SP 34 13330.2012 highways. Terrain-aware routing

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

1. Electronic applications within the sphere of competence of the Ministry of Construction of Russia, filled out 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 for consideration to the department for working with citizens' appeals. The Ministry ensures objective, comprehensive and timely consideration of applications. Review of electronic appeals is free of charge.

4. In accordance with Federal Law No. 59-FZ dated May 2, 2006 “On the procedure for considering appeals from 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 issues 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 relevant body or the relevant official whose competence includes resolving the issues raised in the appeal, with notification of this to the citizen who sent the appeal.

5. Electronic appeal is not considered if:
- absence of the applicant’s surname and name;
- indication of an incomplete or unreliable postal address;
- the presence of obscene or offensive expressions in the text;
- the presence in the text of a threat to the life, health and property of an official, as well as members of his family;
- 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 previously sent appeals.

6. The response to the applicant is sent to the postal address specified when filling out the form.

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

8. Appeals received through the site are summarized and presented 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”

SP 34.13330.2012

SET OF RULES

CAR ROADS

Automobile roads

Date of introduction 2013 -07-01

1 area of use

This set of rules establishes design standards for newly built,

reconstructed and overhauled public roads and departmental roads.

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

test roads of industrial enterprises and winter roads.

2.1 This set of rules uses references to the following regulatory documents:

SP 14.13330.2011 “SNiP II-7-81* Construction in seismic areas” 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

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 conservation. Earth. Classification of overburden and

host rocks for biological land reclamation

Official publication

SP 34.13330.2012

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

Specifications

GOST 7392-85 Crushed stone from natural stone for the ballast layer of railway tracks. Specifications

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

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

industrial production for construction work. Methods of physical and mechanical tests

GOST 8736-93 Sand for construction work. Technical specifications GOST 9128-97 Mixtures of asphalt concrete for road, airfield and asphalt concrete.

Technical specifications GOST 10060.0-95 Concrete. Methods for determining frost resistance. Are common

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

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

Technical specifications GOST 24451-80 Road tunnels. Approximation dimensions of buildings and

equipment GOST 25100 -95 Soils. Classification

GOST 25192-82 Concrete. Classification and general technical requirements GOST 25458-82 Wooden supports for road signs. Technical 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. Technical specifications GOST 26804-86 Barrier-type metal road fencing.

Specifications

SP 34.13330.2012

GOST 27006-86 Concrete. Rules for selecting the composition GOST 27751-88 Reliability of building structures and foundations. Basic

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

unevenness of bases and coatings GOST 30413-96 Automobile roads. Method for determining the coefficient

grip of a car wheel with the road surface GOST 30491-97 Organomineral mixtures and soils strengthened with organic

binders for road and airfield construction. Technical specifications GOST 31015-2002 Asphalt concrete mixtures and crushed stone asphalt concrete

mastic. Technical conditions GOST R 50970-96 Technical means of organizing traffic.

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

Road reflectors. General technical requirements. Rules for 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 the styrene-butadiene-styrene type. Technical conditions GOST R 52289-2004 Technical means of organizing road traffic.

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

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

GOST R 52575-2006 Public automobile roads. Materials for road markings. Technical requirements

GOST R 52576-2006 Public automobile roads. Materials for road markings. Test methods

GOST R 52606-2006 Technical means of organizing traffic.

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

Road retaining side barriers 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 objects

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 quality requirements

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 in workplaces, in residential and public buildings and in residential areas.

Note – When using this set of rules, it is advisable to check the validity 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 corresponding monthly information indexes published in the current year. If the reference document is replaced (changed), then when using this set of rules you should be guided by the replaced (changed) document. If the reference document is canceled without replacement, then the provision in which a reference to it is given applies to the part that does not affect this reference.

3 Terms and Definitions

IN This set of rules uses the following terms with corresponding definitions:

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

3.2 passenger car, given: 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, with the aim of averaging them to calculate traffic characteristics (intensity, design speed, etc.).

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

And road arrangement.

3.4 expressway: A high-speed road with a median and intersections, usually at the same level.

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

3.6 access roads of industrial enterprises:Car roads,

connecting these enterprises with public roads, with other enterprises, railway stations, ports, designed for 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: A set 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 individual sections, softening longitudinal slopes, constructing bypasses for populated areas, widening the roadbed and roadway, strengthening the structure of road pavements, widening or replacing bridges and utility structures, rebuilding intersections and junctions, etc. The technology for carrying out the work is similar to the technology for building a road.

3.9 transport network: The totality of all transport routes in a certain territory

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

A also areas with high natural soil fertility and other land equivalent 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 visual distance required for a driver to pass another vehicle without interfering with the oncoming vehicle's intended speed or causing it to slow down.

3.13 road category (design): A criterion characterizing the importance of a highway in the overall 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: A curve whose curvature increases in inverse proportion to its length

3.15 normal condition for adhesion of car tires to the roadway surface:Adhesion on a clean, dry or moistened surface with a longitudinal adhesion coefficient at a speed of 60 km/h for a dry state of 0.6, and for a wet state - in accordance with Table 45 - in the summer at an air temperature of 20 ° C, relative humidity 50% , meteorological visibility range of more than 500 m, absence of wind and atmospheric pressure of 0.1013 MPa.

3.16 standards for designing geometric parameters:Basic 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 strip located next to the roadway or edge reinforcement strip and designed to accommodate vehicles in the event of a forced stop or interruption of traffic.

3.18 superelevation: A section on a curve with a gradual smooth transition from a double-slope transverse profile to a single-slope profile with a slope inside the curve to the design slope.

3.19 lane: A strip of roadway whose width is considered to be the maximum allowable width for a vehicle to pass, 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 braking lane: An additional lane on the main road, which serves to allow vehicles leaving the main stream to reduce speed without interfering with the main traffic.

SP 34.13330.2012

3.22 principles of visual orientation for drivers:The use of landscape design methods and arrangement elements to orient drivers when driving along the road.

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

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

3.25 difficult mountainous areas: Areas of passes through mountain ranges and areas of mountain gorges with complex, heavily rugged or unstable slopes.

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

3.27 superelevation slope: One-sided transverse slope of the roadway on a curve, greater in magnitude than the transverse slope on a straight section.

3.28 width of the ground: The distance between the edges of the ground surface.

3.29 intersection at one level: A type of road junction in which all junctions and exits or all road junction points are located in the same plane.

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

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

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

Subgrade

3.33 reinforcement: Strengthening road structures and materials in order to improve their mechanical characteristics.

3.34 reinforcing geosynthetic material:Rolled 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 plan of 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 soil.

3.36 geocomposites: Two- and three-layer rolled geosynthetic materials made by combining geotextiles, geogrids, flat geogrids, geomembranes and geomats in various combinations.

3.37 geomat: Large-porous volumetric single-component rolled geosynthetic material made by extrusion and/or pressing methods.

3.38 geomembrane: Rolled waterproof geosynthetic material.

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

SP 34.13330.2012

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

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

3.42 flat geogrid: Rolled geosynthetic material of cellular structure with rigid nodal points and through cells measuring at least 2.5 mm, obtained:

By extrusion method (extrusion geogrid); - by the method of extrusion of a continuous web (geomembrane) followed by

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

Welding polymer tapes (welded geogrid).

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

3.44 geosynthetics(GM, geomaterials, geosynthetics): A class of man-made building materials made primarily 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 soil environments.

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

3.47 non-woven geotextile: Rolled geosynthetic material consisting of filaments (fibers) randomly located in the plane of the fabric, connected to each other mechanically (by needle-punching) or thermally.

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

3.49 waterproofing: Preventing or restricting the movement of liquids.

3.50 drainage: Collection and transfer of sediments, groundwater and other liquids in the plane of the material.

3.51 protection: Protection of the surface of an object from possible damage.

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

3.53 separation: Prevention of mutual penetration of particles of materials from adjacent layers of road structures.

3.54 filtration: The passage of liquid into or through the structure of a material while retaining soil and similar particles.

3.55 thermal insulation: Limitation of heat flow between an object and the environment.

3.56 embankment: An earthen structure made of fill 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 limiting an artificial earthen structure.

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

3.60 road drainage: The set of all devices that drain water from the subgrade and road pavement 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 side roadside ditch: A ditch running along the subgrade for collecting and draining surface water, with a cross-section of a tray, 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 drain it away from the road.

3.64 roadbed: A geotechnical structure made in the form of embankments, excavations or half-embankments - half-excavations, which serves to ensure the design spatial arrangement of the roadway and as a soil foundation (underlying soil) of the road pavement structure.

3.65 working layer of subgrade(underlying soil): The upper part of the roadbed ranging from the bottom of the road 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 coating.

3.66 frost protection layer: An additional layer of the base of the road pavement made of non-heaving materials, which, together with other layers of the base and 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 road surface, determined along the axis of the roadbed.

3.68 slope height: Vertical distance from the top edge of the slope to the bottom

3.69 embankment base: a mass of soil in natural conditions, located below the bulk layer.

3.70 recess base: The soil mass is below the boundary of the working layer.

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 subgrade: The pattern of changes during the year in the humidity and temperature of the upper layers of the soil of the roadbed, characteristic of a givenroad climatezone and local hydrogeological conditions, as well as a system of measures aimed at regulating water-thermal mode, allowing to reduce 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 constructed from thawed and loosely frozen soils, the degree of compaction of which in the embankment meets the requirements of this set of rules.

3.75 unstable layers of the embankment: 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 swampy soils, the strength of which in their natural state makes it possible to erect an embankment up to 3 m high without the occurrence of a process of lateral extrusion of weak soil.

SP 34.13330.2012

3.77 type II swamp: Containing within the swamp thickness at least one layer that can be squeezed out with some intensity of embankment construction up to 3 m high, but is not squeezed out with a lower intensity of embankment construction.

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

Road clothes

3.79 travel clothes: A multilayer structure within the carriageway of a highway that absorbs the load from a vehicle and transfers it to the ground. Road pavements are classified by type based on their capital content.

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

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

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

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

3.84 pavement base: Load-bearing durable part of the road pavement,

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

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

3.86 prefabricated road covering: 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 by some known method.

3.87 base: Part of the road pavement structure located under the coating and, together with the coating, ensures the redistribution of stresses in the structure and the reduction of their magnitude in the soil of the working layer of the subgrade (underlying soil), as well as frost resistance and drainage of the structure. It is necessary to distinguish between the load-bearing part of the base (load-bearing base) and its additional layers.

3.88 additional base layers: Layers between the load-bearing foundation 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 can be frost-protective, heat-insulating, or draining. Additional layers are constructed from 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 design: A complex that includes road pavement and roadbed 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 reduced, established by codes of rules for road pavements for a given capital and used to determine the design load when calculating the strength of road pavements.

3.91 The maximum load on the most loaded axle for two-axle vehicles or on the driven axle for multi-axle vehicles, the share of which in the composition and intensity of traffic, taking into account the prospect of changes by the end of the overhaul period, is at least 5%. Road pavement with a given capital density cannot be designed for a design axial load less than the standard one.

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

4 General provisions

4.1 The construction of highways should be carried out on the basis of territorial planning plans for 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 one

And designed transport network.

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

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

Control of highways depending on the estimated traffic intensity is given in Table 4.1.

Table 4.1

			Estimated traffic intensity,
			given units/day

(motorway)

(highway)
Ordinary roads

			»2000 to 6000

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

1 area of use

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

2.1 This set of rules uses references to the following regulatory documents: SP 14.13330.2011 “SNiP II-7-81* Construction in seismic areas” 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 organizing road traffic. Road markings. Classification. Technical requirements GOST R 52056-2003 Polymer-bitumen road binders based on block copolymers of the styrene-butadiene-styrene type. Technical conditions GOST R 52289-2004 Technical means of organizing traffic. Rules for the use of road signs, markings, traffic lights, road barriers and guide devices GOST R 52290-2004 Technical means of organizing road traffic. Road signs. General technical requirements GOST R 52575-2006 Public automobile roads. Materials for road markings. Technical requirements GOST R 52576-2006 Public automobile roads. Materials for road markings. Test methods GOST R 52606-2006 Technical means of organizing road traffic. Classification of road barriers GOST R 52607-2006 Technical means of organizing road traffic. Road retaining side barriers 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 of GOST 17.5.1.03-86 Nature conservation. Earth. Classification of overburden and host rocks for biological land reclamation GOST 3344-83 Crushed stone and slag sand for road construction. Technical specifications GOST 7473-2010 Concrete mixtures. Technical specifications GOST 8267-93 Crushed stone and gravel from dense rocks for construction work. Technical specifications GOST 8736-93 Sand for construction work. Technical specifications GOST 9128-2009 Asphalt concrete mixtures for road, airfield and asphalt concrete. Technical 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 using control samples GOST 18105-2010 Concrete. Rules for monitoring and assessing strength GOST 22733-2002 Soils. Laboratory method for determining maximum density GOST 23558-94 Crushed stone-gravel-sand mixtures and soils treated with inorganic binding materials for road and airfield construction. Technical specifications GOST 24451-80 Road tunnels. Approximation dimensions 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. Technical specifications GOST 25459-82 Reinforced concrete supports for road signs. Technical specifications GOST 25607-2009 Crushed stone-gravel-sand mixtures for coatings and foundations of highways and airfields. Technical specifications GOST 26633-91 Heavy and fine-grained concrete. Technical specifications GOST 27006-86 Concrete. Rules for selecting the composition GOST 30412-96 Roads and airfields. Methods for measuring unevenness of bases and coatings GOST 30413-96 Automobile roads. Method for determining the coefficient of adhesion between a car wheel and a road surface GOST 30491-97 Organomineral mixtures and soils strengthened with organic binders for road and airfield construction. Technical 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 objects 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 soil 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 in workplaces, in residential and public buildings and in residential areas.

Note- When using this set of rules, it is advisable to check the validity 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 corresponding monthly information indexes published in the current year. If the reference document is replaced (changed), then when using this set of rules you should be guided by the replaced (changed) document. If the reference document is canceled without replacement, then the provision in which a reference to it is given applies to the part that does not affect this reference.

3 Terms and definitions

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

3.2 passenger car, given: 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, for the purpose of averaging them to calculate traffic characteristics (intensity, design speed, etc. .).

3.3 highway: A set of structural elements intended for movement at established speeds, loads and dimensions of cars and other ground vehicles carrying passengers and (or) cargo, as well as plots of land 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 overtaking visibility: The visibility distance required for a driver to overtake another vehicle without interfering with the oncoming vehicle's intended speed or forcing it to slow down.

3.6 visibility of an oncoming car: The shortest visibility distance of an oncoming car, which is less than the visibility when overtaking and ensuring a safe interruption of overtaking when an oncoming car is quickly approaching;

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

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

3.10 road category (design): A criterion characterizing the importance of a highway in the overall 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 clothoid: A curve whose curvature increases in inverse proportion to the length of the curve.

3.12 normal condition for adhesion of car tires to the roadway surface: Adhesion on a clean, dry or wet surface with a coefficient of longitudinal adhesion at a speed of 60 km/h for a dry state of 0.6, and for a wet state - in accordance with Table 45 - in the summer. at an air temperature of 20 °C, relative humidity of 50%, meteorological visibility range of more than 500 m, absence of wind and atmospheric pressure of 0.1013 MPa.

3.13 design standards for geometric parameters: Basic 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: A section on a curve with a gradual smooth transition from a double-slope transverse profile to a single-slope one with a slope inside the curve to the design slope.

3.15 stopping strip: A strip located next to the roadway or edge reinforcement strip and intended to accommodate cars in the event of a forced stop or interruption of traffic.

3.16 intersection at one level: A type of road junction in which all junctions and exits or all road junction points are located in the same plane.

3.17 intersection at different levels: A type of road junction in which the meeting 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 development trend of the route for the purpose of timely initiative and ensuring a smooth, safe and comfortable change in driving modes;

3.19 variable speed transition curve: A transition curve whose nonlinear pattern of curvature is consistent with the safety and convenience criterion of uniformly slow or uniformly accelerated movement; depending on this, the transition curve can be braking or accelerating;

3.20 constant speed transition curve: A transition curve whose linear (clothoid) or non-linear pattern of curvature is consistent with the criteria for safety and convenience of movement at a constant speed; the nonlinear pattern of curvature can be determined by 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, designed to accommodate vehicles allowed for circulation on public roads.

3.22 traffic lane: A strip of the roadway, the width of which is considered to be the maximum permissible width for a vehicle to pass through, including safety clearances.

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

3.24 braking lane: An additional traffic lane on the main road, which serves to allow vehicles leaving the main stream to reduce speed without interfering with the main traffic.

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

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

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

3.28 road reconstruction: A set 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 individual sections, softening longitudinal slopes, constructing bypasses for populated areas, widening the roadbed and roadway, strengthening the structure of road pavements, widening or replacing bridges and utility structures, rebuilding intersections and junctions, etc. The technology for carrying out the work is similar to the technology for building a 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.

3.30 transport network: The set of all transport routes in a certain territory.

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

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

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

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

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

3.36 superelevation slope: One-sided transverse slope of the roadway on a curve, greater in magnitude than the transverse slope on a straight section.

3.37 width of the subgrade:

The distance between the edges of the subgrade. Subgrade

3.38 reinforcement: Strengthening road structures and materials in order to improve their mechanical characteristics.

3.39 reinforcing geosynthetic material: Rolled 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 soil.

3.41 berm: A narrow, horizontal or slightly sloping strip constructed to break a slope.

3.42 swamp type I: Filled with swampy soils, the strength of which in their natural state makes it possible to erect an embankment up to 3 m high without the occurrence of a process of lateral extrusion of weak soil.

3.43 type II swamp: Containing within the swamp thickness at least one layer that can be squeezed out with some intensity of embankment construction up to 3 m high, but is not squeezed out with a lower intensity of embankment construction.

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

3.45 water-thermal regime of the roadbed: The pattern of changes during the year in the humidity and temperature of the upper layers of the soil of the roadbed, characteristic of 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 pavement and prevent waterlogging of the subgrade.

3.47 embankment height: The vertical distance from the natural ground level to the bottom of the road surface, determined along the axis of the roadbed.

3.48 slope height: Vertical distance from the top edge of the slope to the bottom edge.

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

3.50 geomat: Large-porous volumetric one-component rolled geosynthetic material made by extrusion and/or pressing methods.

3.51 geomembrane: Rolled waterproof geosynthetic material

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

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

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

3.55 flat geogrid: Rolled geosynthetic material of cellular structure with rigid nodal points and through cells measuring at least 2.5 mm, produced: by extrusion method (extrusion geogrid); by the method of extrusion of a solid fabric (geomembrane), followed by its perforation and stretching in one or more directions (drawn geogrid); welding of polymer tapes (welded geogrid).

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

3.57 geosynthetic materials: 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 facilities.

3.58 non-woven geotextile: Rolled geosynthetic material consisting of filaments (fibers) randomly located in the plane of the fabric, connected to each other mechanically (by a needle-punched method) or thermally.

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

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

3.61 drainage: Collection and transfer of sediments, groundwater and other liquids in the plane of the material.

3.62 protection: Protection of the surface of an object from possible damage.

3.63 surface erosion control: Preventing or limiting the movement of soil or other particles across the surface of an object.

3.64 roadbed: Geotechnical structure made in the form of embankments, excavations or half-embankments - half-excavations, which serves to ensure the design spatial arrangement of the roadway and as a soil foundation (underlying soil) of the road pavement structure.

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

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

3.67 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. 3.68 frost protection layer: An additional layer of the base of the road pavement made of non-heaving materials, which, together with other layers of the base and coating, provides protection of the structure from unacceptable deformations of frost heaving.

3.69 unstable layers of the embankment: 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.

3.70 slope: Lateral inclined surface limiting an artificial earthen structure.

3.71 excavation base: A mass of soil below the boundary of the working layer.

3.72 embankment base: a mass of soil in natural conditions, located below the bulk 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 roadbed (underlying soil): The upper part of the roadbed ranging from the bottom of the road 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 coating.

3.75 separation: Prevention of mutual penetration of particles of materials from adjacent layers of road structures.

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

3.77 stable layers of the embankment: Layers constructed from thawed and loosely frozen soils, the degree of compaction of which in the embankment complies with the requirements of this set of rules.

3.78 thermal insulation: Limitation of heat flow between an object and the environment.

3.79 filtration: The passage of liquid into or through the structure of a material while retaining soil and similar particles. Road clothes

3.80 road structure: A complex that includes road pavement and subgrade with drainage, drainage, retaining and reinforcing structural elements.

3.81 road pavement: a structural element of a highway that absorbs the load from vehicles and transfers it to the roadbed.

3.82 rigid road pavement: Road pavement with cement-concrete monolithic pavements, with prefabricated pavements made of reinforced concrete or reinforced concrete slabs with a base made of cement concrete or reinforced concrete.

3.83 permanent road pavement: Road pavement that has the highest performance, corresponding to the traffic conditions and service life of high-category roads.

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

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

3.86 additional base layers: Layers between the load-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 can be frost-protective, heat-insulating, or draining. Additional layers are constructed from 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 reduced, established by sets of rules for road pavements for a given capital and used to determine the design load when calculating the strength of road pavements.

3.88 base: Part of the road pavement structure located under the coating and, together with the coating, ensures the redistribution of stresses in the structure and the reduction of their magnitude in the soil of the working layer of the subgrade (underlying soil), as well as frost resistance and drainage of the structure. It is necessary to distinguish between the load-bearing part of the base (load-bearing base) and its additional layers.

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

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

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 connected to each other by any known method.

3.92 design axle load: The maximum load on the most loaded axle for two-axle vehicles or on the driven axle for multi-axle vehicles, the share of which in the composition and intensity of traffic, taking into account the prospect of changes by the end of the overhaul period, is at least 5%. Road pavement with a given capital density cannot be designed for a design axial load less than the standard one.

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

Set of rules SP-34.13330.2012

"CAR ROADS"

Updated version of SNiP 2.05.02-85*

With changes:

Automobile roads

Preface

The goals and principles of standardization in the Russian Federation are established by Federal Law of December 27, 2002 N 184-FZ “On Technical Regulation”, and the development rules are established by Decree of 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 has been compiled 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. N 384-FZ “Technical Regulations on the Safety of Buildings and Structures”, dated November 8, 2007 N 257-FZ “On Highways and Road Activities in the Russian Federation and on Amendments to 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, professor V.D. Kazarnovsky, engineers V.S. Skiruta, L.T. Chertkov, candidates technical sciences 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 O.B. Gopin, candidate of technical sciences A.A. Pakhomov, engineers A.M. Shpak, I.V. Basurmanova).

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

Change No. 1 was prepared by JSC "PROMTRANSNIIPROEKT" together with the team of authors of the FAU "ROSDORNII" (Doctor of Technical Sciences O.A. Krasikov, Doctor of Technical Sciences A.M. Kulizhnikov, Candidate of Technical Sciences A.M. Strizhevsky, Candidate of Technical Sciences Candidate of Technical Sciences A.E. Merzlikin, Candidate of Technical Sciences A.A. Domnitsky, Candidate of Technical Sciences I.F. Zhivopistsev, Candidate of Technical Sciences B.B. Anokhin, Candidate of Technical Sciences A. P. Fomin, Candidate of Technical Sciences L.A. Gorelysheva, Candidate of Technical Sciences N.A. Lushnikov, Candidate of Technical Sciences P.A. Lushnikov, Candidate of Technical Sciences R.A. Eremin, Candidate of Technical Sciences R.A. Eremin, Candidate of Technical Sciences P.A. Lushnikov technical 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 use

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

The requirements of this set of rules do not apply to temporary roads, test roads of industrial enterprises and winter roads.

2 Normative references

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

GOST 17.5.1.03-86 Nature conservation. Earth. Classification of overburden and host 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 Mixtures of asphalt concrete, polymer-asphalt concrete, asphalt concrete, polymer-asphalt concrete for highways and airfields. Specifications

GOST 10060-2012 Concrete. Methods for determining frost resistance

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

GOST 18105-2010 Concrete. Rules for monitoring and assessing strength

GOST 22733-2016 Soils. Laboratory method for determining maximum density

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

GOST 24451-80 Road tunnels. Approximation dimensions 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 foundations 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 between a car wheel and the road surface

GOST 30491-2012 Organomineral mixtures and soils strengthened with organic binders for road and airfield construction. Specifications

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

GOST 33063-2014 Public automobile roads. Classification of terrain and soil types

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

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

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

GOST R 52290-2004 Technical means of organizing road traffic. 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 Public automobile roads. Geosynthetic materials for road construction. Classification, terms and definitions

GOST R 55030-2012 Public automobile roads. Geosynthetic materials for road construction. Method for determining tensile strength

GOST R 55031-2012 Public automobile roads. Geosynthetic materials for road construction. Method for determining resistance to ultraviolet radiation

GOST R 55032-2012 Public automobile roads. Geosynthetic materials for road construction. Method for determining resistance to repeated freezing and thawing

GOST R 55035-2012 Public automobile roads. Geosynthetic materials for road construction. Method for determining resistance to aggressive environments

GOST R 56339-2015 Public automobile roads. Geosynthetic materials for road construction. Method for determining tensile creep and creep rupture

GOST R 56925-2016 Roads and airfields. Methods for measuring unevenness of bases and coatings

SP 14.13330.2014 "SNiP II-7-81* Construction in seismic areas" (as amended No. 1)

SP 35.13330.2011 "SNiP 2.05.03-84* Bridges and pipes" (as amended 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 02/22/2003 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" (as amended No. 1)

SP 131.13330.2012 "SNiP 23-01-99* Construction climatology" (as amended 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 the 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 issues of the monthly information index "National Standards" for the current year. If a referenced document to which an undated reference is given is replaced, it is recommended that the current version of that document be used, taking into account any changes made to that version. If a reference document to which a dated reference is given is replaced, it is recommended to use the version of this document with the year of approval (acceptance) indicated above. If, after the approval of this set of rules, a change is made to the referenced document to which a dated reference is made that affects the provision to which the reference is given, then it is recommended that this provision be applied without taking into account this change. If the reference document is canceled without replacement, then the provision in which a reference to it is given is recommended to be applied in the part that does not affect this reference. It is advisable to check information about the operation of sets of rules in the Federal Information Fund of Standards.

3 Terms and definitions

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

3.1 highway: A highway that is not intended to serve adjacent territories and has several carriageways and a central dividing strip along its entire length and does not intersect railways or other highways at the same level; access to which is possible only through intersections at different levels; on the roadway or roadways on which stopping and parking of vehicles is prohibited; equipped with special rest areas and parking areas for vehicles.

3.2 passenger car, given: 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, for the purpose of averaging them to calculate traffic characteristics (intensity, design speed, etc. .).

3.2a acoustic screen: A sound-insulating barrier installed on the path of noise propagation from motor vehicles to the object being protected from noise.

3.3a highways with low traffic intensity: Highways with an average annual daily traffic intensity 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 visibility distance to an oncoming vehicle moving at the design speed necessary to safely complete an overtaking maneuver.

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

3.7 express road: A road for high-speed traffic, access to which is possible only through traffic junctions or controlled intersections, on the roadway or roadways of which stopping and parking of vehicles is prohibited and which are equipped with special rest areas and parking areas for vehicles.

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

3.8a visual orientation: The driver’s ability to assess and predict road conditions while driving.

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

3.10 category of highway (design): A criterion characterizing the importance of a highway in the overall 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 clothoid: A curve in plan, the curvature of which increases from the beginning in proportion to its length.

3.12 normal condition for adhesion of car tires to the roadway surface: Adhesion on a clean, dry or moistened surface that has:

For dry conditions, the theoretical coefficient of longitudinal adhesion is 0.6;

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

3.14 superelevation: Changing the transverse slope on a straight section of the roadway, the shoulder to the transverse slope on a curve of constant radius in plan and vice versa.

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

3.16 intersection at one level: An intersection of highways at which traffic flows intersect at one level.

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

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

3.20a transition-high-speed lane: A traffic lane arranged to provide acceleration (acceleration lane) or braking (deceleration lane) of vehicles when leaving a traffic flow or entering a traffic flow moving along the main lanes.

3.20b pedestrian path: An engineering structure located outside the roadbed, intended for the movement of pedestrians outside populated areas in the right of way or roadside strip of a highway.

3.22 traffic lane: A longitudinal strip of the roadway along which vehicles move in one row.

3.23 acceleration lane: A transitional high-speed 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 braking lane: A transitional high-speed lane used to reduce the speed of vehicles when leaving the main lane of traffic flow for subsequent entry onto another road.

3.25 road junction: A junction of highways where one road is joined at one or different levels by another road that does not have a direct continuation and is interrupted at the junction.

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

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

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 consisting of permanent, lightweight and transitional types of road pavements.

3.30 transport network: The set of all transport routes in a certain territory.

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

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

3.36 superelevation slope: One-sided transverse slope of the roadway on a curve, greater in magnitude than the transverse slope on a straight section.

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

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

Subgrade

3.38 reinforcement: Strengthening road structures and materials in order to improve their mechanical characteristics.

3.39 geodrains: Combined geosynthetic material, including a layer (layers) of non-woven geotextile material that functions as a filter, and a layer that forms the overall structure of the geosynthetic material - the drainage core (geomat, geogrid, geogrid, geoplastic) and performs the function of draining road structures.

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

3.61 drainage: Collection and transfer of sediments, groundwater and other liquids in the plane of the material.

3.62 protection: Protection of the surface of an object from possible damage.

3.63 surface erosion control: Preventing or limiting the movement of soil or other particles across the surface of an object.

3.64 roadbed: A structural element used to accommodate road pavement, as well as technical means for organizing traffic and developing a highway.

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

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

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

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

3.70 slope: Lateral inclined surface limiting an artificial earthen structure.

3.71 excavation base: A mass of soil below the boundary of the working layer.

3.72 embankment base: a mass of soil in natural conditions, located below the bulk 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.

3.75 separation: Prevention of mutual penetration of particles of materials from adjacent layers of road structures.

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

3.78 thermal insulation: Limitation of heat flow between an object and the environment.

3.78a strengthening slopes: Ensuring local stability of slopes through the use of strengthening structures of various types and types for protection from weather and climatic factors, water and wind erosion, and the force effects of surface water.

3.79 filtration: The passage of liquid into or through the structure of a material while retaining soil and similar particles.

Road clothes

3.80 road structure: A structural element of a highway that absorbs the load from vehicles and transfers it to the roadbed.

3.81 road pavement: a structural element of a highway that absorbs the load from vehicles and transfers it to the roadbed.

3.83 permanent road pavement: Road pavement that has the highest performance, corresponding to the traffic conditions and service life of high-category roads.

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

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

3.90 pavement coating: The upper part of the pavement, consisting of one or more layers, directly receiving forces from the wheels of vehicles and being directly exposed to atmospheric factors.

Traffic safety

3.94 maximum safe speed: 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 at each section (corresponds to the maximum speed of 85% security); is established 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, ensuring uniform movement of the vehicle at the maximum safe speed, optimal conditions for the driver’s visual perception of the road parameters and traffic safety (a number of methods are used to assess the smoothness of the route: assessment smoothness by constructing linear graphs of speed, graphs of changes in curvature, perspective images of road sections).

3.96 design consistency: A design solution or design line configuration in the plan and longitudinal profile of a road that does not interfere with the expected perception of drivers of traffic conditions or the ability of most drivers to safely drive at a selected speed along the entire length of the designed road.

3.97 road safety level: The degree of compliance with the protection of road users from road accidents and their consequences.

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

4 General provisions

4.1 The design of highways should be carried out on the basis of territorial planning plans for 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 designed transport network.

4.2 The requirements and standards that must be observed when designing a highway passing through populated areas are determined at the stage of pre-design (design) decisions based on 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
IA (motorway)
(highway)
Ordinary roads




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

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

Table 4.2

Types of vehicles		Reduction coefficient
Passenger cars and motorcycles, minibuses
Trucks with carrying capacity, t:
	inclusive




Road trains with carrying capacity, t:
	inclusive



Small buses
Same, medium capacity
" large capacity
Articulated buses and trolleybuses
Note - Reduction coefficients for special vehicles should be taken as for basic vehicles of the corresponding load capacity.

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

In cases where the average monthly daily intensity of the busiest month of the year is more than 2 times higher than the average annual daily intensity established on the basis of economic research or calculations, the latter should be increased by 1.5 times to assign a road category.

4.6 The perspective period when assigning road categories, selecting plan elements, 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 line reaches full design capacity, taking into account the volume of traffic during the construction period of the enterprise.

The long-term period for choosing road pavements is taken taking into account their service life between repairs.

The initial year of the estimated perspective period is taken to be the year of commissioning of the object (or an independent section of the road).

4.7 Public roads are intended for the passage of vehicles with dimensions: length of single cars - up to 12 m and road trains - up to 20 m, width - up to 2.55 m, 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 basic technical decisions taken must create the prerequisites for ensuring an increase in labor productivity, saving basic construction materials and fuel and energy resources. They are justified by developing options by comparing technical and economic indicators: construction costs, costs of repair and maintenance of roads, losses associated with the impact on the environment during construction and operation, cost of transportation, traffic safety, changes in production conditions of farms served by roads and adjacent to roads territories and other factors. For new roads incorporating existing roads or individual sections thereof, it is necessary to take into account the costs of bringing land occupied by existing roads, but not used for traffic, to a condition suitable for use in economic activities.

4.9 When constructing roads in difficult engineering and geological conditions, when the time frame for stabilizing the roadbed significantly exceeds the established construction timeframe, it is allowed to provide for the construction of road pavement in stages with an appropriate feasibility study.

4.10 When designing newly constructed highways of categories I-III, their route is laid to bypass populated areas. In cases where, according to technical and economic calculations, it has been established that it is advisable to lay a road route of categories II-III through a populated area in order to ensure its further reconstruction, the distance from the edge of the roadbed to the building line of the populated area is taken in accordance with the general plan of populated areas, but not less than 200 m. If it is impossible to meet this requirement, the category of the road within the populated area 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 buildings of the settlement.

When designing reconstructed road sections in populated areas, 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.

4.10a When designing newly constructed and reconstructed highways on the approaches to populated areas, in order to ensure throughput, based on the results of a feasibility study, the installation of reversible traffic lanes using technical means of traffic management may be provided.

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

4.12 When designing highways, it is necessary to provide for environmental protection measures that ensure minimal disruption of the existing environmental, geological, hydrogeological and other natural conditions. When developing measures, it is necessary to take into account the careful attitude towards valuable agricultural land, recreation areas, cultural and historical sites and the locations of medical institutions and sanatoriums. The location of bridges, design and other solutions should not lead to a sharp change in river regimes, and the construction of the roadbed should not lead to a sharp change in the regime of groundwater and surface water flow.

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 production and storage of explosives, materials and products based on them. The dimensions of prohibited (dangerous) zones and areas are determined according to special regulatory documents approved in the prescribed manner, and in agreement with state supervisory authorities, ministries and departments in charge of these objects.

Provide for design solutions and measures to reduce the influence of harmful factors caused by vehicle traffic (air pollution, noise, vibration) on the population and the environment.

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

5 Basic technical standards

The number and dimensions of parameters of 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
Total number of traffic lanes, pcs.		4 or more in each direction
Lane width, m
Curb width, m, not less
Width of dividing strip, m
Intersection with roads	At different levels	At different levels	Allowed on the same level as roads with traffic lights no more than every 5 km	On the same level	On the same level	On the same level
Intersection with railways	At different levels	At different levels	At different levels	At different levels		At different levels when crossing three or more railway tracks
Road access from adjacent road on one level	Allowed no more than 10 km		Allowed no more than after 5 km	Allowed	Allowed	Allowed

Design speeds

5.1 Design speeds 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

	Design speeds, km/h
	Basic	Allowed on difficult terrain
	Basic	crossed

The design speeds established in Table 5.1a for difficult sections of rough and mountainous terrain can only be accepted during a feasibility study, taking into account local conditions for each specific section of the road being designed.

Design speeds on adjacent sections of highways should not differ by more than 20%.

When developing projects for the reconstruction and overhaul of highways according to the standards of categories IB, IB and II, it is allowed, during a feasibility study, to preserve elements of the plan, longitudinal and transverse profiles (except for the number of 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 standards of categories IB and II, if the traffic contains more than 70% of trucks or if the road length is less than 5 km, design speeds corresponding to category III should be adopted.

Note - If there are capital expensive structures and forests along the highway route, as well as in cases where roads cross lands occupied by especially valuable agricultural crops and orchards within a populated area, during a feasibility study (in accordance with 4.8), it is allowed to accept design speeds , established in table 5.1a for difficult sections of rough terrain.

Design loads

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

Calculation of the strength of the road pavement of the main traffic lanes is carried out for repeated exposure to a short-term load of the design vehicle, reinforced shoulders and various types of parking areas - for a single long-term impact of the design vehicle.

Depending on the traffic composition in the long-term period, equal to the service life of the road pavement between repairs, the standard static load on a single axle of the design vehicle can be taken as the design load, equal to:

For permanent pavements - 115 kN;

For lightweight and transitional pavements - 100 kN.

The design of road pavements should be carried out in accordance with the relevant regulatory documents, technical documentation and recommendations for the design of road pavements and the assignment of their service life between repairs. The pavement of all lanes of the carriageway of highways and city streets should be designed for the same design load as the pavement of the lane on the far right.

Plan and longitudinal profile

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

longitudinal slopes - no more than 30‰;

radii of curvature:

for curves in plan - at least 3000 m,

for curves in a longitudinal profile:

convex - at least 70,000 m,

concave - at least 8000 m;

lengths of curved sections of the longitudinal profile:

continuously convex - at least 300 m,

continuously concave - at least 100 m.

The route is laid from the condition of smooth coupling 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 are at least 20,000 m, concave curves are at least 6,000 m.

In this case, it is necessary to ensure for curves in plan:

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

shear force coefficient - in accordance with table 5.2;

for curves in profile:

visibility distance for stopping cars - at least 450 m;

visibility distance 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 nonlinear change in curvature, the maximum rate of increase in centrifugal acceleration should be checked by calculation. When designing a plan and profile, one should take into account the possibility of reconstructing the route and not accept the minimum acceptable parameters of the route.

Table 5.2

5.4 If, due to local conditions, it is not possible to fulfill the requirements of 5.3 or their implementation is associated with significant volumes of work and the cost of road construction, during design it is allowed to reduce the standards based on a technical and economic comparison of options, taking into account the instructions of 4.8. In this case, the maximum permissible norms should be taken according to Table 5.3 based on the calculated speeds for the categories of roads given in Table 5.1a.

The lengths of sections of the longitudinal profile designed with convex and concave curves may be reduced compared to the values given in 5.3, provided that visibility distances corresponding to the design speed are ensured.

Table 5.3

Design speed	Maximum longitudinal slopes, ‰	Smallest radii of curves, m
				in longitudinal profile
				convex	concave
		Basic	In the mountains	convex	Basic	In the mountains

In cases where it is necessary to sharply change the direction of roads of categories II-V in mountainous conditions, serpentine construction is allowed.

In especially difficult conditions of mountainous and rough terrain (except for places with absolute elevations of more than 3000 m above sea level), for sections up to 500 m long, when justified taking into account 4.8, it is allowed to increase the values of the largest longitudinal slopes given in Table 5.3, but not more than 20‰.

When constructing a roadway of category I roads in mountainous and rough terrain separately for uphill and downhill directions, the longitudinal slopes for downhill directions may be increased compared to the slopes for uphill traffic, but not more than 20‰.

5.5 When assigning parameters for plan elements, longitudinal and transverse road profiles according to the standards permitted by 5.4, design solutions are assessed in terms of speed, traffic safety and capacity, including during unfavorable periods of the year.

5.7 In all cases when adjacent elements of the route plan at the place of their junction differ in curvature by more than 1/2000, they are smoothly coupled with curves with variable curvature - transition curves.

The lengths of transition curves (especially on roads of categories I-II) should be determined not by kinematics conditions (rate of increase of acceleration), but by visual perception. In this case, their lengths should be 150-200 m. The shortest lengths of transition curves with a linear law of change in curvature (clothoid), 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

Length of transition curve, m

5.8 The largest longitudinal slopes in sections of curves in terms of small radii should be reduced according to Table 5.6.

Table 5.6

5.9 The width of forest and bush clearing strips, the amount of cutting of excavation slopes and the distance of moving buildings in 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 as the level of the edge of the roadbed.

5.10 The length of a section with a prolonged slope in mountainous conditions is determined depending on the magnitude of the slope, but it should not exceed the values given in Table 5.7

Table 5.7

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

5.11 On difficult sections of roads in mountainous areas, prolonged 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 not exceeding the lengths of the sections indicated in Table 5.7.

The dimensions of areas for stopping vehicles are determined by calculation, but must be assigned to at least 3-5 trucks, and the choice of their location is determined based on the safety conditions of the parking lot, excluding the possibility of screes, rockfalls and, if possible, near water sources.

Regardless of the availability of platforms, on long descents with slopes of more than 50‰, emergency ramps are provided, which are arranged in front of small radius curves located at the end of the descent, as well as on straight sections of descent every 0.8-1.0 km. The elements of emergency ramps are determined by calculation based on the condition of a safe stop for 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
Minimum radius of curves in plan, m
Transverse slope of the roadway on a bend, ‰
Length of transition curve, m
Widening of the roadway, 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, while the movement of road trains with a length exceeding 11 m is prohibited.

5.13 The distance between the end of the conjugate curve of one serpentine and the beginning of the conjugate 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 roadway on a serpentine may be widened 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 visibility distance along the entire length of the road must be no less than the stopping distance to the obstacle. The shortest visibility distances should be taken according to Table 5.9.

Table 5.9

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

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

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

5.18 In rough terrain, in order to overtake, it is necessary to arrange special overtaking areas 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 design speed, geometric parameters of the road section and traffic composition.

5.19 In all cases where, due to local conditions, it is possible for people and animals to enter the road from the roadside, lateral visibility of the strip adjacent to the road should be ensured at a distance of 25 m from the edge of the roadway for roads of categories I-III and 15 m for roads of categories IV and V.

Cross profile

5.20 The main parameters of the transverse profile of the roadway and roadbed are taken depending on their category according to Table 5.12.

Table 5.12

Width of subgrade, m	Number of lanes	Width, m
Width of subgrade, m	Number of lanes	lanes	reinforced shoulder strip	central dividing strip	stop strip	curbs, see 5.21	reinforced strip on the dividing strip
28.5 or more	4 or more in each direction				Not less than 2.50, see 5.22
27.5 or more	4 or more in each direction				2, 50, see 5.22
22, 5 or more					2, 50, see 5.22
15 or 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 fence along the axis on roads of category IB may be taken equal to the width of the strip for installing the fence plus a safety lane. The width of the safety strip should be determined depending on the type of fence (rigid, non-rigid). 2 The lane width on roads of categories I-II should be assigned on the basis of technical and economic calculations, depending on the traffic composition. 3 In justified cases, on roads of category II, the construction of a four-lane roadway with a lane width of 3.5 m is allowed at a design speed of no more than 100 km/h.

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

5.22 Stop strips are mandatory elements of highways and expressways along their entire length and are installed on both sides with a width of 2.5 m.

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

Table 5.13

Terrain	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 roadbed are calculated for the future number of traffic lanes.

When determining the timing of 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 minimum integral discounted costs. In this case, the rational load of the road, characterized by the load factor, is taken into account.

Table 5.14 shows the limit values of load factors corresponding to the limiting conditions for the functioning of roads for various purposes that require reconstruction.

Table 5.14

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

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

The width of the additional traffic lane is taken to be 3.5 m throughout the entire rise.

The length of the additional lane behind the rise is taken according to Table 5.15.

Table 5.15

The transition to the widened roadway 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 easily eroded soils, with a reduced width of shoulders, sidings are provided. The distances between sidings are assumed to be equal to the visibility distances of an oncoming vehicle, but not more than 1 km. The width of the roadbed and the roadway at the sidings is taken according to the standards of roads of category IV, and the shortest length of the siding is 30 m. The transition from a single-lane roadway to a two-lane one is carried out over a period of 10 m.

5.27 The width of highway embankments on top in the area adjacent to bridges and overpasses with a length of at least 10 m must exceed the distance between the railings of artificial structures by 0.5 m in each direction. The transition from a widened roadbed to a standard one is carried out at a length of 15-25 m.

5.28 The width of the dividing strip on road sections where in the future it may be necessary to increase the number of traffic lanes is increased by 7.5 m compared to the indicators in Table 5.12 and is taken equal to: no less than 13.5 m - for roads of category IA, no less than 12, 5 m - for roads of category IB.

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

5.29 The width of the dividing strip on sections of roads of category I, laid in mountainous areas, on artificial structures (bridges, overpasses), when constructing roads in built-up areas, etc., during a feasibility study, may be reduced 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 dividing strip to the width of the strip accepted on the road should be carried out on both sides with a separation of 100:1.

Dividing strips are provided at intervals of 5-7 km to organize the passage of vehicle traffic and for the passage of special vehicles during periods of road repair. The size of the gap is determined by calculation taking into account the composition of the traffic flow and the turning radius of the car or, if no calculation is made, by a value of 30 m. During periods when they are not in use, they should be covered with special removable fencing devices.

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 or more for roads of category I and a radius of 2000 m or more for roads of other categories.

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

5.31 Transverse slopes of the roadway (except for sections of curves in the plan where the installation of turns are provided) are taken depending on the number of lanes and climatic conditions according to Table 5.16.

Table 5.16

	Cross slope, %
	Road climate zones


a) with a gable transverse profile of each roadway
b) with a single-pitched profile:
first and second stripes from the dividing strip
third and subsequent stripes

On gravel and crushed stone surfaces, the transverse slope is 25-30‰, and on soil surfaces reinforced with local materials, and on pavements made of crushed and cobblestones - 25-35‰.

5.32 The transverse slopes of the shoulders with a gable transverse profile should be taken to be 10-30‰ greater than the transverse slopes of the roadway. Depending on climatic conditions and the type of roadside reinforcement, the following values of transverse slopes are allowed:

30-40‰ - when strengthening with the use of binders;

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

50-60‰ - when strengthened by sod or sowing of grass.

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

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

5.33 A single-slope transverse curved 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. Superelevation slopes throughout 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		Transverse slope of the roadway on bends, ‰
		main, most common		in areas with frequent ice
			on access roads to industrial enterprises	in areas with frequent ice
From 3000 to 1000 for roads category I
From 2000 to 1000 for roads of categories II-V







	400 or less
Note - Smaller values of transverse slopes on turns correspond to larger radii of curves, and larger values correspond to smaller radii. Areas with frequent icy conditions include areas in which the icing of road surfaces when the temperature drops (below 0°C) after a thaw and precipitation of atmospheric moisture on the cooled surface lasts more than 10 days a year.

If the distance between two adjacent curves with radii facing the same direction is less than the sum of the lengths of the bends for these curves, then a continuously pitched profile with the slope of these bends is also provided between them. In this case, the minimum slope of the single-pitch profile must be at least 20‰, and the additional longitudinal slope of the outer edge of the roadway in relation to the design longitudinal slope must not exceed the corresponding values accepted for the superelevation sections in accordance with 5.34.

In areas with a short duration of snow cover and rare cases of ice, the maximum transverse slope of the roadway on turns can 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 given in 5.30. The length of the superelevation section is determined from the condition of ensuring the minimum and maximum additional slope of the outer edge of the roadway in relation to the design longitudinal slope.

It is recommended that curves on multi-lane roads of category I be provided with separate transverse slopes for roadways in different directions and the necessary measures for draining water from roadways and the dividing strip.

On a bend, the transverse slope of the shoulders and the slope of the roadway are the same. On the upstream side in the transverse profile, a reverse slope of the shoulder on bends is allowed to avoid contamination of the roadway 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 roadway is recommended to be made within 10 m before the start of the turn.

The maximum additional longitudinal slope of the outer edge of the roadway in relation to the design longitudinal slope in the superelevation sections is taken according to Table 5.18. The minimum additional longitudinal slope at any point on the surface of the roadway in the superelevation section should not be less than 3‰.

Table 5.18

5.35 For plan curve radii of 1000 m or less, it is necessary to widen the roadway on the inside at the expense of shoulders, so that the width of the shoulders is at least 1.5 m for roads of categories I and II and at least 1 m for roads of other categories.

The magnitude of the total widening of a two-lane roadway on curved sections of a 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 widening of the roadway, in compliance with these conditions, a corresponding widening of the roadbed is provided. The widening of the roadway is carried out in proportion to the distance from the beginning of the curved section of the route, after which the radii of curvature are less than 2000 m.

The total width of the roadway for roads with four lanes or more is increased according to the number of lanes, and for single-lane roads it is reduced by half compared to those indicated in Table 5.19.

In mountainous areas, as an exception, it is allowed to place roadway widenings on curves in plan, partially on the outside of the curve.

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

Terrain-aware routing

5.36 The route of newly constructed roads, and during a feasibility study, reconstructed roads, should be provided in the form of a smooth line in space. In this case, it is necessary to mutually link 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 visible curvature of the leading line and the visible width of the roadway at the extreme point in the picture plane. To assess the visual clarity of the road, it is recommended to construct perspective images of the road.

5.37 It is recommended to combine curves in plan and longitudinal profile. In this case, the curves in 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 of them.

Avoid joining the ends of curves in plan with the beginning of curves in a longitudinal profile. The distance between them must be at least 150 m. If the curve in plan is located at the end of a descent over 500 m long and with a slope of more than 30‰, then its radius must be increased by at least 1.5 times compared to the values given in table 5.3, with the combination of a curve in the plan and a 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 plan and the maximum rates of increase in centrifugal acceleration of adjacent transition curves be the same or differ by no more than 1, 3 times.

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

Table 5.21

Rotation angle, degrees.
Smallest radius of a circular curve, m

5.41 Between two plan curves 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 In sections of straight lines in plan, long straight inserts in the longitudinal profile are unacceptable. Their maximum lengths are given in Table 5.22.

Table 5.22

Radius of a concave curve in a longitudinal profile, m	Algebraic difference of longitudinal slopes, ‰

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





For roads of categories III and IV

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

Bicycle, pedestrian paths and sidewalks

5.43 Bicycle paths are installed outside the carriageway of roads at the ratios of vehicle and cyclist traffic intensities indicated in Table 5.23.

Table 5.23

In rural areas, bicycle paths can be combined with pedestrian paths.

5.44 Bicycle paths are located on a separate subgrade, at the bottom of embankments and outside excavations, or on specially constructed berms.

On approaches to artificial structures, bicycle paths may be placed on the side of the road, separated from the roadway by fences or dividing strips.

5.45 The width of the dividing strip between the highway and a parallel or freely routed bicycle path must be at least 1.5 m. In cramped conditions, a dividing strip 1.0 m wide is allowed, rising above the roadway by at least 0.15 m, with a border curb.

5.46 The main parameters of bicycle paths are given in Table 5.24.

Table 5.24

Normalized parameter
Normalized parameter	for new construction	minimal for landscaping and in cramped conditions
Design speed, km/h
Width of the roadway, m, for traffic:
single-lane single-sided
two-way single-sided
two-lane with oncoming traffic
Bike and pedestrian path with separation of pedestrian and bicycle traffic
Bike and pedestrian path without separating pedestrian and bicycle traffic
Bike lane
Width of bicycle path shoulders, m
Minimum radius of curves in plan, m:
in the absence of a turn
when making a turn
Minimum radius of vertical curves, m:
convex
concave
Maximum longitudinal slope, ‰
Cross slope of the roadway, ‰
Turn slope, ‰, at radius:


Height dimensions, m
Minimum distance to side obstacle, m
(1) The width of the pedestrian path is 1.5 m, the bicycle path is 2.5 m. (2) The width of the pedestrian path is 1.5 m, the bicycle path is 1.75 m. (3) With a traffic intensity of no more than 30 bicycles/hour and 15 pedestrians/hour. (4) With a traffic intensity of no more than 30 bicycles/hour and 50 pedestrians/hour.

Single-lane bicycle paths are located on the windward side of the road (taking into account the prevailing winds in the summer), two-lane ones - if possible, on both sides of the road.

5.47 Bicycle paths must have a hard surface made of asphalt concrete, concrete or stone materials treated with binder.

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

SP 34 13330.2012 highways. Terrain-aware routing

1 area of ​​use

2 Normative references

3 Terms and definitions

Subgrade

Road clothes

Traffic safety

4 General provisions

5 Basic technical standards

Design speeds

Design loads

Plan and longitudinal profile

Visibility conditions

Cross profile

Terrain-aware routing

For roads of categories I and II

For roads of categories III and IV

Bicycle, pedestrian paths and sidewalks

1 area of use