Strengthening roadsides. Typical solutions for reinforcing roadsides

The main elements of the highway

The main elements of the road are a combination of straight lines, curves and slopes that characterize the road in three dimensions: in plan, longitudinal and transverse profiles.

The route of a road is an imaginary line in space that corresponds to the design position of the axis of the road in relation to the earth's surface. Since the track changes direction in plan and profile when avoiding obstacles, climbing hills and descents, it is a spatial line.

A graphic representation of the route projection onto a horizontal plane, made on a reduced scale, is called the route plan (Fig. 2). Pickets (PC) every 100 m are marked on the route plan, numbers of turning angles, information about the orientation of the straight sections of the route relative to the cardinal points.

The most economical route of the road is a straight line connecting the given points. However, the construction of roads in the shortest direction is hindered by mountains, ravines, swamps, lakes, rivers, as well as the need to pass the road through specified intermediate points. For example, when designing a section of the road route shown in Fig. 2, the deviation from the shortest direct direction was caused by the need to cross the river on its straight section with a convenient approach to the crossing along the gentle slopes of one ravine, bypassing locality and crossing another ravine.

Each change in the direction of the route in the plan is determined by the angle of rotation, which is measured between the continuation of the direction of the route and its new direction. For the convenience and safety of the movement of cars, road breaks are softened by inscribing arcs of a circle or curves with a gradually changing radius of curvature - transition curves - into their angles of rotation.

When a car moves along a curve, a centrifugal force arises perpendicular to the direction of its movement. It has a tipping and shearing effect on the vehicle, causes lateral deformation of the tires, increases tire wear and increases fuel consumption. Therefore, the safety, convenience and economy of car traffic on roads with high speed are possible only for sufficiently large curve radii (3000-5000 m). If it is impossible to provide such a radius due to terrain conditions, design standards highways The following minimum permissible curve radii are established depending on the category of the road: for category I - 1000 m, II - 600 m, III - 400 m, IV - 250 m and V - 125 m.

Rice. 2. Plan of the road section

To increase the stability of the car on curves and improve its control, a single-slope transverse profile is arranged - a turn with a slope of the carriageway and shoulders towards the center of the curve. The transverse or longitudinal slope i of the road is measured in thousandths, called ppm, and denoted by the sign% 0. The slope indicates how much the road surface rises or falls in the transverse or longitudinal direction.

In the USSR, turns are arranged on all curves with radii less than 3000 m on roads of the G category, and 2000 m on roads of other categories. From a gable to a single-slope profile on a turn, they pass within sections A (Fig. 3), called bend breaks. The slope of the turn, depending on the radius of the curve, varies from 20 to 60%. Large values transverse slopes of turns correspond to smaller curve radii.

When driving on a straight horizontal section, the driver of the car sees the road in front of him at a great distance, but when switching to curves, the visibility of the road is significantly reduced. Estimated visibility refers to the length of the path on which the driver must see the road in front of him in order, having noticed an obstacle, to realize its danger and have time to go around or slow down. Estimated visibility on category I roads should be 300-400 m.

In addition to the image of the road in a horizontal projection, vertical sections along the axis of the road are used - longitudinal profiles - and vertical sections perpendicular to the axis of the road - transverse profiles.

Rice. 3. The scheme of the turn on the road

Rice. Fig. 4. Longitudinal profile of the highway: I - at zero marks, II - in the embankment, III - in the excavation

If the natural slope of the terrain along which the road passes exceeds the allowable, then it is made more gentle. To do this, part of the soil is cut or poured. The sections where the road surface after cutting the soil is below the surface of the earth are called cuts, and the sections located on artificially filled soil are called embankments. To establish the height of an earthen structure relative to the zero mark, a conditional system is used in which the ocean level at rest is taken as the zero mark. The countdown is from zero.

A graphic image of a longitudinal profile is one of the main documents on the basis of which a road is built. On the longitudinal profile, a line of the earth's surface and a line corresponding to the marks of the road edge (project line) are depicted. The difference between the marks of these lines, which determines the height of the embankment or the depth of the excavation, is called the working mark. The longitudinal profile also shows which sections of the road are located on the embankment, which are in the recesses, pickets are marked, and information about the magnitude of the slopes is given.

On the transverse profile of the road (Fig. 5) depict structural elements carriageways, roadsides, subgrade slopes, ditches and road lanes.

For the placement of the road, the development of soil from which embankments are poured, the construction of auxiliary structures and the planting of green spaces, a strip of terrain is allocated, called a road strip, or a right of way. Its width is set for the road of category I 39 m, II - 33 m, III - 22 m, IV - 19 m and V - 18 m.

A carriageway is a strip of road surface within which vehicles move. It is usually reinforced stone materials arranging travel clothes. The road surface is made with a slope in the transverse direction to drain water. On roads of category I, independent carriageways are arranged for movement in each direction. Between them, for safety, a dividing strip with a width of at least 2.5 m is left.

Rice. 5. Cross profile of the road:
a - from one carriageway, b - with two carriageways and a dividing strip (road of category I); 1 - outer slope of the ditch, 2 - edge strip, 3 - axis of the road, 4 - edge of the carriageway, 5 - edge of the subgrade, b-internal slope ditch, 7 - subgrade, 8 - roadway, 9-shoulders, 10 - axis of the roadway, U - embankment slope, 12 - dividing strip

For temporary parking of cars, curbs are located on the side of the carriageway. Along the carriageway, on roadsides and dividing strips, reinforcing (edge) strips are laid to prevent the destruction of the edge of the carriageway and ensure traffic safety in the event of an accidental exit of the vehicle's wheels from the pavement.

The line marked on the ground and which is the axis of the road is called the route (Fig. 1). The route consists of straight and curved sections. For better orientation, the route is divided into kilometers and hundred-meter sections, called pickets.

For convenience, the route is considered in two projections: in plan and longitudinal section. A graphical representation of the projection of the route on a horizontal plane, made on a certain scale, is called the route plan. The change in the direction of the track is determined by the angle of rotation formed by the continuation of the direction of the track and its new direction.

Rice. 1. The route of the road

The longitudinal profile of the road (Fig. 2) is the image in the drawing of the section of the earth's surface along the axis of the existing or projected road. The longitudinal profile characterizes the magnitude of the longitudinal slopes of individual sections of the road and the location of the carriageway relative to the surface of the earth.

The natural slopes of the terrain often exceed the allowable for effective use vehicles. In such cases, the slope of the road is made more gentle than the slope of the earth's surface, cutting off part of the soil or, conversely, adding it.

Places where the surface of the road after cutting the soil is below the surface of the earth are called recesses. The places where the road is laid above the surface of the earth, on artificially poured soil, are called embankments.

Rice. 2. Longitudinal profile of the road (the cross-section of the road is shown in the frames)

The strip of land allocated for the location of the road, excavation, for filling embankments, building auxiliary structures and planting green spaces, is called the right of way. Depending on the purpose of the road, the width of this lane varies from 18 to 39 m.

The transverse profile (Fig. 3) is the image in the drawing of the section of the road by a vertical plane perpendicular to the axis of the road.

Rice. 3. Cross profile of the road

The lane along which vehicles are moving is called the carriageway (width 6-14 m), and the lanes adjacent to it are called roadsides. The lane of the carriageway, which falls on one moving car, taking into account its size and the gap on both sides for traffic safety, is called a traffic lane. The width of one lane on roads of categories I, II and III is 3.5 m, on roads of categories IV and V - 3.0 m. durable materials within the roadway. Roadsides are also used for temporary parking and ROAD VEHICLES during road repairs. Separating carriageway from the side, ditch, roadside ensures traffic safety. The earthen mass (strip of land) on which the carriageway and roadsides are located is called the subgrade. It is separated from the surrounding area by inclined planes - slopes and sometimes side ditches, which serve to drain the subgrade and drain water. With high embankments, ditches are not arranged. In the presence of side ditches, two slopes are obtained - external and internal. The line of their intersection is called the edge. roadbed or just the edge of the road.

There are cut-offs on the sides of the subgrade. They have green areas.

The main parts of the road are:
1) subgrade; it is arranged in embankments or in recesses;
2) pavement;
3) road structures - bridges, pipes, overpasses, tunnels and retaining walls, completely or partially replacing the subgrade when the road crosses rivers, ravines, mountain ranges and when the road passes along slopes.

Auxiliary facilities on the road include: buildings serving operating enterprises on the road (telegraph and telephone lines, premises of the road repair and maintenance service); structures and buildings for servicing passenger and freight transport(stations, hotels, warehouses, repair shops, fuel and oil filling points, etc.).

Rice. 4. Subgrade:
a - with ditches; 6 - with lateral reserves; in - with broadened ditches-reserves; g - high embankment; d - transverse profile of the recess

The subgrade is one of the most important road structures, since it is covered with pavement. The transverse profile of the subgrade may have different shape depending on the terrain and on its transverse slope. For each category of road, the corresponding subgrade width is set.

On fig. 4 shows the most common subgrade cross sections.

When constructing a subgrade in an embankment or in a recess, various earthworks are performed.

For the construction of a small embankment (below 0.6 m), soil from several widened side ditches is sufficient. With a greater height of the embankment, the soil is brought from the excavations or taken from the shallow workings-reserves laid near the road.

Reserves are laid closer to the road, since with a decrease in the distance when moving soil from the reserve to the embankment, the cost of earthworks decreases.

When building embankments with a height of 0.6-1 m, the reserve is often combined with a side ditch. In the case of the construction of roads on high embankments, when required a large number of soil, reserves are laid away from the embankment. The strip of land between the adjacent slopes of the reserve and the embankment is called a berm (the width of the berm is at least 2 m).

The side surfaces of the embankment are arranged in the form of leveled slopes. If the soil from the excavation is not moved along the road to the embankments located nearby, then it is used to fill the low areas of the terrain along which the road passes. In case of excess, the soil from the excavation is laid on the edge of the road, parallel to the edge of the excavation, in cavaliers, which are given the correct geometric shape. Their height should not exceed 3 m. Cavaliers are located no closer than 3 meters from the outer edge of the excavation slope.

So that during rain water from the cavalier and the strip does not flow into the recess, a triangular shaft of soil (banquet) is poured between it and the slope.

To Category: - Machines for the construction of cement concrete pavements

ODN 218.3.039-2003

INDUSTRY ROAD REGULATIONS

STRENGTHENING ROAD SHOULDERS

INTRODUCTION

ODN 218.3.039-2003. Strengthening of roadsides was developed to replace VSN 39-79 "Technical instructions for strengthening roadsides".

These standards are intended for the selection of materials and structures for reinforcing shoulders. They take into account the provisions of the current regulatory documents on the design, construction and repair of roads, the organization and provision of traffic safety on them.

The document was developed in the State Enterprise "Rosdornia" Ph.D. tech. sciences Yu.R. Perkov, engineer. A.P. Fomin.

APPROVED by order of the Ministry of Transport of Russia dated May 23, 2003 N OS-461-r

1. GENERAL PROVISIONS

1.1. These Standards develop the provisions of SNiP 2.05.02-85, SNiP 3.06.03-85 and " technical rules repair and maintenance of roads common use".

1.2. The norms apply to public roads of categories I-V. They are designed to select structures for strengthening roadsides, materials and technology for the production of works on roads under construction, reconstruction and operation.

1.3. Strengthening of roadsides is carried out to increase the speed of the throughput of roads, the convenience and safety of traffic. In unfavorable soil and hydrological conditions, strengthening roadsides protect the subgrade from the penetration of surface water, protect the carriageway from destruction and pollution.

By reinforcing the roadsides, they provide a more complete transfer of snow in winter, facilitate the maintenance of the road, as well as the organization of traffic during repair work on the carriageway.

1.4. According to their purpose, the shoulders are divided by width into:

- an edge reinforcement strip serving as a stop for the pavement of the carriageway of the road, arranged, as a rule, together with the carriageway during the construction (reconstruction) of the road or independently on the shoulders and dividing strips during its repair;

- a stopping lane intended for the forced stop of cars. It also includes stopping areas specially arranged on the side of the road or in a remote section for the same purpose;

- an edge strip 0.5 m wide (0.75 m in the presence of protective devices), which serves as a transition zone from the curb to the slope.

1.5. When assigning structures for strengthening roadsides, work technology, along with the provisions of these ODN, regional features should be taken into account in terms of climatic conditions and availability of local materials.

2. REQUIREMENTS FOR STRENGTHENING SHOULDERS

2.1. The design of the fortification and the materials used must ensure entry to the roadside Vehicle with the calculated load, speed and repetition of collision without the occurrence of deformations exceeding in magnitude and nature those allowed by the current "Technical Rules for the Repair and Maintenance of Public Highways".

2.2. Parameters, structures for reinforcing roadsides are assigned taking into account the influence of weather and climatic factors on the condition of the road surface and traffic safety.

At the same time, the duration of the winter and transitional (autumn and spring) periods, when reinforced roadsides work most efficiently, is of particular importance. In accordance with this, the territory of Russia is divided into the following zones (Fig. 1):

- Zone I with calculated winter period 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 the transition periods are 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 of 14 to 110 days and a winter period of less than 125 days per year.

- Zone G - mountainous areas.

Fig.1. Map of the zoning of the territory of Russia according to traffic conditions

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

2.4. Edge reinforcing and stopping lanes are not intended for the systematic movement of vehicles. They are separated from the carriageway by a solid marking line, with the exception of special areas for stopping cars, where intermittent markings are arranged.

2.5. Strengthening of roadsides is carried out in the first place in the most difficult areas.

These include:

- sections with traffic intensity higher than specified in SNiP 2.05.02-85;

- sites in difficult soil and hydrological conditions;

- settlements;

Approaches to the places of intersections and junctions of roads on the same level;

- sections of roads with poor visibility;

- curves of minimum radius and less than the minimum in plan, maximum longitudinal slopes according to SNiP 2.05.02-85;

- ramps and entrances of intersections and junctions of roads at different levels and approaches to them;

- snow-covered areas;

- windy and foggy areas.

2.6. Surface elevation hardened shoulder, not separated from the carriageway by a curb (the curb is arranged, as a rule, within urban-type settlements and areas where service points are located), should not be lower than the level of the carriageway by more than 4 cm. Elevation of the shoulder above the carriageway in the absence of a curb is not allowed .

2.7. The coating of the edge reinforcement strip must have a coefficient of adhesion not less than the coefficient of adhesion for the carriageway.

2.8. The evenness of the coating of the edge reinforcement strip must comply with the requirements of Table 2.1.

Table 2.1


A group of roads and streets according to their transport and operational characteristics	Coating condition by evenness		Permissible damage limit per 1000 m of coating, no more than, m
	Evenness index according to the PKRS-2 device, cm/km, no more	The number of gaps under the 3-meter rail,%, no more
Highways with a traffic intensity of more than 3000 vehicles/cyt
The same, 1000-3000 vehicles/cyt
The same, less than 1000 vehicles/cyt

Notes: 1. The number of gaps is calculated by values exceeding those specified in SNiP 3.06.03-85.

2. Values for the spring period are given in parentheses.

The limiting dimensions of individual damages to the coating of the edge reinforcement strip should not exceed 15 cm in length, 60 cm in width and 5 cm in depth, with their total area on roads with traffic intensity according to Table 2.1, respectively 5 m, 7 m and 10 m per area of 1000 m.

2.9. The width of the edge fortification strip of roads under construction, reconstruction and operation of categories I-II is taken equal, as a rule, to 0.75 m, Ill-IV categories - 0.5 m.

The edge fortification strip for roads of category V is assigned only in the case of an appropriate feasibility study, taking into account clause 1.5 and a width of not more than 0.5 m.

The width of the fortified stop strip is determined as the difference between the total width of the curb and the sum of the widths of the edge fortification and edge strips, taking into account clause 1.4.

2.10. In the course of a feasibility study, it is allowed to increase the width of the curb reinforcement according to the type of edge reinforcement strip to the values of SNiP 2.05.02-85 in conditions of a significant influence of weather and climatic factors on the nature, probability and duration of an unfavorable state of the road surface and traffic conditions, taking into account operating experience. For zone I (see clause 2.2), the data of Table 2.2 can be used, taking into account the types of strengthening of the stopping lane indicated in the table for roads of III-IV categories.

Table 2.2


Stop strip reinforcement material	Additional increase in the width of the fortification according to the type of edge fortification strips in the areas
		with curve radius* in plan<600 м	with railings

Crushed stone or gravel
sowing herbs
No fortification

Note. Columns 1, 2, 3 - if the percentage of equipment for the winter maintenance of the road is above 70%, 50-70%, less than 50%, respectively;
_________________
* in the absence of the required SNiP widening of the carriageway.

2.11. The total width of the shoulder can be reduced in relation to the provisions of SNiP 2.05.02-85 with appropriate justification and development of measures for the organization and safety of traffic for roads of categories I and II to at least 1.5 m, for roads of other categories to at least 1.0 m in cases:

- increasing the width of the carriageway at the expense of roadsides (areas of location of additional traffic lanes, transitional and high-speed lanes, with a radius of curves in the plan of not more than 1000 m);

- passage of the route in special conditions (particularly difficult sections of mountainous terrain, especially valuable agricultural land).

2.12. On roads of categories I-III, as well as category IV with a lightweight type of coverage, if the curb is reduced for some reason (see clause 2.11) and the subgrade is not widened, strengthening on the stop lane is taken similarly to strengthening the edge reinforcement strip.

2.13. Strengthening the curb on the widened subgrade strength must comply with the requirements of this document. Equal strength of the fortification structure must be ensured in the area of the junction of the old and the backfilled part of the widening of the embankment.

2.14. Cross slopes when strengthening roadsides should be taken in accordance with the requirements of current regulatory and technical documents.

With a single-slope transverse profile (turns), the transverse slope must correspond to the slope of the carriageway. With a dual-slope transverse profile, the transverse slope is assigned depending on the roadside strip (clause 1.5) and the type of strip reinforcement.

The edge fortification strip, which has a fortification coating similar to that of the carriageway, must have a transverse slope of the carriageway. With a different type of coating, the transverse slope according to SNiP 2.05.02-85 must exceed the slope of the carriageway by 10-30%, depending on the type of fortification, and be:

- 30-40‰ when reinforced with materials using a binder;

40-60‰ when reinforced with gravel, crushed stone, small-sized concrete tiles;

- 50-60‰ with biological strengthening (sowing grasses, turfing).

2.15. Coatings of structures for strengthening the shoulders of highways passing through settlements and agricultural land should not contain materials that contribute to dust formation, and in settlements additionally have carcinogenic properties.

2.16. The pavements of reinforced roadsides must differ in color and appearance from the pavement of the carriageway or be separated by markings in accordance with clause 2.4.

2.17. During the reconstruction of the road or its repair, the strengthening of the shoulders is carried out taking into account the possible need to change the water-thermal regime of the subgrade in terms of its protection from surface water and the prevention of the formation of deeps on the road. The decision is made on the basis of road survey data, incl. and for the period of construction and repair work.

2.18. When the pavement is staged on the carriageway or there are long breaks between the construction of its individual layers, the procedure for strengthening roadsides is prescribed depending on the stages provided for and their duration. As a rule, it is necessary to provide for the strengthening of roadsides also in stages, as the pavement is being built.

2.19. If it is necessary to arrange longitudinal trays for intercepting and draining surface water from the roadway, they are placed outside the part of the curb reinforced with organic binders - preferably at the border of the stopping and edge strips and in any case outside the edge reinforcement strip.

2.20. The structures for reinforcing the roadsides of operated roads during their independent construction are assigned separately for the fortification and stopping strips on the basis of the calculated justification of their strength (Section 4). At the same time, for reinforcing strips, the repetition of loading is taken into account (the probable number of vehicle arrivals in the conditions under consideration), and the calculation itself is performed taking into account all the strength criteria provided for the pavement of the roadway.

Within the stopping lanes, the reinforcement 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 the criteria for assessing the strength provided for the calculation of the pavement of the carriageway. Such a solution is possible, first of all, for certain sections of roads of high technical categories (see clauses 3.3-3.6), incl. where, due to high traffic intensity, there is a need, according to operating experience, to systematically pass the flow along the reinforcement and stopping lanes during periods of travel restrictions or in certain short-term "peak" periods of traffic growth, when the widening of the pavement of the carriageway is impractical or impossible due to technical and economic conditions .

3. SELECTION OF STRENGTHENING SHOULDERS

3.1. The choice of a roadside reinforcement design that meets the 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 the road. At the same time, when calculating and choosing the design of the road pavement of the carriageway during its construction or repair, strengthening, development of measures to eliminate abysses or heap-prone places, it should be taken into account that the device on the side of the reinforcement layers improves the water-thermal regime of the subgrade. The degree of this influence depends on the materials used for strengthening.

3.2. When choosing a fortification design, the scope of work includes the definition of:

- the need to install only the edge reinforcing or additionally and strengthening the stopping lane;

- materials for the arrangement of layers;

- thickness of reinforcement layers.

3.3. The edge fortification and stopping lanes on federal roads with indexes "E" and "M", on other federal roads, where the design and estimate documentation provides for the construction of a dividing strip with the installation of a barrier fence, are strengthened according to the type of pavement of the roadway.

3.4. The marginal fortification strip on operated roads of categories I-IV during independent work is strengthened in accordance with the provisions of this document, SNiP 2.05.02-85 and the "Technical rules for the repair and maintenance of public roads", on roads under construction - according to the type of pavement of the roadway by its broadening.

3.5. The stopping lane on roads under construction and in operation of categories I-IV is strengthened in accordance with the provisions of this document, primarily in places:

- settlements and approaches to them;

- approaches to intersections and junctions in one level;

- approaches to artificial structures, especially if a bicycle path is needed;

- concentration of accidents by road conditions;

- location of road service points, viewing platforms and recreation areas, near monuments, etc., associated with the possibility of frequent stops of vehicles;

- unsecured visibility, wind and fog hazard;

- curves less than the minimum radius, with longitudinal slopes greater than the maximum according to SNiP 2.05.02-85.

3.6. Coatings of cohesive materials on the stopping lanes of roadsides (in addition to those specified in clause 3.3) are performed during justification (Fig. 2, c, d, e):

- on roads of categories I-III in the zone of urban-type settlements and on approaches to them at a distance of at least 100 m;

- on sections between settlements of roads of categories I-II with traffic intensity above 25,000 vehicles / cyt;

- at the approaches to the intersections, junctions and exits of roads at the same level, at a distance of at least 100 m (200 m in unfavorable ground conditions) for roads of categories I-II and at least 50 m and 25 m for roads of categories III and IV, respectively with capital and lightweight types of coatings;

- at the approaches to the places of intersections and junctions of roads at different levels, where the device of transitional speed lanes is not provided, at a distance from the intersection axis of at least 150 m;

- in places where public catering, trade, car maintenance, etc. points are located, stipulated in SNiP and other regulatory documents;

- on sections of roadsides of categories I and II as separate areas for stopping cars with a traffic intensity exceeding the values \u200b\u200bspecified in SNiP;

- on sections of roads of categories I and II, where the traffic intensity for the first 5 years of operation exceeds 50% of the estimated prospective one;

- on the sides of left-side exits, intersections and junctions at different levels;

- directly at the entrances and exits of intersections and junctions of roads at different levels. As an exception, under these conditions, roadsides can be reinforced with a strip with a width of at least 0.5-0.75 m.

In other cases, when strengthening roadsides, the structures shown in Fig. 2, a, b, e are used.

Fig.2. Constructive solutions for strengthening roadsides

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

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

3.9. Protective and draining layers of geo synthetic materials are arranged, as a rule, at the contact between the layers of the base and the subgrade. This solution is useful for:

- when reorganizing the drainage layer in the area of roadsides with filling a layer of fine sands with = 1-2 m/day;

- with a silted drainage layer and strengthening of the roadside without its reconstruction;

- as a measure that reduces the moisture content of subgrade soils in type 2 and 3 terrain according to moisture conditions in II and III road-climatic zones (roads of categories I and III) and as an activity in regulating the water-thermal regime of the subgrade in areas prone to formation abysses, to speed up the drainage of water;

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

3.10. Waterproofing layers are used to prevent the ingress of moisture from atmospheric precipitation into the body of the subgrade through unreinforced or reinforced with permeable roadside material at type 2-3 terrain according to moisture conditions in II and III road-climatic zones at high actual (calculated) humidity, medium and heavy silty loams , in the presence or danger of formation of abysses. In this case, the value of the decrease in humidity in the calculations can be taken as (0.05-0.03) , and (0.03-0.01) ( - humidity at the yield point), respectively, for II and III road-climatic zones 2 and 3 type of terrain according to moisture conditions.

3.11. The most economical in terms of one-time capital costs is the strengthening of roadsides with the device of an edge fortification strip, incl. carried out also by widening the roadway (Fig. 2, a, b) and strengthening the stopping lane with coarse-grained non-cohesive material. The use of such a solution improves the transport and operational performance, contributes to the strengthening of 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 a subgrade of light soils. Such a solution is also possible as a reinforcement at the first stage in 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 structure according to the type of Fig. 2, a, b. In conditions where the urgent task is not to waterproof the subgrade, but to strengthen the structure, a geogrid or other geomaterial with a high deformation modulus can be used instead of a waterproofing material.

3.13. Strengthening according to Fig. 2, c, d, e is the most capital. This design has a positive effect on the water-thermal regime of the subgrade. The degree of soil moisture reduction depends on the materials used in the construction and ranges up to 0.05. The use of interlayers of geosynthetic materials or geogrids in such structures is aimed at saving road building materials, increasing the strength of the fortification structure, draining the water that has entered the subgrade or protecting it from moisture accumulation.

3.14. A similar design, but with an edge reinforcement strip made by widening the carriageway, is appropriate for the construction, reconstruction or repair of the road associated with the widening of the pavement of the carriageway, at the first stage in the two-stage construction of the road with a significant number of stopping vehicles.

3.15. The design according to Fig. 2, b, f is used when the materials for strengthening the edge and stopping strips (mainly the coating) differ from each other. So, the edge reinforcement strip has a coating of asphalt concrete or is made of cement concrete, and the stopping strip is reinforced with crushed stone, gravel, slag or other non-cohesive material. The decrease in subgrade moisture in such a design is possible by no more than 0.02. It is most expedient to use it in light soil and climatic conditions, with low traffic intensity or in places where vehicles rarely stop, at the first stage with a two-stage road construction.

3.16. Protective and reinforcing interlayers made of non-woven geosynthetic materials, which in some cases also perform the functions of drainage (waterproofing), are used when reinforcing roadsides in order to reduce the consumption of other building materials, strengthen the fortification structure, protect it from water erosion, and the working layer of the subgrade - from additional moistening by surface waters, strengthening the edge zone of the road pavement.

The main options for design solutions are shown in Fig. 3:

- if the GM have low water permeability (commensurate with the permeability of sandy soils) or there is no need for them to perform the functions of a draining (waterproofing) and protective layer against water erosion, it is advisable to lay the GM only within the marginal fortification strip with a small margin (laying width of the GM) - Fig.3, a;

- if GM perform the function of a drainage layer, and the subgrade is represented by cohesive soils that are subject to increased moisture and have high deformability in certain periods of the year, GM is laid directly on the surface of the subgrade along the entire width of the roadside with its withdrawal to the slope (Fig. 3, b) . Also, GM is laid as waterproof screens if additional waterproofing of subgrade soils is necessary, if the roadside reinforcement coating is permeable;

- if water erosion of the strengthening of the curb or its part (stop lane) is possible, from which, as a rule, the erosion of the slope begins, the GM is laid over the entire width of the curb with the withdrawal to the slope, including its entire plane (Fig. 3, c ) with backfilling of vegetable soil or the corresponding material on its surface. In this case, it is possible to lay the HM with a slope towards the roadway and bring the shoulder to the surface at the edge of the slope (Fig. 3, d), if this does not contribute to additional wetting of the subgrade (draining soil is located under the HM).

Fig.3. The main options for the use of GM in the strengthening of roadsides

Fig.3. The main options for the use of GM when strengthening roadsides:

I - edge fortifying strip width; II - stopping lane; III - trim strip;
1 - GM; 2 - fortification design; 3 - roadway; 4 - draining soil (sand)

If necessary, various combinations of GM placement within the roadside are used (Fig. 3, e).

3.17. When reinforcing roadsides on a widened embankment, when the contact lines of the old and loose parts are within the fortification structure, to ensure its equal strength, a layer of geosynthetic material is placed in the base of the fortification layers (Fig. 4). If the interlayer must perform the functions of drainage and water removal (Fig. 4, a), non-woven synthetic materials are used with a filtration coefficient of at least 100 m/day. If the problem of saving materials, strengthening the structure or strengthening it with waterproofing is solved (Fig. 4, b), more durable and rigid materials are used. In such cases, it is advisable to carry out the edge reinforcement strip by widening the roadway. The sealing of layers in the carriageway in this structure should be at least 0.5 m.

Fig.4. Reinforcing structures for reinforcing roadsides when widening the subgrade and pavement

Fig.4. Strengthening the structures for strengthening roadsides with the widening of the subgrade and pavement:

I - edge fortification strip; II - stopping lane; III - trim strip; IV - broadening band
roadway; 1 - protective-draining strip of GM; 2 - reinforcing layer of GM;
3 - the border of the widened part of the embankment

3.18. When repairing (strengthening) the road structure of the carriageway with the strengthening of the shoulder, it is advisable to lay a layer of geosynthetic material in the contact zone of the carriageway and the edge reinforcement strip (Fig. 4, c). As an interlayer, a mesh or non-woven material with a high conditional modulus of elasticity should be used. In case of insufficient strength of the old structure for strengthening the stopping lane, the layer is laid over the entire width of the fortification (Fig. 4, d).

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 (two layers of filters with a porous filler between them) is advisable as a protective-draining layer in contact with the subgrade soil, when the existing drainage layer under the roadway has drainage properties deteriorated during operation. The use of spatial geogrids may be appropriate in some particularly difficult areas, where increased damage is observed within the curb associated with collisions with cars and washouts moving onto the slope.

4. DESIGN OF FORTIFICATION STRUCTURES

4.1. The choice of parameters for strengthening structures, as a rule, is made on the basis of calculations. According to ODN 218-046-01, a car with a load of 10 tons per axle, a tire pressure of 0.6 MPa and a print diameter equivalent to the wheel track of 33 cm is taken as a calculated one for calculating the strengthening of the stopping lane (if the calculation is performed only by the shear criterion) and 37 cm - edge reinforcement strip.

4.2. The thickness of each layer of the reinforcement structure should be taken not lower than the values \u200b\u200bspecified in SNiP 2.05.02-85. The upper layer of reinforcement (coating) is taken to be of the smallest thickness if, when calculating the structure, its thickness turned out to be less than the values \u200b\u200bspecified in SNiP 2.05.02-85.

4.3. The calculated values of soil moisture content of the subgrade, depending on the conditions of moisture and the type of fortification cover for use in the calculations of fortification structures, are given in Table 4.1.

Table 4.1


Road- climatic zone	Terrain type according to moisture conditions
		Asphalt concrete	cement concrete	bitumen soil	Crushed stone at density, g/cm	Sand and gravel mixture

In the process of road reconstruction, in many cases, roadsides are rebuilt or re-fortified, destroyed slopes of embankments and cuts are restored and strengthened.

Strengthening the shoulders significantly affects the safety and speed of vehicles, as it prevents dust and dirt from entering the roadway, creates conditions for a safe exit to the side of the road if necessary.

This is especially important in the autumn-spring periods of the year. Reinforced shoulders provide waterproofing of the subgrade, increasing its strength and stability, and preventing the destruction of the surface of the shoulders when hit by vehicles. AT winter time Reinforced shoulders help transport snow during blizzards and make it easier to remove during snow clearing.

Pairing the pavement directly with the dirt shoulder is unfavorable for the operation of the road. The water flowing down from the carriageway softens the dirt shoulder, which is often rutted, and flows in the direction of the longitudinal slope along the edge of the pavement.

Water erodes the soil along the edge of the pavement, washes away the pavement and penetrates into the base. The strength of the pavement is reduced, the passage of cars along the weakened lane leads to the formation of cracks in the pavement and breaking off of its edges.

In addition, the soil from the curb is carried by the wheels onto the pavement, its edge becomes poorly distinguishable from the curb, and drivers, trying to stay away from the edge, drive to the middle of the carriageway, which leads to the actual narrowing of the carriageway and increases the risk of traffic accidents.

Under these conditions, the widening of the carriageway by 0.5-1.0 m is also ineffective. Therefore, it is necessary to strengthen the shoulders, especially along the edge of the pavement.

Strengthening roadsides, especially those made of loamy soil, and laying edge strips on them significantly increase traffic safety. When it rains, accidental wheeling of the vehicle on the side of the road can lead to an accident.

The edge stripes clearly indicate the boundaries of the roadway and give drivers confidence that they will not fall into the soggy soil of the shoulders. This allows them to travel faster.

In the presence of a border strip and a reinforced shoulder, the capacity of roads with a two-lane carriageway increases by 15-30%.

In addition, the edge strips give the road a finished look and beautiful design. In accordance with SNiP 2.05.02-85, coatings on edge reinforced strips and on roadsides must differ in color and appearance from roadway coatings or be separated by markings. The roadsides must be strong enough to allow vehicles to ride on them.

To ensure traffic safety, the coefficient of adhesion of a coated wheel on the side of the road should not differ by more than 0.15 from the coefficient of adhesion on the carriageway.

To protect roadsides and slopes of the subgrade from erosion on road sections with longitudinal slopes of more than 30‰, with embankments more than 4 m high, in places of concave curves in the longitudinal profile, longitudinal trays and other structures are installed to collect and drain water flowing from the carriageway.

Dividing lanes on roads of category I are connected with the carriageway by arranging reinforced lanes on the dividing strip. The rest of the dividing strip is strengthened by sowing grasses or planting shrubs located at a distance of at least 1.75 m from the edge of the carriageway.

The edge strips can be made from 6 cm thick prefabricated white concrete slabs on normal cast-in-situ concrete; from monolithic concrete thickness 20-22cm; from asphalt concrete laid simultaneously with the pavement of the roadway on the same type of base. In this case, the edge strip is separated from the main coating by a marking line.

The minimum necessary is the strengthening of roadsides by the device of the edge reinforcement strip, including that performed by widening the carriageway. This improves the transport and operational performance of the road, helps to strengthen the edge of the carriageway, however, it is effective with a small number of roadside collisions, a small amount of precipitation and a subgrade of light soils.

In conditions of intensive use of the stopping strip, in difficult soil and climatic conditions, the design of the edge fortification and stopping strips can be taken as a single one (Fig. 57).

This design has a positive effect on the water-thermal regime of the subgrade.

The use of geosynthetic materials in structures is dictated by the need for waterproofing, additional drainage or reduction in the consumption of road construction materials by increasing the strength of the structure.

If it is necessary to strengthen the road structure in the reinforcement layers or under them, reinforcing materials, including geogrid, geoweb, etc., are laid in contact with the drainage layer.

Rice. 57. Solutions for strengthening roadsides: I-IV - respectively, the edge fortification strip, stopping strip, bridging part of the roadside, carriageway; 1 - layer of geomaterial; 2 - a layer of curb reinforcement.

This solution is useful for:

When reorganizing the drainage layer in the area of roadsides with filling a layer of fine sands with K f = 1-2 m/day;

With a silted drainage layer and strengthening of the roadside without its reconstruction;

As a measure to reduce the moisture content of subgrade soils in the 2nd and 3rd types of terrain according to the conditions of moisture in the II and III road-climatic zones (roads of categories I-III) and as an activity in regulating the water-thermal regime of the subgrade in areas , prone to the formation of abysses, to accelerate the removal of water;

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

When laying edge concrete slabs along the existing pavement, the following work steps are performed:

They arrange a ditch for the edge strip on the side of the road;

Align the edges of the old coating, usually having bumps, sagging, etc.;

Align the base with the distribution of the leveling material;

Lay and compact a layer of cement concrete mixture;

Lay white concrete slabs with careful adjustment to the edge of the coating and pouring cement mortar for leveling; sprinkle soil from the side of the roadside and compact it;

Fill transverse and longitudinal seams with bitumen, bituminous mastic or cement mortar;

Organize the care of the edge strips to avoid the arrival of cars on them until the concrete has completely hardened.

Plates are used with a width of 0.75 and a thickness of 0.2 m. Two-layer slabs are recommended - the lower layer is made of ordinary concrete, and the upper one is made of white or colored concrete. However, as experience shows, with dark asphalt concrete pavements, ordinary concrete slabs also look quite contrasting. A disadvantage of concrete slab edge strips, especially those prepared in steam plants, is that the concrete of the surface layer begins to flake relatively soon and the slabs then collapse.

If it is difficult to obtain ready-made cement concrete slabs, it is more economical to install cast-in-situ concrete edge strips in situ prior to the construction of the pavement.

Are intended for the choice of materials and designs of strengthening of roadsides. They take into account the provisions of the current regulatory documents on the design, construction and repair of roads, the organization and provision of traffic safety on them.

Designation:	ODN 218.3.039-2003
Russian name:	Strengthening roadsides
Status:	valid
Replaces:	VSN 39-79 "Technical instructions for strengthening roadsides"
Text update date:	05.05.2017
Date added to database:	01.09.2013
Date of entry into force:	23.05.2003
Approved:	05/23/2003 Ministry of Transport of Russia (Russian Federation Mintrans OS-461-r)
Published:	Informavtodor (2003)
Download links:

ODN 218.3.039-2003

INDUSTRY ROAD REGULATIONS

Approved

order of the Ministry of Transport of Russia
dated May 23, 2003 No. OS-461-r

STRENGTHENING ROADSIDES
ROADS
(instead ofVSN 39-79)

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

Moscow 2003

INTRODUCTION

ODN 218.3.039-2003. Strengthening of roadsides was developed to replace VSN 39-79 "Technical instructions for strengthening roadsides".

These standards are intended for the selection of materials and structures for reinforcing shoulders. They take into account the provisions of the current regulatory documents on the design, construction and repair of roads, the organization and provision of traffic safety on them.

The document was developed in the State Enterprise "Rosdornia" 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 "Rosdornia".

1. GENERAL PROVISIONS

1.1. These Regulations develop the provisions of SNiP 2.05.02-85, SNiP 3.06.03-85 and the "Technical Rules for the Repair and Maintenance of Public Highways".

1.2. The norms apply to public roads of categories I - V. They are designed to select structures for strengthening roadsides, materials and technology for the production of works on roads under construction, reconstruction and operation.

By reinforcing the roadsides, they provide a more complete transfer of snow in winter, facilitate the maintenance of the road, as well as the organization of traffic during repair work on the carriageway.

Zone I with an estimated winter period of 125 days per year or more. This zone consists of two subzones:

subzone IA - the duration of the winter period is 180 - 260, and the transition periods are 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 of 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 impact on the condition of the soils of the working layer of the subgrade of surface waters, simultaneously with the strengthening of roadsides, measures are taken to protect it from surface waters.

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

Rice. 1. Map of the zoning of the territory of Russia according to traffic conditions

2.10. In the course of a feasibility study, it is allowed to increase the width of the curb reinforcement according to the type of edge reinforcement strip to the values of SNiP 2.05.02-85 in conditions of a significant influence of weather and climatic factors on the nature, probability and duration of an unfavorable state 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 strengthening of the stopping lane for roads indicated in the table III - IV categories.

Stop strip reinforcement material	An additional increase in the width of the fortification along the type of edge fortification strips in the areas
		with curve radius* in plan< 600 м	with railings

Crushed stone or gravel				0,25
sowing herbs
No fortification

Note.Columns 1, 2, 3 - if the percentage of equipment for the winter maintenance of the road is above 70%, 50 - 70%, less than 50%, respectively; *) in the absence of the required SNiP widening of the carriageway.

2.20. The structures for strengthening the shoulders of operated roads during their independent construction are assigned separately for the fortification and stopping lanes on the basis of the calculated justification of their strength (). At the same time, for reinforcing strips, the repetition of loading is taken into account (the probable number of vehicle arrivals in the conditions under consideration), and the calculation itself is performed taking into account all the strength criteria provided for the pavement of the roadway.

Within the stopping lanes, the reinforcement 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 the criteria for assessing the strength provided for the calculation of the pavement of the carriageway. Such a solution is possible primarily for certain sections of roads of high technical categories (see -), incl. where, due to high traffic intensity, there is a need, according to operating experience, to systematically pass the flow along the reinforcement and stopping lanes during periods of travel restrictions or in certain short-term “peak” periods of traffic growth, when the widening of the pavement of the carriageway is impractical or impossible due to technical and economic conditions .

3. SELECTION OF STRENGTHENING SHOULDERS

3.2. When choosing a fortification design, the scope of work includes the definition of:

Necessity of the device only edge strengthening or in addition and strengthening of a stop strip;

Materials for the arrangement of layers;

The thickness of the reinforcement layers.

Rice. 2. Constructive solutions for strengthening roadsides

3.9. Protective-draining layers of geosynthetic materials are arranged, as a rule, at the contact between the base layers and the subgrade. This solution is useful for:

When reorganizing the drainage layer in the area of roadsides with filling a layer of fine sands with K f = 1 - 2 m/day;

With a silted drainage layer and strengthening of the roadside without its reconstruction;

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

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

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

3.11. The most economical in terms of one-time capital costs is the strengthening of roadsides with the device of an edge fortification strip, incl. carried out also by widening the roadway ( , a, b) and strengthening the stopping lane with large fractional non-cohesive material. The use of such a solution improves the transport and operational performance, contributes to the strengthening of 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 a subgrade of light soils. Such a solution is also possible as a reinforcement at the first stage in 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 construction of the type, a, b. In conditions where the urgent task is not to waterproof the subgrade, but to strengthen the structure, a geogrid or other geomaterial with a high deformation modulus can be used instead of a waterproofing material.

If GM have low water permeability (commensurate with the permeability of sandy soils) or there is no need for them to perform the functions of a draining (waterproofing) and protective layer against water erosion, it is advisable to lay GM only within the marginal fortification strip with a small margin (width of laying GM in cm = V 1 + 0.2 m) - , a;

Rice. 3. The main options for the use of GM when strengthening roadsides:

I - edge reinforcing strip with a width of B 1;
II - stopping lane; III - trim strip; 1 -GM;
2 - fortification design; 3 - roadway;
4 - draining soil (sand)

If the GM perform the function of a drainage layer, and the subgrade is represented by cohesive soils that are subject to increased moisture and have high deformability in certain periods of the year, the CM is laid directly on the surface of the subgrade along the entire width of the curb with its withdrawal to the slope (, b). Also, GM is laid as waterproof screens if additional waterproofing of subgrade soils is necessary, if the roadside reinforcement coating is permeable;

If water erosion of the roadside reinforcement or part of it (stop lane) is possible, from which, as a rule, slope erosion begins, the GM is laid over the entire width of the roadside with the output to the slope, including its entire plane ( , c) with backfilling on its surface of vegetated soil or related material. In this case, it is possible to lay the HM with a slope towards the carriageway and bring the shoulder to the surface at the edge of the slope ( , d), if this does not contribute to additional wetting of the subgrade (draining soil is located under the HM).

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

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

Rice. 4. Reinforcing structures for reinforcing roadsides when
widening of subgrade and pavement:

I - edge fortification strip; II - stopping lane;
III - trim strip; IV - widening lane of the carriageway;
1 - protective-draining strip of GM; 2 - reinforcing layer of GM;
3 - border of the widened part of the embankment

3.18. When repairing (strengthening) the road structure of the carriageway with the strengthening of the shoulder, it is advisable to lay a layer of geosynthetic material in the contact zone of the carriageway and the edge reinforcement strip ( , c). As an interlayer, a mesh or non-woven material with a high conditional modulus of elasticity should be used. In case of insufficient strength of the old structure of the reinforcement of the stopping lane, the layer is laid over the entire width of the reinforcement ( , r).

4. DESIGN OF FORTIFICATION STRUCTURES

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

4.2. The thickness of each layer of the reinforcement structure should be taken not lower than the values \u200b\u200bspecified in SNiP 2.05.02-85 .

The upper layer of reinforcement (coating) is taken to be of the smallest thickness if, when calculating the structure, its thickness turned out to be less than the values \u200b\u200bspecified in SNiP 2.05.02-85.

4.3. The calculated values of soil moisture content of the subgrade, depending on the conditions of moisture and the type of fortification coating for use in 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 during the performance of strengthening works.

4.5 When reinforcing roadsides (parts of roadsides) according to the type of capital or lightweight pavement with improved pavements on the subgrade of silty sandy and clay soils in I-III in road-climatic zones with 2-3 types of terrain, according to moisture conditions, the structure should be checked for frost resistance similarly to that performed when calculating the road pavement of the roadway in accordance with ODN 218.046-01.

4.6. The calculation of the reinforcement structures of the edge reinforcement strip is not performed in the following cases:

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

Edge reinforcing strip devices made of prefabricated cement concrete.

Road-climatic zone	Terrain type according to moisture conditions
		asphalt concrete	cement concrete	bitumen soil	Crushed stone at a density, g / cm 3			Sand and gravel
		asphalt concrete	cement concrete	bitumen soil				Sand and gravel
		0,60	0,60-0,65	0,60-0,65	0,70-0,80	0,65-0,70	0,65-0,70	0,65-0,70
		0,65	0,65-0,70	0,65-0,70	0,75-0,85	0,70-0,75	0,70-0,75	0,70-0,75
		0,70	0,70-0,75	0,70-0,75	0,80-0,90	0,75-0,80	0,75-0,80	0,75-0,80
		0,60	0,60-0,65	0,60-0,65	0,65-0,75	0,65-0,70	0,60-0,65	0,60-0,70
		0,65	0,65-0,70	0,65-0,70	0,70-0,80	0,70-0,75	0,65-0,70	0,65-0,75
		0,65	0,65-0,70	0,65-0,70	0,70-0,80	0,70-0,75	0,65-0,70	0,65-0,75
		0,60	0,60	0,60	0,65-0,75	0,60	0,60	0,60-0,70
		0,65	0,65-0,70	0,65-0,70	0,70-0,80	0,65-0,70	0,65-0,70	0,65-0,70
		0,65	0,65-0,70	0,65-0,70	0,70-0,80	0,65-0,70	0,65-0,70	0,65-0,70
		0,60	0,60	0,60	0,60-0,70	0,60-0,65	0,60	0,60-0,65
		0,60-0,65	0,60-0,65	0,60-0,65	0,60-0,70	0,65-0,70	0,65-0,70	0,60-0,70
		0,60-0,65	0,65-0,75	0,65	0,60-0,70	0,65-0,70	0,65-0,70	0,65-0,70

Note.Smaller values of humidity are accepted for light non-silty sandy loams, large - for silty sandy loams, silty loams and heavy silty ones.

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

When strengthening using asphalt concrete or other cohesive materials in the pavement (structures with capital or lightweight types of pavement) -120 MPa;

When strengthening with bitumen-mineral mixtures, gravel, crushed stone materials, incl. and treated by impregnation methods, reinforced soils (structures with lightweight and transitional types of pavement) - 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 the nomogram () depending on the type of coverage of the edge reinforcement strip.

4.11. Average daily number of road tripsNocalculated by the formula

where BUT- the coefficient taking into account the number of car accidents on the edge fortification strip, is taken according to ;

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

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

Rice. 5. Nomogram for calculating the required modulus of elasticity
edge reinforcement strip:
N o - the reduced number of car arrivals at the edge
fortification strip per day;
a - coating of asphalt concrete, cement concrete,
bitumen-mineral mixtures prepared in the plant;
b - coatings from bitumen-mineral mixtures, crushed stone and
gravel materials processed by impregnating methods,
sandy and sandy loam fortified with various
binder soils

Average daily traffic intensity, design vehicles, vehicles/day	Coefficient A
	Roadway width, m
				> 10,5				> 10,5
	The roadside pavement is similar in appearance to the improved type pavement.				Shoulder pavement not similar in appearance to advanced pavement
1 000		The calculation is carried out at a coefficient A equal to 0.001
2 000	0,006
3 000	0,012	0,004	0,003	0,003
4 000	0,02	0,003	0,004	0,0035	0,003
5 000	0,03	0,012	0,005	0,004	0,005	0,004	0,002
6 000	0,04	0,016	0,007	0,005	0,007	0,005	0,003
7 000	0,055	0,020	0,01	0,007	0,01	0,007	0,004	0,002
8 000		0,035	0,02	0,012	0,012	0,01	0,006	0,003
9 000		0,05	0,03	0,018	0,02	0,02	0,009	0,004
10 000			0,04	0,024	0,04	0,03	0,015	0,006
> 10 000			0,05	0,035			0,02	0,01

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

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

4.13. If interlayers of geosynthetic materials are used in the construction of the curb reinforcement, the value of the calculated modulus of elasticity of the structure is multiplied by the coefficient 1/a, where a is the indicator accepted according to this document.

5. MATERIALS FOR STRENGTHENING SHOULDERS

5.1. Materials used to reinforce roadsides:

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

Prefabricated 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, brick, concrete plants, slag and other local materials;

Crushed-stone, soil-gravel mixtures.

5.2. The choice of materials is determined by the requirements, taking into account the peculiarities of the work of materials under load in the relevant 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 reinforcing roadsides with low-grade asphalt concrete, it is advisable to use fiberglass or basalt fibers at a rate of approximately 3-5% of the mixture volume to improve the properties. 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 to strengthen the lack of road construction materials, the need to waterproof the subgrade or improve the conditions for water drainage, geosynthetic materials (GM) are used, which include non-woven, film, mesh materials and geogrids of a spatial type.

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

The location of the HM in the structure of the strengthening of the roadsides (by the width of the roadside and the depth of laying) is determined by the type of fuel and lubricants used and the performance of the above functions.

5.7. Nonwoven GM are randomly intertwined short or long (endless) fibers connected by mechanical, physical or chemical means.

Rice. 6. Materials of layers of strengthening of roadsides:
1 - asphalt concrete, asphalt granular concrete,
fibroasphalt concrete, cement concrete; 2 - crushed stone
materials, slags; 3 - reinforced with inorganic
astringent soil; 4 - crushed stone, gravel impregnated with binders
materials; 5 - gravel (crushed stone) materials; 6 - soil gravel, soil gravel materials, waste
production ( brick fight, concrete plant waste,
rocks of coal mines, etc.); 7 - bitumen-mineral mixtures;
8 - bituminous soil

GM, connected mechanically (needle-piercing), as a rule, 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 DBS connected by stitching or by chemical means and having a high modulus of deformation, do not, as a rule, have water permeability in the horizontal direction, and can serve as reinforcement.

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

5.9. Film GM differ in waterproofing properties, but usually have lower strength. When using film, be aware low value shear resistance at ground contact, as well as poor resistance to unconventional 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 bulk reinforcement, i.e. devices of an independent layer of reinforcement on the stopping lane (with its sufficient width), volumetric geogrids can be used - geogrids, the cells of which are filled with soil, crushed stone, gravel, reinforced with various binder soils, which provide the strength of the layer in combination.

5.11. When reinforcing roadsides using reinforcing layers 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 layers of reinforcement, if both layers are made of cohesive material or one of them is made of non-cohesive

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

The device of a layer of asphalt concrete of the minimum thickness;

device on top layer strengthening of surface treatment, and if the strengthening of roadsides is made of soils reinforced 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 from organic binders laid or applied thin layer by spraying on the base of the lower layer of reinforcement or a layer of geosynthetic material;

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

5.13. Strengthening by grass sowing of the border strip is used for soils with a pH³ 5. Grass sowing vegetable land must contain the necessary nutrients. When using poor plant soils, they are enriched with organic and mineral fertilizers.

5.14. When using GM interlayers in reinforcement structures, it is necessary to check their strength against the action of construction and operational loads in accordance with ODN 218.049-03.

6. TECHNOLOGY AND RULES OF WORKS

Name of operations	The procedure for performing operations for the construction of structures for strengthening roadsides according to options I - V in accordance with				Type of mechanisms, which can be used
Name of operations	I				Type of mechanisms, which can be used

Cleaning the surface of roadsides by removing soil 3-5 cm thick and moving it to the sloping part					Motor graders of light and medium types. Bulldozers
The device of the trough in accordance with the profile and depth determined by the design of the reinforcement (the thickness of the reinforcement layer) from imported material:
With cutting and moving into shafts on the side of the road, followed by loading and removal outside the subgrade;					For cutting: motor graders of light and medium types; excavators with a bucket capacity of 0.15 - 0.3 m 3. For export: dump trucks of all types. For loading: excavators with a bucket capacity of 0.1 5-0.3 m 3, etc.

With cutting and removal on slopes					Motor graders of light and medium types

Leveling the edge of the roadway					Concrete breakers, pneumatic hammers

Lubrication of the end of the pavement with one of the types of organic binder

Soil loosening					Motor grader scarifiers, rippers

Sealing the bottom of the trough in 3 - 5 passes					Rollers with working width up to 2 m

Crushing and mixing of soil					Cutter with working width up to 2 m

Delivery of binding material to the roadside					Asphalt distributors, cement carriers

Distribution of binders on the roadside					Milling cutters, bulk material distributors, asphalt distributors

Preparation of the mixture (mixing the soil with the binder)					Milling cutters, motor graders of medium and light types

Delivery of non-cohesive reinforcement material to the roadside					Dump trucks of all types

Delivery to the roadside of the material of the upper layer					Dump trucks of all types

Layer leveling and profiling		5, 9	8, 12	5, 9	Light and medium graders, bulldozers, 2 m paver, tread strip machine

Compaction of the reinforcement layer on the roadside:			9, 13		Rollers with a working width of 2 m

Top made of cohesive materials or reinforced soil;
Layers of non-cohesive materials					Rollers with a working width of 2 m

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

6.6. Unrolling rolls and laying GM sheets in working position perform from the lower (in relation to the direction of water flow) side.

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

6.7. If the width of the GM is insufficient, the canvases 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 occur at the overlapping point of the canvases, they are connected. The connection is made if:

The overlap is located within the marginal fortification strip, and the main function of the GM in the fortification structure is reinforcement;

Cloths are laid with access to the slope in order to protect it, and the overlap 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 that it performs in the structure.

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

6.9. It is desirable to backfill the material of the overlying layer of reinforcement on the GM in such a way that the GM (unstabilized) is under the action of daylight no more than 4 - 5 hours.

The material is dumped according to the “push” method without the arrival of construction vehicles 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 not less than required, based on the calculation data for building loads (see). If coarse-grained material (crushed stone, gravel) is laid on the surface of the GM, and there are no data on the resistance of the GM to unconventional influences, the possibility of such laying is checked by visually assessing the degree of damage to the GM sample with dimensions of 2´ 2 m after the passage of construction vehicles on the layer covering it. In the presence of damage, a technological layer of fine-grained material is poured onto the canvas with a thickness in the compacted state of at least 5 cm (for films - 10 cm).

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

6.12. The laying of the geogrid is carried out 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 filling of material into the cells of the geogrid is carried out simultaneously for the entire height of the geogrid with a margin of approximately 15 cm to protect the ribs of the geogrid from crushing by compacting and transport machines.

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

6.15. Work to strengthen the shoulders should be carried out in accordance with current rules on safety. Approximate scheme the location of road signs and fences during the performance of work is shown in.

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

7. QUALITY CONTROL

7.1. The quality control of the work is carried out in order to ensure that the parameters of the roadside reinforcement structures comply 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 deviate from the design values more than those specified in SNiP 3.06.03-85 , VSN 19-89 and "Manuals for production quality control in the construction of roads" (hereinafter referred to as the Manual).

7.3. The grip of the wheels of a coated vehicle must comply with GOST R 50597-93 and be determined in accordance with GOST 30413-96. The evenness of the pavement of the reinforced shoulder must comply with the requirements of VSN 38-90, GOST R 50597-93 and be determined in accordance with GOST 30412-96.

7.4. The quality control of the device 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 placement in the fortification structure is assessed in accordance with VSN 49-86 and the relevant provisions of the Handbook.

7.6. The quality of the road construction materials used to strengthen roadsides is established in accordance with the provisions of special regulatory and technical documents.

Appendix 1

The value of the coefficients for increasing the modulus of elasticity
structures and with the introduction of interlayers of geosynthetic
materials

	Value a at H/D
					1.5 ¸ 2.0

E o \u003d 20 MPa
	0,635	0,690	0,766	0,829	0,908
	0,720	0,790	0,873	0,939	0,989
	0,635	0,701	0,778	0,864	0,926
	0,720	0,803	0,884	0,964	0,995
	0,635	0,710	0,800	0,886	0,947
	0,720	0,813	0,912	0,978	0,998
10,0	0,637	0,722	0,837	0,913	0,966
	0,723	0,827	0,945	0,986	1,000
20,0	0,646	0,773	0,869	0,932	0,974
	0,738	0,878	0,960	0,991	1,000
40,0	0,654	0,806	0,893	0,945	0,978
	0,751	0,909	0,970	0,996	1,000
E o \u003d 36 MPa
	0,650	0,729	0,833	0,907	0,963
	0,744	0,834	0,941	0,985	1,000
	0,654	0,775	0,864	0,927	0,972
	0,751	0,880	0,958	0,990	1,000
	0,659	0,797	0,881	0,938	0,977
	0,758	0,902	0,966	0,993	1,000
10,0	0,691	0,828	0,908	0,950	0,986
	0,791	0,922	0,975	0,996	1,000
20,0	0,729	0,854	0,920	0,960	0,986
	0,832	0,936	0,982	0,997	1,000
30,0	0,749	0,867	0,927	0,964	0,988
	0,853	0,943	0,984	0,998	1,000
E o \u003d 50 MPa
	0,675	0,794	0,875	0,933	0,978
	0,755	0,899	0,963	0,992	1,000
	0,698	0,811	0,888	0,941	0,978
	0,798	0,912	0,968	0,994	1,000
	0,714	0,824	0,898	0,946	1,000
	0,824	0,920	0,973	0,995	1,000
	0,733	0,842	0,910	0,954	0,987
	0,836	0,932	0,978	0,996	1,000
10,0	0,760	0,865	0,924	0,963	0,987
	0,864	0,947	0,983	0,997	1,000
20,0	0,783	0,883	0,935	0,970	0,980
	0,881	0,950	0,987	0,998	1,000
E o \u003d 80 MPa
	0,773	0,856	0,916	0,959	0,987
	0,873	0,937	0,980	0,997	1,000
	0,784	0,867	0,923	0,959	0,987
	0,882	0,946	0,983	0,997	1,000
	0,792	0,875	0,928	0,963	1,000
	0,888	0,951	0,985	0,997	1,000
	0,804	0,886	0,935	0,969	1,000
	0,898	0,958	0,987	0,998	1,000
10,0	0,821	0,898	0,943	0,975	1,000
	0,913	0,966	0,990	1,000	1,000
E o \u003d 100 MPa
	0,802	0,877	0,931	0,966	1,000
	0,896	0,957	0,986	0,998	1,000
	0,812	0,885	0,931	0,966	1,000
	0,905	0,963	0,986	0,998	1,000
	0,819	0,891	0,936	0,974	1,000
	0,912	0,967	0,987	1,000	1,000
	0,829	0,898	0,943	0,974	1,000
	0,920	0,972	0,990	1,000	1,000
10,0	0,843	0,908	0,952	0,974	1,000
	0,932	0,978	0,993	1,000	1,000

Notes:

1. The upper value a in the table is taken at E gm³ 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 REGULATIONS AND TECHNICAL LITERATURE

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

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

3. CH 25-76. Instructions for the use of soils reinforced with binders for the construction of foundations and coatings for roads and airfields. Ministry of Transport of the USSR, 1975.

4. ODN 218.046-01. Design of non-rigid pavement. GSDH of the Ministry of Transport of Russia, M., 2001.

5. GOST R 50597-93. Requirements for the operational state, admissible under the terms of safety traffic. Gosstandart of Russia, M., 1993.

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

8. VSN 39-79. "Technical instructions for strengthening roadsides". Minavtodor of the RSFSR, Transport, M., 1980.

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

10. VSN 7-89. Instructions for the construction, repair and maintenance of gravel coatings. Minavtodor of the RSFSR, M., 1989.

11. VSN 25-86. Guidelines for ensuring traffic safety on highways. Minavtodor of the RSFSR, M., 1986.

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

13. Guidelines for the construction of foundations and coatings of roads from crushed stone and gravel materials. Soyuzdornia, 1999.

15. About performance of works on strengthening of 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 pavement on heaving sections of roads. Rosavtodor of the Ministry of Transport of Russia. Order No. 113-r dated June 14, 2002, M., 2002.

17. Recommendations for the calculation and technology of the device of optimal pavement structures with reinforced layers in the construction, reconstruction and repair of roads with asphalt concrete pavements. FDD of the Ministry of Transport of Russia, 1993.

19. Temporary building codes. The use of synthetic materials in the construction of non-rigid road pavements ( IV-V categories according to the classification of SNiP 2.05.02-85). 26 Central Research Institute of the Ministry of Defense, OJSC "TsNIIStest" of the Ministry of Construction of Russia, 1999.

20. Guidelines for the technology of reinforcing asphalt concrete pavements with basalt fiber additives (fiber) in the construction and repair of roads. Rosavtodor of the Ministry of Transport of Russia. Order No. 12-r dated 11.01.2002

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

22. Guidelines on the use of a volumetric geogrid of the "geoweb" type in the construction of roads in the permafrost regions of Western Siberia (for experimental application), Federal State Unitary Enterprise "Soyuzdornii" of the State Construction Committee of the Russian Federation, Balashikha, 2001.

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

24. Manual on production quality control in the construction of roads. Research Center "Engineer", M., 1998.

Reinforced shoulders provide waterproofing of the subgrade, increasing its strength and stability, and preventing the destruction of the surface of the shoulders when hit by vehicles. In winter, reinforced roadsides help transport snow during blizzards and make it easier to remove during snowstorms.

Edge strips clearly indicate the boundaries of the carriageway and give drivers confidence that they will not fall on the soggy soil of the roadside .. Coating on a reinforced roadside (0.5-0.75 m) and on a stop strip (2.5 m) it is recommended build from cement or asphalt concrete, as well as from treated with binders 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, subgrade soils and climate characteristics, by sowing grasses, scattering rubble, gravel, slag and other local coarse-grained materials.

To ensure traffic safety, the coefficient of adhesion of a coated wheel on the side of the road should not differ by more than 0.15 from the coefficient of adhesion on the carriageway.

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

This edge band has a high mechanical strength and sustainability, more light color which contributes to the improvement of traffic safety; in addition, the technology of arranging the edge strip of monolithic cement concrete is simplified due to the use of narrow-grip concrete pavers

Edge bands can be arranged from prefabricated slabs of white concrete 6 cm thick on ordinary monolithic concrete; from monolithic concrete with a thickness of 20-22 cm; from asphalt concrete laid simultaneously with the pavement of the roadway 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. Roadside reinforcement solutions:
I-IV - respectively, the edge fortification strip, the stopping strip, the edge of the curb, the carriageway; 1 - layer of geomaterial; 2 - roadside reinforcement layer

The sequence of the device of the edge strip of monolithic concrete:
a - formwork installation; b - concrete laying; c - removal of the formwork and coating of the side surfaces with bitumen; g - laying of a covering and filling of roadsides; one - metal frame; 2 - boards placed on the ribs; 3 - eyes; 4 - base; 5 - concrete; 6 - lubrication with bitumen; 7 - coating

The control

Input control of materials is divided into qualitative and quantitative. Quality control is carried out by laboratory research in accordance with the current state standards no later than 36 hours from the receipt of materials, with the registration of the results in the input control logs. Quantitative control provides for control of the quality and quantity of the materials received when they are received with registration in the same journals.

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

Laboratory control is performed during the input control of incoming building materials, products and structures, operational control of construction and installation works, acceptance control and quality inspections. The result of laboratory control is a conclusion about the quality of materials, products, structures and construction works.

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

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

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