the Jiulonghu Expressway toll station. The surrounding land of the project mainly consists of wasteland, 

agricultural and forestry land, and industrial land. 

  

Figure 2. Current Satellite Map                    Figure 4. Option 1 

 

Option 1: A new single horn interchange will be built on the intersection of Jiulong Avenue and the Ring 

Expressway, connecting the expressway with the elevated road. The connection form between the ground auxiliary 

road and the highway toll gate remains unchanged in this plan, with a two-way six lane scale and single horn 

interchange; Build a new elevated single horn interchange to connect with highways and toll stations; It is 

necessary to expand the toll station appropriately. It is recommended to change the original "four in and six out" 

to at least "six in and eight out"; 

Scheme features: Strong transportation function, large land occupation, and high cost. 

Option 2: Jiulong Avenue will pass through an interchange, and then the elevated road will cross over the ring 

expressway node. The existing ground interchange will be renovated, and the ground expressway will use a single 

horn interchange system to connect the expressway and the highway; The auxiliary lane system is expanded on 

the basis of the original slow lane system, with a two-way four lane scale. On the east side of the ground auxiliary 

road, enter and exit the highway entrance and exit on the right side. On the west side, you need to detour to the 

next intersection and then turn around to enter and exit the highway entrance and exit. 

Program features: Strong transportation function, minimal land occupation, and steep slope of elevated sections. 

  

Figure 4. Option 2                          Figure 5. Option 3 

 

Option 3: Jiulong Avenue passes through an interchange and expressway, and the ground expressway uses a single 

horn interchange system to connect the expressway and expressway; The auxiliary lane system is expanded on the 

basis of the original slow lane system, with a two-way four lane scale. On the east side of the ground auxiliary 



hssr.ideasspread.org   Humanities and Social Science Research Vol. 8, No. 4; 2025 

 102 Published by IDEAS SPREAD 

 

road, enter and exit the highway entrance and exit on the right side. On the west side, you need to detour to the 

next intersection and then turn around to enter and exit the highway entrance and exit. 

Program features: Strong transportation function and small land occupation. 

 

Table 1. Comparison and Selection Table of Schemes 

form Option 1 Option 2 Option 3 

functionality 

 

Both the main line of the 

expressway and the 

ground auxiliary roads 

can directly connect 

with the expressway toll 

station, ensuring high 

traffic conversion 

efficiency 

The mainline of the expressway 

directly connects with the toll 

station of the expressway, while 

the auxiliary ground roads enter 

and exit the mainline through 

parallel ramps at the front and 

rear before connecting with the 

toll station of the expressway 

The main line of the expressway 

communicates directly with the 

toll station of the expressway, 

and the ground auxiliary road 

communicates with the toll 

station of the expressway after 

entering and exiting the main line 

through parallel ramps 

Linearity 

indicator 

Both the main and 

auxiliary roads can 

directly achieve traffic 

conversion through 

directional ramps, with 

good linear indicators 

The auxiliary road needs to 

detour and connect to the toll 

station, with poor linear 

indicators 

The auxiliary road needs to 

detour and connect to the toll 

station, with poor linear 

indicators 

cost of 

construction  

Highest cost High cost Lowest cost 

conclusion Symmetrical cloverleaf interchange is recommended for this project. 

 

5. Conclusion 

This article takes the Kowloon Avenue Expressway as an example, based on the project's planning and current 

situation, combined with traffic volume forecasting and current situation analysis, through comprehensive 

comparison of schemes, the most reasonable scheme is selected from multiple aspects such as feasibility, traffic 

function, and economy. 

References 

Office of the People's Government of Ningbo City. (2022). Ningbo Comprehensive Transportation System Plan 

(2020-2035). Ningbo. 

China Architecture & Building Press. (2009). Specification for design of urban expressway (CJJ129-2009). Beijing. 

 

Copyrights 

Copyright for this article is retained by the author(s), with first publication rights granted to the journal. 

This is an open-access article distributed under the terms and conditions of the Creative Commons Attribution 

license (http://creativecommons.org/licenses/by/4.0/). 


