GOST R 52399-2005

Group T52

NATIONAL STANDARD OF THE RUSSIAN FEDERATION

GEOMETRIC ELEMENTS OF HIGHWAYS

Geometric elements of automobile roads

OKS 43.080
OKP 48 0000

Date of introduction 2006-05-01

Preface

Goals and principles of standardization in Russian Federation established by Federal Law of December 27, 2002 N 184-FZ "On Technical Regulation", and the rules for the application of national standards of the Russian Federation - GOST R 1.0-2004 * "Standardization in the Russian Federation. Basic provisions"
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GOST R 1.0-2012. - Database manufacturer's note.

Standard information

1 DEVELOPED by the Moscow Automobile and Road Institute (State technical university), Russian Academy transport, LLC "Engineeringinvest"

2 INTRODUCED Technical Committee on standardization TC 418 "Road Facilities"

3 APPROVED AND ENTERED INTO EFFECT by Order of the Federal Agency for Technical Regulation and Metrology dated November 22, 2005 N 297-st

4 INTRODUCED FOR THE FIRST TIME


Information about changes to this standard is published in the annually published information index " National standards", and the text of changes and amendments - in the monthly published information indexes "National Standards". In case of revision (replacement) or cancellation of this standard, the corresponding notice will be published in the monthly published information indexes "National Standards". The corresponding information, notice and texts are also posted V information system common use- on the official website of the national body of the Russian Federation for standardization on the Internet

1 area of ​​use

1 area of ​​use

This standard applies to the design of newly constructed and reconstructed public roads (hereinafter referred to as highways).

This standard does not apply to the design of temporary highways for various purposes(constructed for a service life of less than 5 years), on-farm roads, city streets and winter roads.

2 Normative references

This standard uses references to the following standards:

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

GOST 23457-86 * Technical means traffic organization. Rules of application
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* The document is not valid on the territory of the Russian Federation. GOST R 52289-2004 is valid, hereinafter in the text. - Database manufacturer's note.

Note - When using this standard, it is advisable to check the validity of the reference standards using the "National Standards" index compiled as of January 1 of the current year, and according to the corresponding information indexes published in this year. If the reference standard is replaced (changed), then when using this standard you should be guided by the replaced (changed) standard. If the reference standard is canceled without replacement, then the provision in which a reference is made to it is applied in the part that does not affect this reference.

3 Terms and definitions

The following terms with corresponding definitions are used in this standard:

3.1 edge strip: A shoulder strip designed to protect the edge of the roadway from destruction and allowing regular entry onto it. Vehicle.

3.2 safety strip: A specially prepared section of the roadway adjacent to the border of the roadway, which allows regular entry of vehicles to avoid emergency situations.

3.3 fortified part of the roadside: Part of the roadside that has road pavement.

3.4 unpaved part of the roadside: Part of the roadside that does not have road pavement.

3.5 parking lane: Fortified part the surface of the roadbed, intended for stopping and parking vehicles on it, indicated by special road signs.

3.6 roadway: The main element of the road, intended for the direct movement of vehicles.

4 Geometric elements of the plan and longitudinal profile of the highway

4.1 The largest longitudinal slopes and shortest visibility distances depending on the design speed are given in Table 1.

Table 1 - Largest longitudinal slopes and shortest visibility distances

4.2 In all cases where, due to local conditions, regular appearance of people and animals on the road is possible, lateral visibility of the strip adjacent to the road, spaced from the edge of the roadbed for roads designed for a design speed of 100 km/h and above, should be ensured at a distance of 25 m, for other roads - 15 m.

4.3 Long inclines are allowed on roads in mountainous areas. The length of a section with a prolonged slope in mountainous areas is determined depending on the magnitude of the slope, but not more than the values ​​​​given in Table 2. For longer prolonged slopes, it is necessary to include in the longitudinal profile sections with reduced longitudinal slopes (no more than 20‰), as well as sites to stop cars with distances between them not exceeding the lengths of the sections indicated in Table 2.

Table 2 - Length of sections with reduced longitudinal slopes

4.4 The dimensions of the areas for stopping vehicles on long climbs must accommodate the estimated number (but not less than 3) of trucks. Their location is chosen based on the safety of the parking lot, eliminating the possibility of screes, rockfalls and, as a rule, near water sources.

4.5 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 s right side along the way of the car.

5 Elements of the transverse profile of a highway

5.1 The main parameters of the elements of the transverse profile of the roadway and roadbed, depending on their category according to GOST R 52398, should be taken according to Table 3.

Table 3 - Parameters of elements of the transverse profile of the roadway and roadbed

5.2 Transverse profiles of highways must correspond to the profiles shown in Figures 1-12.

Dimensions in meters

PB - edge strip at the dividing strip, , - width of the dividing strip, - width of the fence taking into account the requirements of GOST 23457

Figure 1 - Transverse profiles of highways of categories IA, IB, IB with guardrails

Dimensions in meters

Figure 2 - Transverse profiles of motor roads of categories IA, IB without guardrails

Dimensions in meters

PB - edge strip at the dividing strip, PCH - roadway, KP - edge strip at the side of the road, RP - dividing strip

Figure 3 - Cross-sections of motor roads of category IB without guardrails

Dimensions in meters

GOST 23457

Figure 4 - Cross-sections of category II highways with guardrails with four lanes

Dimensions in meters

PB - edge strip at the dividing strip, PCH - roadway, KP - edge strip at the side of the road, RP - dividing strip

Figure 5 - Transverse profiles of category II highways without guardrails with four lanes

Dimensions in meters

GOST 23457

Figure 6 - Transverse profiles of category II highways with guardrails with two lanes

Dimensions in meters

FC - roadway, CP - edge strip at the side of the road

Figure 7 - Transverse profiles of category II highways without guardrails with two lanes

Dimensions in meters

ПЧ - roadway, КП - edge strip at the side of the road, - width of the fence taking into account the requirements of GOST 23457

Figure 8 - Cross profiles of category III highways with guardrails

Dimensions in meters

FC - roadway, CP - edge strip at the side of the road

Figure 9 - Cross profiles of category III highways without guardrails

Dimensions in meters

ПЧ - roadway, КП - edge strip at the side of the road, - width of the fence taking into account the requirements of GOST 23457

Figure 10 - Cross profiles of category IV highways with guardrails

Dimensions in meters

FC - roadway, CP - edge strip at the side of the road

Figure 11 - Transverse profiles of category IV highways without guardrails

Dimensions in meters

OB - curb, PCH - roadway

Figure 12 - Cross profiles of category V highways

5.3 Edge strips at the side of the road and safety strips on the dividing strip must have road pavement of the same strength as the roadway.

5.4 The reinforced part of the shoulder outside the edge strip on roads of categories I-IV must have road pavement covered with stone material, treated with binder material. The strength of the road pavement must be sufficient to prevent residual deformations from a stationary vehicle with a design axle load.

5.5 Roadsides are intended for temporary placement of vehicles that are faulty or damaged in traffic accidents. For stopping and parking of cars, parking strips must be provided on the surface of the roadbed, separated from the roadway by fences or a dividing island, or areas for stopping and parking cars outside the roadbed. The distance between parking lanes and parking areas must be assigned in accordance with design standards.

5.6 The width of the transitional express lanes should be taken equal to the width of the traffic lanes of the main roadway.

5.7 The width of the shoulders of highways in places where transitional express lanes and additional ascending lanes are installed for roads of categories IA, IB, IB may be reduced to 1.5 m, for roads of other categories - to 1.0 m. The soil part of such shoulders should be 0.50-0.85 m depending on the rigidity of the fences; the rest of the shoulder must have reinforcement corresponding to the category of the road.

5.8 When installing additional ascending lanes, their width should be taken equal to the width of the lane of the main roadway.

5.10 The width of the dividing strip on sections of roads laid across valuable lands, on particularly difficult sections of roads in mountainous areas, on large bridges, as well as when laying roads in built-up areas and in other justified cases, may be reduced to a width equal to the width of the strip for installing fences plus 1 m on each side.

Electronic document text
prepared by Kodeks JSC and verified against:
official publication
M.: Standartinform, 2006

at the design speed (Krs 1)

The degree of influence of the width of the reinforced road surface on the ensured design speed is assessed based on the concept of “psychological corridor”, which means the width clean road surface, which has a psychological impact on the driver when choosing a trajectory and driving mode. Coefficient value Krs 1 calculated directly from Table 1, Appendix 10, depending on the width of the main reinforced road surface actually used for vehicle traffic In 1f, equal to:

Where In other words- design width of the roadway, m;

in y- width of the edge reinforced strip, m;

K y- coefficient that takes into account the influence of the width and type of reinforcement on the width of the main reinforced surface actually used for movement (Table 12). Values Incl. And in y are accepted based on design materials from previous years.

IN main The reinforced surface includes the width of the roadway and the edge reinforced strips: Incl. + 2v.

In the absence of edge reinforced strips V 1f = V pr.h K y.

Table 12

Main width utilization coefficient values

reinforced surface

Sections with the same width of the carriageway and reinforced edge strips are taken as characteristic, and in the absence of edge strips - sections of the road with the same width of the carriageway. In this case, variations in width within the range of up to 0.20 m. If the difference in width V 1f adjacent plots exceeds 0.5 m, then the area with a smaller width is classified as local narrowing, the length of which includes zones of influence along 75 mm from the beginning to the end of the narrowing.

Influence of width and condition of roadsides (Krs 2)

Partial coefficient Krs 2 determined depending on the width of the curb in about. In general, the shoulder includes: a reinforced edge strip, a reinforced strip for stopping cars and a curb strip.

Road segments with the same width of shoulders are taken as characteristic widths of shoulders. If the width of the right and left shoulders is different, the smaller one is taken into account. When identifying characteristic areas, fluctuations in the width of the shoulder are not taken into account within the range of up to 0.10 m with a total width of the shoulder of up to 1.5 m and within the range of up to 0.20 m with the width of the shoulder bob.> 1.5 m. In the case of a change in the width of the shoulder by an amount greater than those indicated (0.10 and 0.20 m), the section is designated as a characteristic section.

In the case where the roadway and edge reinforced stripes or the carriageway and reinforced shoulders have the same type of coating and there are no clearly visible differences between these elements (for example, for gravel and crushed stone pavements), the width of the edge reinforced stripes or reinforced shoulders is conventionally assumed to be equal to

, (16)

Where In– total width of the reinforced surface having one type of coating, m;

B 0– the optimal width of the reinforced surface corresponding to the given traffic intensity, m; is accepted according to Table 13.

Table 13

Values B 0(for two-lane roads)

For three-lane roads or roadways with three lanes, take B 0 =12.75 m; for four-lane highways B 0 =16 m.

In the absence of reinforcement along the entire width of the shoulder Krs 2 taken directly from the tables (see appendix 10).

Influence of traffic intensity and composition (Krs 3)

On horizontal sections of highways, the intensity, composition and density of traffic have a significant impact on the actual speed of vehicles.

It has been experimentally observed that with increasing traffic intensity, the number of overtaking increases, especially when the traffic flow is highly heterogeneous. A car overtaking creates additional obstacles for traffic. As a result, with increasing intensity, the flow speed decreases in comparison with the speed of a single car in free movement and the more, the more trucks, buses and road trains there are in the flow. According to the research results of Prof. Silyanova V.V. , with increasing intensity the speed passenger cars Vl decreases more actively than freight Vgr, which is explained by the large difference in the dynamic qualities of cars and trucks; slow-moving cars do not provide the opportunity for cars to overtake them due to lateral, longitudinal and other interference (the influence of lateral interference is taken into account when determining Krs 1).

The decrease in vehicle speed under the influence of the intensity and composition of the flow is expressed by the relationship:

∆V = φαβN,(17)

Where α - coefficient taking into account the influence of traffic intensity;

β - coefficient taking into account the composition of the traffic flow; numerically equal to the share of trucks, road trains, buses moving along the lane;

N– traffic intensity, car/day(for highways it is accepted for each direction separately);

φ - coefficient taking into account traffic in the oncoming lane. In calculations you can take φ = 0.8 - 0.9 – for two-lane roads; φ = 0.7- for multi-band.

Krs 3, taking into account the influence of traffic intensity and composition, is calculated using the formula

Krs 3 = Krs 1 –∆Krs,(18)

Where ∆Krs- reduction in the design speed factor depending on the intensity and composition of traffic, the value of which is determined by the formula

, (19)

For two-lane and three-lane roads the values ∆Krs presented in Table 3, Appendix 10.

The influence of longitudinal slopes on the ensured speed (Krs 4)

Partial coefficient Krs 4 determined depending on the slope for the estimated state of the road surface in the spring-autumn period of the year and on the actual visibility distance of the road surface (when driving downhill). The magnitude of the slope is taken according to a pre-drawn shortened longitudinal profile, where adjacent sections with a relatively small difference in slope are combined into one characteristic section. The slope in a characteristic area is determined as a weighted average:

, (20)

1.5 m and more, Krs4 determined for wet pure coverings. In other areas the values Krs 4 accept for wet contaminated coatings .

When determining Krs 4 consider both directions of movement - forward and reverse; least of the two values ​​are entered into a line graph.

On vertical curves, where the slope is a vector value, for practical calculations it is allowed to take its constant value as the average slope, that is, without taking into account its softening of the vertical curve. In this case, the sections located within the ascending branch of the convex curve are classified as ascents, and those located within the descending branch are referred to as descents (relative to the direct direction).

It should be noted that the assumption of equality of slopes within the vertical curve provides a fairly reliable result only for relatively short curve lengths. If the curve is long, it is recommended to divide it into separate sections of length 100-200 m(depending on the length of the curve) and calculate the average slope using the expression

, (21)

Where i n- slope at the starting point of the curve, ‰;

∆i- difference in slopes at the starting and ending points of the site.

In this case, the slope at any point of the curve is determined by the usual method according to the formula

, (22)

Where l− distance from the middle of the curve to any point on the section of the curve under consideration, m;

R– radius of the vertical curve, m.

Influence of curve radius in plan (Krs 5)

Car speed on a curve V the maximum swing is determined by traffic safety conditions depending on the radius of the curve R, bend slope and road surface condition:

,(23)

Where φ pop- the portion of the adhesion coefficient realized in the transverse direction. In practical calculations it is assumed to be equal to the shear force coefficient μ= 0.10 – 0.18;

i in- transverse slope of the roadway, taken with a “plus” sign in the presence of a turn and with a “minus” sign - with a gable transverse profile, fractions of units.

The influence of the radius of the curve on the speed of the car is estimated by the coefficient of probability of the design speed Krs 5, which can be taken according to Table 5, Appendix 10, depending on the radius of the curve in the plan and the slope of the turn for the design condition of the road surface in the spring-autumn period of the year.

In areas where the width of the reinforced shoulder made of asphalt concrete, cement concrete or materials treated with binders, together with the reinforced edge strip, is 1.5 m and more, Krs 5 accept for wet clean coatings, in other areas - for polluted coverings.

The length of the curve section in plan includes the length of the circular and transition curves. At radii R ≤ 400 m the length of the section includes zones of influence according to 50 −100 m from the beginning and end of the curve. On curves R ≥ 1500 m, as well as on straight lines between adjacent curves in plan, take Krs 5 = KPn.

Influence of longitudinal evenness of the coating (Krs 6)

The condition of the coating in terms of longitudinal evenness is assessed by comparing the actual longitudinal evenness δ f With extremely acceptable δ p(see table 4). The coating meets the requirements for operating conditions if δ f ≤ δп n.

Attitude normative levelness indicator established for a road of this category δn, to the actual value obtained by measurements is called the evenness coefficient Kr; the latter is taken as a partial factor of the estimated speed K rs 6:

. (24)

The coating is considered smooth if Krs 6 > 1. Values Krs 6 are presented in Table 6, Appendix 10 (for evenness indicators obtained by measurements using PKRS-2 and a TXK-2 pushmeter).

Influence of adhesion qualities of the coating (Krs 7)

Partial safety factor of the design speed Krs 7 determined by the measured value of the friction coefficient at a visibility distance of the road surface equal to the standard Sв, established by SNiP 2.05.02-85* for the corresponding category of road. The lowest friction coefficient for the lanes in the area being assessed is taken into account. Values Krs 7 Depending on the category of roads, they are presented in Table 7, Appendix 10.

Influence of road structure strength (Krs 8)

The strength of road pavement is characterized by the actual modulus of elasticity E f, calculated by formula (10) using the results of instrumental measurements or by formula (5) depending on the probable strength coefficient KPR, established on the basis of visual examinations. Partial safety factor of the design speed Krs 8 determined by the formula

, (25)

Where RSR- a weighted average indicator that takes into account the condition of the pavement and the strength of the road pavement on the assessed section of the same type.

Indicator values P i Depending on the type of defect, they are given in Table 8, Appendix 10.

Partial coefficient Krs 8 determined only for those areas where the presence of cracks, rutting, subsidence or breaks (opened abysses) is visually established, and the coefficient of security of the design speed for evenness Krs 6 less than the standard comprehensive indicator of the transport and operational condition of the road (Krs 6< КПн).

The influence of rutting on the design speed (Krs 9)

Partial coefficient of probability of design speed, taking into account the influence of rut depth Krs 9 determined according to Table 9, Appendix 10. The procedure for determining the rut depth using a simplified method using a two-meter rod and the method for processing measurement results are described in Section 3.

Methods for preventing the formation of ruts, organizational and technical measures to reduce the rate of rutting, as well as methods for eliminating ruts should be prescribed in accordance with the recommendations of the DMMD.

EXAMPLE OF ASSESSMENT OF TRANSPORT AND OPERATIONAL CONDITION (TES)

ROADS

We begin the assessment of the transport and operational condition of the road by establishing general data about the road being reconstructed and objective information about it technical level(TU) and operational condition (ES).

1. General information about the road:

Title: highway Talinka village - Lovinskoye village, Khanty-Mansi Autonomous Okrug-Yugra;

Site address KM 0+500 – KM 2+700;

The length of the assessed area is 2200 m;

Purpose of the road: provides transport connections between the cities of Sovetsky, Nyagan, Urai and the administrative center of the Khanty-Mansiysk Autonomous Okrug;

2. Situational features in the right of way and natural and climatic conditions of the area:

Road climate zone (RCZ) – II;

The terrain is rugged;

Type of terrain for moisture - 1;

Location of adjacent (intersecting) roads: village. Talinka PK 11+60 (left).

3.Motion characteristics:

Actual traffic intensity, vehicles/day:

Nf= 2500 in the section PK 5+00 – PK 11+60;

Nf= 2460 on the section PK 11+60 – PK 27+00;

Composition of traffic along the entire length of the road:

Freight and road trains – 60%;

Passenger cars – 38%;

Buses and other vehicles that do not transport cargo – 2% or less.

Data on the characteristics of traffic flow were taken based on the results of observing the actual traffic intensity in two sections (before and after the adjacent road on PC 11+60). The traffic measurement results showed a discrepancy of less than 3% for all main parameters of traffic flow (including the share of freight). Therefore, the entire section (PK 5+00 – PK 27+00) in terms of traffic intensity can be taken as one characteristic one.

4. Characteristics of road pavement:

Type of road pavement (see Fig. 1);

∙ lightweight PC 5+00 – PC 11+60;

∙ transitional PC 11+60 – PC 27+00;

Type of coverage:

∙ from asphalt concrete mixture Bx, grade I with PC 5+00 – PC 11+00;

∙ crushed stone with PC 11+00 – PC 27+00.

The shoulders are not reinforced along the entire length of the road, without reinforced edge strips.

Designed to select materials and structures for strengthening roadsides. Take into account the provisions of the current regulatory documents on design, construction and repair of highways, organization and ensuring traffic safety on them.

ODN 218.3.039-2003

INDUSTRY ROAD STANDARDS

STRENGTHENING ROADWARDS
HIGHWAYS
(in returnVSN 39-79)

MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION
STATE ROAD SERVICE
(ROSAVTODOR)

Moscow 2003

INTRODUCTION

ODN 218.3.039-2003. Strengthening road shoulders was developed to replace VSN 39-79 “Technical instructions for strengthening road shoulders.”

These standards are intended for the selection of materials and structures for strengthening roadsides. They take into account the provisions of current regulatory documents on the design, construction and repair of highways, organization and ensuring traffic safety on them.

The document was developed at the State Enterprise “Rosdornii”, Ph.D. tech. Sciences Yu.R. Perkov, engineer A.P. Fomin.

Please send comments and suggestions to the address: 125493, Moscow, st. Smolnaya, 2, State Enterprise "Rosdornii".

1. GENERAL PROVISIONS

1.1. These Standards develop the provisions of SNiP 2.05.02-85, SNiP 3.06.03-85 and “Technical rules for the repair and maintenance of public roads.”

1.2. The standards apply to public roads of categories I - V. They are intended for selecting designs for strengthening roadsides, materials and technology for carrying out work on roads under construction, reconstruction and operation.

1.3. Roadsides are strengthened to increase speed bandwidth highways, traffic convenience and safety. In unfavorable soil and hydrological conditions, strengthening the shoulders protects the roadbed from the penetration of surface water and protects the roadway from destruction and pollution.

Strengthening the shoulders ensures a more complete transfer of snow in winter, facilitates road maintenance, as well as the organization of traffic during repair work on the roadway.

Zone I with calculated in winter lasting 125 days a year or more. This zone consists of two subzones:

subzone IA - the duration of the winter period is 180 - 260, and transition periods 20 - 60 days; subzone IB - the duration of the winter period is 140 - 180, and the transition periods are 60 - 100 days.

Zone II with estimated transition periods ranging from 14 to 110 days and a winter period of less than 125 days per year.

Zone G - mountainous areas.

2.3. In the event of a significant influence on the condition of the soil of the working layer of the roadbed by surface water, simultaneously with the strengthening of the roadsides, measures are taken to protect it from surface water.

The maximum dimensions of individual damage to the coating of the edge reinforcing strip should not exceed a length of 15 cm, a width of 60 cm and a depth of 5 cm with their total area on roads with a traffic intensity of 5 m2, 7 m2 and 10 m2, respectively, per area of ​​1000 m 2.

Rice. 1. Map of zoning of Russian territory according to traffic conditions

2.10. During the feasibility study, it is allowed to increase the width of the shoulder reinforcement according to the type of edge reinforcement strip to the values ​​of SNiP 2.05.02-85 under conditions of significant influence of weather and climatic factors on the nature, probability and duration of unfavorable condition of the road surface and traffic conditions, taking into account operating experience. For zone I (see), data can be used taking into account the types of stop strip strengthening for roads indicated in the table III - IV categories.

Note.Columns 1, 2,3 - when the percentage of equipment with machines and equipment for winter maintenance of the road is respectively higher than 70%, 50 - 70%, less than 50%; *) in the absence of the required SNiP widening of the roadway.

2.17. When reconstructing a road or repairing it, strengthening of the shoulders is carried out taking into account the possible need to change the water-thermal regime of the roadbed in terms of its protection from surface water and preventing the formation of abysses on the road. The choice of solution is made on the basis of road survey data, incl. and for the period of construction and repair work.

2.18. When constructing pavement in stages on the roadway or long breaks between the construction of its individual layers, the order of strengthening the shoulders is prescribed depending on the stipulated stages and their duration. As a rule, it is necessary to provide for the strengthening of roadsides also in stages, as the road pavement is constructed.

2.19. If it is necessary to install longitudinal trays to intercept and drain surface water from the roadway surface, they are placed outside the part of the shoulder reinforced with organic binding materials - preferably at the border of the stopping and edge strips and in any case outside the edge reinforcement strip.

2.20. Structures for strengthening the sides of operating roads, when constructed independently, are assigned separately for reinforcing and stopping strips on the basis of a calculated justification for their strength (). At the same time, for reinforcing strips, the repetition of loading is taken into account (the probable number of vehicle entries in the conditions under consideration), and the calculation itself is performed taking into account all the strength criteria provided for the pavement of the carriageway.

Within the limits of stop strips, the strengthening structure, as a rule, is designed for continuous single loading according to the shear criterion (roads III - IV). When justified, it is possible to calculate according to all criteria for assessing strength provided for calculating the pavement of the carriageway. This solution is possible primarily for individual sections of high roads. technical categories(see -), incl. where, due to high traffic intensity, there is a need, according to operating experience, to systematically pass traffic along the reinforcement and stopping lanes during periods of restricted travel or during individual short-term “peak” periods of increased traffic intensity, when widening the road surface of the carriageway is impractical or impossible due to technical and economic conditions .

3. SELECTION OF ROAD ROAD REINFORCING STRUCTURES

3.1. The choice of a design for strengthening roadsides that meets traffic conditions and the requirements set out above is carried out at the stage of developing a project for the construction, reconstruction or repair of a road. At the same time, in the calculations and selection of the design of the pavement of the roadway during its construction or repair, strengthening, development of measures to eliminate heaves or heaving-hazardous places, it should be taken into account that the installation of reinforcement layers on the side of the road improves the water-thermal regime of the roadbed. The degree of this influence depends on the materials used for strengthening.

3.2. The scope of work when choosing a fortification design includes determining:

The need to install only edge reinforcement or additionally strengthen the stopping strip;

Materials for layering;

Thickness of reinforcement layers.

Rice. 2. Constructive decisions to strengthen roadsides

3.7. To improve the performance of the fortification, especially in difficult soil and hydrological conditions and heavy vehicle traffic, it is advisable to use layers of various materials in the structure. geosynthetic materials.

3.8. To reduce the thickness of the base (other reinforcement layers) or increase the service life of the reinforced roadside, layers with a protective and reinforcing function with a conditional modulus of more than 350 N/cm are used.

3.9. Protective and drainage layers of geosynthetic materials are usually installed at the contact between the base layers and the subgrade. It is advisable to use this solution:

When reconstructing the drainage layer in the roadside area with filling a layer of fine sand with Kf = 1 - 2 m/day;

When the drainage layer is silted and the roadside is strengthened without its reconstruction;

As a measure that reduces the moisture content of subgrade soils in types 2 and 3 terrain according to moisture conditions during II and III road climatic zones (roadsI and III categories) and as an event in regulating the water-thermal regime of the roadbed in areas prone to the formation of heaves, to accelerate water drainage;

When laying a crushed stone layer directly on the ground at their contact.

3.10. Waterproofing layers are used to prevent moisture from atmospheric precipitation from entering the body of the roadbed through unstrengthened or reinforced with permeable material verges in type 2 - 3 terrain according to moisture conditions in road-climatic zones II and III with high actual (calculated) humidity, medium and heavy silty loams , in the presence or danger of formation of abysses. In this case, the value of humidity reduction in calculations can be taken (0.05 - 0.03) W t and (0.03 - 0.01) W t (W t - moisture content at the yield boundary), respectively forII and III road climatic zones 2 and 3 terrain types according to moisture conditions.

3.11. The most economical in terms of one-time capital costs is strengthening roadsides by installing edge reinforcement strips, incl. carried out also by widening the roadway (a, b) and strengthening the stop strip with coarse-grained non-cohesive material. The use of such a solution improves transport and operational performance and helps strengthen the edge of the roadway. However, the design under consideration is effective with a small number of roadside collisions, a small amount of precipitation and subgrade from light soils. Such a solution is also possible as strengthening at the first stage during a two-stage road construction.

3.12. If the subgrade is made of cohesive soils and is subject to increased moisture, it is advisable to use a waterproofing layer in a design of type a, b. In conditions where the urgent task is not to waterproof the subgrade, but to strengthen the structure, instead of waterproofing material, geogrid or other geomaterial with a high deformation modulus can be used.

If HMs have low water permeability (comparable to the water permeability of sandy soils) or there is no need for them to perform the functions of a drainage (waterproofing) layer and a protective layer against water erosion, it is advisable to lay HMs only within the edge reinforcement strip with a small margin (width of HM laying V cm = B 1 + 0.2 m) - , a;

Rice. 3. The main options for using GM in strengthening roadsides:

I - edge reinforcing strip with width B 1;
II - stop lane; III - edge strip; 1 -GM;
2 - strengthening structure; 3 - roadway;
4 - draining soil (sand)

If the HMs perform the function of a drainage layer, and the roadbed is represented by cohesive soils, which are subject to increased moisture and have high deformability in certain periods of the year, the HMs are laid directly on the surface of the roadbed across the entire width of the shoulder with its output on the slope (b). GM is also laid as waterproof screens if additional waterproofing of the subgrade soils is necessary, if the coating of the roadside reinforcement is water-permeable;

If water erosion of the strengthening of the shoulder or part of it (stop strip) is possible, from which, as a rule, the erosion of the slope begins, the GM is laid over the entire width of the shoulder with an outlet on the slope, including on its entire plane ( , c) with backfill on its surface vegetable soil or related material. In this case, it is possible to lay the GM with a slope towards the roadway and bring it to the surface of the shoulder at the edge of the slope ( , d), if this does not contribute to additional moistening of the roadbed (draining soil is located under the GM).

If necessary, use various combinations of GM placement within the roadside (, e).

3.17. When strengthening roadsides on an embankment to be widened, when the contact lines of the old and fill parts are within the fortification structure, to ensure its equal strength, a layer of geosynthetic material is placed at the base of the reinforcement layers (). If the layer must perform the functions of drainage and water removal (a), non-woven synthetic materials with a filtration coefficient of at least 100 m/day are used. If the problem of saving materials, strengthening the structure or strengthening it with waterproofing is solved (, b), more durable and rigid materials are used. In such cases, it is advisable to carry out the edge strengthening strip by widening the roadway. The sealing of the layers in the roadway in this structure must be at least 0.5 m.

Rice. 4. Strengthening structures for strengthening roadsides during
widening of the subgrade and road pavement:

I - edge reinforcing strip; II - stop lane;
III - edge strip; IV - lane for widening the roadway;
1 - protective-drainage strip made of GM; 2 - reinforcing layer made of GM;
3 - boundary of the widened part of the embankment

3.18. When repairing (strengthening) the road structure of a roadway that has a reinforced shoulder, it is advisable to lay a layer of geosynthetic material in the contact zone of the roadway and the edge reinforcing strip (c). As a layer, a mesh or non-woven material with a high modulus of elasticity should be used. If there is insufficient strength old design When strengthening a stop strip, the layer is laid across the entire width of the reinforcement (, g).

3.19. In some cases, with a special feasibility study, it is possible to use geocomposites and spatial geogrids to strengthen roadsides. The use of geocomposites (from two layers of filters with a porous filler between them) is advisable as a protective drainage layer at the contact with the subgrade soil, when the existing drainage layer under the roadway has deteriorated drainage properties during operation. The use of spatial geogrids may be advisable in certain particularly difficult areas where increased damage is observed within the boundaries of the roadside associated with collisions with cars and erosion moving onto the slope.

4. DESIGN OF STRENGTHENING STRUCTURES

4.1. The choice of parameters for strengthening structures is usually made on the basis of calculations. According to ODN 218.046-01, a vehicle with a load of 10 tons per axle, a tire pressure of 0.6 MPa and a footprint diameter equivalent to the wheel footprint of 33 cm for calculating the strengthening of the stopping lane (if the calculation is performed only according to the shear criterion) and 37 cm - edge reinforcing strip.

4.2. The thickness of each layer of the strengthening structure should be taken not lower than the values ​​​​specified in SNiP 2.05.02-85 .

The top layer of reinforcement (covering) is assumed to be of the smallest thickness if, when calculating the structure, its thickness turned out to be less than the values ​​​​specified in SNiP 2.05.02-85.

4.3. The calculated values ​​of the soil moisture content of the subgrade depending on the moisture conditions and the type of fortification coating for use in the calculations of fortification structures are given in.

4.4. If there are heaving soils on the roadsides, they must be replaced with draining soil or non-cohesive strengthening material when performing strengthening work.

4.5 When strengthening roadsides (parts of roadsides) according to the type of permanent or lightweight road pavements with improved coatings on a subgrade made of silty sandy and clayey soils in I- III in road climatic zones with 2 - 3 types of terrain according to moisture conditions, the design must be checked for frost resistance in the same way as that performed when calculating the road pavement of the carriageway in accordance with ODN 218.046-01.

4.6. Calculation of structures for strengthening the edge reinforcing strip is not performed in the following cases:

Devices by widening the pavement of the carriageway or independently with similar characteristics and materials;

Devices for edge reinforcement strips made of prefabricated cement concrete.

Note.Lower humidity values ​​are accepted for light non-silty sandy loams, higher values ​​for silty sandy loams, silty loams and heavy silty loams.

4.8. The value of the required modulus of elasticity of the stop strip reinforcement structure is assumed to be equal to:

When strengthened using asphalt concrete or other cohesive materials in the coating (structures with permanent or lightweight types of road pavement) -120 MPa;

When strengthening with bitumen-mineral mixtures, gravel, crushed stone materials, incl. and treated by impregnation methods, strengthened soils (structures with lightweight and transitional types of road pavements) - 85 MPa.

Tensile stresses in monolithic layers.

4.10. The required minimum value of the modulus of elasticity of the edge strip reinforcement structure is set depending on the number of vehicle collisions , determined by nomogram () depending on the type of coating of the edge reinforcing strip.

4.11. Average daily number of roadside collisionsN ocalculated by the formula

Where A- the coefficient taking into account the number of vehicle collisions with the edge reinforcement strip is taken according to;

N m- number of cars passing on the roadm th brand per day;

S m sum- total reduction coefficient to design load, accepted according to Appendix 1 ODN 218.046-01.

Rice. 5. Nomogram for calculating the required elastic modulus
edge reinforcing strip:
N o - reduced number of vehicle collisions with the edge
reinforcing strip per day;
a - covering made of asphalt concrete, cement concrete,
bitumen-mineral mixtures prepared in the installation;
b - coatings made of bitumen-mineral mixtures, crushed stone and
gravel materials processed by impregnation methods,
sandy and sandy loam reinforced with various
binder soils

Note.If the value of coefficient A is located below the lower limit line, it is necessary to widen the roadway, since strengthening the shoulders at these values ​​of coefficient A can lead to the creation of economically ineffective structures.

4.12. Testing of monolithic layers for bending is carried out in accordance with the provisions of ODN 218.046-01.

4.13. If layers of geosynthetic materials are used in the design of the roadside reinforcement, the value of the design modulus of elasticity of the structure is multiplied by the coefficient 1/a, where a is the indicator adopted according to this document.

5. MATERIALS FOR STRENGTHENING ROADSHEETS

5.1. The following materials are used to strengthen roadsides:

Asphalt concrete of various grades, granular asphalt concrete, fiber asphalt concrete;

Precast cement concrete;

Bitumen-mineral mixtures;

Crushed stone and gravel materials treated with various binders;

Soil reinforced with various binders;

Crushed stone, gravel and other non-cohesive materials, incl. waste from stone crushing production, brick and concrete factories, slag and other local materials;

Soil-crushed stone, soil-gravel mixtures.

5.2. The choice of materials is determined by the requirements, taking into account the characteristics of the materials under load in the appropriate soil and climatic conditions.

5.3. Road construction materials used to strengthen roadsides must comply with the technical specifications for their production and use.

5.4. When strengthening roadsides with low-grade asphalt concrete, to improve properties, it is advisable to use glass fibers or basalt fibers approximately at the rate of 3 - 5% of the volume of the mixture. The design characteristics of asphalt concrete reinforced in this way should be increased by 20%.

5.5. When using soils treated with binders to strengthen roadsides, one should be guided by the provisions of special documents on their use.

5.6. In the context of the need to increase the strength of the structure, strengthen the lack of road building materials, the need to waterproof the roadbed or improve the conditions for water drainage, geosynthetic materials (GM) are used, a group of which includes non-woven, film, mesh materials and spatial geogrids.

Geosynthetic materials must meet the requirements of technical specifications for their production and use, and have biological and chemical resistance to aggressive factors.

The location of the fuel and lubricants in the roadside reinforcement structure (along the width of the shoulder and the depth of the foundation) is determined by the type of fuel and lubricants used and its performance of the above functions.

5.7. Nonwoven GMs are chaotically woven short or long (endless) fibers connected by mechanical, physical or chemical means.

Rice. 6. Materials of roadside reinforcement layers:
1 - asphalt concrete, asphalt granuloconcrete,
fiber asphalt concrete, cement concrete; 2 - crushed stone
materials, slags; 3 - fortified with inorganic
soil binders; 4 - crushed stone, gravel impregnated with binders
materials; 5 - gravel (crushed stone) materials; 6 - soil-gravel, soil-crushed stone materials, waste
production (brick waste, waste from concrete plants,
rocks of coal mines, etc.); 7 - bitumen-mineral mixtures;
8 - bitumen soil

HMs connected mechanically (by needle puncture) usually have high water permeability in all directions and, with sufficient thickness, perform the functions of drainage layers and filters, but have increased deformability. Non-woven fuels and lubricants, joined by stitching or chemically and having a high deformation modulus, do not, as a rule, have water permeability in the horizontal direction, and can perform the functions of reinforcement.

5.8. Woven HMs are distinguished by a regular structure and less deformability than non-woven ones. In the vast majority of cases, they perform the functions of protective and reinforcing, but not draining layers.

5.9. Film HMs differ in waterproofing properties, but usually have lower strength. When using film, you should consider low value shear resistance at contact with the ground, as well as poor resistance to non-traditional loads (crushed stone, gravel).

5.10. Mesh-type materials - geogrids - have high strength and low deformability. They are used as reinforcing layers. The greatest effect is manifested when they are included in layers of cohesive materials. For volumetric reinforcement, i.e. When installing an independent layer of reinforcement on a stop strip (if its width is sufficient), three-dimensional geogrids can be used - geogrids, the cells of which are filled with soil, crushed stone, gravel, reinforced with various binding soils, which together ensure the strength of the layer.

5.11. When strengthening roadsides using reinforcing layers made of geosynthetic materials, they are laid depending on the task being solved:

Under the reinforcement layer, if it is made of non-cohesive materials at the border with the subgrade soil;

At the boundary between reinforcement layers, if both layers are made of cohesive material or one of them is made of non-cohesive material

5.12 Waterproofing protection of roadside soils from the effects of surface water is carried out in the following ways:

Installation of an asphalt concrete layer of minimum thickness;

A device for surface treatment on the top layer of strengthening, and if the strengthening of roadsides is made of soils strengthened with inorganic binders and resins, then with the laying of an intermediate crushed stone layer 5 cm thick;

The use of synthetic film or film-forming materials made from organic binders, laid or applied in a thin layer by spraying onto the base of the lower layer of reinforcement or layer of geosynthetic material;

Lubricate the ends of the pavement with one of the types of organic binders before laying the reinforcement layers.

5.13. Strengthening the edge strip with grass seeding is used in soils with a pH³ 5. For sowing grass vegetable soil must contain the necessary nutrient components. When using poor plant soils, they are enriched with organic and mineral fertilizers.

5.14. When using HM layers in reinforcement structures, it is necessary to check their strength under construction and operational loads in accordance with ODN 218.049-03.

6. TECHNOLOGY AND RULES OF WORK

Note.The numbers in the vertical columns show the order of operations for constructing layers of reinforcement adopted in accordance withdesign option.

6.6. Rolling out rolls and laying GM sheets in working position performed from the downstream (relative to the direction of water flow) side.

Their position is secured by pressing the canvas to the ground after 10 - 12 m with anchors, sprinkling with soil, or crushed stone. Pressing is carried out in order to avoid displacement of the canvas under the action of wind load, laying overlying layers of reinforcement, and also to maintain a small pre-tension.

6.7. If the width of the HM canvases is insufficient, they are laid with an overlap of at least 0.10 - 0.15 m (when creating waterproofing layers - 0.3 m), and if significant tensile stresses may arise at the point of overlap of the canvases, they are connected. The connection is made if:

The ceiling is located within the edge reinforcement strip, and the main function of the GM in the fortification design is reinforcement;

The canvases are laid with access to the slope in order to protect it, and the ceiling is located within 0.5 m from the edge of the slope.

The choice of connection method depends on the type of GM used and the functions it performs in the structure.

6.8. When installing layers of CM, especially waterproofing ones, it is necessary to check the quality of the layout and compliance of the transverse slopes with the design ones, and the quality of the seams connecting the sheets.

6.9. It is advisable to pour the material of the overlying reinforcement layer onto the GM in such a way that the GM (unstabilized) is under the influence of daylight no more than 4 - 5 hours.

The material is dumped using the “hands-on” method without arriving construction machines on open canvases The reinforcement material is unloaded directly onto the laid canvases, pushed, leveled and profiled with a bulldozer and motor grader, after which it is compacted. During construction, sharp turns of tracked vehicles are avoided, as this can lead to damage to the GM canvases.

6.10. The first layer of reinforcement on top of the GM is poured to a thickness no less than required, based on the calculation data for construction loads (see). If coarse-grained material (crushed stone, gravel) is laid on the surface of a GM, and there is no data on the resistance of the GM to unconventional influences, check the possibility of such installation by visually assessing the degree of damage to a GM sample of dimensions 2´ 2 m after construction vehicles pass over the covering layer. If there is damage, a technological layer of fine-grained material with a thickness in a compacted state of at least 5 cm (for films - 10 cm) is poured onto the canvas.

6.11. A layer of geosynthetic material under the spatial geogrid (if necessary) is arranged in accordance with the rules stated above.

6.12. The geogrid is laid by stretching the package and attaching (fixing the position) of the geogrid to the subgrade soil with pins along its entire perimeter.

6.13. The material is poured into the geogrid cells simultaneously to the entire height of the geogrid with a margin of approximately 15 cm to protect the geogrid ribs from being crushed by compaction and transport machines.

6.14. Layout and compaction of the geogrid aggregate material is carried out in the usual way according to SNiP 3.06.03-85.

6.15. Work to strengthen roadsides should be carried out in accordance with current safety regulations. Approximate diagram The location of road signs and barriers during work is shown in.

Rice. 7. Scheme of fencing the work area when strengthening roadsides

7. QUALITY CONTROL

7.1. Quality control of the work is carried out in order to ensure compliance of the parameters of roadside strengthening structures with the requirements of this document and the relevant provisions of GOST R 50597-93, SNiP 2.05.02-85, SNiP 3.06.03-85, VSN 19-89, etc.

7.2. The thickness of the reinforcement layers and transverse slopes are determined by a measuring tool. They should not have deviations from the design values ​​more than specified in SNiP 3.06.03-85 , VSN 19-89 and “Manuals for production quality control in the construction of highways” (hereinafter referred to as the Manual).

7.3. The adhesion of vehicle wheels to the coating must comply with GOST R 50597-93 and be determined in accordance with GOST 30413-96. The evenness of the surface of the reinforced shoulder must comply with the requirements of VSN 38-90, GOST R 50597-93 and determined according to GOST 30412-96.

7.4. Quality control of the construction of structural reinforcement layers is carried out in accordance with the relevant provisions of VSN 19-89 and SNiP 3.06.03-85.

7.5. The quality of the geosynthetic materials used and their installation in the fortification structure is assessed in accordance with VSN 49-86 and the relevant provisions of the Manual.

7.6. The quality of the roadsides used in strengthening building materials is installed in accordance with the provisions of special regulatory and technical documents.

Annex 1

The value of the coefficients for increasing the modulus of elasticity
structures and when introducing layers of geosynthetic
materials

Notes:

1. Upper value and in the table it is taken at E hm³ 60 kN/m, lower - at 35£ E um< 60 кН/м.

2. E o - modulus of elasticity of the subgrade soil.

3. E cf - the average value of the modulus of elasticity of the road structure, determined by the formula

LIST OF REGULATIVE AND TECHNICAL LITERATURE

1. SNiP 2.05.02-85. Car roads. Gosstroy USSR, M., 1986.

2. SNiP 3.06.03-85. Car roads. Gosstroy USSR, M., 1986.

3. SN 25-76. Instructions for the use of soils strengthened with binding materials for the construction of foundations and coatings of highways and airfields. Ministry of Transport of the USSR, 1975.

4. ODN 218.046-01. Design of flexible pavements. GSDH Ministry of Transport of Russia, M., 2001.

5. GOST R 50597-93. Requirements for operational condition acceptable under the conditions of ensuring road safety. Gosstandart of Russia, M., 1993.

6. ODN 218.024-03. Technical rules for repair and maintenance of highways. GSDH Ministry of Transport of Russia, M., 2003.

7. ODN 218.049-02. Rules for the use of geosynthetic materials in the construction and repair of highways. GSDH Ministry of Transport of Russia, M., 2003.

8. VSN 39-79. “Technical guidelines for strengthening roadsides.” Ministry of Road Transport of the RSFSR, Transport, M., 1980.

9. VSN 14-95. Instructions for road construction asphalt concrete pavements. NTU of the Department of Construction. Mosstroylicense, 1995.

10. VSN 7-89. Instructions for the construction, repair and maintenance of gravel surfaces. Ministry of Road Transport of the RSFSR, M., 1989.

11. VSN 25-86. Instructions for ensuring traffic safety on highways. Ministry of Road Transport of the RSFSR, M., 1986.

12. VSN 123-77. Instructions for the installation of coatings and bases made of crushed stone, gravel and sand materials treated with organic binders. Ministry of Transport, M., 1977.

13. Guidelines for the construction of road bases and surfaces from crushed stone and gravel materials. Soyuzdorniy, 1999.

15. On the performance of work to strengthen roadsides. Order of the Ministry of Transport of Russia dated February 14, 2003 No. IS-79-r.

16. Typical recovery solutions bearing capacity subgrade and ensuring the strength and frost resistance of road pavement on heaving sections of roads. Rosavtodor Ministry of Transport of Russia. Order No. 113-r dated June 14, 2002, M., 2002.

17. Recommendations for the calculation and technology of constructing optimal road pavement designs with reinforced layers during the construction, reconstruction and repair of roads with asphalt concrete pavements. FDD Ministry of Transport of Russia, 1993.

19. Temporary building standards. The use of synthetic materials in the construction of non-rigid pavements for highways ( IV - V categories according to SNiP classification 2.05.02-85). 26 Central Research Institute of Moscow Region, JSC "TsNIIStest" Ministry of Construction of Russia, 1999.

20. Methodological recommendations on the technology of reinforcing asphalt concrete pavements with basalt fiber additives (fiber) during the construction and repair of highways. Rosavtodor Ministry of Transport of Russia. Order No. 12-r dated January 11, 2002.

21. Methodological recommendations for the use of technology for reinforcing asphalt concrete pavements with rolled basalt fiber materials in the construction and repair of highways. Rosavtodor Ministry of Transport of Russia. Order No. 333-r, M., 2001.

22. Guidelines on the use of volumetric geogrids of the “geoweb” type in the construction of highways in permafrost areas Western Siberia(for experimental use), FSUE "Soyuzdornii" Gosstroy RF, Balashikha, 2001.

23. VSN 19-89. Rules for the acceptance of work during the construction and repair of highways. M., Transport, 1990.

24. Manual on production quality control during highway construction. Research Center "Engineer", M., 1998.

Strengthening roadsides significantly affects the safety and speed of vehicles, since it prevents dust and dirt from entering the roadway and creates conditions for safe pulling to the side of the road if necessary. This is especially important in the autumn and spring periods of the year.

Reinforced shoulders provide waterproofing of the roadbed, increasing its strength and stability, and prevent destruction of the surface of the shoulders during a collision vehicles. In winter, reinforced roadsides facilitate the transfer of snow during snowstorms and facilitate its removal during

Edge stripes clearly indicate the boundaries of the roadway and give drivers confidence that they will not end up on wet roadside soil .. Coverage on a reinforced roadside strip (0.5-0.75 m) and on a stopping strip (2.5 m) it is recommended construct from cement or asphalt concrete, as well as from binder-treated local stone, gravel and other mineral materials. The surface of the rest of the roadsides is strengthened, depending on the intensity and nature of traffic, the soils of the roadbed and the climate, by sowing grass, scattering crushed stone, gravel, slag and other local coarse materials.

To ensure traffic safety, the coefficient of adhesion between the wheel and the pavement on the side of the road should not differ by more than 0.15 from the coefficient of adhesion on the roadway.

When choosing a design edge strips for non-rigid pavements preference is given to regional strips made of materials treated with mineral binders, including cement.

This edge strip has high mechanical strength and stability, more light color, which helps improve traffic safety; In addition, the technology for constructing an edge strip made of monolithic cement concrete is simplified thanks to the use of narrow-cut concrete pavers

Edge stripes can be arranged from prefabricated slabs of white concrete 6 cm thick on ordinary monolithic concrete; made of monolithic concrete with a thickness of 20-22 cm; made of asphalt concrete laid simultaneously with the roadway surface on the same type of base. In this case, the edge strip is separated from the main coating by a marking line.

Rice. 22.28. Solutions for strengthening roadsides:
I-IV - respectively, an edge reinforcement strip, a stopping strip, a curb edge, a roadway; 1 - layer of geomaterial; 2 - roadside reinforcement layer

The sequence of installation of an edge strip made of monolithic concrete:
a - installation of formwork; b - laying concrete; c - removal of formwork and coating of side surfaces with bitumen; d - laying the covering and filling up the roadsides; 1 - metal frame; 2 - boards placed on edges; 3 - eyes; 4 - base; 5 - concrete; 6 - lubrication with bitumen; 7 – coating

Control

Incoming inspection of materials is divided into qualitative and quantitative. Quality control is carried out by laboratory research in accordance with current state standards no later than 36 hours from the date of receipt of materials, with the results recorded in the incoming control logs. Quantitative control involves monitoring the quality and quantity of materials received upon receipt with registration in the same journals.

Operational control - control technological process execution construction work, which is performed in parallel with the execution of technological operations. The main objectives of operational quality control of work are to ensure the required level of quality in road construction; timely identification of the causes of defects during the performance of work and the adoption of methods for their elimination; increasing the personal and collective responsibility of performers and the engineering department for the quality of road construction work. Operational quality control is carried out in accordance with operational quality control schemes for the production of road construction works

Laboratory control is performed when entrance control incoming building materials, products and structures, operational control construction and installation works, acceptance control, as well as quality inspections. The result of laboratory control is a conclusion about the quality of materials, products, structures and construction work.

Geodetic control provides for instrumental verification of the correctness of construction work in accordance with the geometric parameters of the project and the requirements of the standards, and the rejection of work performed if permissible deviations in geometric dimensions are violated.

Quality assessment and acceptance of completed works and objects is carried out in accordance with the requirements of projects, SNiP, specifications according to the established range of quality indicators.