It is always nice to walk on a flat, smooth road without going around potholes and without twisting your legs due to small cracks. But quality is not always pavement complies with the rules. In laying practice asphalt concrete pavement there are several types of damage, each of which manifests itself under the influence of various reasons. There are the following types of damage and destruction in domestic conditions of operation of roads and adjacent territories.

1. Decrease in the level of pavement strength and subsidence, which is caused by a constant heavy load from vehicles. This type of destruction is typical for yard areas in which heavy vehicles constantly pass, for example long time works special equipment for repair engineering networks or a pipeline is being laid (using tractors, cranes). The pavement in the yards is not designed for heavy loads, unlike the asphalt pavement on highways. As a result, cavities and irregularities are formed.

2. Deformation of the coating, provoked by the influence of natural and climatic factors. For example, every spring, when the snow begins to melt, a huge amount of water appears. If there is no special drainage for such water, then it can destroy roadbed especially if it's not of high quality. Due to waterlogging of the road surface, it loses its performance characteristics.

3. A break is a type of damage in which cuts are formed in the asphalt pavement, most often in places where vehicles pass. A small crack, which is not repaired in a timely manner, under the influence of a constant load from the passage of people, the passage of cars and the weather, turns into a large breach.

4. Potholes - these damages are depressions that have abruptly breaking edges. Potholes are formed as a result of unprofessional laying of the asphalt pavement, as well as due to the use of low-quality road materials.

5. Natural wear is a type of deformation damage that occurs due to long-term use of the coating without repair. With wear, the thickness of the original coating decreases, which is caused by the constant impact of car wheels and, of course, weather conditions.

6. The appearance of peeling - is a process of separation of particles located in the upper layer of the road surface. This process is facilitated by the frequent change of frost and thaw.

7. Chipping - this type of damage asphalt pavement included in the list of defects and suggests that individual particles of gravel and crushed stone can be knocked out of the road surface. This process is called chipping, and violations made during laying or repairing the coating lead to it - work during rain, at low temperatures.

8. The appearance of a wave-like coating - this defect is formed due to the deformation of the asphalt layer, for the laying of which materials with a high degree of plasticity were used. At the same time, cracks and other defects may not form for a long time.

9. Cracks are the most common defect, for the appearance of which even exposure to temperature is enough environment. If the weather is characterized by sharp fluctuations, for example, at night the temperature drops to -5, and during the day it rises to +10 degrees, then these fluctuations will affect the condition of the asphalt surface very soon.

10. Drawdown - a defect that is typical for a road surface made of materials with an insufficient degree of rigidity. This defect can also be caused by non-compliance with the technology of laying the canvas, for example, insufficient compaction of the layers of the coating itself or the soil.
This classification allows you to determine the type of defect in the asphalt pavement and eliminate the cause by starting repair work. If the existing defects do not cause inconvenience during the passage, during the passage of cars, then the repair of the coating will be current and can be included in the plan repair work. If any defects impede or impede the movement of people and vehicles, then repairs may be scheduled unscheduled. Maximum allowable dimensions, which may characterize a pothole, crack, pit, subsidence, should not exceed five centimeters in depth, 15 centimeters in length, 60 centimeters in width. The degree of damage is regulated by GOST R 50597-93. It also regulates the procedure and rules for carrying out road repair work, including in the adjacent territories.

ANALYSIS OF THE CAUSES OF DEFECTS IN ASPHALT CONCRETE PAVEMENTS

Petrin Denis Valerievich 1 , Makarova Lyudmila Viktorovna 2 , Tarasov Roman Viktorovich 3
1 Penza State University architecture and construction, master of engineering and technology
2 Penza State University of Architecture and Construction, Ph.D., Associate Professor
3 Penza State University of Architecture and Construction, Ph.D., Associate Professor

annotation
Main problem road construction is the low quality and durability of asphalt concrete pavements. To identify the causes of defects in asphalt concrete pavements, it is proposed to use an affinity diagram, which helps to identify the main violations in technological process by collecting, summarizing and analyzing information.

THE ANALYSIS OF THE REASONS OF OCCURRENCE OF DEFECTS OF ASPHALT-CONCRETE PRODUCTS

Petrin Denis Valeryevich 1 , Makarova Ludmila Viktorovna 2 , Tarasov Roman Viktorovich 3
1 Penza State University of Architecture and Construction, master of technics and technology
2 Penza State University of Architecture and Construction, Candidate of Technical Sciences, Associate Professor
3 Penza State University of Architecture and Construction, Candidate of Technical Sciences, Associate Professor

Abstract
The main problem of road construction is the low quality and durability of asphalt-concrete pavements. For identify the causes of occurrence of defects of asphalt-concrete pavements in the work it is proposed to use the affinity diagram, which facilitates to the identification of the major violations in the technological process by gathering, generalization and analysis of information.

Bibliographic link to the article:
Petrin D.V., Makarova L.V., Tarasov R.V. Analysis of the causes of defects in asphalt concrete pavements. Sovremennye Scientific research and innovation. 2014. No. 4. Part 1 [Electronic resource]..03.2019).

The state of the road industry is an indicator of the welfare and sustainable development of the country's economy. The low quality and durability of asphalt concrete pavement, as well as the quality of road construction in Russia, is constant problem.

To improve the quality of roads, it is necessary to use road construction materials with increased performance. performance characteristics and durability. BUT high quality products and services, as you know, is the main factor in increasing the competitiveness of the enterprise. This problem can be solved different ways, for example, by modifying asphalt mixes with various additives.

However, before making a decision on the optimization of the formulation and technological regimes for the production and laying of asphalt concrete mixtures, a detailed analysis of the causes of possible defects in the laid asphalt pavement is required. For this can be used various tools quality management shown in Figure 1.

Figure 1 - New quality management tools

An affinity diagram and a link diagram provide overall planning. The tree diagram, matrix diagram, and priority matrix provides intermediate planning. The flowchart of the decision making process and arrow diagram provides detailed planning.

The expected result is a new understanding of the requirements and problematic issues.

Consider the application of the affinity diagram on the example of the following problem: "Causes of defects in asphalt concrete pavement."

The main defects of the asphalt concrete pavement:

Wavy surface - short waves;

Wavy surface - long waves;

Coating break;

Non-uniform texture of the coating;

Irregularity of the coating;

Surface shadows;

Insufficient pre-compaction;

Poor quality longitudinal joint;

Poor quality transverse joint;

Transverse cracks;

Shearing of the coating during compaction with a roller;

- "fat" spots on the surface of the coating;

Ice rink tracks;

Insufficient coating compaction.

To determine the causes of the above problem, a working group was created from representatives of various departments of the enterprise for the production of asphalt concrete JSC "DEP No. 270" (Penza region, Kamenka).

The working group brainstormed possible reasons that were collected as disparate data.

Causes of defects in asphalt concrete pavement
Poor mix quality	Illumination when laying the mixture	Improper storage of raw materials
Violation of laying technology	Low qualification of workers	Time and distance of transportation of the mixture
Mixture temperature	Worker experience	Climatic conditions
Not enough binder	Work shift duration	Dump truck body pollution
Insufficiently compacted gravel base	Unsatisfactory condition or incorrect operation of production equipment	Violation of the technology of loading the mixture into the dump truck and unloading from it
Unsatisfactory condition or incorrect operation of the stacker	Duration of work breaks	Violation of the mixture production technology
Composition of the mixture	Frequency of control	Insufficient compaction of the mixture
Layering of the mixture during transportation	Working season	Poor preparation of the base

Let us group the data according to common features (Table 1). In this case, the names of common features are not assigned. Individual data can be transferred to other groups during subsequent work.

Table 1 - Classification of types of defects according to common features

Group	Types of possible defects
Group 1	Poor mix quality
	Mixture temperature
	Not enough binder
	Composition of the mixture
Group 2	Violation of laying technology
	Insufficiently compacted gravel base
	Violation of the mixture production technology
	Insufficient compaction of the mixture
	Poor preparation of the base
Group 3	Unsatisfactory condition or incorrect operation of the stacker
	Unsatisfactory condition or incorrect operation of production equipment
Group 4	Layering of the mixture during transportation
	Time and distance of transportation of the mixture
	Dump truck body pollution
	Violation of the technology of loading the mixture into the dump truck and unloading from it
Group 5	Illumination when laying the mixture
	Work shift duration
	Duration of work breaks
	Working season
	Climatic conditions
Group 6	Low qualification of workers
	Worker experience
Group 7	Frequency of control
	Improper storage of raw materials

The likely common features of each group are as follows:

group 1 - the quality of the mixture;

group 2 - "..." - production technology;

group 3 - "..." - equipment;

group 4 - "..." - transportation of the mixture;

group 5 - "..." - working conditions;

group 6 - "..." - human factor;

group 7 - "..." - control.

The final version of the affinity diagram after revising the composition of the data for each group is shown in Figure 2.

Picture 2 - Causes of defects in asphalt concrete pavement

As the primary measures aimed at improving the quality of asphalt concrete pavements, one can note the improvement of the system for monitoring the quality of supplied materials, technology and quality of work.

Of no small importance is the training of personnel of road enterprises in modern technologies for the production and laying of asphalt concrete mixtures.

7.2.2 short waves: in steps of 30-90 cm, more often 45-60 cm, as a rule, they are associated with an uneven supply of the mixture to the auger feeders of the paver, as a result of which the screed either rises or falls due to changes in the pressure of the mixture on the screed. Other reasons may be wear of the plate hinges, incorrect setting of the angle of attack of the plate, instability of the mixture in composition (during rolling). To eliminate the defect, it is necessary to check the operation of the paver and screed feeders, as well as the stability of the mixture composition and its temperature. Short waves with a step of 7-10 cm can be caused by the wrong mode of operation of the vibratory roller.

7.2.3 Long waves appear, as a rule, due to fluctuations in the composition and temperature of mixtures in arriving dump trucks or sudden changes in the direction of movement of the rollers, as well as for the reasons mentioned above (incorrect operation of the paver and rollers). In addition, long waves can reflect the unevenness of the underlying base layer. The separation of the mixture during delivery can also be the cause of long waves. To eliminate the defect, it is necessary to control the operation of the mechanisms on laying and the quality (homogeneity and temperature) of the delivered mixture.

7.2.4 Breaks in the center of the laying strip, along the outer edges or across the entire width are usually caused by the unsatisfactory condition or incorrect operation of the paver (primarily its screed), low temperature of the laid mixture, the appearance of oversized crushed stone or foreign inclusions in the composition of the mixture. To eliminate gaps, it is necessary to check and adjust the operation of the slab, control the temperature of the mixture and the slab (especially when the paver stops), in case of single gaps, the defect is eliminated manually by adding a hot mixture with a shovel before compacting with a road roller.

7.2.5 Non-uniform surface texture of the coating(especially when working with gravel mixes) is mainly caused by mix segregation during preparation and delivery, low mix temperature, mix composition fluctuations and improper adjustment of the mix feed under the screed. The elimination of a defect is determined by the cause of its occurrence and consists in monitoring and adjusting the operation of the asphalt paver, eliminating the causes of mixture delamination at the asphalt concrete plant.

7.2.6Screed marks can be caused when the paver stops before unloading the next truck, improper interaction between the paver and the truck (hard braking), or during operation

stacker with extensions. To eliminate the defect, it is necessary to adjust or repair the stacker plate, achieve interaction during unloading of dump trucks, and reduce the stoppage of the stacker.

7.2.7 Cracking(the appearance of short transverse cracks), usually appears after 2-3 passes of the roller (especially smooth-roller) at the beginning of rolling. Cracks can also appear in the intermediate period of rolling at an elevated temperature of the mixture and plastic (slightly chipped) mixtures. Rarely, cracks occur when there is a significant temperature difference between the laid mixture and the lower layer. The causes of cracking may be the composition of the mixture, incorrectly selected modes of compaction by the roller (increased speed of the roller, sharp turns or stops of the roller on the surface). Considering the root cause, the first thing to do is to check and correct or change the composition of the mixture (some mixtures crack even at 65 ° C), correct the compaction mode (primarily temperature) or change the composition of the link of road rollers, for example, use at the beginning rollers only pneumatic rollers.

7.2.8 bitumen protrusion(fat spots) on the surface of the pavement usually appear in the initial period of operation of the pavement in the form of two greasy stripes along the track. They can cause a sharp increase in the slipperiness of the coating, especially in wet weather. The reasons are connected mainly with the increased content of bitumen in the composition. asphalt mix, separation of the mixture, the presence of water in the mixture, an increased content of bitumen during the processing (priming) of the lower layer. To eliminate the defect, it is necessary to achieve, first of all, the minimum moisture content in the laid mixture, reduce the bitumen content or change the composition of the mixture. As a last resort, dusting greasy stains with dry fine sand or mineral powder may be recommended.

7.2.9 Traces of rollers on the surface typically remain in the initial or main compaction process and are removed during the final compaction step. However, at wrong mode seals they can remain on the finished coating. The reasons for the defect may be heat or increased plasticity of the mixture composition, insufficient number of passes or cooling of the mixture before the end of rolling. To eliminate the defect, it is necessary to check and, if necessary, correct the composition and temperature of the mixture, increase the number of passes of the rollers, use a heavier roller or pneumatic roller for final rolling.

7.2.10 Poor-quality seams of conjugation of bands(level difference or stratification of the mixture in the seam) are caused by non-compliance with the above rules for their implementation. Therefore, to eliminate the defect, it is necessary to strictly follow the rules of work, it is advisable to recommend warming up cold adhesions gas burners or lines of defective places with a rolling roller.

7.2.11 Uneven layer thickness usually caused by incorrect screed adjustment or high paver travel speed (more than 24 m/min for thin layers and 15 m/min for layers thicker than 6 cm). The defect can be eliminated by correcting the operation of the paver screed.

7.2.12 Longitudinal cracks along the web can be caused either by insufficient bottom layer compaction or traction, shear from a heavy roller on turns, or too hot mixture compaction. The defect, in the case of the last two causes, can only be partially eliminated while the mixtures are in a hot state.

7.2.13 Possible defects finished coating poured asphalt concrete- sagging in places with a longitudinal slope, may occur due to the separation of the mixture during transportation; slipperiness of the coating - due to insufficient viscosity of the binder (the depth of indentation of the stamp is less than normal) or non-compliance with the temperature regime of laying; spalling during the operation of the pavement caused by poor processing of the seams of the mating strips or laying the poured asphalt concrete mix in wet weather.

7.2.14 To prevent defects when working with cast asphalt concrete strict adherence to rules and regulations is recommended. cold asphalt paving

Federal Road Service of RussiaCATALOG

typical content defects

structural elements

highways

Volume 1

Defects spring-summer- autumn period

Volume 2

Winter Defects

Moscow 1998

CATALOG

Volume 1 Defects of the spring - summer - autumn period General provisions Section 1 Defects of the carriageway (including ramps used) Section 2 Defects subgrade and right-of-way SECTION 3 DEFECTS IN ARTIFICIAL STRUCTURES SECTION 4 DEFECTS IN ROAD FACILITIES AND MATERIALS Volume 2 Defects in the winter period General provisions SECTION 1 Defects in the carriageway and subgrade SECTION 2 DEFECTS IN ARTIFICIAL STRUCTURES SECTION 3 DEFECTS IN ROAD EQUIPMENT AND Environment

Volume 1

Defects in the spring - summer - autumn period

General provisions

1. The "Catalogue" is designed to recognize and identify typical defects in the maintenance of structural elements of roads by visually comparing the images of defects with real defects on roads, when they are examined by repair and maintenance services. 2. "Catalogue" consists of two volumes. The first volume contains typical defects in the maintenance of structural elements of roads in the spring-summer-autumn period of the year, the second volume - in the winter period of the year. 3. In each volume of the catalog, defects are grouped into four main elements of highways; - roadway; - subgrade and right of way; - artificial constructions; - arrangement and condition of the road. 4. The pages of the catalog contain: - color photographs of the defect; - description of the defect; - description of area definition damaged area and the procedure for measuring the quantitative indicators of the defect; - permissible quantitative indicators of a defect for a structural element of the road, depending on the level of maintenance and category of the road according to the "Interim Guidelines"; 5. Photos of defects that have unacceptable quantitative indicators are enclosed in a red frame, and those with acceptable indicators are framed in black. 6. To recognize and compare the size of the defect when visual inspection There are large-scale benchmarks in the photo. Scale benchmarks are presented in three types: - three-meter rail ( yellow); - one and a half meter rail (red-white color); - columns 10 cm high.

Section 1

Defects in the roadway (including used ramps)

Availability foreign objects on the roadway, creating an emergency situation, in the absence of appropriate road signs Definition Foreign objects thrown on the roadway, road materials, products, structures that create an emergency situation in the absence of appropriate road signs. The presence on the carriageway of foreign objects that create an emergency situation is unacceptable on roads of all categories, at all levels of maintenance.

The presence of streaks of contamination at the edges of the coating Definition The presence of streaks of contamination from dust, dirt and debris at the edges of the coating. Pollution strip area The area of ​​the pollution strip is defined as the product of the width and length of the pollution strip.

Permissible width and area of ​​pollution at the edges of the coating

	Permissible
	up to 0.5 m wide and with an area of ​​not more than 3% of the coverage area	up to 0.5 m wide and not more than 1.5% of the coverage area
	up to 0.5 m wide and with an area of ​​not more than 5% of the coverage area	up to 0.5 m wide and with an area of ​​not more than 3% of the coverage area
	up to 0.5 m wide and with an area of ​​not more than 8% of the coverage area	up to 0.5 m wide and with an area of ​​not more than 5% of the coverage area	up to 0.5 m wide and with an area of ​​not more than 3% of the coverage area
	up to 0.5 m wide and with an area of ​​not more than 10% of the coverage area	up to 0.5 m wide and with an area of ​​not more than 8% of the coverage area	up to 0.5 m wide and with an area of ​​not more than 5% of the coverage area

Presence of untreated spots of bitumen exudation

Definition The presence of an excess of binder on the surface of the coating with a change in the texture and color of the coating with an area of ​​​​more than 1m 2. The area of ​​the untreated area. The area of ​​the untreated area corresponds to the area of ​​a rectangle with sides parallel and perpendicular to the axis of the carriageway, described around the place of bitumen sweating. Permissible area of ​​untreated bitumen sweat spots

	Permissible
	permissible area up to 7 m 2 per 1000 m 2	permissible area up to 5 m 2 per 1000 m 2
		add. sq. up to 7 m2 per 1000 m2	add. sq. up to 5 m2 per 1000 m2
		add. sq. up to 10 m2 per 1000 m2	add. sq. up to 7 m2 per 1000 m2
		add. sq. up to 15 m2 per 1000 m2	add. sq. up to 10 m2 per 1000 m2
	add. sq. up to 25 m2 per 1000 m2	add. sq. up to 20 m2 per 1000 m2	add. sq. up to 15 m2 per 1000 m2

Opened raw cracks in the coating. The presence of not filled with mastic expansion joints on cement concrete pavements* Definition The presence on the pavement of cracks of arbitrary shape and location with an opening width of 3 mm or more, as well as expansion joints not filled with mastic.

Permissible opening width of untreated cracks in the coating

	Permissible
		individual cracks with an opening width of up to 0.5 cm are acceptable	individual cracks with an opening width of up to 0.3 cm are acceptable
		individual cracks with an opening width of up to 0.7 cm are acceptable	individual cracks with an opening width of up to 0.5 cm are acceptable
		individual cracks with an opening width of up to 1.0 cm are acceptable	individual cracks with an opening width of up to 0.7 cm are acceptable
	individual cracks with an opening width of up to 1.5 cm are acceptable	individual cracks with an opening width of up to 1.3 cm are acceptable	individual cracks with an opening width of up to 1.0 cm are acceptable

* The presence of expansion joints not filled with mastic on cement concrete pavements is not allowed.

Damage (potholes) no more than 15 × 60 × 5 cm (length × width × depth), also apply to carriageway bridge Definition Destruction of the coating in the form of depressions different shapes with pronounced edges (more than 3 cm deep and 200 cm 2 in area), including on the carriageway of bridges. The area of ​​the damaged area. The damaged area corresponds to the area of ​​a rectangle with sides parallel and perpendicular to the axis of the carriageway, circumscribed around the damaged area.

Permissible total area of ​​damage on the coating

	Permissible
		allowable total area. up to 0.3 m 2 (1.5 m 2) per 1000 m 2 of coverage
		allowable total area. up to 1.0 m 2 (3.0 m 2) per 1000 m 2 of coverage	allowable total area. up to 0.3 m 2 (1.5 m 2) per 1000 m 2 of coverage
		allowable total area. up to 1.5 m 2 (4.5 m 2) per 1000 m 2 of coverage	allowable total area. up to 1.0 m 2 (3.0 m 2) per 1000 m 2 of coverage
	allowable total area. up to 2.5 m 2 (7.0 m 2) per 1000 m 2 of coverage	allowable total area. up to 2.0 m 2 (6.0 m 2) per 1000 m 2 of coverage	allowable total area. up to 1.5 m 2 (4.5 m 2) per 1000 m 2 of coverage

Note. In parentheses is the allowable total area of ​​damage on the pavement in the spring.

Maximum clearance under a three-meter rail in places where potholes and other damage are repaired Definition ledges excess material or depressions (pits) relative to the surface of the coating in places where potholes and other damage are repaired. How to measure maximum clearance 1. A three-meter rail is installed along the axis of the road at the place of repairing the damage. 2. If both ends of the rail hang over the coating, then both gaps are measured along the edge of the repair of the damage on both sides of the rail and the maximum clearance is fixed. 3. If one end of the rail rests on the coating, and the other hangs (due to the small size of the damage site), then the clearance is measured along the edge of the seal from the side of the supported end of the rail. 4. If the rail is installed with a recess, then the maximum clearance (the depth is fixed along the length of the damage. The permissible maximum clearance under the three-meter rail in places where potholes and other damage are repaired

	Permissible
	no more than 7 mm	no more than 5 mm	no more than 3 mm
	no more than 7 mm	no more than 5 mm	no more than 3 mm
	no more than 7 mm	no more than 5 mm	no more than 3 mm
	no more than 7 mm	no more than 5 mm	no more than 3 mm
	no more than 7 mm	no more than 5 mm	no more than 3 mm

Rutting on transitional pavement

Definition Smooth distortion of the transverse profile of the coating, localized along the run-up strips. Rut Depth Measurement Procedure The rail is installed on the pavement perpendicular to the axis of the road so that its ends rest on the pavement behind the rolling strips. The rut depth is measured along both rolling strips and the maximum value is fixed.

Permissible rut depth on transitional pavement

	Permissible

Note. Rutting on the transitional pavement at traffic intensity corresponding to categories 1 - e and 2 - e is not allowed at all levels of content

Comb, profile violation

Definition Destruction of crushed stone, gravel and soil coatings in the form of transverse protrusions and depressions. Permissible area of ​​the presence of a comb and violations of the coating profile Note. The presence of a comb, a violation of the profile on the transitional coating at a traffic intensity corresponding to categories 1-e and 2-e, is not allowed at all levels of content.

Dustability of the transition coating

Definition The presence of a cloud of dust when driving a car on a gravel and crushed stone coating.

Permissible dustiness of the transition coating

Road category	Content levels
	Permissible	Average	Tall
3rd		allowed outside settlements	allowed outside settlements
4th	allowed outside settlements	allowed outside settlements	allowed outside settlements
5th	allowed outside settlements	allowed outside settlements	allowed outside settlements

Note. Dustiness of the transitional coating at traffic intensity corresponding to categories 1 - e and 2 - e is not allowed at all content levels

Section 2

Defects in subgrade and right-of-way

The presence of separate foreign objects on the dividing strip, roadsides and slopes of the subgrade Definition Foreign objects, road materials, products and structures thrown on the dividing strip, roadsides and slopes of the subgrade. It is unacceptable to have separate foreign objects on the dividing strip, roadsides and slopes of the roadbed that do not pose a danger to traffic, on roads of all categories, at all levels of content.

Elevation of roadsides and dividing strip above carriageway with no border Definition The presence of sections of the shoulder or dividing strip, rising above the level of the carriageway in the absence of a curb. The elevation of roadsides and a dividing strip above the carriageway in the absence of a curb is unacceptable on roads of all categories, at all levels of maintenance.

Understatement of roadsides and a dividing strip relative to the adjacent edge of the carriageway in the absence of a curb Definition The presence of sections of roadsides or a dividing strip that are underestimated (with a sharp drop in elevation) relative to the edge of the carriageway at the place of their junction in the absence of a curb. How to measure lumen The rail is installed on the pavement perpendicular to the axis of the road and the clearance at the edge of the carriageway is fixed. Permissible lowering of the shoulders and the dividing strip relative to the adjacent edge of the carriageway in the absence of a curb

	Permissible
1st	no more than 3.0 cm	no more than 2.0 cm	No
2nd	no more than 4.0 cm	no more than 3.0 cm	no more than 2.0 cm
3rd	no more than 4.0 cm	no more than 3.0 cm	no more than 2.0 cm
4th	no more than 4.0 cm	no more than 3.0 cm	no more than 2.0 cm
5th	no more than 4.0 cm	no more than 3.0 cm	no more than 2.0 cm

The presence of individual damage, subsidence and stagnant water on the roadsides and the dividing strip Definition The presence of deformations in the form of rutting, subsidence or pitting on the roadside or dividing strip. Accumulation of water on the roadside or median strip, caused by their insufficient or reverse transverse slope, the presence of deformations, as well as disruption of the drainage system (drainage, drainage ditches). The damaged area corresponds to the area of ​​a rectangle with sides parallel and perpendicular to the axis of the carriageway, circumscribed around the damaged area. Permissible area of ​​individual damages, subsidence and stagnant water on roadsides and median strip

Permissible

fortified roadsides: up to 0.3 m 2 (1.5 m 2), up to 5 cm deep, per 1000 m 2 unreinforced roadsides: up to 5m 2 , up to 5 cm deep, per 1000 m 2

reinforced roadsides: no unreinforced roadsides:

fortified roadsides: unreinforced roadsides:

fortified roadsides: up to 0.3 m 2 (1.5 m 2), up to 5 cm deep, per 1000 m 2 unreinforced roadsides:

reinforced roadsides: no unreinforced roadsides: up to 3 m 2, up to 5 cm deep, per 1000 m 2

fortified roadsides: unreinforced shoulders: up to 10 m 2, no more than 7 cm deep, per 1000 m 2

fortified roadsides: up to 1.0 m 2 (Z m 2), up to 5 cm deep, per 1000 m 2 unreinforced roadsides: up to 7 m 2 , up to 7 cm deep, per 1000 m 2

fortified roadsides: up to 0.3m 2 (1.5m 2), up to 5 cm deep, per 1000 m 2 unreinforced roadsides: up to 5 m 2, up to 5 cm deep, per 1000 m 2

fortified roadsides: unreinforced roadsides: up to 12 m 2 , no more than 10 cm deep, per 1000 m 2

fortified roadsides: up to 1.5 m 2 (4.5 m 2), no more than 5 cm deep, per 1000 m 2 unreinforced roadsides: up to 10 m 2, no more than 7 cm deep, per 1000 m 2

fortified roadsides: up to 1.0 m 2 (3 m 2), up to 5 cm deep, per 1000 m 2 unreinforced roadsides: up to 7 m 2 , up to 7 cm deep, per 1000 m 2

fortified roadsides: up to 2.5 m 2 (7.0 m 2), no more than 5 cm deep, per 1000 m 2 unreinforced roadsides: up to 15 m 2, no more than 10 cm deep, per 1000 m 2

fortified roadsides: up to 2.0 m 2 (6.0 m 2), no more than 5 cm deep, per 1000 m 2 unreinforced roadsides: up to 12 m 2, no more than 10 cm deep, per 1000 m 2

fortified roadsides: up to 1.5 m 2 (4.5 m 2), no more than 5 cm deep, per 1000 m 2 unreinforced roadsides: up to 10 m 2, depth no more than 7 cm , per 1000 m 2

Note. The allowable area for the spring period is indicated in brackets.

Grass height at shoulders and median

Definition Grass, not mowed in accordance with agricultural technology, violating the aesthetic appearance of the road. Permissible grass height on shoulders and median

	Permissible
1st	no more than 15 cm	no more than 15 cm	No
2nd	no more than 15 cm	no more than 15 cm	no more than 15 cm
3rd	no more than 15 cm	no more than 15 cm	no more than 15 cm
4th	no more than 15 cm	no more than 15 cm	no more than 15 cm
5th	no more than 15 cm	no more than 15 cm	no more than 15 cm

The presence of trees and shrubs on roadsides, slopes and the median Definition Shrubs and trees on roadsides, slopes and median strips that limit visibility, contribute to the accumulation of snow and prevent drainage. Permissible presence of trees and shrubs on roadsides, slopes and median strip

	Permissible
1st
2nd
3rd
4th	acceptable when providing visibility
5th	acceptable when providing visibility	acceptable when providing visibility	No

Presence of trees and shrubs in the ROW Definition Shrubs and trees in the right-of-way, limiting visibility, contributing to snow accumulation and preventing drainage.

Permissible presence of trees and shrubs in the ROW

	Permissible
	acceptable when providing visibility
	acceptable when providing visibility
	acceptable when providing visibility
	acceptable when providing visibility	acceptable when providing visibility
	acceptable when providing visibility	acceptable when providing visibility

Condition of the drainage system (spillways, water wells, drainage ditches) Definition Drainage ditches are washed out, silted, overgrown with grass or shrubs. Unsecured longitudinal slope, free passage and the presence of stagnant water at drainage structures. Destruction of the structure and pollution of trays, fast currents and water wells.

Permissible condition of the drainage system

	Permissible
	in working order	in working order	in working order
	in working order	in working order	in working order
	in working order	in working order	in working order
		in working order	in working order
	partial violation of the profile of drainage ditches is permissible for 20% of the length	partial violation of the profile of drainage ditches is permissible for 10% of the length	in working order

The presence of unorganized congresses

Definition Places of an arbitrary (unorganized) exit of vehicles from the highway, not provided for by the project and not allowed by the road maintenance service. Places of an arbitrary (unorganized) exit are unacceptable on roads of all categories, at all levels of maintenance.

SECTION 3

DEFECTS OF ARTIFICIAL STRUCTURES

The presence of individual potholes on the pavement

Definition Local destruction of the pavement in the form of depressions of various shapes with sharply defined edges. Permissible area of ​​individual potholes on the pavement

	Permissible
	up to 1.0% of the total area
	up to 1.5% of the total area	up to 0.5% of the total area
	up to 2.0% of the total area	up to 1.0% of the total area	up to 0.5% of the total area
	up to 3.0% of the total area	up to 1.5% of the total area	up to 1.0% of the total area
	up to 6.0% of the total area	up to 4.0% of the total area	up to 2.5% of the total area

Separate surface damage to railings, railings of elements of span structures to be restored within 5 days Definition Mechanical damage to the posts along the height or in the place of their attachment, as well as damage to the color of the handrail or grating in certain sections of the railings. Permissible presence of individual surface damage to railings, railings of elements of superstructures to be restored within 5 days

Road category	Content levels
	Permissible
1st	admissible
2nd	admissible
3rd	admissible
4th	admissible	admissible
5th	admissible	admissible	admissible

Destruction of slopes of regulatory structures, cones and embankments Definition Violation of the integrity of the reinforced surface of slopes of regulatory structures, cones and embankments. Permissible area of ​​destruction of slopes of regulatory structures, cones and embankments

	Permissible
	up to 1.0% of the total area
	up to 1.5% of the total area	up to 0.5% of the total area
	up to 2.0% of the total area	up to 1.0% of the total area	up to 0.5% of the total area
	up to 2.5% of the total area	up to 1.5% of the total area	up to 1.0% of the total area
	up to 3.0% of the total area	up to 2.0% of the total area	up to 1.5% of the total area

Presence of local destruction of pavement layers along expansion joints, chipping of mastic Definition Local destruction of pavement layers in the form of chipped edges of pavement seams and transverse cracks along expansion joints of bridges. Violation of the tightness of expansion joints with chipping of the mastic. Permissible length of local destruction of pavement layers along the seams

	Permissible
	up to 2% of the length of the seam
	up to 5% of the length of the seam	up to 2% of the length of the seam
	up to 10% of the length of the seam	up to 5% of the length of the seam	up to 2% of the length of the seam
	up to 20% of the length of the seam	up to 10% of the length of the seam	up to 5% of the length of the seam
	up to 30% of the length of the seam	up to 20% of the length of the seam	up to 10% of the length of the seam

Contamination of support nodes

Definition The presence of dirt at the installation sites of the support nodes between the spans and supports. Lack of lubrication of nodes when necessary. Pollution of bearing parts of span structures of bridges is unacceptable on roads of all categories, at all levels of maintenance.

The presence of subsidence at the junction of the bridge with the embankment

Definition Lowering the pavement profile at the junction of the embankment and the transition plate of the bridge. How to measure lumen The rail is installed along the axis of the road at the edges of the subsidence and the maximum clearance is fixed along the length of the rail.

Permissible drawdown at the junction of the bridge with the embankment

	Permissible

Pollution of the carriageway of bridges

Definition The presence of dust and dirt pollution streaks near the sidewalks on the carriageway of bridges. Permissible width of pollution lanes on the carriageway of bridges

	Permissible
	up to 0.5 m at sidewalks
	up to 0.5 m at sidewalks	up to 0.5 m at sidewalks
	up to 0.5 m at sidewalks	up to 0.5 m at sidewalks

Stagnation of water at the heads culverts

Definition Accumulation of water at the inlet and outlet heads of culverts, caused by insufficient slope of the pipe or outlet channel, as well as their siltation or overgrowth. Water stagnation at the heads of culverts is unacceptable on roads of all categories, at all levels of maintenance.

Local destruction of embankment slope reinforcement and culvert heads Definition Violation of the integrity of the reinforced surface of the slopes and chipping of the material of the pipe heads. Permissible area of ​​local destruction of embankment slope reinforcement and culvert heads

	Permissible
1st	no more than 3% total. area	No	No
2nd	no more than 5% total. area	no more than 3% total. area	No
3rd	no more than 10% total. area	no more than 5% total. area	no more than 3% total. area
4th	no more than 15% total. area	no more than 10% total. area	no more than 5% total. area
5th	no more than 20% total. area	no more than 15% total. area	no more than 10% total. area

Silting of culverts

Definition Deposition of silt particles in the cross section and at the heads of culverts.

Permissible amount of flooding of culverts

	Permissible
	up to 1/10 diameter
	up to 1/10 diameter	up to 1/10 diameter

Erosion of water courses at the heads of culverts

Definition The formation of gullies at the heads of culverts due to the washing out of soil and material for strengthening the channels of watercourses. Erosion of watercourses at the heads of culverts is unacceptable on roads of all categories, at all levels of maintenance.

The presence of grass more than 15 cm high and trees and shrubs at the heads of culverts Definition The presence of grass more than 15 cm high and trees and shrubs in the channel at culvert heads that prevent the normal movement of water. The presence of grass with a height of more than 15 cm and trees and shrubs in the channel at the heads of culverts is unacceptable on roads of all categories, at all levels of maintenance.

The presence of unsealed seams between the links of the culvert pipes Definition Violation of the tightness of the joints. Unsealed seams between sections of culverts are unacceptable on roads of all categories, at all levels of maintenance.

SECTION 4

DEFECTS IN ROAD DESIGN AND CONDITION

Definition Availability technical means organization of traffic, established in violation of existing standards, norms and rules. Installation of technical means of traffic management in violation of applicable standards, norms and rules is not allowed on roads of all categories, at all levels of maintenance.

The presence of dirt on road signs, fences, pavilions, landing sites, recreation areas and parking lots of vehicles Definition The presence of a layer of dust and dirt on road signs and barriers that make it difficult to perceive them. The presence of dirt and debris near pavilions, landing sites, parking lots and recreation areas that violate the aesthetic appearance of structures. Permissible area of ​​pollution of road signs, fences, pavilions, recreation areas and parking lots of vehicles

	Permissible
	up to 5% of the area
	up to 10% of the area	up to 5% of the area
	up to 10% of the area	up to 5% of the area
	up to 15% of the area	up to 10% of the area	up to 5% of the area
	up to 15% of the area	up to 10% of the area	up to 5% of the area

Wear road markings made with paint (thermoplastic) Definition Violation of the integrity of the road markings. Marking wear area The area of ​​marking wear corresponds to the area of ​​the rectangle described around the damaged area. For longitudinal horizontal markings, wear is determined on a section 50 meters long.

Permissible wear of road markings

	Permissible
	no more than 50% (25%) of the area	no more than 45% (22%) of the area	no more than 40% (20%) of the area
	no more than 50% (25%) of the area	no more than 45% (22%) of the area	no more than 40% (20%) of the area
	no more than 50% (25%) of the area	no more than 45% (22%) of the area	no more than 40% (20%) of the area
	no more than 50% (25%) of the area	no more than 45% (22%) of the area	no more than 40% (20%) of the area
	no more than 50% (25%) of the area	no more than 45% (22%) of the area	no more than 40% (20%) of the area

Note. In parentheses - allowable wear of road markings made of thermoplastic.

Damage to the color of fences, except for galvanized surfaces Definition The fence is not painted in accordance with the requirements of the current GOST, or is not painted. The presence of faded color or corrosion of the metal. Permissible area of ​​damage to the painting of fences, except for galvanized surfaces.

	Permissible
	no more than 5% total. area
	no more than 10% total. area	no more than 5% total. area
	no more than 10% total. area	no more than 5% total. area
	no more than 15% total. area	no more than 10% total. area	no more than 5% total. area
	no more than 20% total. area	no more than 15% total. area	no more than 10% total. area

The presence of damaged fencing elements that were not restored within 5 days after the discovery of defects (beginning)

The presence of damaged fencing elements that were not restored within 5 days after the discovery of defects (end) Definition The absence or deformation of individual sections of the fences, the presence of defects in the fastening of sections of the fences. The presence of an open grid of cracks on reinforced concrete posts, mechanical damage or a reduced design section of metal or wooden fence posts. The presence of damaged fencing elements that have not been restored within 5 days after discovery is unacceptable on roads of all categories, at all levels of maintenance.

Local damage to side stones (small damage up to 3 cm deep with a total area of ​​more than 20% or local damage more than 3 cm deep) Definition The presence on the open surface of the side stones of small damages with a depth of less than 3 cm with a total area of ​​more than 20% or local damage with a depth of more than 3 cm. Local damage up to 3 cm deep with a total area of ​​more than 20% or local damage with a depth of more than 3 cm are not allowed roads of all categories, at all levels of maintenance. Deviation of the side stone from the design position is not allowed.

CATALOG

typical defects in the maintenance of structural elements of roads

Volume 2

Winter Defects

This "Catalogue of Typical Defects in the Maintenance of Structural Elements of Highways" (hereinafter referred to as the "Catalogue") is an integral part of the "Interim Guide for Assessing the Level of Highway Maintenance" and contains a list of defects regulated by this guide. The "Catalogue" was developed by: - ​​the Russian Association of Territorial Road Administration "RADOR" - the State unitary enterprise Saratov Scientific and Production Center "ROSDORTEKH" - State enterprise Road training and engineering center (Pavlovsk).

General provisions

1. "Catalogue" is intended to recognize and identify typical defects in the maintenance of structural elements of roads by visually comparing the images of defects with real defects on roads , when they are examined by repair and maintenance services. 2. "Catalogue" consists of two volumes. The first volume contains typical defects in the maintenance of structural elements of roads in the spring-summer-autumn period of the year, the second volume - in the winter period of the year. 3. In the second volume of the catalog defects are grouped into three main elements of roads: - carriageway and subgrade; - artificial constructions; - arrangement and condition of the road. 4. The pages of the catalog contain: - color photographs of the defect; - description of the defect; - allowable quantitative indicators of the defect for structural element roads depending on the level of maintenance and road category according to the "Interim Guidelines". 5. Photos of defects that have unacceptable quantitative indicators are enclosed in a red frame, and those with acceptable indicators are framed in black. 6. To recognize and compare the size of the defect during visual inspection, the photograph has a scale benchmark. Scale benchmarks are presented in three types: - three-meter rail (yellow color); - one and a half meter rail (red-white color); - vertical benchmark 50 cm high.

SECTION 1

Roadway and subgrade defects

Width of clearing the roadway from snow (with allowable thickness of loose snow layer during snowfall and until the end of snow removal) Definition An uncompacted layer of snow on the roadway, formed after a snowfall or blizzard, as well as a practically uncompacted layer of snow mixed with chlorides.

Permissible width of roadway clearing from snow

	Permissible
		full width (no more than 30 mm)*	full width (no more than 20 mm)*
		full width (max. 40 mm)*	full width (no more than 30 mm)*
		full width (not more than 50 mm)*	full width (max. 40 mm)*
		full width (no more than 60 mm)*	full width (not more than 50 mm)*

*- With the permissible thickness of the loose layer of snow during snowfall and until the end of snow removal

Clearing width of roadsides and dividing strip from snow (with allowable thickness of loose snow layer during snowfall and until the end of snow removal) Definition An uncompacted layer of snow on roadsides and a median strip formed after a snowfall or blizzard, as well as a practically uncompacted layer of snow mixed with chlorides. Permissible width for clearing roadsides and dividing strips from snow

Road category	Content levels
	Permissible
1st	full width (no more than 60 mm)*	full width (max. 40 mm)*	full width (no more than 20 mm)*
2nd		full width (no more than 60 mm)*	full width (max. 40 mm)*
3rd		1/2 width (max. 80 mm)*	full width (no more than 60 mm)*
4th		1/2 width (max. 100 mm)*	1/2 width (max. 80 mm)*
5th	not standardized (no more than 140 mm)*	1/2 width (max. 120 mm)*	1/2 width (max. 100 mm)*

*- With an allowable thickness of a loose layer of snow during a snowfall and until the end of snow removal.

The thickness of the compacted layer of snow on the carriageway (on the transitional surface) Definition Snow on a road surface that has been heavily compacted by traffic. Permissible thickness compacted layer of snow on the roadway

Road category	Content levels
	Permissible	Average	Tall
1st	No	No	No
2nd	No	No	No
3rd	no (no more than 70 mm on transitional coating)		no (no more than 30 mm on transitional coating)
4th	no (no more than 90 mm on transitional coating)		no (no more than 50 mm on transitional coating)
5th	no (no more than 100 mm on transitional coating)	no (no more than 90 mm on transitional coating)	no (no more than 70 mm on transitional coating)

Elevation of roadsides and a dividing strip with a compacted layer of snow above the carriageway Definition The presence of sections of the roadside or dividing strip with compacted snow, rising above the level of the carriageway. Elevation of roadsides and a dividing strip with a compacted layer of snow above the carriageway is unacceptable on roads of all categories at all levels of maintenance.

The presence of a snow rampart on the roadsides, and in areas with road barriers - behind the barriers Definition The accumulation of snow on roadsides or at fences, formed in the form of a longitudinal shaft, as a result of snow removal from the road surface. The presence of a snow bank on the side of the road after the completion of snow removal is unacceptable on roads of all categories at all levels of maintenance (except for sections with road barriers, where snow banks are behind the barriers).

Damage (potholes) no more than 15x60x5 cm (length x width x depth), apply to the carriageway of the bridge Definition Local destruction of the coating in the form of depressions of various shapes with sharply defined edges (more than 3 cm deep and 200 cm 2 in area). The area of ​​the damaged area The area of ​​damage corresponds to the area of ​​a rectangle with sides parallel and perpendicular to the axis of the carriageway, described around the damage. The allowable total area of ​​damage (potholes) on the pavement

	Permissible
	permissible with a total area of ​​up to 1.5 m 2 per 1000 m 2 of coverage
		permissible total area up to 3.0 m 2 per 1000 m 2 of coverage	permissible with a total area of ​​up to 1.5 m 2 per 1000 m 2 of coverage
		permissible with a total area of ​​up to 4.5 m2 per 1000 m2 of coverage	permissible total area up to 3.0 m 2 per 1000 m 2 of coverage
	permissible total area up to 7.0 m 2 per 1000 m 2 of coverage	permissible total area up to 6.0 m 2 per 1000 m 2 of coverage	permissible with a total area of ​​up to 4.5 m2 per 1000 m2 of coverage

SECTION 2

DEFECTS OF ARTIFICIAL STRUCTURES

The width of the clearing of the carriageway of bridges from snow (with an allowable thickness of a loose layer of snow during a snowfall and until the end of snow removal) Definition An uncompacted layer of snow on the roadway of bridges, formed after a snowfall or a blizzard, as well as a practically uncompacted layer of snow mixed with chlorides.

Permissible width of clearing the carriageway of bridges from snow

	Permissible
	full width (no more than 30 mm)*	full width (no more than 20 mm)*	full width (no more than 10 mm)*
	full width (max. 40 mm)*	full width (no more than 30 mm)*	full width (no more than 20 mm)*
	full width (not more than 50 mm)*	full width (max. 40 mm)*	full width (no more than 30 mm)*
	full width (no more than 60 mm)*	full width (not more than 50 mm)*	full width (max. 40 mm)*
	full width (no more than 70 mm)*	full width (no more than 60 mm)*	full width (not more than 50 mm)*

* With the permissible thickness of the loose layer of snow during snowfall and until the end of snow removal

The thickness of the compacted layer of snow on the carriageway of bridges Definition Snow on the carriageway of bridges, which has undergone significant compaction under the influence of traffic. Permissible thickness of the compacted layer of snow on the carriageway of bridges

	Permissible
	(no more than 70 mm)*	(no more than 50 mm)*	(no more than 30 mm)*
	(no more than 90 mm)*	(no more than 70 mm)*	(no more than 50 mm)*
	(no more than 100 mm)*	(no more than 90 mm)*	(no more than 70 mm)*

* thickness of the compacted snow layer on the carriageway of bridges located on a highway with a transitional type of coating

The thickness of the loose layer of snow on the sidewalks of bridges during a snowfall and before the end of snow removal Definition An uncompacted layer of snow on the sidewalks of bridges, formed after a snowfall or blizzard. Permissible thickness of a loose layer of snow on the sidewalks of bridges

	Permissible
	no more than 60 mm*	no more than 40 mm*	no more than 20 mm*
	no more than 80 mm*	no more than 60 mm*	no more than 40 mm*
	no more than 100 mm*	no more than 80 mm*	no more than 60 mm*
	no more than 120 mm*	no more than 100 mm*	no more than 80 mm*
	no more than 140 mm*	no more than 120 mm*	no more than 100 mm*

* - in the absence of regular pedestrian traffic on bridges, other standards for the maintenance of sidewalks may be provided

The thickness of the compacted layer of snow on the sidewalks of bridges Definition Snow on the surface of the sidewalks of bridges, which has undergone significant compaction under the influence of pedestrians. Permissible thickness of compacted snow layer on sidewalks of bridges

	Permissible
	no more than 50 mm*	no more than 40 mm*	no more than 30 mm*
	no more than 70 mm*	no more than 50 mm*	no more than 40 mm*
	no more than 100 mm*	no more than 70 mm*	no more than 50 mm*
	no more than 130 mm*	no more than 100 mm*	no more than 70 mm*
	no more than 150 mm*	no more than 130 mm*	no more than 100 mm*

* - in the absence of regular pedestrian traffic on bridges, othersidewalk maintenance standards

Defects (not posing a threat to the safety of vehicles and pedestrians) of the carriageway, sidewalks, fences and railings of bridges Definition Defects in the roadway and sidewalks, mechanical damage to the elements of fences and railings of bridges that do not pose a threat to the safety of vehicles and pedestrians. Permissible area of ​​defects in the carriageway, sidewalks, fences and railings of bridges

	Permissible
	no more than 2% total area	no more than 1% of the total area
	no more than 3% of the total area	no more than 2% of the total area	no more than 1% of the total area
	no more than 4% of the total area	no more than 3% of the total area	no more than 2% of the total area
	no more 5% total area	no more than 4% of the total area	no more than 3% of the total area
	no more than 6% of the total area	no more 5% total area	no more than 4% of the total area

The presence of snow-ice deposits in the body of the pipe in the period before the beginning of the spring flood Definition Snow and ice deposits in the pipe body, preventing the passage of spring floods Permissible amount of snow and ice deposits in the pipe body

	Permissible
	no more than 2/3 of the diameter	no more than 2/3 of the diameter	no more than 2/3 of the diameter
	no more than 2/3 of the diameter	no more than 2/3 of the diameter	no more than 2/3 of the diameter
	no more than 2/3 of the diameter	no more than 2/3 of the diameter	no more than 2/3 of the diameter
	no more than 2/3 of the diameter	no more than 2/3 of the diameter	no more than 2/3 of the diameter
	no more than 2/3 of the diameter	no more than 2/3 of the diameter	no more than 2/3 of the diameter

Installation of indicator milestones at the locations of pipes, signal posts, barrier fences, the beginning and end of bridges, sections of roads with an embankment of more than 2 m and on sections of curves of a small radius Definition Indicative milestones at the locations of pipes, signal posts, barrier fencing, the beginning and end of bridges, on sections of small radius curves are missing or broken.

Presence of index milestones at the locations of pipes, signal posts, barrier fencing, the beginning and end of bridges, sections with an embankment of more than 2 m and on sections of curves of a small radius

	Permissible
	at least 75% of the required amount
	as needed	as needed	as needed
	as needed	as needed	as needed

SECTION 3

DEFECTS IN ROAD DESIGN AND CONDITION

Installation of technical means of traffic management in violation of applicable standards, norms and rules Definition Availability of technical means of organizing traffic, installed in violation of existing standards, norms and rules. Installation of technical means of traffic management in violation of applicable standards, norms and rules is not allowed on roads of all categories, at all levels of maintenance.

Unavailability of snow-covered areas with efficient snow protection

Definition Lack of workable protection against snow drifts on snow-covered sections of the road. Permissible insecurity of snow-covered areas with snow protection

	Permissible
	no more than 10%	no more than 5%	not allowed
	no more than 20%	no more than 10%	not allowed
	no more than 30%	no more than 20%	no more than 10%
	no more than 40%	no more than 30%	no more than 20%
	no more than 50%	no more than 40%	no more than 30%

The thickness of the loose layer of snow on driving pockets and landing areas of stops public transport during snowfall and until the end of snow removal

Definition An uncompacted layer of snow on driving pockets and landing areas of public transport stops, formed after a snowfall or blizzard, as well as a practically uncompacted layer of snow mixed with chlorides. Permissible thickness of a loose layer of snow on driving pockets and landing sites of public transport stops during snowfall and until the end of snow removal

	Permissible
	no more than 60 mm	no more than 40 mm	no more than 20 mm
	no more than 80 mm	no more than 60 mm	no more than 40 mm
	no more than 100 mm	no more than 80 mm	no more than 60 mm
	no more than 120 mm	no more than 100 mm	no more than 80 mm
	no more than 140 mm	no more than 120 mm	no more than 100 mm

The thickness of the compacted layer of snow on the driving pockets and landing areas of public transport stops Definition Snow on the surface of driving pockets and landing areas of public transport stops, which has undergone significant compaction under the influence of vehicles and pedestrians. Permissible thickness of the compacted snow layer on driving pockets and landing areas of public transport stops

	Permissible
	no more than 50 mm	no more than 40 mm	no more than 30 mm
	no more than 70 mm	no more than 50 mm	no more than 40 mm
	no more than 100 mm	no more than 70 mm	no more than 50 mm
	no more than 130 mm	no more than 100 mm	no more than 70 mm
	no more than 150 mm	no more than 130 mm	no more than 100 mm

The thickness of the loose layer of snow on recreation areas and parking lots of vehicles during snowfall and until the end of snow removal Definition An uncompacted layer of snow on recreation areas, formed after a snowfall or a blizzard, as well as a practically uncompacted layer of snow mixed with chlorides. Permissible thickness of loose snow on recreation areas and parking lots

	Permissible
	no more than 140 mm	no more than 120 mm	no more than 100 mm
	no more than 140 mm	no more than 120 mm	no more than 100 mm
	no more than 140 mm	no more than 120 mm	no more than 100 mm
	no more than 140 mm	no more than 120 mm	no more than 100 mm
	no more than 140 mm	no more than 120 mm	no more than 100 mm

The thickness of the compacted layer of snow on recreation areas and parking lots of vehicles Definition Snow on the surface of recreation areas (parking lots), which has undergone significant compaction under the influence of transport. Permissible thickness of the compacted snow layer on recreation areas and vehicle parking

	Permissible
	no more than 100 mm	no more than 90 mm	no more than 70 mm
	no more than 100 mm	no more than 90 mm	no more than 70 mm
	no more than 100 mm	no more than 90 mm	no more than 70 mm
	no more than 100 mm	no more than 90 mm	no more than 70 mm
	no more than 100 mm	no more than 90 mm	no more than 70 mm

The presence of snow and ice deposits that make it difficult to perceive information on road signs

Definition The presence of snow, ice deposits, hoarfrost, which makes it difficult to perceive information on road signs installed in accordance with the location. The presence of snow and ice deposits that make it difficult to perceive information on road signs is unacceptable on roads of all categories, at all levels of maintenance.

Throughput - the number that BP can pass, providing the necessary safety and convenience for movement.

PS can be:

Theoretical;

Practical.

Theoretical PV is defined as the ratio of the considered period of time T to the time it takes vehicle passing through a section equal to the dynamic dimension of the rolling stock. Fri \u003d T / t.

la - length of transport medium

Sp - the distance traveled by the vehicle during the reaction time of the driver

St - braking distance

lz - stock distance

The maximum number of cars that can pass a section of the road, with specific road conditions per unit of time, is called the practical throughput and is determined by the formula

where P max is the maximum practical throughput of the reference section;

B total - final reduction ratio bandwidth.

The standard is taken as a horizontal, straight section with a carriageway having at least two traffic lanes 3.75 m wide, with dry rough coated, with a visibility distance of at least 800 m, for a traffic flow consisting only of passenger cars.

where - B 1 , B 2 , B n - partial coefficients for reducing throughput, determined depending on the characteristics of road conditions and the composition of the traffic flow (number of lanes, lane width, the presence of pedestrian crossings, stops, intersections, small angles of turns, large slopes of the longitudinal profile; lighting of sidewalks and roadways, distance from the inverter to the building, the number of road trains in the stream, visibility distance, width of bridges and overpasses).

Under the influence of light, heat, air oxygen, bituminous materials used for road surfaces age. In the process of aging, some of their constituents volatilize or oxidize, while others aggregate and condense. Plasticity of bitumens decreases, fragility increases, cracks appear. This is especially dangerous in aggressive chemical environments.

Due to the complexity and high degree polymerization compounds that are part of the bituminous materials have a relatively high acidity. However, from prolonged exposure to concentrated solutions of mineral acids, bituminous materials are destroyed. Bitumens and compositions based on them, made using acid-resistant fillers (natural and artificial), resistant to long-term exposure to sulfuric acid at a concentration of not more than 50%, hydrochloric acid - 30%, nitric acid - 25%, acetic acid - 70%, phosphoric acid - 80 %.

Prolonged exposure to concentrated aqueous solutions (up to 40 ... 50%), caustic alkalis and alkali metal carbonates at normal and elevated temperatures causes a gradual destruction of bitumen compositions. Even saturated solutions of lime, for example, in concrete, saponify bitumen. They are not affected by aqueous solutions of mineral and organic salts. Bituminous materials well resist unoxidized organic acids, but dissolve in organic solvents.

Corrosion of bitumen leads to a decrease physical and mechanical properties asphalt concrete, the occurrence of various kinds of defects in road surfaces.

Road surface defects(pavement) are deviations of the geometric parameters, texture and structure of the pavement from the regulatory requirements.

Depending on the nature, location and size, defects are divided into the following types:

cracks- pavement discontinuity defects resulting from alternating load, fatigue phenomena, thermal expansion and other factors. An increase in the number and length of cracks indicates the beginning of the process of pavement destruction. Asphalt concrete pavements are characterized by individual and frequent cracks.

Separate cracks- transverse and oblique cracks, not interconnected, the average distance between which is 4 meters or more. When determining road defects, the total length of cracks is recorded in running meters.

Frequent cracks - transverse and oblique cracks with branches, sometimes interconnected, but, as a rule, not forming closed figures; the average distance between adjacent cracks is 1-4m. In road diagnostics, the area of ​​​​the area with cracks in square meters.

crack grid- intersecting transverse, longitudinal and curvilinear cracks dividing the surface of a previously monolithic coating into cells. Defects are measured in square meters.

potholes- local destruction of the pavement, having the form of recesses with sharply defined edges, formed due to the destruction of the pavement material; when diagnosing roads, they are measured in square meters. The reasons for the formation of potholes can be undercompaction of the material in this place, the use of heterogeneous or contaminated material, the formation of cracks or places of increased dynamic impact of vehicle wheels due to uneven pavement, etc. To prevent the development of potholes in area and depth, it is necessary to take emergency measures to eliminate them immediately after detection.

Patches- sections where the original road surface has been removed and replaced with similar or different material; measured in square meters. They are the result of the use of patching, with poor performance of which evenness worsens due to the difference in the levels of the surface of the coating and patches. The patches also affect the uniformity of the brightness of the coating.

Rutting - pavement defect due to the presence of ruts on the carriageway - longitudinal recesses correct form in places of rolling, systematic application of loads from the wheels of the rolling stock. Rutting is formed with significant (limiting) axial loads due to the rheological properties of materials and insufficient strength of the pavement structure. Under the influence of heavy vehicles, with heavy traffic, rutting can progress and lead to the formation of cracks, breaks. The presence of rutting makes it difficult to maneuver cars, impairs drainage from the pavement and increases the danger of traffic. When diagnosing roads, rutting is distinguished by depth: up to 15 mm, from 15 to 30 mm, over 30 mm, it is measured in running meters.

Chipping - destruction of the road surface as a result of the loss of individual grains mineral material- gravel, crushed stone (on transitional type coatings); due to the loss of communication between the grains of the material on improved coatings of a lightweight type, as well as on capital coatings of a non-rigid type with poor adhesion (adhesion) of crushed stone grains with bitumen; with poor mixing of the mixture, the use of low-quality materials in the coating; when laying the material in rainy or cold weather or if the coating is under-compacted. When diagnosing roads, it is measured in square meters.

Peeling - destruction of the coating surface due to the separation of the outer thin films material caused by exposure to water and negative temperatures. It occurs especially intensively with frequent freezing and thawing of the coating and with the use of salt mixtures to combat ice. The intensity of peeling depends on the quality of the materials.

Porous and weak materials are more sensitive to temperature fluctuations and are more likely to peel. Peeling of asphalt concrete pavements occurs most intensively in the spring with frequent thawing and freezing. upper layers. With an increase in the number of temperature transitions through zero, the peeling intensity increases. When diagnosing roads, it is measured in square meters.

Edge destruction - destruction of the edges of the coating in the form of a network of cracks or chipping of its material. Edge breaking occurs when the wheels of heavy vehicles move over the edge, when the wheels hit at the joints of cement concrete slabs, and also when the strength of the road pavement in the edge zone is insufficient. When diagnosing roads, it is measured in running meters. To protect the edges of the coating from damage, curbs are installed at the points of their junction with the curbs, arrange edge bands, reinforce the shoulders, the seams between the plates are sealed with mastic.