When developing requirements for the evenness of coatings, they proceed from the permissible amplitudes and accelerations of vehicle vibrations at the design speed. There are four criteria by which the admissibility of certain vehicle vibrations is assessed:
- driving comfort and comfort for the driver and passengers;
- stability of cargo in the car body;
- reliability and durability of springs, tires and other
car parts;
Reliability and durability of road construction.
It has been established that the criterion of ensuring
convenience and comfort for the driver and passengers.
R.V. Rotenberg and other scientists found that when driving on an uneven surface, the sensation of oscillations by the driver begins from the moment when the acceleration of oscillations is reached. z= 0.5 m/s 2 . As the speed of the vehicle increases and unevenness in the driving profile arises disturbing fluctuations. This state roughly corresponds to accelerations z= 2.5...3 m/s 2 . With prolonged action z= 3...5 m/s 2 oscillations turn into unpleasant and intolerable. Single large and long average fluctuations affect the functional state of the driver, reduce his performance.
The vibration frequency of the car also has a significant impact on the human condition. It has been established that when the car body vibrates at a frequency of 0.7-4 Hz, passengers experience discomfort, and at 5-20 Hz a critical condition is created for a person.
Of practical importance are linear vertical oscillations of the body (swaying), its angular oscillations in the longitudinal plane of the car (galloping), angular oscillations in the transverse plane (staggering), oscillation of the axles (bridges) in the vertical plane.
The frequency of the disturbing force under the periodic impact of road roughness on the wheels of the car
where v is the speed of movement, km/h;
S- roughness length, m
The relationship between the frequency of the disturbing force, the size of the unevenness of the roadway and the speed of movement R.V. Rotenberg recommends setting according to the smooth running characteristics of the car.
Taking into account the influence of acceleration and frequency of vehicle vibrations on the functional state of drivers, regulatory requirements for the longitudinal evenness of operated roads have been developed, taking into account traffic intensity, road category and type of surface for each method and measuring device.
Table 10.6 shows the requirements for evenness when measuring with the PKRS-2U dyno trailer.
Table 10.6
Requirements for evenness when measuring with a dynamometric trailer PKRS-2U
Ending
The system for assessing the evenness of the road surface according to the international evenness index IRI is given in Table. 10.7.
Table 10.7
The system for assessing the evenness of the road surface according to the international evenness index IRI
Cross evenness is determined by the presence of irregularities or deviations of the actual surface from the design in the cross section of the road.
To the irregularities and deviations that form the characteristics of longitudinal evenness, another specific type of defects is added in the transverse direction - secretiveness.
Track - This special kind deformation of the road structure (subgrade, pavement with coating), as a result of which depressions are formed on the surface of the carriageway along the road along the rolling lanes without bulging ridges or with bulging ridges on one or both sides of these depressions. The track can cover both the pavement layer and all other layers of pavement and soils of the active zone of the subgrade.
Ruts can form on all types of pavements and pavements, but the intensity of their formation and the depth of the ruts are different.
According to the shape of the transverse profile of the carriageway, it is possible to distinguish the tracks in the form of recesses along the rolling lanes; recesses along the rolling strips with one ridge or bulging hump; recesses along the rolling strips with two and three protrusion ridges; recesses along the runways with a general subsidence of the surface of the carriageway, etc. (Fig. 10.15). The total track depth can vary within a wide range of 2-150 mm or more. With a solid subgrade and a base on an asphalt concrete pavement, a rut can be formed due to accelerated wear the material of the top layer of the coating along the rolling strips and due to the accumulation of plastic deformations in the layers of asphalt concrete. In real conditions, the result of these rutting processes is summarized.
Rice. 10.15. Types of track: 1, 2 - recesses along the rolling strips; 3, 4 - recesses with one and two protrusion ridges; 5 - recesses with a general subsidence of the surface of the carriageway; 6 - axis of the road
Most often, the rut is formed on non-rigid pavements coated with asphalt concrete and other bitumen-mineral mixtures, however, abrasion rut can also form on cement concrete pavements.
Like most other deformations, a track is formed with an unfavorable combination of two groups of factors:
- 1) external factors - load effects, climatic factors, especially air temperature and solar radiation, as well as conditions for moistening the subgrade soil;
- 2) internal factors - physical and mechanical characteristics of the road structure: shear resistance, structural condition, strength and degree of compaction of the pavement and subgrade, type of soil and its properties. The most important of all rutting factors is the impact of heavy multi-axle vehicles.
The rutting process begins simultaneously with the opening of traffic on the road. At first, it goes slowly, affecting only the top layer of the pavement, and then spreads to other layers of the pavement and to the subgrade.
The main characteristic of the track is its depth. h K . The total track depth can be determined based on the diagram shown in fig. 10.16.
Rice. 10.16. The main parameters of the track: 1,2 - the line of the pavement surface after construction and after the formation of the track, respectively; 3 - measuring rail
Where 1g y to - indentation on the surface 
pavement due to the accumulation of residual deformation in the layers of pavement and in the subgrade, mm;
The average height of the riser ridges (7g l - the height of the riser from the left and /? n - right sides) formed due to plastic deformations in the asphalt concrete layer and subgrade, mm.
The value of the recess in general case is:
where /g du is the depth of the track due to the additional compaction of the pavement and subgrade soil, mm;
/? c - track depth due to wear (abrasion), mm;
/? a b - track depth due to plastic deformations in asphalt concrete layers, mm;
/? 0 - track depth due to structural deformations in the base layers, mm;
h T - track depth due to the accumulation of residual deformations in the subgrade, mm.
To measure the geometric parameters of the wheels, a large number of devices, instruments and installations are used. All of them are based on the application of two main methods:
- 1) measurement of the gaps between the bottom of the rail, lying on the side edges or ridges of the bulge, and the bottom of the track, the so-called simplified method;
- 2) measurement of surface marks (depth) of the track from the horizontal line at the level of the edges (crests) of the track - vertical mark method.
According to the first method, the measuring rail is laid on the surface of the ridges of the ridges of the track or on the surface of the pavement, if the track is without ridges of the rise, and gaps are measured from the bottom of the rail to the bottom of the track.
According to the second method, the rail is set in a horizontal position and from the bottom of the rail, the gaps (track depth) are determined relative to the left and right edges or the ridge of the track.
IN last years the problem of combating ruts has become one of the most important tasks on the roads of Russia.
This is due to the fact that in the traffic flow there is an increase in the proportion of heavy multi-axle vehicles, which accelerate the formation of ruts, and the proportion of light high-speed vehicles, for which ruts pose the greatest danger.
A deep rut makes it difficult to maneuver a car when overtaking, causes cross-slip, lateral vibrations and loss of stability when leaving the rut, which leads to a decrease in speed and an increase in accidents.
Research by A.N. Narbut and Yu.V. Kuznetsov show that it is dangerous to change lanes of cars with crossing the track at the moment the car wheel hits the side walls and ridges of the track rises. The moment is especially dangerous when high speed movement, the front wheels move over the ridges of the bulge and move along one wall of the track, and the rear wheels run into other walls that have the opposite transverse slope (Fig. 10.17). At the same time, the front and rear axle vehicles are moving at angles to the velocity vector forward movement directed to different sides, and the longitudinal axis of the car is displaced at some angle relative to the longitudinal axis of the road lane .
Rice. 10.17. The movement of the car with the front wheels moving over the ridges of the gauges: I, II - the position of the wheels of the car before crossing the gauge and after moving the gauge, respectively; R- the resultant forces acting on the wheels of the car before and after moving through the track bulges; Rx- the direction of the horizontal forces acting on the wheel of the car before and after the passage of the gauges; a 1; and 2 - angles of inclination of the faces of the track
The greatest influence on the speed and safety of the movement of the track is exerted during the period of rains, snowfalls and snowstorms, when water or snow accumulates in them. Based on the driving conditions of vehicles, in these cases allowable depth gauge is strictly limited.
Measurements of track parameters during the diagnostic process are performed in accordance with the Methodology for measuring and assessing the operational condition of roads by track depth, approved by order of the Ministry of Transport of Russia on May 17, 2002 No. OS-441-r.
Measurements are made along the right outer runway in the forward and reverse directions in areas where, with visual inspection the presence of a rut was established.
The number of measurement sites and the distance between the sites are taken depending on the length of the independent and measuring sections. A section is considered independent if, according to a visual assessment, the track parameters are approximately the same. The length of such a section can vary from 20 m to several kilometers. An independent section is divided into measuring sections with a length of 100 m each.
At each measuring section, five measurement sections are allocated at an equal distance from one another (on a hundred-meter section every 20 m), which are assigned numbers from 1 to 5. In this case, the last section of the previous measuring section becomes the first section of the next one and has the number 5/1.
The rail is laid on the protrusions of the outer track, then, with an accuracy of 1 mm, one reading is taken at the point corresponding to the largest depth of the track in each alignment, using a measuring probe installed vertically. In the absence of extrusion, the rail is laid on carriageway so that the measured track overlaps.
If there is a pavement defect in the measurement site (pothole, crack, etc.), the measurement site can be moved forward or backward up to 0.5 m to eliminate the influence of this defect on the read parameter.
The track depth measured in each alignment is recorded in the statement.
| Estimated speed, km/h | Track depth, mm | |
| admissible | maximum allowable | |
|
More 120 |
||
| Andless | ||
Table 10.3
For each measuring section, the estimated track depth is determined. To do this, analyze the results of measurements in five sections of the measuring section, discard the largest value, and the value of the track depth following it in the descending row is taken as the calculated value for this measuring section (hKH).
The calculated rut depth for an independent section is determined as the arithmetic mean of all values of the calculated rut depth in the measuring sections:
The assessment of the operational state of roads in terms of track depth is carried out for each independent section i by comparing the average estimated track depth h k.s. with allowable and maximum allowable values (Table 10.3).
Road sections with a rut depth greater than the maximum allowable values are considered dangerous for vehicle traffic and require immediate work to eliminate the rut.
Judge Mansurov S.A.
The definition in a reasoned form was drawn up on 17.03.2014
Judicial Collegium for Civil Cases of the Sverdlovsk Regional Court consisting of:
presiding Zarubin V.Yu.,
judges Panfilova L.I.,
Safronova M.V.,
under the secretary Ermakova M.V. considered in an open court session on appeal a civil case on the claim of K. to the open joint-stock company “State Insurance Company Yugoriya", E., GKU SO "Management highways", LLC "Management road works”, OJSC “Sverdlovskavtodor” on compensation for damage caused by a traffic accident”,
on the appeal of the defendant E. and the representative of the plaintiff K. - Z. against the decision of the Asbestovsky City Court of the Sverdlovsk Region dated November 27, 2013.
After hearing the report of Judge Safronov M.V., the explanations of the defendant E., who supported the arguments of the appeal, the representative of the defendant GKU SO "Department of Highways" B. and the representative of the defendant LLC "Sverdlovskavtodor" S., who objected to the satisfaction of the appeal, the judicial board
installed:
The plaintiff K. filed these requirements with OAO GSK Yugoria, Ye. N at 14 km +800 m of the highway Beloyarsky - Asbest of the Sverdlovsk region, went to oncoming lane movement and allowed a collision with his bus KAVZ-423802, N under the control of Sh.
The cost of repair and restoration work of the bus, taking into account wear and tear, is<…>rubles, the loss of commodity value amounted to<…>rubles. open Joint-Stock Company"State Insurance Company Yugoria", where the civil liability of the defendant E. is insured, voluntarily paid the plaintiff an amount of<…>rubles. In this connection, the plaintiff asked to recover from the defendant JSC "State Insurance Company Yugoria" in his favor insurance compensation <…>rubles, from the defendant E. on account of damages<…>rubles. He also asked to recover from the defendants the legal costs of paying the state fee in the amount of<…>rubles, for drawing up a statement of claim<…>rubles,<…>rubles for issuing a power of attorney,<…>rubles - for representation in court.
By court ruling, GKU SO "Department of Highways", LLC "Department of Road Works" and OJSC "Sverdlovskavtodor" were involved as co-defendants in the case.
By the decision of the Asbestovsky City Court of the Sverdlovsk Region dated November 27, 2013, the claim of the Oktyabrsky District Court of the city of Yekaterinburg dated November 11, 2013 was collected from JSC GSK Yugoria in favor of K. insurance compensation<…>rubles, the cost of paying the state fee<…>rubles, for the preparation of a statement of claim<…>rubles, expenses for a representative<…>ruble.
Collected from E. in favor of K. in compensation for material damage<…>, the cost of paying the state fee<…>for filing a claim<…> <…>rubles. Collected from E. in favor of FBU Uralsky regional center forensic examination of the Ministry of Justice of the Russian Federation<…>rubles.
Satisfaction of the claims against the defendants GKU SO "Department of Automobile Roads", LLC "Department of Road Works", OJSC "Sverdlovskavtodor" was denied.
Defendant E. did not agree with such a decision, in his appeal he asks for the decision to be canceled and the claim against him to be dismissed. Without contesting the amount of damage caused to the plaintiff, he points out that he was not at fault in the accident, considering cause of the accident unsatisfactory maintenance of the road and the presence of a rut, due to which his car was carried into the oncoming lane, indicates the absence of violations of the rules on his part traffic.
The representative of the plaintiff also disagreed with the decision, indicated that the cause of the accident was the presence of a rut on the road and the responsibility for the damage caused to the plaintiff lies with the organization that improperly maintains the road. She asked to change the decision and issue a new decision, which establishes the degree of responsibility of the defendant E. - 20%, and the defendant JSC "Sverdlovskavtodor" - 80%, recovering from the defendants, respectively, the damage in such a proportion.
The plaintiff, the defendants JSC GSK Yugoria, LLC Road Works Administration, a third party Sh. did not appear at the court session, did not petition to adjourn the court session, the case materials contain evidence of their advance notification of the time and place of the case by the court of appeal (Notice dated February 12, 2014). Information about the place and time of the court session was posted in advance on the website of the Sverdlovsk Regional Court. In view of the foregoing, guided by Art. 167 of the Code of Civil Procedure Russian Federation, the panel of judges decided to consider the case in the absence of these persons.
Having studied the case file, checking the legality and validity of the contested decision within the arguments of the appeal in accordance with Part. 1 Article. 327.1 of the Civil Procedure Code of the Russian Federation, the panel of judges concludes that it is necessary to change the court decision.
As follows from the case file, on December 29, 2011, a traffic accident occurred, in which the defendant E., driving a Ford Focus vehicle, Mr. n. N at 14 km +800 m of the highway Beloyarsky - Asbest of the Sverdlovsk region, in violation of clause 10.1 of the Rules of the Road of the Russian Federation, lost control, drove into the oncoming lane and collided with a vehicle by a KAVZ-423802 bus, r.n., under the control of Sh., owned by the plaintiff K. on the right of ownership. As a result of what happened traffic accident means KAVZ-423802 state register sign N caused mechanical damage.
E.'s civil liability was insured by GSK Yugoria OJSC, which recognized this accident as an insured event and paid insurance compensation<…>ruble.
According to conclusion N, the cost refurbishment taking into account the wear and tear of the bus KAVZ-423802 is<…>rubles, according to expert opinion N, the total value of the loss of the commercial value of the KAVZ-423802 bus is<…>rubles. To pay for the services of appraisers, the plaintiff incurred expenses in the amount of N rubles. The said circumstances were not disputed by the parties and the appeals do not contain any arguments concerning the amount of damage.
Defendant E. pointed out that his car was swept into oncoming traffic due to the car skidding in a rut, while he did not perform any maneuvers, moved at the same speed, did not accelerate or slow down. On the section of the road where the accident occurred, there is a rut measuring 100 * 0.3 * 0.035 m. He believed that the cause of the accident was the non-compliance of the road with safety requirements.
The court of first instance, laying liability for damages only on defendant E., concluded that his arguments about the presence of a track that did not meet the requirements of GOST R 50597-93 were not confirmed, since, according to the act of surveying road conditions, that the width the track was only 30 cm, its depth was 3.5 cm, however, it is necessary to have shortcomings in three parameters at once, and from a technical point of view, the condition of the road surface did not contradict the requirements of clause 3.1 of GOST R 50597-93. The court also referred to a similar conclusion made in the opinion of the expert of the Ural Regional Center for Forensic Expertise N, N dated 26.09.2013 that, from a technical point of view, the condition of the road surface (described in the act of examining road conditions KUSP N of 29.12.2012) did not contradict the requirements of clause 3.1 of GOST R 50597-93.
The court also pointed out that E. did not provide evidence that it was as a result of his car getting into a rut exceeding the maximum dimensions of individual subsidences, potholes, etc., available in the asphalt pavement of the roadway, that he lost control of the car with a subsequent collision, which entails a refusal to satisfy the claims declared by the plaintiff against the defendants GKU SO "Department of Automobile Roads", LLC "Department of Road Works", JSC "Sverdlovskavtodor".
However, the Court of First Instance did not take into account the following.
In accordance with Art. 1064 of the Civil Code of the Russian Federation, harm caused to the person or property of a citizen is subject to compensation in full by the person who caused the harm. The person who caused harm, by virtue of part 2 of this article, is exempt from compensation for harm if he proves that the harm was caused through no fault of his. The law may provide for compensation for harm even in the absence of fault of the tortfeasor.
In accordance with Art. 3 of the Federal Law of December 10, 1995 N 196-FZ "On Road Safety", the main principles of ensuring road safety are the priority of the life and health of citizens participating in road traffic over the economic results of economic activity. According to Art. 12 of the Federal Law of 10.12.1995 N 196-FZ "On Road Safety", the obligation to ensure that the condition of the roads during their maintenance complies with the established technical regulations and other regulatory documents is assigned to the persons maintaining the roads. In accordance with paragraph 12 of Art. 3 of the Federal Law of 08.11.2007 N 257-FZ "On highways and road activities in the Russian Federation and on amendments to certain legislative acts Russian Federation”, the maintenance of the highway includes work to maintain proper technical condition road, assessing its technical condition, as well as organizing and ensuring road safety. Parts 1, 2 of Article 17 of this Law establish that the maintenance of roads is carried out in accordance with the requirements technical regulations in order to ensure the safety of roads, as well as the organization of traffic, including by maintaining uninterrupted traffic Vehicle on highways and safe conditions such a movement.
As follows from Art. 12 of the Charter of the State Institution of the Sverdlovsk Region "Department of Highways", approved by the Decree of the Government of the Sverdlovsk Region dated November 30, 2011 N-PP, the objectives of the institution's activities are, among other things, to ensure the safe and uninterrupted movement of vehicles on the roads common use regional significance. By virtue of Art. 13 of the Charter, the institution organizes the execution of work on the design, construction, reconstruction, overhaul, repair and maintenance of roads, the preparation of a list of facilities for major repairs, repair and maintenance of public roads of regional importance, the implementation of construction control in the process of repairing public roads .
This road, where the accident occurred, is on the balance sheet of the GKU SO, which is confirmed by the answer (vol. 1, sheet 226). As of December 29, 2011, there were no repairs and overhauls on this road.
The Court of First Instance established that OAO Sverdlovskavtodor, by virtue of the state contract N dated 10.03.2011 with the State Institution of Public Administration “Road Administration”, is the person who is directly responsible for the maintenance of this section of the highway. In turn, OJSC Sverdlovskavtodor signed a subcontract for the maintenance of this road with Road Works Administration LLC, clause 5.1.1 of this subcontract obliges the subcontractor LLC to take part in accident investigations at the facilities accepted for maintenance and draw up an “Inspection Report road conditions at the place of the accident” together with the traffic police.
As follows from the decision to dismiss the case on administrative offense on this fact of an accident, issued on 03/01/2012 by the commander of the traffic police department of the traffic police of the MMO "Zarechny", E., due to unsatisfactory meteorological and road conditions, lost control and allowed the exit into the oncoming traffic lane.
Directly at the scene of the accident, the state inspector of road supervision of the traffic police A. drew up an act of identified shortcomings in the maintenance of roads, road structures and technical means organization of traffic on December 29, 2011, according to which there is a 70 cm wide snow roll on the edge of the roadway, and a rut 100 meters long, 30 cm wide, and 3.5 cm deep on the road surface. section B., who did not declare any objections, comments regarding the correctness of determining the place of the accident, the procedure and method of measurements, the completeness and correctness of fixing the results of the survey of road conditions on the disputed section of the road. Moreover, as follows from the testimony of B., who was interrogated at the court session of the court of first instance as a witness, upon arriving at the scene of an accident, he saw the presence of a rut on the road, measurements were made with him, the depth was 3.54 cm. This person was brought to justice administrative responsibility under Art. 12.34 of the Code of Administrative Offenses of the Russian Federation, for failure to maintain the road in a safe condition for traffic, for failure to take measures to eliminate obstacles to traffic, with which B. agreed.
On December 29, 2011, the State Traffic Safety Inspector issued an order to eliminate snow roll and rut to the specified person. In response to this order regarding the elimination of rutting, Road Works Administration LLC reported that this species work on the elimination of gauges from 30 to 45 mm refers not to the maintenance, but to the repair of roads, however, LLC performs work according to the contract only for maintenance. (vol. 1 sheet 191)
According to the response of the GKU SO “Department of Highways”, the commission determined the sections where repairs are required, including the section where the accident occurred. The issue of repair will be decided in the coming years, taking into account financial possibilities. (vol. 1 sheet 192).
In addition, the driver of the bus, a third person, Sh., himself, gave explanations at the court session that E.'s car began to skid to the left, to the right, and then threw it into his lane. Sh. also explained that the gauge is constantly increasing, and many accidents occur on this section of the road, and during the registration of an accident, three more cars drove into a ditch.
The presence of a rut and the accident rate of this section of the road was also confirmed by witnesses V., G. and D. interrogated in court by the traffic police of the MMO of the Ministry of Internal Affairs of the Russian Federation “Zarechny”.
The panel of judges concludes that the conclusions of the court and the expert's references to the compliance of the road surface with GOST R 50597-93 in this case is untenable, because in accordance with clause 3.1.1 of the named GOST, the roadway surface should not have subsidence, potholes, or other damage that impede the movement of vehicles at the speed allowed by the Rules of the Road of the Russian Federation. According to clause 3.1.2, the maximum dimensions of individual drawdowns, potholes, etc. should not exceed 15 cm in length, 60 cm in width and 5 cm in depth.
Thus, the named GOST does not regulate the rutting of the road surface. Current regulations and the rules allow the possibility of driving on roads with a rut, the size of which does not exceed allowed values.
According to the "Rules for the diagnosis and assessment of the condition of roads. Basic provisions. ODN 218.0.006-2002, approved by the order of the Ministry of Transport of the Russian Federation of 03.10.2002, the maximum allowable rut depth is set from 20 to 35 millimeters, depending on the category of the road (table 4.10 of the Rules). Clause 4.7.7 of the Rules establishes that sections of the road with a rut depth greater than the maximum permissible values are considered dangerous for traffic and require immediate work to eliminate the rut.
Similar permissible values are established by the Order of the Ministry of Transport of the Russian Federation dated 06.24.2002 N OS-556-r “On approval of the “Recommendations for identifying and eliminating ruts on non-rigid pavements”, according to which the calculated values of the parameters and the depth of the rut are compared with their permissible and maximum permissible values , the values of which are determined from the condition of ensuring the safety of vehicles on wet pavement at a speed lower than the calculated one by 25% for the allowable rut depth and by 50% for the maximum allowable rut depth, as well as taking into account the influence of the rut on the conditions for cleaning the pavement from snow deposits and combating winter slipperiness. At the same time, at a design speed of 80 km/h, the allowable rut depth may be no more than 20 mm, and the maximum allowable no more than 30 mm.
Considering that traffic at a speed of 90 km / h is allowed on this section of the road, and also taking into account the above correction factors, the panel of judges concludes that on this section of the road there was a rut with a depth greater than the maximum permissible values, respectively, the road was dangerous for traffic and demanded immediate work to eliminate it.
In accordance with the Order N 160 of the Ministry of Transport of the Russian Federation of November 12, 2007 "On approval of the classification of works on overhaul, repair and maintenance of public roads and artificial structures on them" in the edition in force at the time of the accident, the elimination of ruts up to 30 mm deep is included in the scope of work on the maintenance of roads, the elimination of ruts up to 45 mm is included in the scope of work on their repair.
Therefore, in this section of the road, taking into account the depth of the track, it was necessary to carry out repair work.
As follows from the revocation of the GKU SO “Department of Highways”, (v. 2 case sheet 56), the road section on which the accident occurred is not in the lists of objects for work and overhaul for 2011. Thus, the State Public Institution of the Sverdlovsk Region "Department of Highways" is the person responsible for organizing the repair of this road, while references to the inconsistency of funding with the required standards cannot be accepted as valid.
In such circumstances, the Judicial Board concludes that liability for failure to comply necessary repairs this section of the road should be borne directly by the GKU SO "Department of Roads", as it did not include this road in the list of repair objects due to the obligation provided for in paragraph 9 of Decree of the Government of the Sverdlovsk Region N dated 10.11.2010, and did not organize the repair to eliminate the track.
Analyzing the circumstances of the case, the mechanism of the development of an accident, the actions of drivers - road accident participants, and evaluating them in conjunction with the evidence presented in the case, the judicial panel believes that, along with the fact that there is the fault of the defendant E. in committing an accident, since, in violation of clause 10.1 of the traffic rules, he did not take into account road and meteorological conditions, chose speed, did not enabling constant control for the movement of the vehicle to comply with the requirements of the Rules, the cause of the accident was also the unsatisfactory condition of the road surface, which has a track, upon entering which the defendant lost control.
At the same time, no evidence was presented to the court that any traffic warning signs were installed in front of this section of the road, just as there was no evidence that the defendant E. was moving at a speed exceeding the established limit on this section of the road.
The Board concludes that the cause of the accident was equally the actions of the driver E. himself, as well as the inaction of the respondent GKU SO "Department of Highways", which did not ensure the safe movement of vehicles on the highway in the area of the place accident by repair and elimination of rutting.
Based on this, the share of the fault of these defendants is to be established in the proportion of 50% to 50%, and therefore, the decision to recover damages from E. is subject to change in terms of the amount of recovered amounts, and cancellation in terms of refusal to satisfy the requirements of the GKU SO "Management highways". The damage is subject to recovery from these persons in equal shares.
At the same time, since the liability of E. is insured by OAO GSK Yugoria, which is obliged to answer within the limit of insurance payment established by law<…>rubles, from E. in favor of the plaintiff should be recovered on account of compensation for material damage<…>, from GKU SO "Department of Highways" should be collected<…>based on the amount of damages claimed by the plaintiff<…>.
State duty expenses collected from E. in the amount<…>, for filing a claim<…>ruble, expenses for a representative<…>rubles, expenses for the examination<…>rubles are also subject to recovery from the defendants E. and GKU SO "Department of Highways" in equal shares.
The rest of the decision is to be left unchanged.
Based on the above, guided by art. Art. 320, 327.1, paragraph 2 of Art. 328, 329 of the Civil Procedure Code of the Russian Federation, Judicial Board
determined:
the decision of the Asbest City Court dated 11/27/2013 to change in terms of the amount of recovery of material damage, the cost of paying the state fee, drawing up a statement of claim, the costs of a representative, paying for a forensic examination from E., recovering from him in favor of K. in compensation for material damage<…> <…> <…> <…>rubles, recovering from E. in favor of the Federal budget institution Ural Regional Center for Forensic Expertise of the Ministry of Justice of the Russian Federation<…>rubles.
The said decision should be canceled in part of the refusal to satisfy the requirements of K. to the GKU SO “Department of Highways” and make a new decision in this part, by which to recover in favor of K. from the State Treasury Institution of the Sverdlovsk Region “Department of Highways” on account of material damage<…>, on account of state duty expenses<…>, on account of the costs of paying for the services of a representative<…>rubles, on account of the expenses for drawing up a statement of claim<…>rubles, recovering from GKU SO "Department of Highways" in favor of the Federal Budgetary Institution Ural Regional Center for Forensic Expertise of the Ministry of Justice of the Russian Federation<…>rubles.
The rest of the decision is left unchanged.
presiding
V.YU.ZARUBIN
Judges
L.I. PANFILOVA
M.V. Safronov
The evenness of the road surface is one of the main factors of traffic safety. But during operation, a track inevitably appears that prevents safe movement. What is the reason for its formation, how to avoid its occurrence, is it possible to control the process of rutting and prevent it - we talked about this and much more with the largest professional in this field, professor at the Rostov State Civil Engineering University, chairman of the board of directors of Avtodor-Engineering LLC Sergei Konstantinovich Iliopolov.
- Sergey Konstantinovich, what is the reason for the formation of a rut on the highway?
- The main cause of rutting is explained by the accumulation of residual deformations in the elements of the road structure, that is, in each layer of the pavement and in the upper road layer. This is the so-called plastic track. The second and main reason is the wear of the top layer of the coating as a result of the combined effect of wear and premature non-standardized destruction of the asphalt concrete layer under the influence of external factors, which include, along with the impact of wheels, precipitation, temperature changes and solar radiation. This track of destruction and wear is formed only in the upper, closing layer of the pavement. And it's good that the sectoral regulations issued last year in the ODN, which regulate the period for the restoration or replacement of the upper layers of the coating, as well as in the GOST, which is being prepared, introduced the concept of a wear layer. Therefore, it is more correct to say that the second type of track is formed during the premature destruction and wear of the pavement layer, that is, the upper layer. In real conditions of operation of the road, both of these factors also act together and significantly affect traffic safety. But they must be separated not only in order to understand the reasons for the formation of rutting, but also in order to know how to deal with this rutting.
- Is it possible to get away from the plastic track in general and solve this issue in a normative manner?
– It is absolutely impossible to get away from the plastic track. Even if we take into account all the factors involved, we cannot change the existing nature of the material. For example, any asphalt concrete is inherently an elastic-viscous plastic material that has all the main manifestations characteristic of this category of material: both load perception fatigue and redistribution of the main frame material - crushed stone, which is part of asphalt concrete, since the main element of asphalt concrete is dispersed asphalt-binder structure, giving it the properties of an elastic-viscoplastic body. This is not an elastic body, it will accumulate residual deformations as it is loaded. The only difference is that the elastic-plastic properties and the properties of the accumulation of residual deformation of asphalt concrete are somewhat dependent on temperature.
I want to note the absolute disregard for the physical nature of asphalt concrete in the calculation of non-rigid pavement, where each body taken into account is taken as having elastic properties, which in its essence is not. This also eliminates permanent deformation after loading. As you know, when a load is applied, the body deforms, and when it is removed, it must be restored to its previous dimensions. Here, asphalt concrete under cyclic load, being an elastic-viscoplastic body, cannot recover to the same parameters, it will recover, but a little less. This difference is called permanent deformation.
– Is it possible to control the process of rutting on our roads?
– With the existing regulatory framework it is forbidden. Asphalt concrete, as well as other materials present in non-rigid pavement, as already mentioned, are accepted as rigid, not being such in fact.
- Is there a way out in this situation?
– It is necessary to improve the design standards for non-rigid pavements by introducing two additional controllable criteria into the calculation: the accumulation of design of non-rigid pavements for the accumulation of permanent deformation and the formation of fatigue cracks. Asphalt concrete in the existing regulatory framework is considered as a material that can withstand any number of loads for billing period laid down in the regulations. Until recently, depending on the road-climatic zone and road category, this period was 18 years, today it is 24 years. These are the overhaul periods during which it is assumed that an absolutely elastic body, which is asphalt concrete, should work without breaking its continuity, more precisely, without the formation of fatigue cracks. This is a myth that anyone understands. Even if steel, a much more solid body, has fatigue, upon the occurrence of which the metal breaks, then what can we say about asphalt concrete. In the current regulatory framework, there is no difference for which road we are designing: with a traffic intensity of more than 110,000 vehicles per day or 20,000 vehicles per day. It is clear that the efficiency of asphalt concrete in different conditions will be different. The service life of the pavement is determined by the category of the road and the existing loads taken into account, but nowhere are there requirements for the resistance to fatigue failure of asphalt concrete, on the basis of which the service life is not calculated or, for a given service life of the pavement, the period of operation is not determined and calculated, after which fatigue failures in order to plan repair activities. It is precisely for this purpose that it is necessary to develop one of the two criteria that I named above.
If the formation of rutting is an obvious fact, then cracks are that insidious factor that is not always evident, but its influence and the need to take it into account in the calculation are sometimes more significant.
First reason. Asphalt concrete is included in the calculation of pavement with certain specified physical and mechanical properties, primarily its modulus of elasticity. And even in everyday life we always call the strength of a certain structural element, consisting of asphalt concrete, the modulus of elasticity of asphalt concrete. And therein lies another root of evil. For pavement, the parameters and strength of not the material, but the layer, are extremely important. Thus, on performance characteristics even in non-rigid pavement, the modulus of elasticity of the layer of asphalt concrete mixture or asphalt concrete has a primary influence. As soon as fatigue cracks form in this layer, discontinuity occurs. And with the same modulus of elasticity as the material, we get a sharp decline strength, since when breaking into blocks, the load distribution system fundamentally changes, and all lower layers will experience much heavy load in crack zones. It would seem that they are elementary things, but no one talks about them today, they are the scourge of our highways.
The second reason. Getting fatigue cracks, we get non-standard condition of non-rigid pavement. Under these conditions, the design schemes laid down in the regulations no longer work, and the pavement should continue to work.
For highly loaded highways with a traffic intensity of over 100 thousand vehicles with four lanes, that is, roads of the first category, and often the second category, the package of asphalt concrete layers should usually consist of three layers. And these three layers in total should not be less than a certain thickness - 28 cm. By the way, in the regulatory framework of the Russian Federation there is no criterion that would determine the recommended thickness of asphalt concrete layers and what it depends on. Today you will not find anywhere any explanatory material that could point to the factors that make it possible to determine the minimum thickness of the package of asphalt concrete layers. We are getting close to developing this normative document, which will answer the question why the package of asphalt concrete layers cannot be less than a certain value. This value is determined by the composition and intensity of traffic and the need for this package to absorb the high-frequency part of the dynamic spectrum of the impact of the car. This criterion, in my opinion, is very important. The most high-frequency energy-intensive part of the spectrum of the dynamic impact of cars should be absorbed by asphalt concrete, since it, having a certain continuity, contains asphalt binder, that dispersed part in which these frequencies of the impact of the car are absorbed as in a viscous substance. What is frequency? This is a certain effect, determined by the wavelength. We must absorb that part of the dynamic spectrum, the wavelengths of which are comparable to the thickness of the pack of asphalt concrete layers. With a decrease in this thickness, a significant part of the spectrum falls lower, into those layers that are not capable of resisting a given energy effect at long frequencies. And if crushed stone is even further away, this will mean a significant excess of abrasion of the material and its transformation into stone flour within 5–7 years, with a pavement service life of 24 years. On this topic, too, there are no recommendations, no criteria.
– Why are fatigue failures more dangerous than plastic ones?
– Accounting for fatigue failures and preventing their occurrence is very important. Fatigue cracks are formed on the lower face of the last layer of asphalt concrete from the top in the package of asphalt concrete layers, since it is this face that experiences maximum tension. Consequently, we can get fatigue cracks on the bottom face of the last, third layer. The upward propagation of a crack is very fast. Within six months we will get a sprouting crack, and with each subsequent layer, the rate of its formation will be higher, because an ever smaller mass of asphalt concrete will resist tensile stress, especially since the edges have always served as a stress concentrator. Thus, cracks appear on the surface of the coating, and they can be strictly transverse, and at an angle, and longitudinal, and networks of cracks. The problem is not even that this creates discomfort during movement, with the formation of a network of cracks, fragmentation of the asphalt concrete of the top layer of the pavement is quickly achieved, moisture will penetrate into the resulting crack, but that the continuity of the package of asphalt concrete layers is broken, which at the same time radically change their distributing ability to the lower layers. And the lower layers of the base begin to experience those stresses for which they are not designed by their physics. As a result, we drastically reduce the resource of the underlying layers, the working resource of which significantly exceeds both 20 and 30 years. We are simply destroying this resource. Therefore, fatigue failures are of fundamental importance from the point of view of the durability of non-rigid pavements.
The way out of this situation is very simple. You cannot talk about certain things and phenomena until you control them. Neither rutting nor fatigue failure today in the Russian Federation is regulated anywhere and no one controls this process, because it can be controlled only when you know how to calculate it, you know the laws of its formation.
Thus, it is urgent to develop two new criteria. The first is the calculation of flexible pavements for their operational durability, or reliability, which would allow calculating the accumulation of residual deformations in the form of transverse unevenness or plastic rutting during the design service life of flexible pavement. The second criterion is the calculation of non-rigid pavements for the accumulation of fatigue failures. Until, at the design stage, we get two graphs of the accumulation of residual deformation of fatigue failures by years of the life cycle, we will not only control these processes, but we will not even be able to meaningfully state the very fact of the existence of these problems.
Is there a way to solve these problems? In what direction should you move?
- Over the past five years, the Avtodor State Company has repeatedly stated at all levels that such criteria are necessary. Moreover, the main difficulties in developing these criteria are not even that we have to admit the imperfection of the methods for calculating pavements. We need new criteria for the level of operational condition of roads during the operation of non-rigid pavements. The most a big problem proposed to be taken over by the State Company, these are those methods, those knowledge, scientific schools that can implement and solve it. These are calculation methods, development of criteria on the basis of which the methods will work. Today we have scientific schools that are not only able to solve this problem, but are already working to State company"Avtodor" to resolve these problems. And I really hope that by the end of 2018 these criteria will be submitted for testing. This will allow us to manage the processes that we are talking about, because today even the technical elite of the road industry does not have a clear understanding that all problems with the top layers of the pavement, including extended turnaround times, cannot be solved with the top wear layer alone. There is an integral cumulative indicator of the health of the entire road structure.
Each element of the road structure, including the subgrade, contributes to the formation of plastic ruts or unevenness. The evenness of the upper layer of non-rigid pavement should begin with the evenness of the upper layers of the subgrade, the lower underlying layers, the lower asphalt concrete layers of the package, and the evenness of the upper, closing layer is their integral, summing indicator. So, all the problems that drivers face on our roads are fatigue damage, rutting resulting from the destruction of the upper layer, because all these parameters do not have not only criteria, but even an internal understanding of the need to take them into account.
– What are the main factors in determining the durability of pavements?
“It's about accumulation. If we are talking about rutting, then remember that two factors contribute to it: the accumulation of residual deformation in each element of the road structure plus the destructive and abrasive effect of the car wheels, for which the structure of the upper closing layer is primarily important. In order to control these processes, as I have already noted, it is necessary to create methods that take into account the accumulation and formation of residual plastic deformation in non-rigid pavement. Humidity and temperature are of paramount importance for each item of clothing. Humidity, for example, for subgrade soil or sand and gravel is important because the strength of the subgrade is directly proportional to its density, and the density is inversely proportional to moisture. Humidity will necessarily be taken into account in these criteria. The same is true for asphalt concrete: at 20°C it works in a completely different way than at 60°C. All these factors should be included in the methodology for calculating non-rigid pavement for the accumulation of residual deformations. As well as fatigue, it is significantly dependent on the moisture content of the subgrade soil, since when waterlogged, the bearing capacity is generally lost and asphalt concrete will work in much more severe conditions, since there is practically nothing to rely on. Therefore, all these factors are essential in determining the durability of pavements.
4.7.1. Measurements of track parameters during the diagnostic process are performed in accordance with the ODM "Methodology for measuring and assessing the operational state of roads by track depth" according to a simplified version using a 2-meter rail and a measuring probe.
Measurements are made along the right outer runway in the forward and reverse directions in areas where the presence of a track is established during visual inspection.
4.7.2. The number of measurement sites and the distance between the sites are taken depending on the length of the independent and measuring sections. A section is considered independent if, according to a visual assessment, the track parameters are approximately the same. The length of such a section can vary from 20 m to several kilometers. An independent section is divided into measuring sections with a length of 100 m each.
If the total length of an independent section is not equal to the whole number of measuring sections of 100 m each, an additional shortened measuring section is allocated. A shortened measuring section is also assigned if the length of the entire independent section is less than 100 m.
4.7.3. At each measuring section, 5 measurement sections are allocated at an equal distance from one another (on a 100-meter section every 20 m), which are assigned numbers from 1 to 5. In this case, the last section of the previous measurement section becomes the first section of the next one and has the number 5 / 1.
The shortened measuring section is also divided into 5 sections, located at an equal distance from one another.
4.7.4. The rail is laid on the protrusions of the outer track and one reading is taken at the point corresponding to the largest depth of the track in each alignment, using a measuring probe installed vertically, with an accuracy of 1 mm; in the absence of bulges, the rail is laid on the carriageway in such a way as to block the measured track.
If there is a coating defect in the measurement section (pothole, crack, etc.), the measurement section can be moved forward or backward up to 0.5 m in order to eliminate the effect of this defect on the read parameter.
4.7.5. The track depth measured in each alignment is recorded in the statement, the form of which with an example of filling is given in Table 4.9.
Table 4.9
Track Depth Measurement Sheet
Road section ____________________________Direction __________________________
Band number
The position of the beginning of the section _____________ The position of the end of the section _________________
Date of measurement
|
Independent site number |
Binding to mileage and length |
Measuring section length, m |
Depth of rut on alignments |
Estimated track depth, mm |
Average estimated track depth, mm |
|
|
line number |
track depth, mm | |||||
|
from km 20+150 to km 20+380, m | ||||||
For each measuring section, the estimated track depth is determined. To do this, analyze the results of measurements in 5 sections of the measuring section, discard the largest value, and the value of the rut depth following it in the descending row is taken as calculated at this measuring section ().
4.7.6. The calculated rut depth for an independent section is determined as the arithmetic mean of all values of the calculated rut depth in the measuring sections:
4.7.7. The assessment of the operational state of roads in terms of track depth is carried out for each independent section by comparing the average estimated track depth with the allowable and maximum allowable values (Table 4.10).
Table 4.10
Scale for assessing the condition of roads by track parameters measured using a simplified method
|
Estimated speed, km/h |
Track depth, mm |
|
|
admissible |
maximum allowable |
|
|
60 and under | ||
Road sections with a rut depth greater than the maximum allowable values are considered dangerous for vehicle traffic and require immediate work to eliminate the rut.
