Do not drive on our roads, it is sometimes scary to walk, there is a chance to stumble or slip on a rut that reaches up to ten centimeters in some places, although according to GOST it should not be at all. This is how car owners beat their expensive cars, mother our roads. Today our interview with the state inspector of road supervision Ilya Polukhin.
How many accidents are due to poor pavement?
- Since the beginning of the year, there have been 195 accidents, of which only one was due to defects in the road surface.
– Just one? We have terrible roads and not to say that all drivers do not comply speed mode. After all, just yesterday there was an accident in front of the "Spark", probably because of the track.
- I think that there are accidents due to the track, but the fundamental one is still traffic violation by the drivers themselves, for example, failure to provide an advantage to a car that moves along main road. Often accidents occur for a reason when the driver passes in reverse, at the same time, he is not convinced of the safety of his maneuver, and also our drivers violate the speed limit. The driver is driving, he sees that it is snowing, ice, ruts, but he does not slow down, but drives as he likes.
- What rutting is permissible according to GOST? You look - on the streets of our city, especially on Sverdlov, there are very deep ruts.
- According to GOST, there should be no rutting at all. The GOST says that the pavement of the roadway should not have subsidence, potholes, and other damage that impedes movement. Vehicle. The maximum dimensions of individual drawdowns and potholes should not exceed 15 centimeters in length, 60 centimeters in width and 5 centimeters in depth. Nothing was said about rutting.
- Did you issue instructions from the UGKh to eliminate violations?
- Last year, the traffic police of the city of Kachkanar, together with the traffic police for the Sverdlovsk region, examined the roads of the Kachkanar urban district, as a result of the survey, ruts were identified. In the name of the head of the city, an order was issued to eliminate the rutting of the road surface on Oktyabrskaya and Sverdlov streets.
- But nothing has been fixed, as there was a track, so it remained.
- Indeed, the track has not been eliminated, but temporarily installed road sign"rough road" on Oktyabrskaya street and near Mebelny.
- Who, except the mayor, received orders for bad roads?
– Instructions are received by persons responsible for the maintenance of roads in the city
How much were they fined for non-compliance?
- Fines were issued in accordance with the sanctions under the articles of the Administrative Code of the Russian Federation.
– Is it convenient for you, as a driver, to drive on our roads?
- No. It seems to me that any driver will say that he feels sorry for his car.
- And what is wrong?
– Roads should be cleaned down to asphalt, but, unfortunately, this does not happen in our country.
The conclusion suggests itself, do not want to beat your cars, bought for a lot of money, walk, or drive along all Kachkanar roads at 20 km / h. Otherwise, while you wait until the officials find the money and are going to correct all the instructions, you can stay without a car.
On the obligation to eliminate rutting on the road section
Case no.
Accepted Nikolaevsky District Court (Ulyanovsk Region)
- Nikolaevsky District Court of the Ulyanovsk Region, consisting of:
- presiding judge Agafonov S.N.,
- with the participation of the prosecutor of the Pavlovsky district of the Ulyanovsk region Beznosikov I.P.,
- under Secretary Fadeeva L.V.,
- having considered in open court a civil case on the claim of the prosecutor of the Pavlovsky district of the Ulyanovsk region in defense of the rights and legitimate interests of an indefinite circle of persons against the administration of the municipality "Pavlovsk urban settlement", LLC "Pavlovkastroyremont" on imposing the obligation to eliminate the rut on the road section along the street. Kalinin in r.p. Pavlovka to the substation in the direction of the village of Evleika, Pavlovsky district, Ulyanovsk region,
Installed:
- The prosecutor of the Pavlovsky district of the Ulyanovsk region, in defense of the rights and legitimate interests of an indefinite circle of persons, filed the above-mentioned claim with the court, indicating that an audit conducted by the prosecutor's office of the Pavlovsky district in the activities of the administration of the municipality "Pavlovsk urban settlement" revealed violations of the law governing legal relations in the field of organization road activities.
- So, in accordance with paragraph 5 of the Federal Law No. 131-FZ of October 6, 2003 “On the General Principles of Organizing Local Self-Government in Russian Federation» issues of local importance of the settlement include road activities in relation to local roads within the boundaries settlements settlements, as well as the exercise of other powers in the field of the use of roads and the implementation of road activities in accordance with the legislation of the Russian Federation.
- According to the Federal Law of December 10, 1995 No. 196-FZ “On the Security traffic» local governments, in accordance with the legislation of the Russian Federation and the legislation of the constituent entities of the Russian Federation, within their competence, independently resolve issues of ensuring road safety.
- In accordance with Part 2 of Article 12 of the Federal Law “On Road Safety”, the obligation to ensure that the condition of roads during their maintenance established rules, standards, technical standards and others regulatory documents assigned to the persons involved in the maintenance of highways.
- At the same time, as the audit showed, the administration of the municipality "Pavlovsk urban settlement" and LLC "Pavlovkastroyremont" work on cleaning local roads within the municipality "Pavlovsk urban settlement" is carried out improperly.
- In particular, on st. Kalinin in r.p. Pavlovka on the section of the road from the store "Kumir" to the substation has a rut height of 10 to 15 cm.
- However, in accordance with section 3 of the state standard of the Russian Federation “Roads and streets. Requirements for the operational state, admissible under the terms of ensuring road safety. GOST R 50597-93 ”(hereinafter - GOST R 50597-93), approved by the Decree of the State Standard of the Russian Federation dated 10/11/1993 No. 221, the carriageway of roads and streets must be clean, without foreign objects that are not related to their arrangement.
- As follows from the explanations of the deputy head of the administration of the MO "Pavlovsk urban settlement" FULL NAME2, the rut on Lenina street in the village. Pavlovka on the section of the road from the Kumir store to the substation was formed as a result of weather conditions, including heavy snowfall.
- Currently, the cleaning of local roads belonging to the municipality "Pavlovsk urban settlement" in accordance with the municipal contract No. dd.MM.YYYY is carried out by LLC "Pavlovkastroyremont".
- From the explanations of the director of the above enterprise FULL NAME3, it follows that Pavlovkastroyremont LLC DD.MM.YYYY in the administration of the Pavlovsk urban settlement municipality concluded a municipal contract No., according to which the enterprise assumes obligations to clean roads on the territory of the municipality Pavlovsk urban settlement , including on the street. Kalinin in the village of Pavlovka from the Kumir store to the substation. Rutting has formed on this section of the road due to unfavorable weather conditions and untimely snow removal.
- According to Table 4.10 of the Rules for the Diagnostics and Assessment of the Condition of Highways, approved by the Decree of the Ministry of Transport of Russia dated 03.10.2002 No. IS-840-r, at an estimated vehicle speed of 60 km/h or less, the allowable and maximum allowable gauges should be 30 and 35 mm. respectively.
- Sections of roads with a rut depth greater than the maximum allowed values are dangerous for the movement of vehicles and require immediate work to eliminate them.
- The fact of the presence of rutting on the street. Kalinin in r.p. Pavlovka on the road section from the Kumir store to the substation is confirmed by an act of identified deficiencies in road maintenance dated February 16, 2011, drawn up by the head of the OGIBDD ATS for the Pavlovsky District, FULL NAME6
- Violation of the requirements for the operational condition of a section of a local road on the street. Kalinin in r.p. Pavlovka is one of the reasons committed in January 2011 in this area of traffic accidents.
- Thus, the presence of rutting on the above section of the road can lead to an accident and, as a result, harm to the health of citizens, the circle of which is not possible to determine.
- In accordance with the Code of Civil Procedure of the Russian Federation, the prosecutor has the right to apply to the court with a statement in defense of the rights and legitimate interests of an indefinite circle of persons.
- At the hearing, the prosecutor of the Pavlovsky district Beznosikov AND.P. requirement to the administration of the municipality "Pavlovsk urban settlement", LLC "Pavlovkastroyremont" to impose the obligation to eliminate rutting on the road section along the street. Kalinin in r.p. Pavlovka to the substation in the direction of the village of Evleika, Pavlovsky district, Ulyanovsk region, supported in full, citing the arguments set out in the statement of claim.
- The representative of the defendant - administration MO «Pavlovsk urban settlement» Kurashova L.M. I disagree with the claim, at the hearing I explained that the rut on the section of the road along Kalinin Street in the village. Pavlovka to the substation in the direction of the village of Evleika was formed as a result of weather conditions, heavy snowfall, then there were very coldy. Although the road was being cleaned, the equipment could not cope and rutting was formed. Previously, this section of the road was served by the DRSU, and this year they were cleaning federal roads. On February 21, 2011, Pavlovkastroyremont LLC submitted an act of work performed and they were transferred cash. On February 28, 2011, the AMO conducted a survey of this road section and the director of Pavlovkastroyremont LLC was recommended to properly comply with the terms of the municipal contract. Currently, rutting on the road section along the street. Kalinin in the village of Pavlovka to the substation in the direction of the village of Evleika has been eliminated, about which there is a corresponding act.
- The defendant's representative, Pavlovkastroyremont LLC, duly notified of the place and time of the case, did not appear at the hearing, and did not report the reasons for the failure to appear to the court.
- Representative of a third party - OGIBDD ATS for MO "Pavlovsky District" Nasyrov M.M. at the hearing explained that rutting on the road section on the street. Kalinin in the village of Pavlovka to the substation in the direction of the village of Evleika is still available, and the condition of the road does not meet the requirements of GOST R 50597-93.
- The court, after listening to the explanations of the parties, examining the materials of the case, comes to the following.
- In accordance with the Code of Civil Procedure of the Russian Federation, each party must prove the circumstances to which it refers as the basis for its claims and objections, unless otherwise provided by federal law.
- RF "On Road Safety" determines that the repair and maintenance of roads in the Russian Federation must ensure road safety. Compliance of road conditions with rules, standards, technical norms and other regulatory documents related to ensuring road safety is certified by acts control examinations or road surveys conducted with the participation of the relevant executive authorities. The obligation to ensure that the condition of roads during their maintenance complies with the established rules, standards, technical norms and other regulatory documents rests with the persons involved in the maintenance of roads.
- According to the law "On highways and road activities in the Russian Federation" dated 10/18/2007, the powers of local governments in the field of the use of roads and the implementation of road activities include monitoring the safety of local roads (part 1, article 13 of the Law) .
- Article 14 of this Law provides that road planning is carried out by the authorized state authorities of the Russian Federation, state authorities of the constituent entities of the Russian Federation, local governments on the basis of territorial planning documents, the preparation and approval of which are carried out in accordance with the Town Planning Code of the Russian Federation, financial cost standards on overhaul, repair, maintenance of roads and assessment of the transport and operational condition of roads, long-term target programs.
- Part 3 Art. 15 of the Law also provides that the implementation of road activities in relation to local roads is provided by authorized bodies of local self-government.
- In accordance with Art. 17 of the Federal Law “On highways and road activities in the Russian Federation”, the maintenance of roads is carried out in accordance with the requirements technical regulations in order to maintain the uninterrupted movement of vehicles on roads and safe conditions such traffic, as well as ensuring the safety of roads. The procedure for the maintenance of motor roads is established by regulatory legal acts of the Russian Federation, regulatory legal acts of the constituent entities of the Russian Federation and municipal legal acts.
- In accordance with paragraph 5 of Art. 14 No. 131 of 06.10.2003 “On the General Principles of Organizing Local Self-Government in the Russian Federation”, local issues of a settlement include road activities in relation to local roads within the boundaries of settlements, as well as the exercise of other powers in the field of the use of roads and the implementation road activities in accordance with the legislation of the Russian Federation.
- In accordance with section 3 of the State Standard of the Russian Federation “Roads and streets. Requirements for the operational state, admissible under the terms of ensuring road safety. GOST R 50597-93 ”(hereinafter - GOST R 50597-93), approved by the Decree of the State Standard of the Russian Federation dated 10/11/1993 No. 221, the carriageway of roads and streets must be clean, without foreign objects that are not related to their arrangement.
- According to Table 4.10 of the Rules for the Diagnostics and Assessment of the Condition of Highways, approved by Order of the Ministry of Transport of Russia dated 03.10.2002 No. IS-840-r, at an estimated vehicle speed of 60 km/h or less, the allowable and maximum allowable gauges should be 30 and 35 mm. respectively.
- At the hearing found that the section of the road on the street. Kalinin in r.p. Pavlovka from the Kumir store to the substation towards the village of Evleika is covered with ice, there is a rut from 10 to 15 cm high.
- These circumstances were revealed objectively by the court when examining the carriageway in the indicated direction in the village. Pavlovka.
- According to the municipal contract No. DD.MM.YYYY, the Administration of the municipality "Pavlovsk urban settlement" and LLC "Pavlovkastroyremont" entered into this contract for cleaning roads from snow with sanding in the territory of the municipality "Pavlovsk urban settlement": r.p. Pavlovka, p. Evleika. The Contractor, Pavlovkastroyremont LLC, undertakes to start performing the specified works after signing the contract and to complete them within two days after the snowfalls in January-April 2011 (case sheet 20.)
- According to the act of identified deficiencies in the maintenance of roads dated February 16, 2011, the head of the OGIBDD ATS for MO "Pavlovsky District" FULL NAME6 found a rut from 10 to 30 cm high on a section of the road in the village. Pavlovka from the Kumir store to the substation (case 24).
- According to the Charter of the municipality "Pavlovsk urban settlement", the issues of the settlement include road activities in relation to local roads within the boundaries of settlements (case sheets 16-17).
- According to the act of inspection of the road section on the street. Kalinin in r.p. Pavlovka from the Kumir store to the substation in the direction to the village. Evleyka dated February 28, 2011, it was found that the employees of Pavlovkastroyremont LLC eliminated rutting in this section.
- According to the payment order No. DD.MM.YYYY, the administration of the Pavlovsk City Settlement Municipality transferred funds in the amount of 234,280 rubles 8 kopecks to Pavlovkastroyremont LLC for clearing roads from snow under the contract.
- Thus, having analyzed the evidence available in the case, the court concludes that there are ruts, ice and snow on the road section in the village. Pavlovka from the Kumir store to the substation in the direction to the village. Evleika.
- The presence on the carriageway of the track exceeding the limit allowable rate, as well as snow and ice, poses a threat to the life and health of road users.
- The arguments of the Respondent's representative that such conditions were formed as a result of unforeseen weather conditions cannot be taken into account by the court, since according to the above contract, the roads must be cleared within 2 days after snowfalls.
- With regard to the act submitted to the court on the elimination of rutting by Pavlovkastroyremont LLC on this section of the road, it does not correspond to the circumstances established at the hearing.
- Under such circumstances, the prosecutor's claim, filed in defense of an indefinite circle of persons, is justified and subject to satisfaction.
- Based on the foregoing and guided by
- 5.2. Assessment of the transport and operational condition of the highway
- 5.3. Assessment of the transport and operational state of the road network
- 5.4. The procedure and methodology for assessing the influence of elements of parameters and characteristics of roads on a comprehensive indicator of their transport and operational condition
- 5.5. Determination of the indicator of engineering equipment and arrangement
- 5.6. Determination of the indicator of the level of operational maintenance of the highway
- 5.7. Summary results of the assessment of the technical level and operational condition of roads
- 7.1. Planning the types and scope of work based on the analysis of the actual state of roads
- 7.2. Planning of work according to the criterion of ensuring the estimated speed of movement, transport effect and economic efficiency
- 7.3. Repair planning based on "compliance indices"
- 7.4. General principles for the formation of programs for the repair and reconstruction of roads based on the results of diagnostics and assessment of their condition
- 8.2. Processing of the information received to determine the complex indicator of the transport and operational state of the road section
- 8.3. Processing the received information to determine the generalized indicator of the quality of the road section
- 8.4. Assignment of types and sequence of road repair work with full funding
- 8.5. Assignment of types and priority of road repair works using the ODDR 7 program
- Annex 9.1. PROCEDURE FOR DETERMINING THE AVERAGE SPEED OF THE TRAFFIC STREAM
- Annex 9.2. STANDARDS FOR THE VOLUME OF WORK AND THE FREQUENCY OF DIAGNOSTICS AND SURVEYS OF HIGHWAYS
- Annex 9.3. LINE SCHEDULE FOR ASSESSING THE TRANSPORT AND OPERATIONAL CONDITION OF THE ROAD
Active Edition from 03.10.2002
| Document name | "RULES FOR DIAGNOSTICS AND ASSESSMENT OF THE CONDITION OF HIGHWAYS. MAIN PROVISIONS. ODN 218.0.006-2002" (approved by Order of the Ministry of Transport of the Russian Federation dated 03.10.2002 N IS-840-r) |
| Document type | rules, order |
| Host body | Ministry of Transport of the Russian Federation |
| Document Number | IS-840-R |
| Acceptance date | 01.01.1970 |
| Revision date | 03.10.2002 |
| Date of registration in the Ministry of Justice | 01.01.1970 |
| Status | valid |
| Publication |
|
| Navigator | Notes |
"RULES FOR DIAGNOSTICS AND ASSESSMENT OF THE CONDITION OF HIGHWAYS. MAIN PROVISIONS. ODN 218.0.006-2002" (approved by Order of the Ministry of Transport of the Russian Federation dated 03.10.2002 N IS-840-r)
4.7. Measuring and evaluating pavement rutting
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, with visual inspection the presence of a rut was established.
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 total length 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 h_k 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 extrusion, the rail is laid on carriageway so as to cover 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
| Independent site number | Binding to mileage and length | Measuring section length l, m | Depth of rut on alignments | Estimated track depth h_kn, mm | Average estimated track depth h_ks, mm | |
| line number | track depth h_k, mm | |||||
| 1 | from km 20+150 to km 20+380, L = 230 m | 100 | 1 | 11 | 13 | |
| 2 | 8 | |||||
| 3 | 12 | |||||
| 4 | 17 | |||||
| 5/1 | 13 | |||||
| 100 | 2 | 16 | 13 | 12,7 | ||
| 3 | 10 | |||||
| 4 | 13 | |||||
| 5/1 | 11 | |||||
| 30 | 2 | 9 | 12 | |||
| 3 | 14 | |||||
| 4 | 12 | |||||
| 5 | 7 | |||||
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 (h_KN).
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:
| , mm. | (4.1) |
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 h_KS 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 | |
| >120 | 4 | 20 |
| 120 | 7 | 20 |
| 100 | 12 | 20 |
| 80 | 25 | 30 |
| 60 and under | 30 | 35 |
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 Yugoria, E., GKU SO "Department of 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 compiling 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 OJSC 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 the 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 traffic rules on his part.
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 of the 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 Code of Civil Procedure 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 with a bus KAVZ-423802, na, 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 gauge that did not meet the requirements of GOST R 50597-93 were not confirmed, since, according to the survey report road conditions that the track width was only 30 cm, its depth - 3.5 cm, however, there must be 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 of technical regulations in order to ensure the safety of roads, as well as the organization of traffic, including by maintaining the uninterrupted movement of vehicles on roads and safe conditions for such 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 rutting, the size of which does not exceed the allowable 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 allowable values are established by the Decree of the Ministry of Transport of the Russian Federation of June 24, 2002 N OS-556-r “On approval of the “Recommendations for identifying and eliminating ruts on non-rigid travel clothes”, according to which the calculated values of the parameters and the depth of the track 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 surfaces at a speed lower than the calculated one by 25% for allowable depth rut and by 50% for the maximum permissible 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 State Public Institution of Regional Administration “Road Administration”, (vol. 2, sheet 56), the section of the road 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
General provisions. Winter maintenance is a set of measures, including: protection of roads from snow drifts; clearing roads from snow; fight against winter slipperiness; protection of roads from avalanches; fight against ice. These measures should ensure the uninterrupted and safe movement of vehicles with high speeds and loads that meet the requirements established in the Technical Rules for the repair and maintenance of highways.
To meet these requirements, the road maintenance service must ensure a high level of winter road maintenance, the main indicators of which are (Fig. 15.1): the width of the road surface clear of snow and ice; layer thickness loose snow on the surface of the road, accumulating from the moment from the beginning of a snowfall or blizzard until the start of snow removal and in between passes of snow removal machines; the thickness of the compacted layer of snow (snow run) on the carriageway and roadsides; terms of clearing the road from snow and eliminating ice and winter slipperiness.
Rice. 15.1. The main indicators of the level of winter road maintenance: IN 1 - road surface cleared of snow and ice, m; IN- width of the carriageway, m; h G- thickness of loose or compacted snow on the road surface, mm; h O- the thickness of the snow layer on the roadside
The winter period of the year is the most difficult for road operation and traffic organization. The duration of this period ranges from 20 days in the southern regions to 260 days in the northern regions of Russia. The state of the road surface and driving conditions in winter are formed under the influence of negative air temperature, wind, snowfall, blizzard, ice and limited meteorological visibility, as well as a combination of these factors. In mountainous areas, the most dangerous winter is the formation and descent of snow avalanches.
There are several types of snow-blizzard phenomena.
Calm snowfall (snowfall)- snow falling from clouds without being blown away and carried by the wind. Calm snowfall is observed at wind speeds up to 2-3 m/s. The thickness of the layer that falls in one snowfall is most often 1-5 cm. Sometimes 6-15 cm falls in one snowfall and in rare cases 16-35 cm. In mountainous areas, sometimes a layer up to 1 m thick is formed in one snowfall. Freshly fallen dry , loose snow has a density of 0.07 to 0.12 g/cm 3 ; if wet or wet snow falls, its density can reach 0.2-0.25 g / cm 3.
riding blizzard- snowfall with wind, when snow is transported in an air layer up to 100 m high.
blowing snow- the transfer of particles of previously fallen snow without falling snow from the clouds. Divided into drifting snow- transfer of snow particles by raising up to 30 cm above the level of the snow cover and on the actual blowing snow when the transported snow particles rise to a height of up to 10 m.
General or double blizzard- a combination of low and high snowstorms, when snow falling from clouds and particles of previously fallen snow are simultaneously transferred. These are the most unfavorable conditions for winter maintenance.
Snowstorm deposits, called snowdrifts, have a large thickness and density. In areas with zero marks and small embankments, the thickness of snowstorm deposits is 0.6–1 m. snowdrifts is 0.25-0.35 g/cm 3 .
Winter slipperiness formed on the roads in the form of ice, ice and snow roll.
The presence of snow deposits on the road leads to a reduction in the width of the carriageway used for traffic, an increase in the coefficient of rolling resistance and a decrease in the coefficient of adhesion (Fig. 15.2), resulting in a decrease in speed and deterioration in traffic safety conditions.
Layer thickness of loose snow, mm
Rice. 15.2. Dependence of the coefficient of rolling resistance and the coefficient of adhesion on the thickness of the layer of loose snow: 1 - coefficient of rolling resistance; 2 - adhesion coefficient
The entire system of measures for winter maintenance of roads should be designed in such a way as to ensure, on the one hand, the best conditions for the movement of vehicles, and on the other hand, to facilitate, speed up and reduce the cost of winter maintenance as much as possible. To ensure the fulfillment of this task, during winter maintenance, the following are carried out:
preventive measures, the purpose of which is to prevent or minimize the formation of snow and ice deposits on the road; such measures include reducing snow dependence of roads, preventive treatment of coatings with chemical anti-icing agents, etc.;
protective measures, with the help of which they block access to the road of snow and ice coming from the surrounding area; these include the use of protection against blizzard transfer, from snow avalanches, from icy ice. The main criterion for the quality of snow protection should be considered the complete exclusion of blizzard snow deposits on the roads so that only the removal of snow that falls during snowfalls remains for patrol snow removal;
removal measures already formed snow and ice deposits (for example, clearing roads from snow and ice), as well as to reduce their impact on car traffic(treatment of the icy surface of the road with materials that increase the coefficient of adhesion of tires to the road).
Requirements for road conditions in winter. The condition of the road surface in winter depends on the climatic characteristics of the area where the road is laid, its design features, the degree of protection from snow drifts, as well as on the organization of work to clear roads from snow deposits and eliminate winter slipperiness.
The requirements for the level of winter maintenance are determined based on an assessment of the influence of the condition of roads in winter in various sections on the provision of the design speed, which depends both on the dynamic qualities of the vehicle and on the ratio of adhesion forces and rolling resistance at different thicknesses of the layer of loose snow on the surface.
The influence of snow deposits and winter slipperiness on the mode of movement of vehicles can be established from the analysis of the main condition of movement, which in a simplified form has the form:
m f ± i, Where
m- coefficient grip weight, ranges from 0.5 to 0.65;
- adhesion coefficient;
f- coefficient of rolling resistance;
i- longitudinal slope, in ppm.
If we take the value of the coefficient of adhesion equal to 0.5, then the main condition of movement can be formulated as follows: the movement of the car on the road will be possible only when the value of the coefficient of adhesion is twice as high as the sum of road resistance, consisting of rolling resistance and longitudinal slope.
Therefore, with certain ratios of grip qualities and rolling resistance, driving on the road in traction mode may not be possible regardless of the dynamic qualities, and maximum speed vehicle movement ( V max) in traction mode cannot be more than the value determined by the formula A.P. Vasiliev:
60 - adhesion coefficient at a measurement speed of 60 km/h;
f 60 - coefficient of rolling resistance for a speed of 60 km / h.
These provisions serve as a theoretical basis for the development of requirements for the permissible thickness of the snow layer on the surface.
Based on the most unfavorable combinations of rolling resistance and the coefficient of adhesion of a snow-covered pavement, then with a snow layer thickness on the pavement of 2 to 20 mm, depending on its temperature and humidity, the traffic conditions on the road become difficult, and the design speed ratio decreases to 0.75 . Even with a snow layer thickness of more than 30 mm, stops can be observed cars on horizontal sections of roads due to slipping, and with a thickness of more than 80 mm, such stops become widespread. Modern trucks can move with a layer of loose snow from 80 to 120 mm thick, but the speed of movement will be very low (Fig. 15.3). The presence of snow deposits when driving on slopes has a particularly strong effect on the speed of movement.
Rice. 15.3. Influence of layer thickness of loose snow h r.sn on the speed of cars: a - cars; b - cargo type ZIL-130: 1, 2, 3 - speeds possible according to the dynamic qualities of cars at f min , f cp , f max ; 4, 5, 6, 7 - speeds, possible by ratio max and f min ; cp And f cp ; min and f max
With a layer of loose snow 2-5 mm thick or with a compacted layer of snow on the surface normal conditions movements are provided only on slopes with a slope of 1-3%. In all other sections, the estimated speed of movement is not provided. At minimum values or maximum values f Stops in the movement of passenger cars on slopes with slopes of 3% will be observed with a layer of loose snow of 40-50 mm, and with slopes of 5% - with a layer of snow of 20-30 mm.
In the presence of snow run-up, the evenness of the compacted snow, which depends on the thickness of the snow layer, its physical and mechanical characteristics, the intensity and composition of traffic and the level of content, has a great influence on the speed and safety of movement. The evenness of the snow-covered surface varies widely depending on the thickness of the snow cover and the thoroughness of its leveling (Fig. 15.4). If the snow is not completely removed, but is regularly leveled by motor graders or other plow cleaners, normal driving conditions are observed with a snow layer thickness of up to 90 mm. With irregular profiling or when removing snow from the pavement by bulldozers, normal traffic conditions are observed with a snow layer thickness of no more than 25 mm. Normal conditions for the average parameters of snow deposits are observed at a layer thickness of up to 40 mm.
Rice. 15.4. Changing the evenness of the carriageway in the presence of compacted snow
In any case, the thickness of the snow run-up layer should not exceed 100-120 mm according to the evenness conditions (Fig. 15.5). It is important to note that although evenness changes slightly with a small layer of compacted snow, on roads of categories I-III, snow must still be removed from the pavement in order to provide the required grip. On roads of IV-V categories, the thickness of a dense layer of snow should not be more than 60 mm, subject to constant profiling and complete cleaning of snow in the areas of ascents and descents, and only in exceptional cases in some areas can be allowed up to 200 mm.
Rice. 15.5. Influence of the thickness of the snow layer on the provision of design speeds: 1 - possible speed with better evenness; 2 - limitation on max ; 3 - possible speed with average evenness; 4 - limitation on cp; 5 - possible speed with poor evenness; 6 - limit on min
Of particular importance is the observance of these requirements when organizing patrol snow removal.
The allowable thickness of the layer of loose snow that accumulates on the road depends on the intensity of the snowfall and the time between passes of the snowplows, called the snow accumulation time. Therefore, the number of patrol snowplows directly depends on the allowable thickness of the layer of loose snow that accumulates between vehicle passes:
where (15.2)
h additional- allowable thickness of the snow layer on the surface, mm;
L- length of the road section, km;
IN- width of the surface to be cleaned, m;
V slave- snowplow speed, km/h;
TO b- coefficient of use of working time (0.7-0.9 can be taken);
b- width of the snowplow, m.
Therefore, the cost of patrol snow removal to the greatest extent depends on the permissible thickness of the layer of loose snow on the surface during a snowfall and the intensity of the snowfall (Fig. 15.6). With an allowable snow layer thickness of less than 30-20 mm, the cost of snow removal is growing rapidly.
Rice. 15.6. Patrol snow removal costs depending on the allowable thickness of loose snow on the road h additional and intensity of snowfall i
The highest level of winter maintenance can be taken to be the provision of a clean, dry road surface, in which the thickness of the snow layer on the pavement during snowstorms and snowfalls does not exceed 5 mm, and the period for its removal, as well as the removal of ice and winter slipperiness, does not exceed 1 hour after the end of the snowfall, blizzards, ice.
This level can be reached when fully equipped. road service to the regulatory need for machinery, equipment and material and technical resources on road sections designed in compliance with all requirements for protection against snow drifts and is not always economically feasible (Table 15.1). Therefore, these technical requirements can be adjusted by technical and economic calculations, taking into account the actual traffic intensity and the cost of maintaining the road in accordance with existing requirements in real climatic conditions.
Table 15.1
|
Name of mechanization means |
Main parameters |
Minimum required amount(per 100 km) |
||||
|
Single-dump plow-brush snowplows |
Blade width 3 m; working speed- 25-60 km/h | |||||
|
Screw or milling snow blowers |
Capture width 3 m; productivity - 1000-1200 t/h | |||||
|
Bulldozer with rotary blade |
Power 118 kW | |||||
|
Motor grader light |
Power 66 kW | |||||
|
Distributor of solid anti-icing materials |
Distribution width - 10 m; bunker capacity - 5 m 3 | |||||
|
Distributor of liquid anti-icing materials |
Distribution width - 7 m; bunker capacity - 5 m 3 | |||||
|
Front loaders |
Hopper capacity - 2 m 3 | |||||
The criterion for the feasibility study of the requirements for the level of content can be taken to be the minimum of the reduced costs, which in general view will consist of two groups of costs:
a) costs, the amount of which is reduced with the tightening of requirements for the level of road maintenance;
b) costs, the amount of which increases with the tightening of requirements for the level of road maintenance.
The first group includes the costs of road transport (capital investments and current costs), which are reduced with an increase in the average speed due to a higher level of road maintenance and from traffic accidents. The second group includes road maintenance costs, which increase with increasing requirements and depending on the duration and probability of meteorological factors.
On fig. 15.7 shows the results of calculations for snowfalls of varying intensity lasting 6 hours. Their analysis shows that on category II roads, even with heavy snow it is not economically feasible to allow the accumulation of a layer of loose snow with a thickness of more than 10-15 mm, while on category IV roads under these conditions, the thickness of the snow layer can be up to 50-60 mm or more.
Rice. 15.7. Feasibility study of the requirements for the allowable thickness of the layer of loose snow: 1 - the cost of clearing the road from snow at a snowfall intensity of 2 mm/h; 2, 3 - transport costs at a traffic intensity of 1000 vehicles/day and 4000 vehicles/day; 4, 5 - total costs at a traffic intensity of 1000 vehicles/day and 4000 vehicles/day
An important task of the road service is to comply with the deadlines for the elimination of snow deposits and winter slipperiness, which must be differentiated for roads with different traffic intensity in different climatic zones. The required number of vehicles for winter maintenance depends on the established liquidation deadlines.
It has been established that, regardless of the area where the road is laid, ice and snow run-up should be removed almost at the same time. With an increase in the number of snowfalls, the cost-effective terms for the elimination of snow deposits increase, and with an increase in the amount of ice, they decrease (Fig. 15.8). It is economically feasible to maintain the same timing for eliminating winter slipperiness throughout the entire length of the road, regardless of the value of the final safety factor (Fig. 15.9). This indicates that the influence of winter slipperiness on the accident rate significantly exceeds the influence of the geometrical parameters of the road.
Rice. 15.8. The dependence of the timing of the elimination of winter slipperiness on the frequency of ice and snowfall: a - snowfall; b - ice; 1 - traffic intensity 200 vehicles / day, duration winter period 30 days; 2 - traffic intensity 500 vehicles / day, duration of the winter period 160 days
Rice. 15.9. The dependence of the timing of the elimination of winter slipperiness on the final accident rate: 1 - traffic intensity 200 vehicles / day, the duration of the winter period is 220 days; 2 - traffic intensity 500 vehicles / day, duration of the winter period from 30 to 160 days
The greatest impact on the cost-effective timing of the elimination of winter slipperiness and snow deposits is exerted by traffic intensity (Fig. 15.10), which should be the basis for grading the requirements for the directive deadlines for the elimination of these phenomena, i.e. terms should be differentiated precisely by the intensity of traffic.
Rice. 15.10. The dependence of the timing of the elimination of winter slipperiness on the methods of struggle and traffic intensity: 1 - the use of sand-salt mixtures; 2 - the same, solid chlorides; 3 - German norms
In this case, the normative period for the elimination of ice is the time from the moment it is discovered and the start of work until complete removal, and the period for the elimination of snow deposits is the time from the end of snowfall or a blizzard until the snow is completely removed from the roadway or brought to allowable width cleaning and thickness of snow deposits.
In practice, there may be cases when economically feasible requirements for the permissible thickness of the snow layer on the surface and the period for eliminating winter slipperiness and ice cannot be met due to insufficient equipment of the road service with machines and equipment for winter maintenance. In this case, temporary derogations from cost-effective requirements must be justified.
Permissible levels and requirements for winter road maintenance. According to the level of winter maintenance, all roads are divided into three groups:
Group A - roads with a clear carriageway for the entire width;
Group B - roads with a clean middle of the carriageway;
Group B - roads with compacted snow on the carriageway.
Directive requirements for indicators of the level of winter maintenance of each road should be established on the basis of technical and economic calculations, taking into account the equipment of the road maintenance service with machines and equipment for winter maintenance of roads. The maximum allowable values of these requirements are given in Table. 15.2.
Table 15.2
|
Road characteristics |
Status indicators |
|||||
|
Traffic intensity, vehicles/day |
Minimum width of the cleared surface of the carriageway, m |
The maximum allowable thickness of the layer of loose snow on the roadway, mm |
Permissible thickness of the compacted layer of snow on the roadway, mm |
Permissible thickness of the compacted layer of snow on roadsides (at the edge of the subgrade), mm |
Maximum duration of snow removal and elimination of winter slipperiness, hour |
|
|
Federal car roads |
Over 3000 |
full width | ||||
|
Less than 1000 | ||||||
|
Territorial roads with regular bus traffic |
Over 3000 | |||||
|
Less than 1000 | ||||||
|
Local roads with regular bus traffic |
Less than 1000 | |||||
|
Local roads with permitted traffic interruption |
Movement is not regular | |||||
* - On roads with transitional and lower types of pavement.
As a rule, it is necessary to clear roads from snow falling and brought to the road to the full width of the subgrade, and to eliminate winter slipperiness - to the width of the carriageway and edge fortification strips. It is allowed to leave a layer of compacted snow of small thickness on transitional type coatings and on dirt roads. Snow left on the roadway and shoulders must be regularly profiled to prevent unevenness.
