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Sp 34 13330.2012 motor roads updated edition. Terrain-aware tracing

SP 34.13330.2012

SET OF RULES

CAR ROADS

Automobile roads

Introduction date 2013 -07-01

1 area of \u200b\u200buse

This set of rules establishes design standards for newly built,

reconstructed and overhauled public highways and departmental highways.

The requirements of this set of rules do not apply to temporary roads,

test roads of industrial enterprises and winter roads.

2.1 In this set of rules, references to the following regulatory documents are used:

SP 14.13330.2011 SNiP II-7-81 * Construction in seismic regions SP 35.13330.2011 SNiP 2.05.03-84 * Bridges and pipes

SP 39.13330.2012 SNiP 2.06.05-84 * “Dams from soil materials” SP 42.13330.2011 “SNiP 2.07.01-89 *“ Urban planning. Planning and building

urban and rural settlements "SP 52.13330-2011" SNiP 23-05-95 * Natural and artificial lighting "

SP 104.13330-2011 "SNiP 2.06.15-85 Engineering protection of territories from flooding and flooding"

SP 116.13330.2012 SNiP 22-02-2003 Engineering protection of territories, buildings and structures from hazardous geological processes. Basic provisions "

SP 122.13330.2012 SNiP 32-04-97 Railway and road tunnels SP 131.13330.2012 SNiP 23-01-99 Construction climatology GOST 17.5.1.03-86 Nature protection. Earth. Classification of overburden and

host rocks for biological land reclamation

Official edition

SP 34.13330.2012

GOST 3344-83 Crushed stone and slag sand for road construction.

Specifications

GOST 7392-85 Natural crushed stone for the ballast layer of the railway track. Specifications

GOST 7473-94 Concrete mixtures. Specifications GOST 8267-93 Crushed stone and gravel from dense rocks for construction work.

Specifications GOST 8269.0-97 Crushed stone and gravel from dense rocks and waste

industrial production for construction work. Physical and mechanical test methods

GOST 8736-93 Sand for construction work. Specifications GOST 9128-97 Mixes asphalt road, airfield and asphalt concrete.

Specifications GOST 10060.0-95 Concrete. Methods for determining frost resistance. General

provisions of GOST 10060.1-95 Concrete. Basic method for determining frost resistance

GOST 10060.2-95 Concrete. Accelerated methods for determining frost resistance with repeated freezing and thawing

GOST 10180-90 Concrete. Methods for determining strength according to control samples GOST 18105-86 Concrete. Strength control rules GOST 22733-2002 Soils. Laboratory method for determination of maximum density

GOST 23558-94 Mixtures of crushed stone-gravel-sand and soils treated with inorganic binders for road and airfield construction.

Specifications GOST 24451-80 Road tunnels. Dimensions of the approximation of buildings and

equipment GOST 25100 -95 Soils. Classification

GOST 25192-82 Concrete. Classification and general technical requirements GOST 25458-82 Wooden road sign supports. Specifications GOST 25459-82 Reinforced concrete supports for road signs. Specifications

GOST 25607-2009 Crushed stone-gravel-sand mixtures for coatings and foundations of highways and airfields. Specifications

GOST 26633-91 Heavy and fine-grained concrete. Specifications GOST 26804-86 Barrier-type metal road fences.

Specifications

SP 34.13330.2012

GOST 27006-86 Concrete. Rules for the selection of the composition GOST 27751-88 Reliability of building structures and foundations. The main

provisions for the calculation of GOST 30412-96 Automobile roads and aerodromes. Measurement methods

unevenness of bases and coatings GOST 30413-96 Automobile roads. Coefficient determination method

adhesion of a car wheel with a road surface GOST 30491-97 Organo-mineral mixtures and soils reinforced with organic

binders for road and airfield construction. Specifications GOST 31015-2002 Mixes asphalt concrete and asphalt concrete crushed stone

mastic. Specifications GOST R 50970-96 Technical means of traffic control.

Road signal posts. General technical requirements. Rules for the application of GOST R 50971-96 Technical means of traffic management.

Reflectors are road. General technical requirements. Rules for the application of GOST R 51256-99 Technical means of traffic management.

Road markings. Types and basic parameters. General technical requirements GOST 52056-2003 Polymer-bitumen road binders based on

block copolymers of styrene-butadiene-styrene type. Specifications GOST R 52289-2004 Technical means of traffic control.

Rules for the use of road signs, markings, traffic lights, road barriers and guiding devices

GOST R 52290-2004 Technical means of traffic management. Road signs. General technical requirements

GOST R 52575-2006 Motor roads for general use. Road marking materials. Technical requirements

GOST R 52576-2006 Motor roads for general use. Road marking materials. Test methods

GOST R 52606-2006 Technical means of traffic management.

Classification of road barriers GOST R 52607-2006 Technical means of traffic management.

Retaining lateral fences for cars. General technical requirements

GOST R 53225-2008 Geotextile materials. Terms and Definitions

SP 34.13330.2012

SanPiN 2.2.1 / 2.1.1.1200-03 Sanitary protection zones and sanitary classification of enterprises, structures and other facilities

SanPiN 2.1.6.1032-01 Hygienic requirements for ensuring the quality of atmospheric air in populated areas

SanPiN 2.1.7.1287-03 Sanitary and epidemiological requirements for quality

SanPiN 2.2.3.1384-03 Hygienic requirements for the organization of construction production and construction work

SN 2.2.4 / 2.1.8.562-96 Noise at workplaces, in premises of residential, public buildings and on the territory of residential buildings.

Note - When using this set of rules, it is advisable to check the operation of reference standards and classifiers in the public information system - on the official website of the national bodies of the Russian Federation for standardization on the Internet or according to the annually published information index "National Standards", which was published as of January 1 the current year, and according to the relevant monthly information signs published in the current year. If the referenced document is replaced (changed), then when using this set of rules, one should be guided by the replaced (changed) document. If the referenced document is canceled without replacement, then the provision in which the link to it is given applies to the extent that does not affect this link.

3 Terms and Definitions

IN this set of rules uses the following terms with appropriate definitions:

3.1 motorway: A motor road intended only for high-speed automobile traffic, having separate carriageways in both directions, crossing other transport routes exclusively at different levels: exit-entry to adjacent land plots is prohibited.

3.2 passenger car, led:A unit of account equal to a passenger car, with the help of which all other types of vehicles on the road are taken into account, taking into account their dynamic properties and dimensions, in order to average them for calculating the characteristics of movement (intensity, design speed, etc.).

3.3 automobile road(for the purposes of this document): An engineering structure intended for the movement of cars and other vehicles; has: subgrade, road clothes, roadway, shoulders, artificial and linear structures

and arrangement of the road.

3.4 express road:A high-speed road with a dividing lane and intersections, usually at the same level.

3.5 road network: The collection of all public roads in a given area.

3.6 access roads of industrial enterprises:Car roads,

connecting these enterprises with public roads, with other enterprises, railway stations, ports, relying on the passage of vehicles allowed for circulation on public roads.

3.7 road construction:A complex of all types of work performed during the construction of highways, bridges and other engineering structures and road linear buildings.

SP 34.13330.2012

3.8 road reconstruction:Complex of construction works on the existing road in order to improve its transport and operational performance with the transfer of the road as a whole or individual sections to a higher category. Includes: straightening of individual sections, mitigating longitudinal slopes, bypassing settlements, widening the roadbed and carriageway, strengthening the construction of road pavements, widening or replacing bridge and engineering structures, rebuilding intersections and junctions, etc. The work technology is similar to the road construction technology.

3.9 transport network:The set of all transport routes in a certain area

3.10 valuable agricultural land: Irrigated, drained and other reclaimed land occupied by perennial fruit plantations and vineyards,

and also areas with high natural soil fertility and other land plots equated to them.

3.11 biclotoid: A curve consisting of two equally directed clothoids with the same parameters without the inclusion of circular curvature, at the point of contact of which both have the same radii and a common tangent.

3.12 overtaking visibility:The visibility distance the driver needs to overtake another vehicle without interfering with the oncoming vehicle at the design speed or forcing it to slow down.

3.13 road category (design):A criterion characterizing the importance of a road in the general transport network of the country and determined by the intensity of traffic on it. All technical parameters of the road are assigned in accordance with the category.

3.14 clothoid curve whose curvature increases inversely with length

3.15 normal condition for adhesion of car tires to the road surface:Adhesion on a clean, dry or damp surface with a longitudinal adhesion coefficient at a speed of 60 km / h for a dry condition of 0.6, and for a humid one - in accordance with Table 45 - in the summer season at an air temperature of 20 ° C, relative humidity of 50% , meteorological visibility range of more than 500 m, no wind and atmospheric pressure of 0.1013 MPa.

3.16 design standards for geometric parameters:The main minimum and maximum standards used in road design: design speeds and loads, radii, longitudinal and transverse slopes, convex and concave curves, visibility range, etc.

3.17 stopping lane:A lane located next to the carriageway or edge reinforcement strip and designed to accommodate vehicles in the event of a forced stop or break in traffic.

3.18 bend retracement: An area on a curve with a gradual smooth transition from a gable cross-section to a single-slope with a slope inside the curve to the design slope.

3.19 lane:The lane of the carriageway, the width of which is considered to be the maximum permissible width for the vehicle to pass through, including safety clearances.

3.20 acceleration lane: An additional lane of the main road, which serves to facilitate vehicles entering the main stream with equalization of the speed of movement along the main stream.

3.21 deceleration lane:An additional lane on the main road, which serves to enable vehicles leaving the main road to slow down without interfering with the main traffic.

SP 34.13330.2012

3.22 principles of visual orientation of drivers:The use of landscape design methods and furnishing elements to guide drivers when driving on the road.

3.23 design speed:The highest possible (in terms of stability and safety) speed of a single car under normal weather conditions and adhesion of car tires to the road surface, which on the most unfavorable sections of the route corresponds to the maximum permissible values \u200b\u200bof road elements.

3.24 routing: Laying a road route between specified points in accordance with the optimal operational, construction-technological, economic, topographic and aesthetic requirements.

3.25 difficult sections of mountainous terrain:Areas of passes over mountain ranges and mountain gorges with complex, highly indented or unstable slopes.

3.26 difficult sections of rough terrain:The relief is cut by often alternating deep valleys, with a difference in the elevations of valleys and watersheds of more than 50 m at a distance of no more than 0.5 km, with side deep gullies and ravines, with unstable slopes.

3.27 superelevation slope: A one-sided cross-slope of the carriageway on a curve that is greater in magnitude than the cross-slope on a straight section.

3.28 width of the ground bed:Distance between the edges of the roadbed.

3.29 intersection at one level:View of a road junction when all junctions and exits or all road junctions are located on the same plane.

3.30 intersection at different levels:A road junction view in which the roads that meet are located on two or more levels.

3.31 junction: A type of intersection at one level with at least three branches.

3.32 road junction:An engineering structure that serves to connect two or more roads.

Earth bed

3.33 reinforcement: Reinforcement of road structures and materials in order to improve their mechanical characteristics

3.34 reinforcing geosynthetic material:Roll geosynthetic material (woven geotextile, geogrid, flat geogrid and their compositions) with a maximum tensile load of at least 30 kN / m and an elongation of no more than 20% and a flexible volumetric geogrid (geocells) with a height of at least 10 cm and a cell size in the plan not more than 40 cm.

3.35 reinforced soil: Reinforced soil created by constructive and technological combination of soil layers and reinforcement in the form of metal, plastic strips, layers of geosynthetic materials located horizontally, capable of withstanding significant tensile forces compared to the soil.

3.36 geocomposites: Two-, three-layer roll geosynthetic materials made by joining in various combinations of geotextiles, geonets, flat geogrids, geomembranes and geomats.

3.37 geomatcoarse-porous volumetric one-component roll geosynthetic material made by extrusion and / or pressing methods.

3.38 geomembrane roll waterproof geosynthetic material

3.39 geosheath: A container made of rolled geosynthetic material for filling with soil or other building materials.

SP 34.13330.2012

3.40 geoplite: Multilayer rigid road slab based on a composite material of mineral (glass, basalt, etc.) or polymer-fiber geotextile impregnated with a polymer binder.

3.41 volumetric geogrid(geocellular material, spatial geogrid, geocells): A geosynthetic product produced in the form of a flexible compact module made of polymer or geotextile tapes connected to each other in a checkerboard pattern by means of linear seams, and forming a spatial cellular structure in an extended position.

3.42 flat geogrid:Roll geosynthetic material of a cellular structure with rigid nodal points and through cells of at least 2.5 mm in size, obtained:

By extrusion method (extrusion geogrid); - by the method of extrusion of a continuous web (geomembrane) with its subsequent

perforation and drawing in one or two mutually perpendicular directions (pulled geogrid);

Welding of polymer tapes (welded geogrid).

3.43 geogrid: Rolled geosynthetic material in the form of flexible webs, obtained by the methods of the textile industry from fibers (filaments, threads, ribbons) with the formation of cells larger than 2.5 mm.

3.44 geosynthetic materials(GM, geomaterials, geosynthetics): A class of artificial building materials made mainly or partly from

synthetic raw materials and used in the construction of roads, airfields and other geotechnical facilities.

3.45 roll geosynthetic material:A two-dimensional material in the form of a flexible web, made mainly or partially from synthetic raw materials, intended primarily for use in a soil environment.

3.46 geotextile: Roll geosynthetic material in the form of flexible webs, obtained by the methods of the textile industry from fibers (filaments, threads, ribbons) with the formation of pores (cells) less than 2.5 mm in size.

3.47 non-woven geotextile:Roll geosynthetic material, consisting of filoments (fibers) randomly located in the plane of the web, connected mechanically (by needle-punched method) or thermally.

3.48 woven geotextile:Roll geosynthetic material consisting of two interlaced fiber systems (threads, ribbons), having a mutually perpendicular arrangement and forming pores (cells) less than 2.5 mm in size. The intersections of the strands (knots) can be reinforced with a third fiber system.

3.49 waterproofingprevention or restriction of the movement of liquids

3.50 drainage collection and transfer of sediment, groundwater and other fluids in the plane of the material

3.51 protectionprotection of the surface of an object from possible damage

3.52 surface erosion protection:Preventing or limiting the movement of soil or other particles along the surface of an object.

3.53 separation: Prevention of interpenetration of particles of materials of adjacent layers of road structures.

3.54 filtrationpermission of a liquid into or through a material structure while retaining soil and similar particles

3.55 thermal insulationrestriction of heat flow between an object and the environment

3.56 embankment: An earthen structure made of bulk soil, within which the entire surface of the subgrade is located above ground level.

3.57 excavation: An earthen structure made by cutting natural soil along a given profile, with the entire surface of the subgrade located below the surface of the earth.

SP 34.13330.2012

3.58 slope: Lateral inclined surface defining an artificial earth structure

3.59 berm: A narrow, horizontal or slightly sloping strip designed to break a slope.

3.60 road drainage system:The set of all devices that drain water from the subgrade and roadbed and prevent waterlogging of the subgrade.

3.61 surface drainage:Devices designed to drain water from the road surface; drainage devices used to drain water from the surface of the subgrade.

3.62 roadside side ditch:A ditch along the subgrade for collecting and draining surface water, with a cross-section of a trough, triangular or trapezoidal profile.

3.63 upland ditch:A ditch located on the upland side of the road to intercept water flowing down the slope and with its diversion from the road.

3.64 subgrade:Geotechnical structure, made in the form of embankments, recesses or semi-heaps - semi-recesses, serving to ensure the design spatial location of the carriageway and as a subgrade (underlying soil) of the pavement structure.

3.65 working layer of subgrade(underlying soil): The upper part of the roadway within the range from the bottom of the pavement to the level corresponding to 2/3 of the freezing depth of the structure, but not less than 1.5 m, counting from the surface of the pavement.

3.66 frost protection layer:An additional layer of the base of the pavement made of non-porous materials, which, together with other layers of the base and the coating, protects the structure from unacceptable deformations of frost heaving.

3.67 embankment height: The vertical distance from the natural ground level to the bottom of the pavement, defined along the axis of the subgrade.

3.68 slope height: The vertical distance from the top of the slope to the bottom

3.69 embankment base:massif of soil in natural bedding, located below the fill layer.

3.70 notch base:Ground mass below the working layer boundary.

3.71 soil compaction coefficient:The ratio of the actual density of dry soil in a structure to the maximum density of the same dry soil, determined in the laboratory when tested using the standard compaction method.

3.72 water-thermal regime of the roadbed: The regularity of changes in the moisture and temperature of the upper soil layers of the subgrade during the year, inherent in thisroad-climatic zone and local hydrogeological conditions, as well as a system of measures aimed at regulatingwater-thermal mode, allowing to reduce the humidity and the amount of frost heaving of the working layer of the subgrade.

3.73 groundwater: Groundwater located in the first layer from the surface

3.74 stable embankment layers:Layers built from thawed and free-flowing frozen soils, the degree of compaction of which in the embankment meets the requirements of this set of rules.

3.75 unstable embankment layers:Layers of frozen or thawed waterlogged soils, which in the embankment have a degree of compaction that does not meet the requirements of this set of rules, as a result of which residual deformations of the layer may occur during thawing or prolonged exposure to loads.

3.76 swamp type I: Filled with swamp soils, the strength of which in its natural state allows the erection of an embankment up to 3 m high without the occurrence of the process of lateral extrusion of soft soil.

SP 34.13330.2012

3.77 type II swamp: Containing at least one layer within the swamp strata, which can be squeezed out at a certain intensity of embankment erection up to 3 m high, but not squeezed out at a lower embankment erection intensity.

3.78 type III swamp: Containing at least one layer within the swamp strata, which is squeezed out during the erection of an embankment up to 3 m high, regardless of the intensity of the embankment.

Travel clothes

3.79 travel clothing:A multi-layer structure within the carriageway of a motor road that receives the load from the vehicle and transfers it to the ground. Road clothes are classified by type based on their capital.

3.80 hard road clothes:Road clothes with concrete monolithic pavements, with prefabricated pavements made of reinforced concrete or reinforced concrete slabs with a cement concrete or reinforced concrete base.

3.81 capital road clothes:Road clothes with the highest performance, corresponding to the traffic conditions and service life of high road categories.

3.82 non-rigid road clothes:Road clothing that does not contain structural layers made of monolithic cement concrete, precast concrete or reinforced concrete.

3.83 road pavement classification- division of pavements by types based on their capital character, which characterizes the performance of pavements.

3.84 pavement base:A load-bearing, durable piece of pavement

providing, together with the coating, redistribution and reduction of pressure on the additional layers of the base located below or the soil of the subgrade.

3.85 pavement: The upper part of the pavement, consisting of one or more layers of uniform material, that directly absorbs forces from the wheels of vehicles and is directly exposed to atmospheric agents. Layers of surface treatments for various purposes (to increase the roughness, protective layers, etc.), which are not taken into account when assessing the structure for strength and frost resistance, can be arranged along the surface of the coating.

3.86 prefabricated road surface:A covering, consisting of individual slabs of various shapes and sizes, made of concrete, reinforced concrete or other composite material, laid on a prepared base and connected to each other in any known way.

3.87 base: Part of the pavement structure located under the pavement and providing, together with the pavement, the redistribution of stresses in the structure and a decrease in their magnitude in the soil of the working layer of the subgrade (underlying soil), as well as frost resistance and drainage of the structure. A distinction should be made between the bearing part of the base (bearing base) and its additional layers.

3.88 additional base layers:Layers between the bearing base and the underlying soil, provided to ensure the required frost resistance

and drainage of the structure, allowing to reduce the thickness of the overlying layers of expensive materials. Depending on the function, the additional layer is frost-protective, heat-insulating, draining. Additional layers are made of sand and other local materials in their natural state, including the use of geosynthetic materials; from local soils, treated with various types of binders or stabilizers, as well as from mixtures with the addition of porous aggregates.

SP 34.13330.2012

3.89 road construction:A complex that includes road clothes and subgrade with drainage, drainage, retaining and reinforcing structural elements.

3.90 The total load from the most loaded axle of a conventional two-axle vehicle, to which all vehicles with lower axle loads are brought, established by the code of rules for road pavements at a given capital capacity and used to determine the design load when calculating pavement for strength.

3.91 The maximum load on the most loaded axle for two-axle vehicles or on a reduced axle for multi-axle vehicles, the share of which in the composition and traffic intensity, taking into account the prospect of change by the end of the overhaul period, is at least 5%. Road clothes at a given capital capacity cannot be calculated for the calculated axle load less than the standard one.

3.92 Specific load acting on the footprint area of \u200b\u200bthe design tire of the design two-axle vehicle, characterized by the pressure in the pneumatic tire and the diameter of the circle equal to the footprint of the design wheel, and directly used in the calculation.

4 General

4.1 The construction of highways should be carried out on the basis of plans for the territorial planning of transport facilities, taking into account the prospects for the development of economic regions and the most efficient merging of the road under construction with the existing one.

and the projected transport network.

4.2 Highways must ensure: safe and convenient movement of automobiles and other vehicles with speeds, loads and dimensions established by this set of rules, as well as maintenance of road users and safe movement of pedestrians, compliance with the principle of visual orientation of drivers; convenient and safe location of junctions and intersections; the necessary arrangement of highways, including protective road structures, the availability of production facilities for the repair and maintenance of roads.

4.3 Highways, depending on the conditions of travel and access to them by vehicles, are divided into highways, expressways and ordinary roads.

Controlling highways depending on the estimated traffic intensity is shown in Table 4.1.

Table 4.1

			Estimated traffic intensity,
			reduced units / day

(motorway)

(highway)
Ordinary roads

			"2000 to 6000

Notes 1 When the same requirements are applied for roads of IA, IB, IB categories in this set of rules they are assigned to category 1.

1 area of \u200b\u200buse

This set of rules establishes design standards for newly built, reconstructed and overhauled public highways and departmental highways. The requirements of this code of practice do not apply to temporary roads, industrial test roads and winter roads.

2.1 In this set of rules, references to the following regulatory documents are used: SP 14.13330.2011 "SNiP II-7-81 * Construction in seismic regions" SP 35.13330.2011 "SNiP 2.05.03-84 * Bridges and pipes" SP 39.13330.2012 " SNiP 2.06.05-84 * Dams made of soil materials "SP 42.13330.2011" SNiP 2.07.01-89 * Urban planning. Planning and development of urban and rural settlements "SP 104.13330.2011" SNiP 2.06.15-85 Engineering protection of territories from flooding and flooding "SP 116.13330.2012" SNiP 22-02-2003 Engineering protection of territories, buildings and structures from hazardous geological processes. Basic provisions "SP 122.13330.2012" SNiP 32-04-97 Railway and road tunnels "SP 131.13330.2012" SNiP 23-01-99 * Construction climatology "GOST R 51256-2011 Technical means of traffic management. Road markings. Classification. Technical requirements GOST R 52056-2003 Polymer-bitumen road binders based on styrene-butadiene-styrene block copolymers. Technical conditions GOST R 52289-2004 Technical means of traffic control. Rules for the use of road signs, markings, traffic lights, road barriers and guiding devices GOST R 52290-2004 Technical means of traffic management. Road signs. General technical requirements GOST R 52575-2006 Motor roads for general use. Road marking materials. Technical requirements GOST R 52576-2006 Motor roads for general use. Road marking materials. Test methods GOST R 52606-2006 Technical means of traffic management. Classification of road barriers GOST R 52607-2006 Technical means of traffic management. Retaining lateral fences for cars. General technical requirements GOST R 53225-2008 Geotextile materials. Terms and definitions GOST R 54257-2010 Reliability of building structures and foundations. Basic provisions and requirements GOST 17.5.1.03-86 Nature protection. Earth. Classification of overburden and enclosing rocks for biological land reclamation GOST 3344-83 Crushed stone and slag sand for road construction. Specifications GOST 7473-2010 Concrete mixtures. Specifications GOST 8267-93 Crushed stone and gravel from dense rocks for construction work. Specifications GOST 8736-93 Sand for construction work. Specifications GOST 9128-2009 Mixes asphalt road, airfield and asphalt concrete. Specifications GOST 10060. 1-95 Concrete. Basic method for determining frost resistance GOST 10060.2-95 Concrete. Accelerated methods for determining frost resistance during repeated freezing and thawing GOST 10180-2012 Concrete. Methods for determining strength according to control samples GOST 18105-2010 Concrete. Rules for the control and assessment of strength GOST 22733-2002 Soils. Method for laboratory determination of maximum density GOST 23558-94 Mixtures of crushed stone-gravel-sand and soils treated with inorganic binders for road and airfield construction. Specifications GOST 24451-80 Road tunnels. Approximation dimensions for buildings and equipment GOST 25100-2011 Soils. Classification GOST 25192-2012 Concrete. Classification and general technical requirements GOST 25458-82 Wooden road sign supports. Specifications GOST 25459-82 Reinforced concrete supports for road signs. Specifications GOST 25607-2009 Crushed stone-gravel-sand mixtures for coatings and foundations of highways and airfields. Specifications GOST 26633-91 Heavy and fine-grained concretes. Specifications GOST 27006-86 Concrete. Rules for the selection of the composition GOST 30412-96 Automobile roads and airfields. Methods for measuring unevenness of bases and coatings GOST 30413-96 Automobile roads. Method for determining the coefficient of adhesion of a car wheel to a road surface GOST 30491-97 Organic-mineral mixtures and soils reinforced with organic binders for road and airfield construction. Specifications GOST 31015-2002 Asphalt-concrete mixtures and crushed stone-mastic asphalt concrete. Technical conditions SanPiN 2.2.1 / 2.1.1.1200-03 Sanitary protection zones and sanitary classification of enterprises, structures and other facilities SanPiN 2.1.6.1032-01 Hygienic requirements for ensuring the quality of atmospheric air in populated areas SanPiN 2.1.7.1287-03 Sanitary and epidemiological requirements to the quality of the soil SanPiN 2.2.3.1384-03 Hygienic requirements for the organization of construction production and construction work СН 2.2.4 / 2.1.8.562-96 Noise at workplaces, in the premises of residential, public buildings and on the territory of residential buildings.

Note- When using this set of rules, it is advisable to check the operation of reference standards and classifiers in the public information system - on the official website of the national bodies of the Russian Federation for standardization on the Internet or according to the annually published information index "National Standards", which was published as of January 1 of the current year, and according to the relevant monthly information indexes published in the current year. If the referenced document is replaced (changed), then when using this set of rules, one should be guided by the replaced (changed) document. If the referenced document is canceled without replacement, then the provision in which the link to it is given applies in the part that does not affect this link.

3 Terms and definitions

In this set of rules, the following terms are used with appropriate definitions:

3.2 passenger car, reduced: A unit of account equal to a passenger car, with the help of which all other types of vehicles on the road are taken into account, taking into account their dynamic properties and dimensions, in order to average them for calculating the characteristics of movement (intensity, design speed, etc. .).

3.3 motor road: A complex of structural elements designed for movement with set speeds, loads and dimensions of cars and other land vehicles carrying passengers and (or) cargo, as well as land plots provided for their placement.

3.4 biclotoid: A curve consisting of two equally directed clothoids with the same parameters without the inclusion of circular curvature, at the point of contact of which both have the same radii and a common tangent.

3.5 visibility when overtaking: The distance of visibility that a driver needs to be able to overtake another vehicle without interfering with the oncoming vehicle at its design speed or forcing it to slow down.

3.6 visibility of an oncoming vehicle: The smallest distance of visibility of an oncoming vehicle, which is less than visibility when overtaking and ensuring a safe interruption of overtaking when an oncoming vehicle is rapidly approaching;

3.7 express road: A high-speed road that has a dividing strip and intersections, usually at the same level.

3.8 road network: The collection of all public roads in a given area.

3.10 road category (design): A criterion characterizing the importance of a road in the general transport network of the country and determined by the intensity of traffic on it. All technical parameters of the road are assigned in accordance with the category.

3.11 clothoidcurve whose curvature increases inversely with the length of the curve

3.12 normal condition of adhesion of automobile tires to the road surface: Adhesion on a clean, dry or damp surface with a longitudinal adhesion coefficient at a speed of 60 km / h for a dry state of 0.6, and for a wet one in accordance with Table 45 - in the summer season at an air temperature of 20 ° C, a relative humidity of 50%, a meteorological visibility range of more than 500 m, no wind and atmospheric pressure of 0.1013 MPa.

3.13 design standards for geometric parameters: The main minimum and maximum standards used in road design: design speeds and loads, radii, longitudinal and transverse slopes, convex and concave curves, visibility range, etc.

3.14 superelevation: An area on a curve with a gradual smooth transition from a dual-slope to a single-slope cross-section with a slope inside the curve to the design slope.

3.15 stopping lane: A lane located next to the carriageway or edge reinforcement strip and designed to accommodate vehicles in the event of a forced stop or break in traffic.

3.16 single-level intersection: A view of a road junction in which all junctions and exits or all road junctions are located in the same plane.

3.17 intersection at different levels: A type of road junction in which the intersecting roads are located at two or more levels.

3.18 transition curve: A geometric element of variable curvature, designed for visual orientation and informing drivers about the trend of the track development in order to timely initiate and ensure a smooth, safe and comfortable change of driving modes;

3.19 transition curve of variable speed: Transition curve, the non-linear regularity of curvature of which is consistent with the criterion of safety and convenience of uniformly slowed or uniformly accelerated movement; depending on this, the transition curve can be braking or accelerating;

3.20 transition curve of constant speed: Transition curve, linear (clothoid) or non-linear regularity of curvature of which is consistent with the criteria of safety and convenience of movement at constant speed; non-linear regularity of curvature can be due to constructive or aesthetic criteria (the so-called aesthetic transition curves);

3.21 access roads of industrial enterprises: Motor roads connecting these enterprises with public roads, with other enterprises, railway stations, ports, calculated for the passage of vehicles allowed for circulation on public roads.

3.22 traffic lane: The lane of the carriageway, the width of which is considered to be the maximum allowable width for the vehicle passed through, including safety clearances.

3.23 acceleration lane: An additional lane of the main road, which serves to facilitate vehicles entering the main stream with equalization of the speed of movement along the main stream.

3.24 deceleration lane: An additional lane on the main road that serves to enable vehicles leaving the main stream to slow down without interfering with the main traffic.

3.25 junction: A type of intersection at one level with at least three branches.

3.26 principles of visual orientation of drivers: The use of landscape design methods and elements of arrangement for orientation of drivers when driving on the road.

3.27 design speed: The highest possible (in terms of stability and safety) speed of a single car under normal weather conditions and adhesion of car tires to the road surface, which on the most unfavorable sections of the route corresponds to the maximum permissible values \u200b\u200bof road elements.

3.28 road reconstruction: A complex of construction works on an existing road in order to improve its transport and operational performance with the transfer of the road as a whole or individual sections to a higher category. Includes: straightening of individual sections, mitigating longitudinal slopes, bypassing settlements, widening the roadbed and carriageway, strengthening the construction of road pavements, widening or replacing bridge and engineering structures, rebuilding intersections and junctions, etc. The work technology is similar to the road construction technology.

3.29 road construction: A complex of all types of work performed during the construction of highways, bridges and other engineering structures and road linear buildings.

3.30 transport network: The collection of all transport routes in a certain area.

3.31 routing: Laying a road route between specified points in accordance with the optimal operational, construction-technological, economic, topographic and aesthetic requirements.

3.32 difficult mountainous terrain: Sections of passes over mountain ranges and sections of mountain gorges with difficult, highly rugged or unstable slopes.

3.33 difficult sections of rough terrain: Relief cut by often alternating deep valleys, with a difference in elevation of valleys and watersheds of more than 50 m at a distance of no more than 0.5 km, with side deep gullies and ravines, with unstable slopes.

3.34 valuable agricultural land: Irrigated, drained and other reclaimed land occupied by perennial fruit plantations and vineyards, as well as areas with high natural soil fertility and other land equal to them.

3.35 road junction: An engineering structure that serves to connect two or more roads.

3.36 superelevation slope: A one-sided cross-slope of the carriageway on a curve that is greater in magnitude than the cross-slope on a straight section.

3.37 subgrade width:

Distance between the edges of the roadbed. Earth bed

3.38 reinforcement: Reinforcement of road structures and materials in order to improve their mechanical characteristics

3.39 reinforcing geosynthetic material: Roll geosynthetic material (woven geotextile, geogrid, flat geogrid and their compositions, flexible volumetric geogrid (geocells)), designed to strengthen road structures and materials, improve the mechanical characteristics of materials.

3.40 reinforced soil: Reinforced soil created by constructive and technological combination of soil layers and reinforcement in the form of metal, plastic strips, layers of geosynthetic materials located horizontally, capable of withstanding significant tensile forces compared to the soil.

3.41 berm: Narrow, horizontal or slightly sloping strip designed to break a slope

3.42 type I swamp: Filled with swamp soils, the strength of which in its natural state allows the erection of an embankment up to 3 m high without the occurrence of the process of lateral extrusion of soft soil.

3.43 type II swamp: Containing at least one layer within the swamp strata, which can be squeezed out at a certain intensity of embankment erection up to 3 m high, but not squeezed out at a lower embankment erection intensity.

3.44 type III swamp: Containing at least one layer within the swamp strata, which, when erecting an embankment up to 3 m in height, is squeezed out regardless of the intensity of the embankment.

3.45 water-thermal regime of the subgrade: The regularity of changes in the moisture and temperature of the upper layers of the subgrade soil during the year, inherent in a given road-climatic zone and local hydrogeological conditions, as well as a system of measures aimed at regulating the water-thermal regime, allowing to reduce humidity and the amount of frost heaving of the working layer of the subgrade.

3.46 road drainage: The set of all devices that drain water from the subgrade and road surface and prevent waterlogging of the subgrade.

3.47 embankment height: The vertical distance from the natural ground level to the bottom of the pavement, defined along the axis of the subgrade.

3.48 slope height: The vertical distance from the upper edge of the slope to the lower edge.

3.49 geocomposites: Two-, three-layer roll geosynthetic materials made by joining in various combinations of geotextiles, geogrids, flat geogrids, geomembranes and geomats.

3.50 geomatcoarse-porous volumetric one-component roll geosynthetic material made by extrusion and / or pressing methods

3.51 geomembrane: Roll waterproof geosynthetic material

3.52 geosheath: A container made of rolled geosynthetic material for filling with soil or other building materials.

3.53 geoplite: Multilayer rigid road slab based on a composite material of mineral (glass, basalt, etc.) or polymer-fiber geofabric impregnated with a polymer binder.

3.54 volumetric geogrid (geocell material, spatial geogrid, geocells): A geosynthetic product manufactured in the form of a flexible compact module made of polymer or geotextile tapes, connected to each other in a checkerboard pattern by means of linear seams, and forming a spatial cellular structure in an extended position.

3.55 flat geogrid: A rolled geosynthetic material of a cellular structure with rigid nodal points and through cells of at least 2.5 mm in size, obtained: by extrusion (extrusion geogrid); by the method of extrusion of a continuous web (geomembrane) with its subsequent perforation and drawing in one or more directions (pulled geogrid); welding of polymer tapes (welded geogrid).

3.56 geogrid: Rolled geosynthetic material in the form of flexible webs, obtained by methods of the textile industry from fibers (filament, threads, ribbons) with the formation of cells larger than 2.5 mm.

3.57 geosynthetics: A class of artificial building materials made mainly or partially from synthetic raw materials and used in the construction of roads, airfields and other geotechnical objects.

3.58 nonwoven geotextile: A rolled geosynthetic material consisting of filoments (fibers) randomly located in the plane of the web, connected mechanically (by needle-punched method) or thermally.

3.59 woven geotextile: A rolled geosynthetic material consisting of two interlaced fiber systems (threads, tapes), having a mutually perpendicular arrangement and forming pores (cells) less than 2.5 mm in size. The intersections of the strands (knots) can be reinforced with a third fiber system.

3.60 groundwater: Groundwater located in the first layer of the earth from the surface.

3.61 drainage collection and transfer of sediment, groundwater and other liquids in the plane of the material

3.62 protectionprotection of the surface of an object from possible damage.

3.63 surface erosion protectionprevention or limitation of the movement of soil or other particles over the surface of an object

3.64 subgrade: A geotechnical structure made in the form of embankments, recesses or semi-fill - semi-recess, serving to ensure the design spatial location of the carriageway and as a subgrade (underlying soil) of the pavement structure.

3.65 side roadside ditch: A ditch that runs along the roadbed for collecting and draining surface water, with a cross-section of a trough, triangular or trapezoidal profile.

3.66 upland ditch: A ditch located on the upland side of the road to intercept the water flowing down the slope and with its diversion from the road.

3.67 soil compaction factor: The ratio of the actual density of dry soil in a structure to the maximum density of the same dry soil, determined in a laboratory when tested using the standard compaction method. 3.68 frost-protective layer: An additional layer of the base of the pavement made of non-porous materials, which, together with other layers of the base and the coating, protects the structure from unacceptable deformations of frost heaving.

3.69 unstable embankment layers: Layers of frozen or thawed waterlogged soils, which in the embankment have a degree of compaction that does not meet the requirements of this set of rules, as a result of which, during thawing or prolonged action of loads, permanent deformations of the layer may occur.

3.70 slope: Lateral slope that defines an artificial earth structure

3.71 base of excavationmass of soil below the boundary of the working layer

3.72 embankment base: a body of soil in natural bedding conditions located below the fill layer.

3.73 surface drainage: Devices designed to drain water from the road surface; drainage devices used to drain water from the surface of the subgrade.

3.74 working layer of the subgrade (subsoil): The upper part of the subgrade within the range from the bottom of the pavement to the level corresponding to 2/3 of the freezing depth of the structure, but not less than 1.5 m, counting from the surface of the pavement.

3.75 separation: Prevention of interpenetration of particles of materials of adjacent layers of road structures.

3.76 stabilization: Strengthening, giving permanent greater stability to discrete (bulk) materials of layers of road structures, including those using geosynthetic materials;

3.77 stable layers of embankment: Layers constructed from thawed and free-flowing soils, the degree of compaction of which in the embankment meets the requirements of this set of rules.

3.78 thermal insulationrestriction of heat flow between an object and the environment

3.79 filtrationpermission of a liquid into or through a structure of a material while containing soil and similar particles Travel clothes

3.80 road structure: A complex including road clothes and subgrade with drainage, drainage, retaining and reinforcing structural elements.

3.81 road pavement: structural element of a road that receives the load from vehicles and transfers it to the subgrade.

3.82 road pavement rigid: Pavement with concrete monolithic pavements, with precast pavements made of reinforced concrete or reinforced concrete slabs with a cement concrete or reinforced concrete base.

3.83 road pavement capital: Pavement pavement with the highest performance, corresponding to the traffic conditions and service life of roads of high categories.

3.84 non-rigid pavement: Pavement that does not contain structural layers of monolithic cement concrete, prefabricated reinforced concrete or reinforced concrete.

3.85 pavement classification - the division of pavement by types based on their capital, which characterizes the performance of the pavement.

3.86 additional base layers: Layers between the bearing base and the underlying soil, provided to provide the required frost resistance and drainage of the structure, allowing to reduce the thickness of the overlying layers of expensive materials. Depending on the function, the additional layer is frost-protective, heat-insulating, draining. Additional layers are made of sand and other local materials in their natural state, including the use of geosynthetic materials; from local soils, treated with various types of binders or stabilizers, as well as from mixtures with the addition of porous aggregates.

3.87 standard axle load: The total load from the most loaded axle of a conventional two-axle vehicle, to which all vehicles with lower axle loads are driven, established by the code of rules for road pavements at a given capital capacity and used to determine the design load when calculating pavement for strength.

3.88 base: The part of the pavement structure located under the pavement and providing, together with the pavement, the redistribution of stresses in the structure and a decrease in their value in the soil of the working layer of the subgrade (underlying soil), as well as frost resistance and drainage of the structure. A distinction should be made between the bearing part of the base (bearing base) and its additional layers.

3.89 pavement base: A load-bearing strong part of the pavement that, together with the pavement, provides redistribution and pressure reduction on the additional base layers or subgrade soil located below.

3.90 pavement: The upper part of the pavement, consisting of one or more layers of uniform material, which directly absorbs forces from the wheels of vehicles and is directly exposed to atmospheric agents. Layers of surface treatments for various purposes (to increase the roughness, protective layers, etc.), which are not taken into account when assessing the structure for strength and frost resistance, can be arranged along the surface of the coating.

3.91 prefabricated road pavement: A pavement consisting of individual slabs of various shapes and sizes, made of concrete, reinforced concrete or other composite material, laid on a prepared base and interconnected in any known way.

3.92 calculated axle load: The maximum load on the most loaded axle for two-axle vehicles or on a reduced axle for multi-axle vehicles, the share of which in the composition and traffic intensity, taking into account the prospect of change by the end of the overhaul period, is at least 5%. Road clothes at a given capital capacity cannot be calculated for the calculated axle load less than the standard one.

3.93 design unit load: Specific load acting on the footprint area of \u200b\u200bthe design tire of the design two-axle vehicle, characterized by the pressure in the pneumatic tire and the diameter of the circle equal to the design wheel imprint, and is directly used in the calculation.

Before sending an electronic appeal to the Ministry of Construction of Russia, please read the rules for the operation of this interactive service set out below.

1. Electronic applications within the competence of the Ministry of Construction of Russia, completed in accordance with the attached form, are accepted for consideration.

2. An electronic appeal may contain a statement, complaint, proposal or request.

3. Electronic appeals sent through the official Internet portal of the Ministry of Construction of Russia are submitted to the department for work with citizens' appeals for consideration. The Ministry ensures an objective, comprehensive and timely consideration of applications. Consideration of electronic applications is free of charge.

4. In accordance with the Federal Law of 02.05.2006 N 59-FZ "On the Procedure for Considering Appeals of Citizens of the Russian Federation" electronic appeals are registered within three days and sent, depending on the content, to the structural divisions of the Ministry. The appeal is considered within 30 days from the date of registration. An electronic appeal containing questions the solution of which is not within the competence of the Ministry of Construction of Russia is sent within seven days from the date of registration to the appropriate authority or to the relevant official, whose competence includes the solution of the issues raised in the appeal, with notification of this to the citizen who sent the appeal.

5. Electronic appeal is not considered when:
- absence of the name and surname of the applicant;
- indication of an incomplete or inaccurate postal address;
- presence of obscene or offensive expressions in the text;
- the presence in the text of a threat to the life, health and property of the official, as well as his family members;
- using a non-Cyrillic keyboard layout or only capital letters when typing;
- absence of punctuation marks in the text, presence of incomprehensible abbreviations;
- the presence in the text of a question to which the applicant has already been given a written answer on the merits in connection with the previously sent appeals.

6. The response to the applicant is sent to the mailing address indicated when filling out the form.

7. When considering an appeal, it is not allowed to disclose the information contained in the appeal, as well as information concerning the private life of a citizen, without his consent. Information about the personal data of applicants is stored and processed in compliance with the requirements of Russian legislation on personal data.

8. Appeals received through the site are summarized and submitted to the leadership of the Ministry for information. Answers to the most frequently asked questions are periodically published in the sections "for residents" and "for specialists"

Code of practice SP-34.13330.2012

"CAR ROADS"

Updated edition of SNiP 2.05.02-85 *

With changes:

Automobile roads

Foreword

The goals and principles of standardization in the Russian Federation are established by the Federal Law of December 27, 2002 N 184-FZ "On technical regulation", and the development rules - by the Government of the Russian Federation of November 19, 2008 N 858 "On the procedure for the development and approval of sets of rules "

Introduction

This set of rules was drawn up taking into account the requirements of federal laws dated December 27, 2002 N 184-FZ "On technical regulation", dated June 22, 2008 N 123-FZ "Technical regulations on fire safety requirements", dated December 30, 2009 No. N 384-FZ "Technical Regulations on the Safety of Buildings and Structures", dated November 8, 2007 N 257-FZ "On Roads and Road Activities in the Russian Federation and on Amending Certain Legislative Acts of the Russian Federation" Resolution of the Government of the Russian Federation dated September 28, 2009 N 767 "On the classification of highways in the Russian Federation".

The update was carried out by a team of authors: JSC "Soyuzdornii" (Candidate of Technical Sciences V.M. Yumashev, Doctor of Technical Sciences, Prof. V.D. Kazarnovsky, engineers V.S.Skiruta, L.T. Chertkov, candidates I.V. Leitland, E.S. Pshenichnikova, engineers V.A.Zelmanovich, M.L. Popov, candidates of technical sciences Yu.A. Aliver, G.N. Kiryukhin, A.M. Sheinin, S.V. Ekkel, A.I. Korshunov, A.A.Matrosov, engineer F.V. Panfilov, candidates of technical sciences L.M. Gokhman, R.A. Kogan, candidate of chemical sciences N.Z. Kostova, engineer OB Gopin, candidate of technical sciences AA Pakhomov, engineers AM Shpak, IV Basurmanova).

When updating the norms, the proposals of Dr. Tech. Sciences E.M. Lobanov, P.I. Pospelova, V.V. Filippova, G.V. Velichko.

Amendment No. 1 was prepared by JSC "PROMTRANSNIIPROEKT" together with the team of authors of the FAU "ROSDORNII" (Dr. of technical sciences O. Krasikov, Dr. of technical sciences AM Kulizhnikov, candidate of technical sciences A.M. Strizhevsky, Ph.D. A.E. Merzlikin, Candidate of Technical Sciences A.A. Domnitsky, Candidate of Technical Sciences I.F. Zhivopistsev, Candidate of Technical Sciences BB Anokhin, Candidate of Technical Sciences A. P. Fomin, Candidate of Engineering Sciences L.A. Gorelysheva, Candidate of Engineering Sciences N.A. Lushnikov, Candidate of Engineering Sciences P.A. Lushnikov, Candidate of Engineering Sciences R.A. Eremin, Ph.D. Engineering Sciences N.B. Sakuta, Engineer R.K. Borodin, Engineer A.V. Bobkov, Engineer A.I. Bosov, Engineer A.S. Kozin, Engineer A.B. Volkov, Engineer V.N. Garmanov, engineer Zh.S. Sakhno).

1 area of \u200b\u200buse

This set of rules establishes design standards for newly built, reconstructed and overhauled public highways and departmental highways.

The requirements of this code of practice do not apply to temporary roads, industrial test roads and winter roads.

2 Normative references

This set of rules uses normative references to the following documents:

GOST 17.5.1.03-86 Nature protection. Earth. Classification of overburden and enclosing rocks for biological land reclamation

GOST 3344-83 Crushed stone and slag sand for road construction. Specifications

GOST 7473-2010 Concrete mixtures. Specifications

GOST 8267-93 Crushed stone and gravel from dense rocks for construction work. Specifications

GOST 8736-2014 Sand for construction work. Specifications

GOST 9128-2013 Mixes asphalt concrete, polymer asphalt concrete, asphalt concrete, polymer asphalt concrete for roads and airfields. Specifications

GOST 10060-2012 Concrete. Methods for determining frost resistance

GOST 10180-2012 Concrete. Methods for determining the strength of control samples

GOST 18105-2010 Concrete. Rules for control and assessment of strength

GOST 22733-2016 Soils. Laboratory method for determination of maximum density

GOST 23558-94 Mixtures of crushed stone-gravel-sand and soils treated with inorganic binders for road and airfield construction. Specifications

GOST 24451-80 Road tunnels. Dimensions of approximation of buildings and equipment

GOST 25100-2011 Soils. Classification

GOST 25192-2012 Concrete. Classification and general technical requirements

GOST 25458-82 Wooden supports for road signs. Specifications

GOST 25459-82 Reinforced concrete supports for road signs. Specifications

GOST 25607-2009 Crushed stone-gravel-sand mixtures for coatings and bases of highways and airfields. Specifications

GOST 26633-2015 Heavy and fine-grained concrete. Specifications

GOST 27006-86 Concrete. Squad selection rules

GOST 27751-2014 Reliability of building structures and foundations. Basic Provisions

GOST 30413-96 Automobile roads. Method for determining the coefficient of adhesion of a car wheel to the road surface

GOST 30491-2012 Organic-mineral mixtures and soils reinforced with organic binders for road and airfield construction. Specifications

GOST 31015-2002 Mixes asphalt concrete and crushed stone-mastic asphalt concrete. Specifications

GOST 33063-2014 Motor roads for general use. Classification of terrain and soil types

GOST R 51256-2011 Technical means of traffic management. Road markings. Classification. Technical requirements

GOST R 52056-2003 Polymer-bitumen road binders based on styrene-butadiene-styrene block copolymers. Specifications

GOST R 52289-2004 Technical means of traffic control. Rules for the use of road signs, markings, traffic lights, road barriers and guiding devices

GOST R 52290-2004 Technical means of traffic management. Road signs. General technical requirements

GOST R 52398-2005 Classification of highways. Basic parameters and requirements

GOST R 52399-2005 Geometric elements of highways

GOST R 55028-2012 Motor roads for general use. Geosynthetic materials for road construction. Classification, terms and definitions

GOST R 55030-2012 Motor roads for general use. Geosynthetic materials for road construction. Tensile Strength Test Method

GOST R 55031-2012 Motor roads for general use. Geosynthetic materials for road construction. Test Method for UV Resistance

GOST R 55032-2012 Motor roads for general use. Geosynthetic materials for road construction. Method for determination of resistance to repeated freezing and thawing

GOST R 55035-2012 Motor roads for general use. Geosynthetic materials for road construction. Method for determining resistance to aggressive media

GOST R 56339-2015 Motor roads for general use. Geosynthetic materials for road construction. Method for determination of tensile creep and creep rupture

GOST R 56925-2016 Automobile roads and aerodromes. Methods for measuring unevenness of substrates and coatings

SP 14.13330.2014 "SNiP II-7-81 * Construction in seismic regions" (with amendment No. 1)

SP 35.13330.2011 "SNiP 2.05.03-84 * Bridges and pipes" (with amendment No. 1)

SP 39.13330.2012 "SNiP 2.06.05-84 * Dams made of soil materials"

SP 42.13330.2011 "SNiP 2.07.01-89 * Urban planning. Planning and development of urban and rural settlements"

SP 78.13330.2011 SNiP 3.06.03-85 Highways

SP 104.13330.2011 "SNiP 2.06.15-85 Engineering protection of the territory from flooding and flooding"

SP 116.13330.2012 "SNiP 22-02-2003 Engineering protection of territories, buildings and structures from hazardous geological processes. Basic provisions"

SP 122.13330.2012 SNiP 32-04-97 Railway and road tunnels (with amendment No. 1)

SP 131.13330.2012 "SNiP 23-01-99 * Construction climatology" (with amendment No. 2)

SanPiN 2.2.3.1384-03 Hygienic requirements for the organization of construction production and construction work

Note - When using this set of rules, it is advisable to check the validity of reference documents in the public information system - on the official website of the federal executive body in the field of standardization on the Internet or according to the annual information index "National Standards", which was published as of January 1 of the current year , and on the issues of the monthly information index "National standards" for the current year. If the referenced document to which the undated link is given is replaced, it is recommended that the current version of this document be used, taking into account all changes made to this version. If the referenced document to which the dated reference is given is replaced, then it is recommended to use the version of this document with the above year of approval (acceptance). If, after the approval of this set of rules, a change is made to the referenced document to which the dated reference is given, affecting the provision to which the reference is given, then this provision is recommended to be applied without taking into account this change. If the referenced document is canceled without replacement, then the provision in which the link to it is given is recommended to be applied in the part that does not affect this link. It is advisable to check the information on the validity of the sets of rules in the Federal Information Fund of Standards.

3 Terms and definitions

In this Code of Practice, the following terms and definitions are used:

3.1 motorway: A motor road not intended for servicing adjacent territories and having several carriageways and a central dividing strip along its entire length and does not cross railways or other highways at one level; access to which is possible only through intersections at different levels; on the carriageway or carriageways of which it is prohibited to stop and park vehicles; equipped with special resting places and parking areas for vehicles.

3.2a acoustic screen: A sound-insulating barrier installed on the path of noise propagation from road transport to the object to be protected from noise.

3.3a \u200b\u200bhighways with low traffic intensity: Highways with an average daily traffic density of no more than 400 vehicles / day, designed to ensure the movement of vehicles to the nearest public roads and entrances, as well as to the final or starting point of the trip.

3.5 visibility when overtaking: The minimum distance of visibility to an oncoming vehicle moving at the design speed necessary for the safe execution of an overtaking maneuver.

3.6 visibility of an oncoming vehicle: The minimum distance of visibility to an oncoming vehicle moving at the design speed, ensuring a safe interruption of overtaking from the oncoming lane.

3.7 high-speed road: A road for high-speed traffic, access to which is possible only through traffic interchanges or regulated intersections, on the carriageway or carriageways of which stops and parking of vehicles are prohibited and which are equipped with special resting places and parking areas for vehicles.

3.8 road network: The collection of all public roads in a given area.

3.8a visual orientation: The ability of the driver to assess and predict road conditions while driving

3.8b traffic intensity: The number of vehicles passing through the cross-section of the road per unit of time.

3.10 category of road (design): A criterion characterizing the importance of a road in the general transport network of the country and determined by the intensity of traffic on it. All technical parameters of the road are assigned in accordance with the category.

3.11 clothoidcurve in plan, the curvature of which increases from the beginning in proportion to its length

3.12 normal condition for adhesion of automobile tires to the road surface: Adhesion on a clean, dry or damp surface with:

For dry conditions the theoretical coefficient of longitudinal adhesion is 0, 6;

For wet conditions, the adhesion coefficient is in accordance with table 8.5.

3.14 bend reversal: A change in the cross slope on a straight section of the carriageway, shoulder to a cross slope on a curve of constant horizontal radius and vice versa.

3.15 stopping lane: A reinforced lane located along the carriageway on the side of the road and intended for forced stopping of vehicles.

3.16 single-level intersection: A road intersection at which traffic flows intersect at one level.

3.17 intersection at different levels: A type of intersection of highways at which traffic flows intersect at different levels, by means of overpasses or other artificial structures.

3.18 transition curve: A curve of gradually varying curvature to provide a smooth transition between sections of the path, located in plan between a straight section and a curve or between two curves of different curvature.

3.20a transition-speed lane: A traffic lane set up to provide acceleration (acceleration lane) or deceleration (deceleration lane) of vehicles when leaving a traffic stream or entering a traffic stream moving along the main lanes.

3.20b pedestrian path: An engineering structure located outside the subgrade, designed for the movement of pedestrians outside settlements in the right-of-way or roadside of a motor road.

3.22 traffic lane: The longitudinal lane of the carriageway of a motor road along which vehicles move in one lane.

3.23 acceleration lane: A transition lane used to increase the speed of vehicles to the speed of the traffic flow along the main lane for free entry into it.

3.24 deceleration lane: A transition lane used to reduce the speed of vehicles when leaving the main lane of the traffic flow for the subsequent entry to another road.

3.25 road junction: A junction of motor roads, where another road joins one road at one or different levels, which does not have a direct continuation and is interrupted at the junction.

3.26a anti-glare screen: A system of shading elements installed in the path of light flux from headlights of cars in one direction of travel to the stream of cars in the opposite direction of travel.

3.28 reconstruction of a motor road: A set of works during which the parameters of a motor road and its sections are changed, leading to a change in the class and (or) category of a motor road, or entailing a change in the border of the right of way for a motor road.

3.29 road construction: A complex of all types of work performed during the construction of highways, bridges and other engineering structures and road linear buildings.

3.29a hard surface: Road surface in the composition of road pavements of the capital, lightweight and transitional types.

3.30 transport network: The collection of all transport routes in a certain area.

3.31 routing: Laying the route in accordance with natural and climatic factors, topographic and geodetic, geological and hydrological, environmental conditions of the design area, taking into account operational, construction and technological, economic and aesthetic requirements.

3.33a heavy vehicle: A vehicle, the mass of which with or without cargo and (or) the axle load of which exceeds the permissible vehicle mass and (or) the permissible axle load, which are established by the Government of the Russian Federation.

3.36 superelevation slope: A one-sided cross-slope of the carriageway on a curve that is greater in magnitude than the cross-slope on a straight section.

3.37 subgrade width: The distance between the edges of the subgrade.

3.37a elements of arrangement: Structures, which include road signs, road barriers, traffic lights and other devices for regulating traffic, resting places, stopping points, objects intended for lighting roads, pedestrian paths, points of weight and dimensional control of vehicles, toll collection points, parking (parking) of vehicles, structures intended for the protection of highways and artificial road structures, sidewalks, other intended to ensure road traffic, including its safety, structures, with the exception of road service facilities.

Earth bed

3.38 reinforcement: Reinforcement of road structures and materials in order to improve their mechanical characteristics

3.39 geo-drains: A combined geosynthetic material that includes a layer (s) of non-woven geotextile material that serves as a filter, and a layer that forms the general structure of a geosynthetic material - a drainage core (geomat, geogrid, geogrid, geoplastic) and performs the function of drainage of road structures.

3.60 groundwater: Groundwater of the first permanent aquifer from the earth's surface, located on the first watertight layer.

3.61 drainage collection and transfer of sediment, groundwater and other liquids in the plane of the material

3.62 protectionprotection of the surface of an object from possible damage.

3.63 surface erosion protectionprevention or limitation of the movement of soil or other particles over the surface of an object

3.64 subgrade: A structural element serving to accommodate pavement, as well as technical means of traffic management and road construction.

3.65 side roadside ditch: A ditch that runs along the roadbed for collecting and draining surface water, with a cross-section of a trough, triangular or trapezoidal profile.

3.66 upland ditch: A ditch located on the upland side of the road to intercept the water flowing down the slope and with its diversion from the road.

3.67 soil compaction factor: A dimensionless indicator, the ratio of the actual density of dry soil in a structure to the maximum density determined in a laboratory when tested using the standard compaction method.

3.68 frost-protective layer: An additional layer of the base of the pavement made of non-porous materials, which, together with other layers of the base and the coating, protects the structure from unacceptable deformations of frost heaving.

3.70 slope: Lateral slope that defines an artificial earth structure

3.71 base of excavationmass of soil below the boundary of the working layer

3.72 embankment base: a body of soil in natural bedding conditions located below the fill layer.

3.73 surface drainage: Devices designed to drain water from the road surface; drainage devices used to drain water from the surface of the subgrade.

3.74 working layer of the subgrade (underlying soil): The upper part of the subgrade within the range from the bottom of the pavement to a level corresponding to 2/3 of the freezing depth of the structure, but not less than 1.5 m, counting from the surface of the pavement.

3.75 separation: Prevention of interpenetration of particles of materials of adjacent layers of road structures.

3.76 stabilization: Strengthening, giving permanent greater stability to discrete (bulk) materials of layers of road structures, including those using geosynthetic materials;

3.78 thermal insulationrestriction of heat flow between an object and the environment

3.78а strengthening of slopes: Ensuring local stability of slopes through the use of reinforcement structures of various types and types to protect against weather and climatic factors, water and wind erosion, force effects of surface waters.

3.79 filtrationpermission of a liquid into or through a structure of a material while containing soil and similar particles

Travel clothes

3.80 road structure: A structural element of a road that receives the load from vehicles and transfers it to the subgrade.

3.81 road pavement: structural element of a road that receives the load from vehicles and transfers it to the subgrade.

3.83 road pavement capital: Pavement pavement with the highest performance, corresponding to the traffic conditions and service life of roads of high categories.

3.84 non-rigid pavement: Pavement that does not contain structural layers of monolithic cement concrete, prefabricated reinforced concrete or reinforced concrete.

3.85 pavement classification - the division of pavement by types based on their capital, which characterizes the performance of the pavement.

3.90 pavement surface: The upper part of the pavement, consisting of one or more layers, which directly absorbs the forces from the wheels of vehicles and is directly exposed to atmospheric factors.

Traffic safety

3.94 maximum safe speed of movement: The actual maximum speed of a single passenger car, provided by the road under the conditions of traffic safety or interaction of the car with the road on each section (corresponds to the maximum speed of 85% availability); set by calculation.

3.95 smoothness of a highway route: A spatial combination of the parameters of the geometric elements of the plan, the longitudinal and transverse profile of the route, providing a uniform mode of vehicle movement with the maximum safe speed of movement, optimal conditions for the driver's visual perception of road parameters and traffic safety (a number of methods are used to assess the smoothness of the route: smoothness by building linear graphs of the speed of movement, graphs of curvature changes, perspective images of road sections)

3.96 design consistency design or configuration of a project line in the plan and longitudinal profile of a road that does not interfere with the driver's expected perception of traffic conditions or the ability of most drivers to safely drive at the selected speed throughout the projected road.

3.97 road safety level: The degree to which the protection of road users from road accidents and their consequences corresponds.

3.98 characteristic road section: A section of the projected road, during which the main elements, parameters and characteristics remain unchanged.

4 General

4.1 The design of highways should be carried out on the basis of plans for the territorial planning of transport facilities, taking into account the prospects for the development of economic regions and the most effective merger of the road under construction with the existing and projected transport network.

4.2 Requirements and standards that must be observed when designing a motor road passing through settlements are determined at the stage of pre-design (design) decisions on the basis of a feasibility study.

4.3 Highways, depending on the conditions of travel and access to them by vehicles, are divided into highways, expressways and ordinary roads.

Table 4.1

		Estimated traffic intensity, given units / day
IА (motorway)
(highway)
Ordinary roads




Notes 1 When applying the same requirements for roads IA, IB, IB categories in this set of rules they are assigned to category 1.

4.4 When determining the estimated intensity according to the forecast data, the coefficients for converting the traffic intensity of various vehicles to a passenger car should be taken according to Table 4.2.

Table 4.2

Vehicle types		Reduction factor
Cars and motorcycles, minibuses
Trucks with carrying capacity, t:
	inclusive




Road trains with carrying capacity, t:
	inclusive



Small buses
The same, medium capacity
"large capacity
Articulated buses and trolleybuses
Note - The reduction factors for special vehicles should be taken as for the base vehicles of the corresponding carrying capacity.

4.5 The estimated traffic intensity should be taken in total in both directions based on data from economic surveys. In this case, the average annual traffic intensity reduced to a passenger car for the last year of the prospective period should be taken as the calculated one.

In cases where the average daily intensity of the most intense month of the year is more than 2 times higher than the average annual daily established on the basis of economic surveys or calculations, the latter should be increased by 1.5 times for assigning a road category.

4.6 The prospective period when assigning road categories, choosing elements of the plan, longitudinal and transverse profiles is taken equal to 20 years. Access roads to industrial enterprises are provided for an estimated period corresponding to the year the enterprise or its queue reaches its full design capacity, taking into account the volume of traffic during the construction period of the enterprise.

The prospective period for the selection of road pavements is taken taking into account the overhaul periods of their service.

For the initial year of the calculated prospective period, the year of commissioning of the object (or an independent section of the road) is taken.

4.7 Public roads are intended for the passage of vehicles with dimensions: along the length of single cars - up to 12 m and road trains - up to 20 m, in width - up to 2, 55 m, in height - up to 4 m for roads of categories I-IV and up to 3.8 m for roads of category V.

4.8 The adopted basic technical solutions should create the prerequisites for ensuring the growth of labor productivity, saving basic building materials and fuel and energy resources. They are justified by the development of options, comparing the technical and economic indicators: the cost of construction, the cost of repair and maintenance of roads, losses associated with environmental impact during construction and operation, the cost of transportation, traffic safety, changes in the production conditions of farms served by roads and adjacent to roads. territories and other factors. For new roads with the inclusion of existing roads or their individual sections, it is necessary to take into account the costs of bringing the land occupied by the existing roads, but not used for traffic, in a state suitable for use in economic activities.

4.9 When building roads in difficult engineering and geological conditions, when the stabilization time of the roadbed significantly exceeds the established construction time, it is allowed to provide for a staged arrangement of the road pavement with an appropriate feasibility study.

4.10 When designing newly built highways of categories I-III, their route is laid bypassing settlements. In cases where, according to technical and economic calculations, it has been established that it is expedient to lay a road route of categories II-III through a settlement in order to ensure its further reconstruction, the distance from the edge of the roadbed to the building line of the settlement is taken in accordance with the general plan of settlements, but not less than 200 m. If it is impossible to meet this requirement, the category of the road within the settlement and its design parameters are assigned in accordance with the requirements of SP 42.13330. On roads of categories I and II, designed at a distance of less than 50 m from residential buildings, protective screens must be provided for the length of the residential area of \u200b\u200bthe settlement.

When designing reconstructed road sections in settlements, their category is assigned based on the results of a feasibility study. Design standards for road sections are adopted depending on the assigned category in accordance with this set of rules or according to SP 42.13330.

4.10а When designing newly built and reconstructed highways on the approaches to settlements, in order to ensure throughput, according to the results of a feasibility study, it may be provided for the device of reverse traffic lanes using technical means of organizing traffic.

4.11 Number of lanes for roads with multi-lane carriageways, environmental protection measures, choice of solutions for intersections and junctions, pavement structures, furnishings, engineering devices (including fences, cycle paths, lighting and communications), composition of buildings and structures of road and motor transport services in order to reduce one-time costs are taken taking into account the staging of their construction as the traffic intensity grows with an appropriate feasibility study. For highways of category I in mountainous and rough terrain, it is allowed to provide for separate routing of carriageways of opposite directions, taking into account the stage-by-stage increase in the number of traffic lanes and the preservation of large independent forms of the landscape and natural monuments.

4.12 When designing highways, it is necessary to provide for environmental protection measures to ensure the minimum violation of the existing ecological, geological, hydrogeological and other natural conditions. When developing measures, it is necessary to take into account the respect for valuable agricultural land, recreation areas, cultural and historical sites and locations of medical and preventive institutions and sanatoriums. The location of bridges, constructive and other solutions should not lead to a sharp change in the regimes of rivers, and the construction of the subgrade should not lead to a sharp change in the regime of ground and surface waters.

Requirements for ensuring the safety of traffic, buildings and structures of road and motor transport services are fulfilled taking into account the presence of prohibited (dangerous) zones and areas at facilities for the manufacture and storage of explosives, materials and products based on them. The sizes of prohibited (dangerous) zones and areas are determined according to special regulatory documents approved in the prescribed manner, and in agreement with the state supervision authorities, ministries and departments that are in charge of these facilities.

Provides design solutions and measures to reduce the impact of harmful factors of the impact of vehicle traffic (air pollution, noise, vibration) on the population and the environment.

4.13 The provision of land plots for the placement of roads, buildings and structures of road and motor transport services, drainage, protective and other structures, lanes for the placement of communications running along the roads is carried out in accordance with regulatory legal acts on the provision of land.

Land plots provided for the period of road construction for roadside quarries and reserves, placement of temporary camps for builders, production bases, access roads and other construction needs are subject to return to land users after bringing them into a state that complies with the provisions of regulatory documents. The organization of construction work and sanitary provision of personnel in order to ensure optimal working conditions, reduce the risk of health problems for workers, as well as for the population living in the work area, are regulated by SanPiN 2.2.3.1384.

5 Basic technical standards

The number and dimensions of the parameters of the road elements depending on its category are given in Table 5.1.

Table 5.1 - Parameters of road elements depending on its category

Parameters of road elements
Parameters of road elements
The total number of traffic lanes, pcs.		4 or more in each direction
Traffic lane width, m
Side width, m, not less
Dividing strip width, m
Intersection with highways	At different levels	At different levels	Allowed at the same level with highways with traffic lights no more than 5 km	In one level	In one level	In one level
Intersection with railways	At different levels	At different levels	At different levels	At different levels		At different levels when crossing three or more tracks
Access to the road from the adjoining road in one level	Allowed no more than 10 km		Allowed no more than 5 km	Allowed	Allowed	Allowed

Design speeds

5.1 The design speeds of movement for determining the parameters of the plan, longitudinal and transverse profiles, as well as other parameters depending on the speed of movement are taken according to table 5.1a.

Table 5.1a

	Estimated speed, km / h
	The main	Allowed on difficult terrain
	The main	crossed

The design speeds established in table 5.1a for difficult sections of rugged and mountainous terrain can only be taken with a feasibility study, taking into account local conditions for each specific section of the projected road.

Estimated speeds on adjacent road sections should not differ by more than 20%.

When developing projects for the reconstruction and overhaul of highways in accordance with the norms of categories IB, IB and II, it is allowed, during a feasibility study, to preserve the elements of the plan, longitudinal and transverse profiles (except for the number of traffic lanes) on certain sections of existing roads, if they correspond to the design speed established for roads of category III, and according to the standards of categories III, IV - a category lower, respectively.

For access roads to industrial enterprises according to the norms of categories IB and II, if more than 70% of trucks are in the traffic or if the length of the road is less than 5 km, the design speeds corresponding to category III should be taken.

Note - If there are expensive capital structures and woodlands along the highway route, as well as in cases where roads intersect lands occupied by especially valuable agricultural crops and orchards, within a settlement, with a feasibility study (according to 4.8), it is allowed to take design speeds set in Table 5.1a for difficult terrain.

Design loads

5.2 The design load should be specified in the design assignment. If in the design assignment the design load is not specified, then the design load should be taken based on the composition of the traffic flow for the period of the end of the overhaul life of the pavement.

The calculation of the strength of the road pavement of the main traffic lanes is carried out on the repeated impact of the short-term load of the design vehicle, fortified shoulders and various types of parking areas - on a single long-term impact of the design vehicle.

Depending on the composition of traffic in the prospective period, equal to the overhaul life of the road pavement, the standard static load on a single axle of the design vehicle can be taken as the design load, equal to:

For capital road pavements - 115 kN;

For lightweight and transitional road pavements - 100 kN.

The design of pavements should be carried out in accordance with the relevant regulatory documents, technical documentation and recommendations for the design of pavements and the assignment of overhaul periods of their service. Road clothes of all lanes of the carriageway of highways and city streets should be designed for the same design load as the clothes of the rightmost lane.

Plan and longitudinal profile

5.3 Straight lines and curves of constant and variable curvature should be taken as elements of the route that define the plan and longitudinal profile. When assigning elements of the plan and longitudinal profile, it is recommended to take as the main parameters:

longitudinal slopes - no more than 30 ‰;

radii of curvature:

for curves in plan - not less than 3000 m,

for curves in a longitudinal profile:

convex - not less than 70,000 m,

concave - not less than 8000 m;

the lengths of the curved sections of the longitudinal profile:

continuously convex - not less than 300 m,

continuously concave - not less than 100 m.

The route is laid from the condition of smooth conjugation of the elements of the route plan and the breaks of the design line of the longitudinal profile, taking into account the design speed and design solutions in the transverse profile. Recommended radii of convex curves - at least 20,000 m, concave curves - at least 6,000 m.

In this case, it should be ensured for curves in plan:

the rate of increase of centrifugal acceleration - no more than 1.0 m / s 3;

lateral force coefficient - in accordance with table 5.2;

for curves in profile:

visibility distance for stopping cars - at least 450 m;

distance of visibility of an oncoming vehicle - at least 750 m;

centrifugal acceleration - 0, 4-0, 5 m / s 2.

Note - On curved sections of the route plan with a non-linear change in curvature, the maximum rate of increase of centrifugal acceleration should be checked by calculation. When designing the plan and profile, one should take into account the possibility of reconstruction of the route and not accept the minimum allowable parameters of the route.

Table 5.2

5.4 If, due to the terrain conditions, it is not possible to fulfill the requirements of 5.3 or their fulfillment is associated with a significant amount of work and the cost of building a road, it is allowed to reduce the norms on the basis of a technical and economic comparison of options when designing, taking into account instructions 4.8. In this case, the maximum permissible norms should be taken according to Table 5.3, based on the estimated speeds of movement by road categories given in Table 5.1a.

The lengths of sections of the longitudinal profile, projected by convex and concave curves, may be reduced in comparison with the values \u200b\u200bgiven in 5.3, provided that the distances of visibility corresponding to the design speed are ensured.

Table 5.3

Estimated speed,	The largest longitudinal slopes, ‰	The smallest radii of curves, m
				in longitudinal profile
				convex	concave
		The main	In the highlands	convex	The main	In the highlands

In cases where a sharp change in the direction of roads of categories II-V is necessary in mountainous conditions, a serpentine road is allowed.

In especially difficult conditions of mountainous and rugged terrain (with the exception of places with absolute elevations of more than 3000 m above sea level) for sections with a length of up to 500 m, when justified, taking into account 4.8, an increase in the values \u200b\u200bof the greatest longitudinal slopes given in Table 5.3 is allowed, but not more than by 20‰.

When constructing a carriageway of category I roads in mountainous and rough terrain, separately for the upward and downward directions, the longitudinal slopes for the downhill directions may be increased in comparison with the slopes for the upward movement, but not more than by 20 ‰.

5.5 When assigning the parameters of the elements of the plan, the longitudinal and transverse profiles of roads according to the norms allowed by 5.4, the design solutions are assessed in terms of speed, traffic safety and throughput, including in unfavorable periods of the year.

5.7 In all cases, when adjacent elements of the route plan at the point of their conjugation differ in curvature by more than 1/2000, their smooth conjugation is provided by curves with variable curvature - transition curves.

The lengths of the transition curves (especially on roads of categories I-II) should be determined not by the conditions of kinematics (the rate of increase in acceleration), but by visual perception. At the same time, their lengths should be 150-200 m. The smallest lengths of transition curves with a linear law of curvature change (clothoids), connecting straight lines and curves, depending on the radius of these curves, should be taken according to Table 5.5.

Table 5.5

Radius of a circular curve, m

Transition curve length, m

5.8 The largest longitudinal slopes on sections of curves in terms of small radii should be reduced in accordance with Table 5.6.

Table 5.6

5.9 The width of the strips for clearing forests and shrubs, the amount of cutting of the slopes of the excavation and the distance of the transfer of buildings on the sections of curves in the plan from the inside in order to ensure visibility are determined by calculation; in this case, the level of cutting the slopes of the excavation is taken to be the same with the level of the edge of the roadbed.

5.10 The length of a section with a protracted slope in mountainous conditions is determined depending on the value of the slope, but it should not exceed the values \u200b\u200bgiven in table 5.7

Table 5.7

Longitudinal slope, ‰	Section length, m, at height above sea level, m

5.11 On difficult road sections in mountainous terrain, protracted slopes (more than 60 ‰) are allowed with the obligatory inclusion of sections with reduced longitudinal slopes (20 ‰ or less) or areas for stopping cars with distances between them no more than the lengths of the sections indicated in Table 5.7.

The dimensions of the sites for stopping cars are determined by calculation, but should be assigned to at least 3-5 trucks, and the choice of their location is determined from the parking safety conditions, excluding the possibility of debris, rock falls and, if possible, at water sources.

Regardless of the presence of sites on long slopes with slopes of more than 50 ‰, emergency ramps are provided, which suit in front of the curves of small radii located at the end of the descent, as well as on straight sections of the descent every 0.8-1.0 km. The elements of emergency exits are determined by calculation based on the condition of a safe stop of the road train.

5.12 The parameters of the serpentine elements are taken according to table 5.8.

Table 5.8

Parameters of serpentine elements	Serpentine parameters at design speed, km / h
Parameters of serpentine elements
The smallest radius of curves in the plan, m
Cross slope of the carriageway on a bend, ‰
Transition curve length, m
Widening of the carriageway, m
The greatest longitudinal slope within the serpentine, ‰

Serpentines with a radius of less than 30 m are allowed only on roads of categories IV and V when the movement of road trains with an overall length of over 11 m is prohibited.

5.13 The distance between the end of the mating curve of one serpentine and the beginning of the mating curve of another should be taken as large as possible, but not less than 400 m for roads of categories II and III, 300 m for roads of category IV and 200 m for roads of category V.

5.14 The carriageway on the serpentine is allowed to widen by 0.5 m due to the outer shoulder, and the rest of the widening is provided due to the inner shoulder and additional widening of the roadbed.

Visibility conditions

5.15 The distance of visibility along the entire length of the road should be at least the stopping distance to the obstacle. The smallest visibility distances should be taken according to table 5.9.

Table 5.9

Design speed, km / h	The smallest visibility distance, m
Design speed, km / h	to stop	oncoming car	when overtaking

The smallest visibility distance for stopping should ensure the visibility of any objects with a height of 0.2 m or more, located in the middle of the traffic lane, from the height of the driver's eyes, equal to 1.0 m from the road surface. The visibility distance, along with the design speed, is the main parameter for determining geometric elements in the plan and longitudinal profile, taking into account the transverse profile.

When constructing sections of road approaches to tunnels in mountainous terrain, elements of the plan and profile are assigned based on the conditions for ensuring the necessary visibility at a given design speed.

5.18 In rough terrain, to carry out overtaking, it is necessary to arrange special overtaking sections with ensured visibility on straight lines and curves of large radii at least every 3-4 km. The minimum length of the overtaking section should be taken depending on the estimated speed of movement, the geometric parameters of the road section and the composition of traffic.

5.19 In all cases where, due to local conditions, it is possible for people and animals to hit the road from the roadside, it is necessary to provide lateral visibility of the lane adjacent to the road at a distance of 25 m from the edge of the carriageway for roads of categories I-III and 15 m for roads of categories IV and V.

Transverse profile

5.20 The main parameters of the cross-section of the carriageway and roadbed of motor roads are taken depending on their category according to Table 5.12.

Table 5.12

Subgrade width, m	Number of lanes	Width, m
Subgrade width, m	Number of lanes	lanes	reinforced shoulder strip	central dividing strip	stopping lane	shoulders, see 5.21	reinforced strip on the dividing strip
28, 5 and more	4 or more in each direction				Not less than 2, 50, see 5.22
27, 5 and more	4 or more in each direction				2, 50, see 5.22
22, 5 and more					2, 50, see 5.22
15 and more					2, 50, see 5.22


* The smallest width of the central dividing strip according to 5.29.
Notes 1 The width of the central dividing strip with a guardrail along the axis on roads of category IB is allowed to be taken equal to the width of the strip for installing the guardrail plus the safety lane. The width of the safety lane should be determined depending on the type of barrier (rigid, non-rigid). 2 The width of the lane on roads of categories I-II should be assigned on the basis of technical and economic calculations depending on the composition of traffic. 3 In justified cases, on roads of category II, it is allowed to construct a four-lane carriageway with a lane width of 3.5 m at an estimated speed of not more than 100 km / h.

5.21 The width of the roadsides on especially difficult sections of mountainous terrain, on sections passing through especially valuable land, as well as in places with transitional speed lanes and with additional lanes to rise during a feasibility study, with the development of measures for the organization and traffic safety it is allowed to reduce to 1.5 m - for roads of categories IA, IB, IB and II and up to 1 m - for roads of other categories.

5.22 Stopping lanes are mandatory elements of highways and express roads along their entire length and are arranged on both sides with a width of 2.5 m.

5.23 The number of lanes on roads of category I is established depending on the intensity of traffic and the terrain according to table 5.13.

Table 5.13

Terrain relief	Traffic intensity, units / day	Number of lanes
Flat and rugged

During the subsequent reconstruction of the road, the width of the right-of-way and the parameters of artificial structures and the roadbed are calculated for the prospective number of traffic lanes.

When determining the timing of the subsequent reconstruction with an increase in the number of traffic lanes, one should proceed from the level of traffic convenience achieved for a certain period.

The required number of traffic lanes is determined by a technical and economic calculation based on the condition of a minimum of integral discounted costs. In this case, the rational road load is taken into account, characterized by the load factor.

Table 5.14 shows the limiting values \u200b\u200bof the load factors corresponding to the limiting conditions for the functioning of roads for various purposes requiring reconstruction.

Table 5.14

The design of highways with a multi-lane carriageway should be justified by a technical and economic calculation by comparison with the options for constructing roads in separate directions.

5.24 An additional lane for slow-moving vehicles is the right lane, which at the end merges into the main lane to the left of it. Additional lanes of the carriageway for freight transport in the upward direction should be provided on sections of roads of category II (regardless of the number of traffic lanes), as well as on sections of roads of category III with a traffic intensity of more than 2000 units / day (achieved in the first five years of operation), with a longitudinal slope of more than 30 ‰ and a section length of more than 1 km, with a slope of more than 40 ‰ and a section length of more than 0.5 km.

The width of the additional traffic lane is taken equal to 3.5 m throughout the ascent.

The length of the additional strip after the rise is taken according to table 5.15.

Table 5.15

The transition to the widened carriageway should be carried out on a section 60 m long.

5.26 On sections of roads of category V with slopes of more than 60 ‰ in places with unfavorable hydrological conditions and with easily eroded soils, with a reduced width of the shoulders, it is necessary to arrange sidings. The distances between the sidings are taken equal to the visibility distances of the oncoming vehicle, but not more than 1 km. The width of the roadbed and the carriageway at the junctions is taken according to the norms of category IV roads, and the smallest junction length is 30 m. The transition from a single-lane carriageway to a two-lane carriageway is carried out for 10 m.

5.27 The width of the road embankments on top at the site of abutment to bridges and overpasses with a length of at least 10 m should exceed the distance between the railings of artificial structures by 0.5 m in each direction. The transition from a widened subgrade to a standard one is performed at a length of 15-25 m.

5.28 The width of the dividing strip on road sections where an increase in the number of traffic lanes may be required in the future is increased by 7.5 m in comparison with the indicators in Table 5.12 and is taken equal to: not less than 13.5 m - for roads of category IA, not less than 12, 5 m - for roads of category IB.

The surfaces of the dividing strips, depending on their width, used soils, type of reinforcement and natural and climatic conditions, give a slope to the middle of the dividing strip or towards the carriageway. When the surface of the dividing strip slopes towards the middle, special collectors are provided to drain water.

5.29 The width of the dividing strip on sections of roads of category I laid in mountainous terrain, on artificial structures (bridges, overpasses), when constructing roads in built-up areas, etc., with a feasibility study, it is allowed to reduce to a width equal to the width of the strip for installation of fences plus 2 m.

The transition from the reduced width of the median lane to the width of the lane adopted on the road should be carried out on both sides with a distance of 100: 1.

The dividing lanes are provided with gaps every 5-7 km for organizing the passage of vehicles and for the passage of special vehicles during road repairs. The size of the gap is set by calculation taking into account the composition of the traffic flow and the turning radius of the vehicle or, if no calculation is made, by the value of 30 m. During periods when they are not used, they should be covered with special removable barriers.

5.30 The carriageway is provided with a gable transverse profile on straight sections of roads of all categories and, as a rule, on curves in plan with a radius of 3000 m and more for roads of category I and a radius of 2000 m and more for roads of other categories.

On curves in the plan with a smaller radius, a carriageway with a single-slope transverse profile (bends) is provided, based on the conditions for ensuring the safety of vehicles with the highest speeds at these radii of curves.

5.31 The transverse slopes of the carriageway (except for the sections of curves in the plan, on which the device of bends is provided) is taken depending on the number of lanes and climatic conditions according to table 5.16.

Table 5.16

	Cross slope,%
	Road climatic zones


a) with a gable transverse profile of each carriageway
b) with a lean-to profile:
the first and second stripes from the dividing strip
third and subsequent stripes

On gravel and crushed stone surfaces, the cross slope is assumed to be 25-30 ‰, and on surfaces made of soils reinforced with local materials and on pavements made of crushed and cobblestones - 25-35 ‰.

5.32 Cross slopes of shoulders with a gable cross profile should be taken 10-30 ‰ more than cross slopes of the carriageway. Depending on climatic conditions and the type of shoulder reinforcement, the following cross-slope values \u200b\u200bare allowed:

30-40 ‰ - when strengthening with binders;

40-60 ‰ - when reinforced with gravel, crushed stone, slag or paved with stone materials and concrete slabs;

50-60 ‰ - when strengthening by sodding or sowing herbs.

For areas with a short duration of snow cover and the absence of ice for roadsides reinforced with sod, a slope of 50-80 ‰ can be allowed.

Note - When constructing a roadbed made of coarse and medium-grained sands, as well as from heavy loamy soils and clays, the slope of the shoulders, strengthened by sowing grasses, is allowed to be taken equal to 40 ‰.

5.33 A single-slope transverse profile (superelevation) should be provided for radii of curvature less than 3000 m for roads of category I and 2000 m for roads of categories II-V. The slopes of the superelevation along the entire section of the circular curve are assigned depending on the radii of curvature according to table 5.17.

Table 5.17

Radii of curves in plan, m		Cross slope of the carriageway on bends, ‰
		main, most common		in areas with frequent ice
			on access roads to industrial enterprises	in areas with frequent ice
3000 to 1000 for category I roads
From 2000 to 1000 for roads of categories II-V







	400 and less
Note - Smaller values \u200b\u200bof cross slopes on bends correspond to larger radii of curves, while larger values \u200b\u200bcorrespond to smaller radii. Areas with frequent icy conditions include areas in which the icing of the roadway surface when the temperature drops (below 0 ° C) after a thaw and precipitation of atmospheric moisture on a cooled surface is more than 10 days a year.

If the distance between two adjacent roundings facing the radii in one direction is less than the sum of the lengths of the bends for these roundings, then a continuously single-slope profile with the slope of these bends is also provided between them. In this case, the minimum slope of a single-slope profile should be at least 20 ‰, and the additional longitudinal slope of the outer edge of the carriageway in relation to the design longitudinal slope should not exceed the corresponding values \u200b\u200badopted for the sections of the bend in accordance with 5.34.

In areas with an insignificant duration of snow cover and rare cases of glaze ice, the maximum transverse slope of the carriageway on bends is allowed to be up to 80 ‰.

5.34 The transition from a gable road profile to a single-slope one should be carried out on a transition curve on the straight and curved sections of the route preceding the bend, the radii of curvature of which are greater than the values \u200b\u200bgiven in 5.30. The length of the section of the bend bend is determined from the condition of ensuring the minimum and maximum additional slope of the outer edge of the carriageway in relation to the design longitudinal slope.

Bends on multi-lane roads of category I are recommended to be provided with separate transverse slopes for carriageways of different directions and the necessary measures to drain water from the carriageways and the dividing strip.

On a bend, the transverse slope of the shoulders and the slope of the carriageway are the same. On the upper side in the transverse profile, the reverse slope of the shoulder on bends is allowed to avoid contamination of the road surface, to ensure drainage and road safety (installation of a barrier).

The transition from the normal slope of the shoulders with a gable profile to the slope of the carriageway is recommended to be made within 10 m before the start of the bend.

The maximum additional longitudinal slope of the outer edge of the carriageway in relation to the design longitudinal slope in the sections of the bend bend is taken according to table 5.18. The minimum additional longitudinal slope at any point of the carriageway surface in the section of the bend must not be less than 3 ‰.

Table 5.18

5.35 With radii of curves in the plan of 1000 m and less, broadening of the carriageway from the inner side due to the shoulders is provided so that the width of the shoulders is not less than 1.5 m for roads of categories I and II and not less than 1 m for roads of other categories.

The values \u200b\u200bof the full widening of a two-lane carriageway of roads on curved sections of the plan of variable curvature should be proportional to the curvature of the route at each point in accordance with Table 5.19.

Table 5.19

Radii of curves in plan, m	Widening value, m, for cars and road trains with a distance from the front bumper to the rear axle of the car or road train, m
Radii of curves in plan, m	cars - 7 or less, road trains - 11 or less

If the width of the shoulders is insufficient to accommodate the widening of the carriageway, in compliance with these conditions, an appropriate widening of the roadbed is provided. The widening of the carriageway is carried out in proportion to the distance from the beginning of the curved section of the track, after which the radii of curvature are less than 2000 m.

The full widening of the carriageway for roads with four lanes and more is increased according to the number of lanes, and for single-lane roads, it is halved in comparison with those indicated in Table 5.19.

In mountainous terrain, as an exception, it is allowed to place widening of the carriageway on curves in the plan, partially from the outside of the rounding.

The expediency of using curves with widening of the carriageway of more than 2-3 m must be justified by comparison with the options for increasing the radii of the curves in the plan, which do not require such widening devices.

Terrain-aware tracing

5.36 The route of newly constructed roads, and in case of a feasibility study and reconstructed roads, should be provided as a smooth line in space. At the same time, it is necessary to interconnect the elements of the plan, longitudinal and transverse profiles with each other and with the surrounding landscape, with an assessment of their impact on traffic conditions and visual perception of the road, taking into account the requirements of this subsection.

The smoothness of the road is checked by calculation through the apparent curvature of the leading line and the apparent width of the carriageway at an extreme point in the plane of the sky. To assess the visual clarity of a road, it is recommended to build perspective images of the road.

5.37 It is recommended to combine curves in plan and longitudinal profile. In this case, the curves in the plan should be 100-150 m longer than the curves in the longitudinal profile, and the displacement of the tops of the curves should be no more than 1/4 of the length of the smaller one.

Avoid fillets of the ends of curves in the plan with the beginning of curves in the longitudinal profile. The distance between them should be at least 150 m.If the curve in the plan is located at the end of the descent with a length of more than 500 m and with a slope of more than 30 ‰, then its radius should be increased at least 1.5 times in comparison with the values \u200b\u200bgiven in Table 5.3, with the alignment of the curve in the plan and the concave curve in the longitudinal profile at the end of the descent.

5.38 The length of straight lines in plan should be limited according to table 5.20.

Table 5.20

	Maximum length of a straight line in plan, m, on the ground
	flat	crossed

5.39. It is recommended that the minimum radii of adjacent curves in the horizontal plane and the maximum rates of increase of centrifugal acceleration of adjacent transition curves be the same or differing by no more than 1, 3 times.

5.40 At small turning angles of the road in the plan, the radii of circular curves should be used not less than those indicated in Table 5.21.

Table 5.21

Rotation angle, degrees
The smallest radius of a circular curve, m

5.41 Between two curves in the plan directed in the same direction, it is not recommended to design a straight insert less than 100 m. In this case, it is advisable to replace these curves with one curve of a larger radius. With a length of 100-300 m, the straight insert should be replaced with a transition curve of a larger radius. Direct insertion as an independent element of the route is allowed for roads of categories I and II with a length of more than 700 m, for roads of categories III and IV - more than 300 m.

5.42 Long straight inserts in the longitudinal profile are unacceptable on straight sections. Their limiting lengths are given in table 5.22.

Table 5.22

Concave curve radius in longitudinal profile, m	Algebraic difference of longitudinal slopes, ‰

	Maximum length of a straight insert in a longitudinal profile, m
For roads of categories I and II





For roads of categories III and IV

5.42a When conjugating convex and concave curves in a longitudinal profile, the radius of the convex curve should not more than double the radius of the concave curve.

Bicycle paths, walking paths and sidewalks

5.43 Bicycle paths shall be arranged outside the carriageway at the ratios of traffic intensities for cars and cyclists indicated in table 5.23.

Table 5.23

In rural settlements, cycle paths can be combined with pedestrian paths.

5.44 Cycle paths shall be located on a separate subgrade, at the foot of embankments and outside excavations, or on specially designed berms.

On the approaches to artificial structures, it is permissible to place cycle paths on the side of the road, separating them from the carriageway by fences or dividing stripes.

5.45 The width of the dividing strip between the motor road and a parallel or freely traced cycle path must be at least 1.5 m.In confined conditions, a dividing strip with a width of 1.0 m is allowed, rising above the carriageway by at least 0.15 m, with a border curb.

5.46 The main parameters of cycle paths are given in table 5.24.

Table 5.24

Normalized parameter
Normalized parameter	with new construction	minimal for landscaping and in cramped conditions
Estimated travel speed, km / h
Carriageway width, m, for traffic:
single-lane one-way
two-way one-way
two-lane with oncoming traffic
Cycle path with separation of pedestrian and bicycle traffic
Cycle path without separating pedestrian and bicycle traffic
Bicycle lane
Bicycle path shoulder width, m
The smallest radius of curves in the plan, m:
in the absence of a bend
when making a bend
The smallest radius of vertical curves, m:
convex
concave
Greatest longitudinal slope, ‰
Cross slope of the carriageway, ‰
Bend slope, ‰, with radius:


Height dimension, m
Minimum distance to side obstacle, m
* (1) The width of the footpath is 1.5 m, the width of the bicycle path is 2.5 m. * (2) The width of the footpath is 1.5 m, the width of the bicycle path is 1.75 m. * (3) At traffic intensity no more than 30 veloci / h and 15 foot / h. * (4) At traffic intensity no more than 30 veloc / h and 50 foot / h.

Single-lane cycle paths are located on the upwind side of the road (based on prevailing winds in summer), two-lane bike paths, if possible, on both sides of the road.

5.47 Cycle paths should be paved with asphalt concrete, concrete or stone materials treated with a binder.

Sidewalks are provided in accordance with the requirements of SP 42.13330.