110号道路石油沥青 · Bitumen 110# for Cold-Region Chinese Road Projects
摘要 · Summary
全页要点，先中文后英文 · The whole page condensed, Chinese first and English second.
110号道路石油沥青按JTG F40-2004分级，针入度100–120（0.1mm），A级软化点≥43 °C，闪点≥230 °C，蜡含量≤2.2 %，老化后残留针入度比≥54 %。牌号数字是名义针入度。该牌号主要用于寒冷地区路面、乳化沥青和液体石油沥青的基质沥青，用量少于70号和90号。
110# road petroleum asphalt is graded under JTG F40-2004 with a penetration band of 100–120 (0.1 mm). For A级 the softening point is minimum 43 °C, the flash point minimum 230 °C, wax content maximum 2.2 % and the retained penetration ratio after ageing minimum 54 %. The number in the grade name is the nominal penetration, not an end of the band. Its uses are pavement in severe winter low-temperature zones, surface treatment work, and service as the soft base binder for emulsified and cutback bitumen. It is a lower-volume grade than 70# and 90#, and this page says so rather than pretending otherwise.
110号是什么 · What 110# is, and how much of it there actually is
110# is a real grade in a real standard, and it is also a minor grade by volume. Both of those facts change how a buyer should approach it.
牌号数字是名义针入度 · One number, and it points at the middle
Chinese road petroleum asphalt (道路石油沥青) is named with a single number and a hash, under the naming rule set out in JTG F40-2004《公路沥青路面施工技术规范》 — the Ministry of Transport’s specification for building asphalt pavements. 110# is accepted anywhere from 100 to 120 in tenths of a millimetre, with penetration measured at 25 °C under a 100 g load for 5 seconds by method T 0604 of JTG E20-2011《公路工程沥青及沥青混合料试验规程》. The 110 in the name marks the nominal centre of that band. It is not a limit anyone has to hit, and no cargo ever has to test at 110 to be a perfectly compliant 110#.
Say this out loud every time a Chinese grade turns up in an enquiry, because the naming rule inverts the one most exporters grew up with. ASTM and EN put the two ends of the band into the name: 120/150 means 120 to 150 dmm and hides no midpoint inside itself. China puts the midpoint into the name and leaves the ends implied: 70# is 60 to 80, 90# is 80 to 100, 110# is 100 to 120. Both misreadings cost real money, and they fail in opposite directions. Take 110# as a call for material at 110 dmm and you have compressed a twenty-point band onto a single point, then rejected sound cargo for missing a target nobody set. Take 110# as shorthand for “110 to 120” and you have deleted the lower half of the band, then rejected a 104 that the standard plainly allows.
两个标准，不要混淆 · Two standards, routinely confused
China runs two governing documents for paving-grade binder, and buyers mix them up constantly:
- JTG F40-2004 — a construction specification, issued by the Ministry of Transport. Its job is to tell a contractor how to build an asphalt pavement, and the binder acceptance table is one clause inside that larger instruction. Its grades run 160#, 130#, 110#, 90#, 70#, 50# and 30#, each split into quality classes A, B and C.
- GB/T 15180《重交通道路石油沥青》 — a national product standard, which is a different kind of document altogether. It describes a category of goods rather than a method of building, and it names its grades AH-130, AH-110, AH-90, AH-70, AH-50 and AH-30.
That distinction is not pedantry, and collapsing the two is the mistake underneath most confused enquiries. Because one document governs how a road is built and the other describes a class of goods, their tables were drafted to answer different questions, and a limit lifted from one is not evidence of anything in the other. For 110# the gap widens further, because a soft grade is bought for reasons — cold-zone cracking resistance, or a residue target inside a blending plant — that a heavy-traffic product standard was never framed around in the first place. Where a contract cites the AH designation, take the AH-110 limits out of GB/T 15180 itself. This page does not reproduce them, and nobody should infer them from the JTG figures below. A contract reading only 110# has not closed the specification at all: write 110号A级，符合JTG F40-2004 or AH-110，符合GB/T 15180, and require the Certificate of Analysis to report line by line against whichever table was named.
系列中的位置 · Two rungs below the workhorse
A bigger grade number means a softer binder, because penetration measures how far a needle sinks into it. Counting down from 70#, the grade that carries most Chinese paving, 110# is two rungs away: 70# then 90# then 110#. The bands abut instead of overlapping, so 90# stops at 100 exactly where 110# starts and 110# stops at 120 exactly where 130# starts. A batch landing on 100.0 or on 120.0 is therefore not automatically one grade or the other — it is offered as one of them and then judged against that grade’s entire column, and the supporting limits are what settle it. No cargo is ever accepted or rejected on the penetration line by itself.
Those two rungs cost the buyer more than the twenty-point penetration gap suggests, because three separate requirements move together. Class A softening point drops from 46 °C to 43 °C. Flash point drops from 260 °C to 230 °C. Retained penetration after ageing drops from 61 % to 54 %. They move as a set for one underlying reason: 110# comes off a less severely stripped vacuum residue that still carries a larger light fraction, so each of those three limits is measuring a consequence of the same composition rather than three unrelated shortcomings.
A级、B级、C级 · Grade and class are two independent axes
Picture the Chinese table as a grid rather than a list. The grade number is one axis, the quality class is the other, and moving along one does not move you along the other. 110# is 100–120 in A级, in B级 and in C级 alike — the class never touches the penetration line, not by a single tenth of a millimetre. What the class tightens is everything standing behind that line: wax content (蜡含量), ductility at 10 °C, the penetration index (针入度指数) and the requirements imposed on the aged residue. There is no analogue to this second axis anywhere in ASTM, which is precisely why an exporter working from a D946 habit reads the grade number, concludes the specification is closed, and has in fact read only half of it.
- A级 — unrestricted: any grade, any pavement layer.
- B级 — lower layers only on expressways and class-1 highways; unrestricted across all layers of the highway classes beneath those.
- C级 — class-2 highways and downwards.
On 110# the axis bites in a specific place: the default assumption. Because so little of this grade ever goes under an expressway surface course, B级 and C级 acceptances appear on 110# enquiries far more often than on 70# enquiries, and a supplier who has handled a few of them quietly begins to treat the lower class as the normal case. It is not a normal case. It is whatever the buyer’s design documents say and nothing else, so read the class off those documents before pricing anything. An offer that says 110#, penetration 100–120 and stops there has told the buyer nothing whatsoever about whether the cargo is permitted in the layer it is being bought for.
一个小众牌号 · How much 110# there actually is
110# moves in far smaller volumes than 70# or 90#, domestically and in export trade alike, and a buyer told otherwise is being sold to rather than advised. Demand for it is squeezed from three directions at once. The map is the first squeeze: only the severe winter zones generate a real engineering case for a binder this soft, and they are a fraction of the country. The top of that fraction is then removed, because where a cold-zone road also carries serious traffic the Chinese answer is normally a polymer-modified binder rather than a softer plain grade. And a large slice of what survives both squeezes is drawn off by emulsion and cutback plants, which buy 110# as an input and never let it reach a road under its own name.
What that does to a purchase is predictable enough to plan for. Expect availability enquiry by enquiry rather than as a running programme, smaller lots, drums rather than bulk, and a price that is genuinely harder to benchmark because too few comparable trades exist to reference it against. Lead time is the variable most likely to surprise someone used to mainstream grades. None of this makes 110# hard to obtain. It makes it a grade you nominate at design stage and confirm in writing early, rather than one you assume is standing on a quay somewhere waiting for an order.
110号A级技术要求 · JTG F40-2004 acceptance figures for 110# A级
The values below are JTG F40-2004 requirements for 110# class A, each with the JTG E20-2011 test method that produces it. Method numbers are given in their Chinese form because that is the form a Chinese laboratory report will carry.
| 项目 Property | 试验方法 Test method | 单位 Unit | 指标 Requirement (A级) | 说明 Notes |
|---|---|---|---|---|
| 针入度 Penetration, 25 °C, 100 g, 5 s | T 0604 | 0.1 mm | 100–120 | The grade-defining line. 110 is the nominal value, not a limit. |
| 针入度指数 Penetration index, PI | T 0604, calculated | — | -1.5 to +1.0 | Bounds temperature susceptibility in both directions. Rarely reported on an export COA unless it is requested. |
| 软化点 Softening point, ring & ball | T 0606 | °C | ≥ 43 | Sits 2 °C below 90# and 3 °C below 70#. This single line is what decides whether 110# is admissible in a given climate zone. |
| 蜡含量 Wax content, distillation method | T 0615 | % | ≤ 2.2 | A级 limit. B级 allows 3.0 % and C级 allows 4.5 %. Set by the class, not by the grade. |
| 闪点 Flash point, Cleveland open cup | T 0611 | °C | ≥ 230 | 30 °C below the 260 °C required of 70#. Narrower margin above working temperature. |
| 密度 Density at 15 °C | T 0603 | g/cm³ | 实测记录 report actual value | Reported for the record, not limited. |
| TFOT 或 RTFOT 后质量变化 Mass change after ageing | T 0609 / T 0610 | % | ±0.8 (max) | Thin film ageing at 163 °C, simulating the plant mixing cycle. |
| 残留针入度比 Retained penetration ratio, 25 °C | T 0604 on the aged residue | % | ≥ 54 | A级 limit — below the 61 % asked of 70# and the 57 % asked of 90#. The comparison table below shows why a lower percentage is not a lower standard. |
从30号到130号 · How the requirements move as the binder softens
Read the columns downward rather than the rows across. Every requirement loosens in the same direction as the binder softens, and the last column shows why the retained penetration percentage falling to 54 % is not a relaxation of standards.
| 牌号 Grade | 针入度 Penetration, 0.1 mm | 软化点 A级 Softening point | 闪点 Flash point | 残留针入度比 A级 Retained penetration | 老化后针入度推算 Implied aged penetration |
|---|---|---|---|---|---|
| 30# | 20–40 | ≥ 55 °C | ≥ 260 °C | — | — |
| 50# | 40–60 | ≥ 49 °C | ≥ 260 °C | ≥ 63 % | ≈ 25–38 |
| 70# | 60–80 | ≥ 46 °C | ≥ 260 °C | ≥ 61 % | ≈ 37–49 |
| 90# | 80–100 | ≥ 45 °C | ≥ 245 °C | ≥ 57 % | ≈ 46–57 |
| 110# | 100–120 | ≥ 43 °C | ≥ 230 °C | ≥ 54 % | ≈ 54–65 |
| 130# | 120–140 | — | ≥ 230 °C | — | — |
低温分区如何选中110号 · The low-temperature logic that selects 110#
In Chinese practice the grade is not chosen by the contractor’s preference or by what is cheapest on the day. It falls out of a three-part climate zone code, and 110# is what the second digit produces at its most severe.
气候分区代码 · Reading the code from the middle outwards
Every location in JTG F40 carries a bitumen climate zone (气候分区) written as three numbers joined by hyphens — 1-4-1, 2-2-2 and so on. Most explanations of the code start at the left and work right. For 110# it is worth starting in the middle instead, because the middle digit is the only one of the three that can ever produce this grade, and the digits either side of it exist mainly to take it away again.
- 中间一位：冬季低温分区 · The middle digit — winter low temperature. Set by the extreme minimum air temperature on record, and it takes one of four values: 1 = colder than -37 °C · 2 = -21.5 °C down to -37 °C · 3 = -9 °C down to -21.5 °C · 4 = warmer than -9 °C. The scale runs against intuition — the smaller the digit, the harsher the winter, so 1 is the severe extreme and 4 is effectively a mild one. This digit is the reason 110# exists at all.
- 第一位：夏季高温分区 · The first digit — summer high temperature. Set by the mean maximum air temperature of the hottest month: 1 = hotter than 30 °C · 2 = 30 down to 20 °C · 3 = cooler than 20 °C. This digit can never select 110#, but it can veto it, and in most of the country it does.
- 第三位：雨量分区 · The third digit — rainfall. Annual precipitation, again in four steps: 1 = 湿润 humid, over 1000 mm · 2 = 湿 moist, 1000 down to 500 mm · 3 = 半干 semi-arid, 500 down to 250 mm · 4 = 干 arid, under 250 mm. It carries no vote on the grade number whatsoever.
第二位数字把牌号推到110号 · The winter digit is what pushes the grade this far
Where the winter digit is 3 or 4, thermal cracking is not usually the distress that decides the life of the pavement, and the grade selection is driven by summer performance — 70# or harder. Where the winter digit is 2, low-temperature cracking becomes a governing consideration and 90# is the standard Chinese answer. It is at the severe end, and particularly where the winter digit is 1, that a design can be pushed past 90# to a binder as soft as 110#.
The reasoning is straightforward. As pavement temperature falls, the binder stiffens and the asphalt layer tries to contract. It is restrained by the layers beneath it, so thermal stress builds up in the layer instead. If that stress reaches the tensile strength of the mixture before the binder can relax it, the layer cracks transversely across the carriageway, and once a transverse crack is open, water gets into the structure and the deterioration accelerates from there. A softer binder helps in two ways at once: it reaches its glassy, brittle condition at a lower temperature, and it retains enough capacity to flow that some of the accumulated stress relaxes rather than accumulating to failure. 110# is chosen when the design judges that even 90# will not do those two things at the site’s extreme minimum temperature.
43 °C 的天花板 · The summer ceiling 110# cannot cross
This is the constraint that decides most 110# enquiries, and it should be stated before any of the advantages. A class A 110# is only required to reach a ring and ball softening point (软化点) of 43 °C. That is 3 °C below the 70# requirement and it is the lowest minimum in the traded series. A binder at that consistency cannot be put into a pavement that will see high summer surface temperatures under heavy traffic. It will rut, shove at intersections and bleed on the surface, and no purchase price justifies that outcome.
Which means the grade needs both digits to cooperate, and that is a far narrower window than the winter digit alone suggests. A severe middle digit opens the door; a permissive first digit — moderate or cool summers — is what actually lets 110# through it. Put a hot-summer first digit alongside a severe winter digit and no plain penetration grade can serve both ends of the year at once: 70# leaves the winter exposed, and 110# leaves the summer exposed by a considerably wider margin. That particular combination is the textbook argument for a polymer-modified binder, or for a design justified by measured high- and low-temperature performance instead of by a grade name. A supplier who quotes 110# into that code without saying so is selling the buyer a rutting problem with a delivery date attached.
为什么现场常常不是纯110号 · Why the site often ends up with something else
Two further realities sit behind the low volume of this grade. Where cold-zone traffic loading is significant, an SBS-modified binder gives low-temperature relaxation without surrendering high-temperature stiffness, and Chinese practice reaches for it readily; in that case the base grade is fixed by the modified-binder specification rather than chosen freely by the buyer. And where a cold-zone road is lightly trafficked, the work is often surface treatment or a lower-class pavement, where 110# competes with emulsified and cutback products that are themselves made from a soft base. Either way, the plain 110# paving cargo is a narrower use case than the climate map alone would suggest.
雨量分区不改变牌号 · What the rainfall digit is actually for
The third digit drives the moisture-damage countermeasures — the anti-stripping decision, mineral filler choice, aggregate selection, drainage detailing — and leaves the penetration band entirely alone. Anyone arguing that a wetter zone calls for a softer binder is reading something into JTG F40 that is not written there. There is a real interaction between rainfall and binder quality, but it runs through wax rather than through the grade number: water attacks the bond between binder and aggregate, a waxy binder has a weaker bond to attack in the first place, and a zone that is cold and wet at once therefore raises the stakes on the 蜡含量 line rather than on the grade line.
不要凭城市名推分区 · A zone code is a document, not a guess
You will not find a city-by-city zone table anywhere on this page, and the omission is deliberate. A zone code is derived from meteorological records for one specific site and then written down by the design institute; it is an engineering determination that already exists in the project file long before a supplier is ever contacted about it. A supplier who volunteers a code is inventing an input to somebody else’s design, and will eventually be quoted back on it. What can be said safely is regional and directional rather than coded: the far north-east of the country experiences the severest winters in China and is where a binder this soft has a genuine home, the far south is hot and humid and is no place for a 110# pavement, and the arid interior of the north-west pairs very little rainfall with an unusually wide annual temperature swing. Ask the buyer for the code. Do not derive it for them.
110号实际用在哪里 · Where 110# actually goes
Demand for this grade splits into two streams that behave differently in commercial terms. Paving demand is seasonal, project-driven and geographically concentrated in the cold zones. Feedstock demand is steadier, comes from plants rather than from sites, and is the larger of the two.
- 寒冷地区热拌沥青混合料 · Cold-region hot mix — conventional hot mix asphalt in surface, binder and base courses where the winter low-temperature zone governs the design and traffic loading is moderate enough that a soft binder is defensible.
- 表面处治 · Surface treatment — single and multiple surface treatments on lower-class roads, where binder is sprayed hot and chippings are rolled in. Workability at lower ambient temperature is the property being bought.
- 碎石封层 · Chip and seal work — seal coats as maintenance or as a wearing surface on light-traffic roads, where a soft binder wets the chipping and holds it through the first cold season.
- 贯入式路面 · Penetration macadam — traditional penetration macadam on rural and county roads, where binder is applied in stages through a coarse aggregate skeleton rather than premixed.
- 乳化沥青基质 · Emulsion base binder — the base for cationic and anionic emulsions used in prime coats (透层油), tack coats (粘层油), fog seals, slurry seal (稀浆封层) and micro-surfacing (微表处).
- 液体石油沥青基质 · Cutback base binder — the base for rapid, medium and slow curing cutback grades, blended with a petroleum solvent to give a product that is liquid at ambient temperature.
The final two entries get a section of their own below, because buying feedstock and buying a paving binder are different contracts carrying different safety cases. One caution applies across all six. A 110# reaches any given working viscosity at a lower temperature than a 70# from the same crude, so its mixing and compaction targets sit lower, and a plant that runs every product to one set of thermostat settings is quietly over-heating this one. What those temperatures actually are is a property of the specific binder’s viscosity–temperature curve and belongs to the mix design, so take them from the project documents and the supplier’s data sheet rather than from any generic chart — this page included.
作为乳化沥青与液体石油沥青的基质 · 110# as feedstock, and the flash point that comes with it
A large share of 110# never becomes a paving binder. It goes into an emulsion mill or a cutback blender, and both of those change what the buyer needs to specify and what the safety case looks like.
为什么基质要软 · Why the base binder has to be soft
An emulsion or a cutback is a delivery mechanism. The water or the solvent leaves, and what remains on the road is the base binder — the residue. So the residue’s consistency, not the emulsion’s, is what governs performance, and the base grade is chosen by working backwards from the residue that the finished job needs.
Two things push that choice towards a soft grade. The first is the application itself. Prime coats, tack coats, fog seals and slurry systems are thin films that have to wet a surface, stay flexible and tolerate movement; they are not load-carrying layers where stiffness is a virtue. The second is that both processes age the binder to some degree — the mechanical and thermal work of emulsification, and in a cutback the loss of the solvent and some light ends during curing. Starting from a harder base leaves a residue harder still. Starting from 110# leaves room for that to happen and still finish soft.
乳化沥青 · What the base grade decides in an emulsion, and what it does not
Emulsification (乳化沥青) shears hot binder into fine droplets suspended in water with an emulsifier, normally through a colloid mill. Now trace the finished product’s properties back to their causes, and notice how few of them lead to the base grade. Charge — cationic or anionic — comes from the emulsifier. Rapid, medium or slow setting comes from the emulsifier and the formulation around it. Storage stability, sieve residue, particle size, breaking time and residue content are all measured on the emulsion itself, and a flawless 110# certificate predicts precisely none of them. It is worth being blunt about this, because feedstock certificates are routinely offered as though they answered questions about the product.
One property does lead back to the base grade, and it happens to be the one that matters once the truck has gone. The residue. Whatever film remains bonded to the road when the water has evaporated is the base binder, stiffened somewhat by the process, and its consistency is the base grade’s consistency. That single dependency is the entire reason a plant specifies its feedstock grade at all. Note too that JTG F40-2004 gives emulsified bitumen a separate clause with separate designations and its own acceptance table — so a buyer purchasing emulsion is contracting against that clause, not against the road petroleum asphalt table reproduced on this page.
液体石油沥青 · Cutback, and what the solvent is really doing
A cutback (液体石油沥青, also 稀释沥青) solves the same problem by the opposite route. Rather than suspending binder in water, it thins the binder with a petroleum solvent until it pours at ambient temperature, then cures as that solvent evaporates back out again. Choose a volatile solvent and it cures fast; choose a heavy one and it cures slowly — which is exactly what the 快凝、中凝、慢凝 rapid, medium and slow curing classes are describing. The typical jobs are priming an unbound base, tack work, and patching in weather too cold for hot mix. As with emulsion, JTG F40-2004 handles the family in its own clause with its own designations and acceptance table.
The case for a soft base is identical to the emulsion case, because the endpoint is identical: once the solvent has left, the residue is the pavement’s binder and it has to be serviceable rather than an over-stiff film. Two warnings belong here before a buyer commits to this route. Cutbacks have been progressively restricted across many jurisdictions on volatile organic compound grounds, and emulsion has displaced them from a great deal of the work they once did, so check that the project genuinely still wants one. And the solvent that makes the product convenient also changes what the product is — which is the subject of the next heading, and the most important safety point on this page.
切割后闪点会崩塌 · What solvent does to the flash point
Take the neat material first. JTG F40-2004 asks 110# for a Cleveland open cup flash point (闪点) of at least 230 °C to T 0611 — 30 °C less than 70# must deliver, and the lowest flash point figure this page states for any grade. Neat 110# is nowhere near flammable at a sensible working temperature, so the issue here is arithmetic rather than fire. It is simply that the headroom between the tank thermostat and the flash point is 30 °C thinner than the headroom an operator has learned to expect on a mainstream grade, and a plant that runs every product up to one familiar ceiling spends that headroom without ever consciously deciding to.
Then add solvent, and the arithmetic stops applying altogether. The petroleum solvents used for cutting back flash in the tens of degrees, not the hundreds, and in a blend it is the lower-flashing component that governs — so the finished cutback’s flash point belongs to the solvent and bears no relation to the 230 °C printed on the bitumen certificate. This is not a degraded version of the same product. It is a different hazard class, requiring its own measured flash point, its own safety data sheet, its own storage and transport arrangements and its own ignition-source controls, and nothing in the handling guidance for neat 110# survives the transition. It also means the blending step itself — volatile solvent meeting hot binder — is the single most dangerous operation anywhere in this chain rather than a footnote at the end of it. Get the classification confirmed by whoever authors the safety data sheet and by the carrier before any of it moves.
合同要写产品规格，而不是基质牌号 · One question settles which specification you need
Ask it before drafting anything: who operates the mill or the blender? If the buyer does, then the correct contract is for 110号 at a named class to JTG F40-2004, the certificate reports against that table, and how the feedstock behaves once it reaches the plant is the buyer’s engineering problem to solve. If the seller or a third party does, then the contract has to be written against the finished emulsion or cutback specification and its acceptance table, and the base grade demotes to an input the producer selects in order to hit it. The failure mode when this gets fudged is unusually frustrating precisely because it produces no villain: the certificate is honest, the material complies with what was written, the product does not do the job, and both sides can point at a document that supports them.
软牌号的储存 · Two things that go wrong in the yard
它会瘫软 · It slumps. A 43 °C ring-and-ball binder is simply more mobile on a hot day than a 46 °C or 49 °C one, and the packaging is what pays for the difference. Drums left in direct sun on a summer quay, or stacked high in an unventilated warehouse, distort at the seams, and material that has slumped is markedly harder to get out of the drum in one piece at the far end. Cover, ventilation and a conservative stack height earn more on 110# than they do on 70#, and none of the three costs anything.
它会变硬 · It drifts downward. This is the one that turns into a claim rather than an inconvenience. Every heating cycle and every week of hot storage takes penetration off a binder, always in the same direction, never back. A cargo that tested near the bottom of 100–120 when it was made therefore has room to fall below 100, at which point it is no longer a 110# on paper even though nothing about it is defective — technically sound, contractually out of grade, and almost impossible to argue about once it has arrived. The controls are dull and effective: keep long-term storage cool, resist repeated reheating, and draw the sample behind the Certificate of Analysis close to loading rather than trusting a test from months earlier.
110号与国际牌号对照 · Why 110# falls between two ASTM grades
This is the one cross-reference in the Chinese series where the usual nearest-neighbour answer is misleading, and it is worth reading the penetration column before the comment column.
| 体系 System | 标准 Standard | 牌号 Grade | 针入度 Penetration, 0.1 mm | 说明 Comment |
|---|---|---|---|---|
| 中国 China | JTG F40-2004 道路石油沥青 | 110# | 100–120 | The grade this page covers. The class — A级, B级 or C级 — must be stated separately; the grade name does not imply one. |
| 中国 China | GB/T 15180 重交通道路石油沥青 | AH-110 | not stated here — read it from GB/T 15180 | A separate standard with its own acceptance table, not a synonym for the JTG grade above it. This page does not reproduce the AH-110 limits and they must not be inferred from the row above. Note also that the standard is framed for heavy traffic, which is rarely the condition a binder this soft is bought for. |
| 美国 United States | ASTM D946 | 85/100 below, 120/150 above | 85–100 and 120–150 | There is no D946 grade covering 100–120. The series runs 40/50, 60/70, 85/100, 120/150 and 200/300, and 110# sits in the gap. 85/100 touches the band only at 100 and 120/150 only at 120. |
| 欧洲 Europe | EN 12591 | 100/150 | 100–150 | The only common international designation whose band fully contains 100–120. Its softening point requirement of 39–47 °C also brackets the 43 °C minimum that JTG F40-2004 sets for 110# A级. Where a national annex requires it, EN material also carries a Fraass breaking point limit that JTG F40 does not use. |
| 欧洲 Europe | EN 12591 | 70/100 | 70–100 | Touches 110# at the single value of 100 and lies below it everywhere else. This is the European grade that corresponds to 90#, not to 110#. |
| 印度 India | IS 73:2013 | VG-10 | penetration is not the grading property | Graded on absolute viscosity at 60 °C rather than on a penetration band, so there is no band here to line up against 100–120. Listed for orientation only: a VG-10 certificate is not evidence of a 110# acceptance, because the property that defines 110# is not the property being graded. |
从询价到清关 · From RFQ to customs clearance
The sequence below is ordered the way the risk actually arrives on a soft-grade cargo. The first two steps are where the expensive mistakes happen; the port is where they surface.
先说明用途 · Say what it is for before you name the grade
Two entirely different buyers use this number, and they need opposite conversations. If the 110# is going into a pavement, the governing facts are the site’s climate zone assignment and the pavement class, both of which already exist in the design documents, and the first honest question is whether 110# is admissible there at all rather than what it costs. If it is going into an emulsion mill or a cutback blender, the climate zone is irrelevant, the residue target drives every decision, and the finished product carries a specification that the feedstock certificate will never speak to. An enquiry that names the end use can be answered in one exchange. One that names only a grade number usually takes three.
确认牌号、等级与标准 · Close all three variables, not just the number
A complete designation has three parts and most enquiries arrive carrying one. The grade is 110号. The class is A级, B级 or C级, and the class is where the wax, ductility and post-ageing limits actually live. The standard is either JTG F40-2004 or GB/T 15180, and those are not interchangeable — one is a construction specification and the other a product standard, holding different tables behind the same softness. Put all three into the contract text: 110号A级，符合JTG F40-2004, or AH-110，符合GB/T 15180. Then require the Certificate of Analysis to report against that exact table line for line, instead of against whatever generic export data sheet the producer issues by default.
先测蜡含量与针入度指数 · Test wax and PI before quoting
Run wax content to T 0615 and calculate the penetration index from penetration measured at more than one temperature — on the material actually being offered, not on a historic type test. Two pieces of context frame the result. China refines the great bulk of its own bitumen and is not import-dependent; cargoes arrive to serve coastal demand, quality arbitrage and particular project requirements, and no seller should imply otherwise. And the Chinese acceptance level grew up around naphthenic crude, whose residue is naturally low in wax, whereas a great deal of Middle East crude is more paraffinic and yields binder carrying more of it. That mismatch — not price, not freight — is the largest technical obstacle facing Middle East material in this market. A级 caps wax at 2.2 %. On 110# the consequence is sharper than usual, because wax degrades exactly what the buyer came for: low-temperature ductility and the bond between binder and aggregate, in a project that chose a soft grade specifically to survive a cold winter. A result above 2.2 % means a real choice between a B级 application at 3.0 % and a different sourcing route. It never means a relabelled cargo.
选择包装并核对装载量 · Packing, and why it matters more on a soft grade
The loading arithmetic is simple, because a 20 ft container takes 80 new steel drums whatever they weigh: 150 kg drums give 12 MT, 180 kg drums 14.4 MT, 185 kg drums 14.8 MT. One-tonne jumbo or poly bags go 20 to a container for 20 MT, and a bitutainer runs 20 to 25 MT. Since 110# moves in smaller lots than the mainstream grades, drums are usually where it lands. Two conditions are worth writing down rather than assuming. Specify new drums in the contract text — reconditioned drums are the single most common origin of contamination arguments at destination. And treat stack height and sun exposure as contractual matters on this grade rather than as warehouse housekeeping, because a 43 °C binder deforms its own packaging in a way a 70# simply does not, in the yard and on deck alike.
第三方检验与COA · Inspection, and the timing problem peculiar to soft grades
Batch-specific, reported against the table the contract names, carrying JTG E20-2011 method numbers wherever that contract cites JTG F40-2004 — all of that is ordinary. What is not ordinary on 110# is that the age of the test is itself a specification issue. A soft grade ages downward in storage, so a certificate showing 102 six months ago tells you very little about what will be discharged, and a batch that began in the lower part of 100–120 can leave the band without anyone doing anything wrong. Draw the sample close to loading. Have retained samples sealed in the inspector’s presence and held by both sides, taken across the whole load rather than from the drums standing nearest the container door. And read a certificate whose every figure lands comfortably inside the limits, every single time, as a reason to look harder rather than a reason to relax.
中文安全数据表 · The Chinese-language safety data sheet
Three requirements, and failing any one of them stops the file. The sheet must be laid out to GB/T 16483 format. It must classify to GHS as adopted in the GB 30000 series. And it must be written in Simplified Chinese — an English sheet prepared to another jurisdiction’s format is not a weaker version of a compliant document, it is not one at all, and rewriting it after the vessel has sailed is slow and avoidable. There is a second sheet to think about on this grade in particular. If the buyer intends to cut the 110# back with solvent after arrival, the blend is a separate substance for classification purposes and needs its own safety data sheet built on its own measured flash point. The sheet covering neat bitumen does not stretch to cover it and must never be handed over as though it did.
归类与税费 · Classification, VAT, and the two things not to guess
Petroleum bitumen (石油沥青) falls under HS heading 2713.20, but a heading is not a full classification — the national subheading is what determines treatment, and it should be confirmed by a licensed customs broker before shipment rather than read off a website. Import VAT on goods is 13 %. No import duty rate appears anywhere on this page, and none should be lifted from a secondary source either: the applicable rate turns on the specific subheading and the country of origin, and has to be verified against the tariff schedule in force at the time of import. One institutional point still catches out older checklists. CIQ has not existed as a separate agency since 2018, when customs and inspection were merged, and that function now sits inside GACC (中国海关总署). Documentation planned around a standalone CIQ counterparty is planned around something that is no longer there.
运输状态与现场安全 · Carriage condition first, then the drum room
Dangerous goods status attaches to the condition of carriage and never to the product name, and it has to be stated in that order. Solid packed bitumen in drums or bags is generally not handled as a dangerous good. Bitumen carried at or above 100 °C is UN 3257, Class 9. Neither sentence is a blanket description of bitumen, and anyone who offers one of them to a carrier without the temperature qualifier has passed on something unreliable. On site the risk turns thermal rather than regulatory. Bring drums up gradually and evenly, never against a dry wall or an exposed heating coil, which is exactly what converts a slow melt into a local overheat. And settle the burn protocol before it is needed: flood the area with clean cold running water for at least 20 minutes, and leave adhered bitumen precisely where it is — peeling it or dissolving it off takes skin with it, and removal is a job for medical staff.
常见问题 · Frequently asked questions about 110#
110号沥青是什么意思？What does 110# mean?
It is a grade of road petroleum asphalt (道路石油沥青) named in JTG F40-2004, and it is accepted anywhere from 100 to 120 in tenths of a millimetre when penetration is measured at 25 °C under a 100 g needle for 5 seconds by method T 0604. Read the number as a label for the middle of that range rather than as a boundary of it: a drum testing 103 and a drum testing 118 are both fully compliant 110#, and neither is a concession. Western grade names work the other way round — in ASTM and EN, 120/150 states the two ends of the band and there is no midpoint hiding inside the name. Carrying the wrong convention across is the costliest habit in China-facing bitumen trade, and it fails in both directions: reject a compliant 104 because you were expecting 110, or reject a compliant 105 because you read 110# as meaning 110 to 120.
什么时候用110号而不是90号？When should I use 110# instead of 90#?
Only when the winter low-temperature digit of the JTG F40 climate zone code is at its severe end — extreme minimum air temperatures in the zone 1 or lower zone 2 territory — and the design judges that 90# will not relax thermal stress adequately at that temperature. It is a step taken for a specific cold-zone reason, not a general upgrade. The zone assignment and the grade decision come from the project design documents, not from a supplier’s judgement.
夏天炎热的地区能用110号吗？Can 110# be used in a hot-summer region?
No, not as a paving binder. The class A softening point requirement is only 43 °C — three degrees under 70# and two under 90#. Put a binder that soft into a pavement that sees high summer surface temperatures under real traffic and it will rut, shove at intersections and bleed. Where a location has both hot summers and severe winters, no plain penetration grade serves both ends, and that is the condition that pushes Chinese design practice towards a polymer-modified binder or a performance-based design.
110号等于ASTM 120/150或EN 100/150吗？Is 110# the same as ASTM 120/150 or EN 100/150?
Neither answer is a simple yes. ASTM D946 has no grade covering 100–120 at all: the series runs 40/50, 60/70, 85/100, 120/150 and 200/300, so 110# sits in the gap between 85/100 and 120/150 and a 110# cargo testing at 110 satisfies neither. EN 12591 100/150 covers 100–150, which fully contains the 110# band, so a compliant 110# is inside EN 100/150 while the reverse does not hold — EN material at 140 fails 110#. Even then, an EN certificate is not a JTG acceptance, because the Chinese table adds penetration index, wax content by T 0615 and a retained penetration requirement that EN 12591 does not express the same way.
为什么110号的残留针入度比只要求54 %？Why is the retained penetration ratio only 54 % for 110#?
Because a percentage only means something next to the number it is a percentage of. Run the arithmetic. A 110# going into the oven at 100–120 and keeping 54 % comes out around 54–65 (0.1 mm). A 90# held to a stricter 57 % comes out around 46–57. A 70# held to a stricter 61 % still comes out around 37–49. So the ratio tightens as you move up the ladder while the aged binder itself gets harder — meaning the residual softness a cold-zone design is actually paying for keeps rising even as the headline percentage falls. There is a compositional reason for the sliding scale as well: a softer grade carries more light maltene fraction and inevitably surrenders a larger proportion of it in a thin film at 163 °C, so holding every grade to one number would penalise soft grades for what they are made of rather than for anything wrong with the batch. The class A figures run 63 % for 50#, 61 % for 70#, 57 % for 90# and 54 % for 110#.
中东沥青能满足110号A级吗？Can Middle East bitumen meet 110# A级?
There are two hurdles and the second one is the hard one. First, a base soft enough to reach 100–120 has to exist in the seller’s slate at all, which is not a given. Then comes wax, which is where most of these enquiries actually end. China’s acceptance level grew up around naphthenic crude, whose residue is inherently low in wax; a great deal of Middle East crude is more paraffinic and produces binder carrying considerably more. That is the single biggest technical barrier to Middle East bitumen entering this market, and it belongs on the table at the first exchange rather than being discovered later in a Chinese laboratory. A级 allows 2.2 % maximum by the distillation method T 0615, B级 3.0 %, C级 4.5 %. What makes the sting worse on 110# is that wax attacks precisely what the buyer came for — it flattens low-temperature ductility and undermines the bond to aggregate, in a project that selected a soft grade in order to survive a cold winter. So test to T 0615 on the real material before quoting. Above 2.2 %, there are two honest answers, a B级 application or a different source, and no third answer involving a different label.
110号可以做乳化沥青和液体石油沥青吗？Can 110# be used to make emulsion and cutback?
Yes, and a substantial part of 110# demand is exactly that. A soft base is wanted because the residue left on the road after the water or solvent leaves is what actually performs, and both processes stiffen the binder somewhat on the way. One warning: once a petroleum solvent is blended in to make a cutback, the flash point of the blend is set by the solvent, not by the bitumen, and the product becomes a different hazard class with its own safety data sheet, storage and transport requirements. None of the handling guidance for neat 110# carries over. If you are buying the finished emulsion or cutback rather than the base, contract against that product’s specification — JTG F40-2004 covers both in separate clauses with their own acceptance tables.
包装、装载量和清关？What about packing, container loading and customs?
Packing first. A 20 ft container takes 80 new steel drums however they are filled, so the payload simply follows the drum weight: 150 kg drums give 12 MT, 180 kg drums give 14.4 MT, 185 kg drums give 14.8 MT. One-tonne jumbo or poly bags go 20 to the container for 20 MT, and a bitutainer runs 20 to 25 MT. Because 110# trades in smaller lots than the mainstream grades, drums are usually where it lands — and on a binder this soft, insist on new drums and give some thought to stack height and sun exposure, because it deforms its packaging more readily than a 70# does. On clearance: petroleum bitumen (石油沥青) sits under HS heading 2713.20, and the full national subheading should be confirmed with a licensed customs broker rather than assumed from the heading alone. Import VAT on goods is 13 %. This page deliberately states no duty rate, because the applicable rate turns on the exact subheading and the country of origin and has to be read off the current tariff schedule. Note also that the separate CIQ inspection agency no longer exists: customs and inspection were merged in 2018 and that function now sits inside GACC (中国海关总署), so any older guidance naming CIQ as a counterparty is out of date. Dangerous goods status follows how the cargo travels, not what it is called — solid packed bitumen is generally not handled as a dangerous good, while bitumen carried at or above 100 °C is UN 3257, Class 9.
询价110号道路石油沥青 · Request a Bitumen 110# quotation
Send the grade and class (110号A级 or B级), the governing standard, and above all the end use — cold-region paving, surface treatment, or base binder for emulsion or cutback — together with quantity, packing, destination port and Incoterm. If you hold the project specification or the climate zone assignment, send that too. The offer will be checked line by line against it, and any line that cannot be met, wax content included, will be stated openly before pricing rather than discovered at destination. Contact is WhatsApp only, +971 56 144 5733.