The primary indicators include the total traffic intensity Vehicle and pedestrians over a relatively long period of time and the composition of the traffic flow. Some authors call this indicator the volume of movement. It is this indicator that is determined by the size of the projects carried out in one direction or another. road transport. All other indicators can be considered derivatives, since they will be mainly determined by this primary parameter and a set of conditions. traffic. The indicators most commonly used to characterize road traffic include traffic intensity; the composition of the traffic flow; traffic density of vehicles, speed of movement; the duration of traffic delays.

Traffic intensity Na- is the number of vehicles passing through the section of the road per unit of time. A year, a month, a day, an hour and shorter periods of time (minutes, seconds) are taken as the estimated time period for determining the intensity of traffic, depending on the delivered observation task. On the road-street network, separate sections and zones can be distinguished where traffic reaches maximum dimensions, while in other areas it is several times less. Such spatial unevenness primarily reflects the uneven placement of cargo and passenger points and their functioning.

On fig. 1 shows an example of a cartogram characterizing the intensity of traffic flows on the main streets of the city with a radial-ring scheme of the road network. Of paramount importance in the problem of traffic organization is the unevenness of traffic during the year, month, day and even hour.

Rice. 1. Cartogram of traffic intensity

A typical curve for the distribution of traffic intensity during the day on a city highway is shown in fig. 2. Approximately the same picture is observed on the roads. The curve (see Fig. 2) makes it possible to single out the so-called peak hours or periods during which the most complex tasks of organizing and regulating traffic arise.

The name of the rush hour is conditional and is caused only by the fact that the hour is the main unit of time. The duration of the highest traffic intensity can be respectively more and less than an hour. Therefore, the most accurate concept will be the peak period, which means the duration of time during which the intensity measured over small periods of time (for example, five-minute or fifteen-minute observations) significantly exceeds the average intensity of the period of the busiest traffic. The period of the busiest traffic is usually a 16-hour period of time during the day (approximately from 6 to 22 hours).

The efficient operation of road transport largely depends on the transport and operational condition of the road.

Important transport and operational indicators are: traffic intensity, throughput and carrying capacity, the level of traffic congestion on the road, traffic flow speed, flow density, the cost of transporting passengers and goods, etc.

These parameters, along with indicators of vehicle traffic safety, not only reflect the operational state of roads in different periods of the year, but also allow us to evaluate the effectiveness of road repair and traffic organization measures.

Traffic intensity - the number of vehicles passing through a given section of the road per unit of time.

The intensity of traffic and the composition of the traffic flow are determined visually. The number of vehicles passing along the road per unit of time in each lane is fixed, with the division of trucks into groups depending on their mass.

Among the methods for determining the parameters of the traffic flow, one can single out: 1) contact-mechanical; 2) magnetic-inductive; 3) probing pulses; 4) by vehicle radiation. They use transport detectors.

Estimated intensity - intensity in transport units per day, set for a certain period of forecasting and adopted during design.

The traffic load level of the road is calculated by the formula:

where N is the average hourly traffic intensity, reduced to a passenger car, avt./h;

P - maximum throughput, avt./h.

Throughput is the maximum number of vehicles that can pass a given section, section or road as a whole per unit of time at a maximum speed that ensures traffic safety and is determined in each specific case by the state of the roadway, traffic density and other road conditions.

To assess the transport and operational condition of the road, the actually provided top speed single passenger car, average speeds of free movement and traffic flow.

The average speed of free movement according to the results of measurement at a low intensity of the traffic flow:

Where V i is the instantaneous speed of the i-th car in this section, km/h; n is the number of vehicles for which speeds are measured.

The load level is the ratio of traffic intensity to capacity. Determined by the formula

There are 6 levels of loading a / d:

Loading level A - the maximum traffic intensity does not exceed 20% of the capacity. Load level B - maximum traffic intensity 20% -50% of the throughput.

Load level B - the maximum traffic intensity is 50% -70% of the capacity.

Load level G - maximum traffic intensity 70% -90% of the throughput.

Level boot Mr.- maximum traffic intensity 90%-100%.

Level download G-b- the maximum traffic intensity exceeds 90%.

The load level can be determined by the number of cars per unit length of the road.

The level of traffic congestion is directly related to the convenience of traffic, the less the road is loaded, the more amenities for traffic. According to the levels of loading, the convenience of traffic on the road is characterized as follows:

Free movement (load level A);

Movement in groups (load level B);

Movement in large groups (load level B);

Movement in a column with an interval inside it (load level D);

Movement of a continuous column (load level G-a);

Movement in a continuous column with stops (load level G-b);

Convenience levels that characterize the change in the interaction of cars in the traffic flow should be used:

to justify the number of lanes on the entire road and on its individual sections;

to justify the right-of-way width;

when developing stage-by-stage measures to increase throughput;

for the choice of traffic control means;

when establishing the maximum intensity for the considered category of roads, taking into account the area and its application and traffic on it.

The main characteristics of traffic load levels, in addition to the load level, are speed (speed coefficient) and traffic intensity (traffic saturation coefficient). Travel speed ratio:

where V z - the average speed at the considered level of convenience;

V z - the same, at convenience level A.

Motion Saturation Ratio:

where qmax is the average traffic density at the considered level, avt./km;

qz - maximum traffic density, vehicles/km.

16. Road safety assessment methods.

To make a decision on the design, reconstruction, overhaul and maintenance of a road, it is necessary to take into account not only the trends in the development of vehicles, but also the likelihood of an accident.

Safety assessment is carried out by the following methods:

static method.

It is based on taking into account the data of statistical reporting and forecasts of changes in the accident rate as a result of the application of certain organizational and technical measures.

The accident rate forecast is determined by the formula:

Average annual number of accidents before the introduction of the measure, cars/year;

Reducing the number of accidents in fractions of a unit.

In cases where several measures are applied to reduce the accident rate, then

Method of potential danger.

It is based on a system of predicting accidents by taking into account individual or cumulative factors leading to the occurrence of an accident. This method is based on an expert assessment of the situation, which takes into account the degree of influence of various factors on the occurrence of an accident. Factors include: speed, intensity, traffic flow control system, traffic flow conditions, traffic lights, etc.

Method of conflict situations.

It consists in the experimental determination of the number of conflict situations with subsequent recalculation by the number of accidents. A conflict situation is a state in which during the subsequent time (up to 1 second) a collision or other collision will occur if at least one of the participants does not take evasive actions.

Conflict points method.

It is based on determining the number of conflict points, their summation and subsequent recalculation to a point system or determining the danger by the number of conflict points. The higher the number of conflict points, the greater the danger of a road section or intersection.

The simplest modification of the method consists in the elementary calculation of conflict points. The subsequent modification was able to distinguish conflict points according to the degree of danger:

intersections - 5 points;

mergers - 3 points;

branching - 1 point.

The lower the ∑ points, the safer the intersection.

The intensity of traffic is the number of cars passing through a certain section of the road per unit of time (per day or per hour).

Construction dictionary.

See what "Movement Intensity" is in other dictionaries:

traffic intensity- The number of vehicles that pass on the road in a given time. Syn.: density of traffic ... Geography Dictionary

traffic intensity- 3.16 traffic intensity: The number of vehicles passing through the section of the road per unit of time (per day auto/day, per hour auto/h). Source: SP 122.13330.2012: Railway and road tunnels 3.3 traffic intensity: ... ...

The intensity of the movement of cars, reduced to the estimated car. Source: Road Terms Reference... Construction dictionary

The intensity of traffic on the highway- traffic intensity, the number of vehicles passing through the cross section of the road per unit of time (per day or per hour); ... Source: Decision of the Commission of the Customs Union of 10/18/2011 N 827 (ed. from ... ... Official terminology

traffic intensity- The total number of vehicles passing through a certain section of the road per unit of time [Terminological dictionary for construction in 12 languages ​​\u200b\u200b(VNIIIS Gosstroy of the USSR)] Topics transport in general EN traffic concentrationtraffic density ... Technical Translator's Handbook

The average annual daily traffic intensity of vehicles, set for a certain period and taken as the basis for assigning the category of the road and its parameters in the design. See also Traffic Forecasting, sec. ... ... Construction dictionary

The total number of vehicles passing through a section of the road per unit of time (Bulgarian; Bulgarian) traffic intensity (Czech; Čeština) intenzita dopravního ruchu ( German; Deutsch)… … Construction dictionary

average annual traffic intensity- 3.6 average annual daily traffic intensity: The ratio of the number of vehicles passing through a certain cross-section of a road in a year to the number of days in a year. Source: ODM 218.2.032 2013: Methodical ... ... Dictionary-reference book of terms of normative and technical documentation

average monthly daily traffic intensity- 3.7 average monthly daily traffic intensity: The ratio of the number of vehicles passing through a certain cross-section of a road in a month to the number of days in a given month. Source: ODM 218.2.032 2013: ... ... Dictionary-reference book of terms of normative and technical documentation

hourly traffic- 3.5 hour traffic intensity: The total number of vehicles that passed through a certain cross-section of the road during 1 hour. Source: ODM 218.2.032 2013: Guidelines for recording vehicle traffic ... ... Dictionary-reference book of terms of normative and technical documentation

Books

• Modern movements of the earth's crust, Nikonov A.A. In different parts of our planet, movements of the earth's crust occur. With the help of high-precision instruments, it is possible not only to measure these movements, but also in some cases to predict their intensity, ...
• The failed revolution of the colors of Islam. Causes of the Rise and Decline of the Green Movement in Iran, N. A. Filin. The study is devoted to the study of the causes and consequences of the political crisis in Iran that occurred after the presidential elections in 2009. The subject of the analysis was the socio-economic situation…

3.1 Identification of dangerous places by the method of accident rates

3.2 Determination of safety factors

3.3 Determination of road capacity and traffic load factor

3.4 Activities

Annex A

1. Assignment of technical category

Motor roads are divided into categories according to transport and operational qualities and consumer properties depending on the following parameters:

- the number and width of traffic lanes;

- the presence of a central dividing strip on the carriageway;

– type of intersections with roads, railways, tram tracks, bicycle and pedestrian paths;

– conditions of access to the road from junctions in one level.

Traffic intensity N t- the number of cars passing through a certain section of the road per unit of time (hour, day). Depending on the intensity of traffic, the category of the road is set, the timing of the repair and measures to organize traffic are selected.

The intensity of traffic increases over time. The pattern of changes in traffic intensity over time can be represented by the equation of compound interest (geometric progression):

N T = N 0 ( 1+ q) T - 1 ,

where N 0 – initial (initial) traffic intensity; q– annual growth rate of traffic; T- year.

The higher the traffic intensity, the more perfect the roads are designed. This is due to the fact that if a road with relatively steep slopes and a small width of the carriageway is built to pass traffic of greater intensity, then, although it will cost less, cars on it will not be able to move with high speeds. On such a road during the entire period of operation automobile transport will incur very high costs.

Motor roads along their entire length or in separate sections are divided into categories depending on the traffic intensity according to Table 1.

The course task sets the prospective traffic intensity for the 20th year (bus / day). In order to determine the category of the road, we must convert the prospective traffic intensity into the calculated traffic intensity reduced to a passenger car (units/day). Bringing the traffic flow to the calculated passenger car is carried out according to the formula

N pr \u003d S N i × K pr i.(1.1)

The reduction coefficients are selected from the table of reduction coefficients depending on the type of vehicles (Table 2) and the calculation given in Table 3 is made.

Table 1

Purpose of the road	Road category	Estimated traffic intensity, pref. units/day
Trunk federal roads (to connect the capital Russian Federation with the capitals of independent states, the capitals of republics within the Russian Federation, the administrative centers of territories and regions, as well as providing international road transport links)	I-a (motorway)	St. 14 000
I-b (high-speed road)	St. 14 000
II	St. 6000
Other federal roads (to connect the capitals of the republics within the Russian Federation, the administrative centers of territories and regions, as well as these cities with the nearest administrative centers of autonomous entities)	I-b (high-speed road)	St. 14 000
II	St. 6000
III	St. 2000 to 6000
Republican, regional, regional roads and roads of autonomous formations	II	St. 6,000 to 14,000
III	St. 2000 to 6000
IV	St. 200 to 2000
Local roads	IV	St. 200 to 2000
V	up to 200

table 2

Reduction coefficients

Example: it is necessary to determine the technical category of the road, the prospective traffic intensity is set N= 2900 cars/day

Table 3

Calculation of reduced traffic intensity

Reduced traffic intensity N T= 5582 units/day corresponds to the II category of the road. An estimated speed of 100 km/h is assigned.

2. Calculations and justification of technical standards

Estimated speed the highest possible (according to the conditions of stability and safety) speed of movement of single cars under normal weather conditions and adhesion of car tires to the surface of the carriageway, which corresponds to the maximum permissible values ​​of road elements on the most unfavorable sections of the route, is considered. All geometric elements of roads are designed for this speed - plan and longitudinal profile.

Estimated movement speeds for designing plan elements, longitudinal and transverse profiles, as well as other elements that depend on the movement speed, should be taken from Table 4.

The design speeds set in Table 4 for difficult sections of rough and mountainous areas can only be accepted with an appropriate feasibility study, taking into account local conditions for each specific section of the projected road.

Estimated speeds on adjacent sections of roads should not differ by more than 20%.

Table 4

Estimated speeds

Road category	Estimated speeds, km/h
main	allowed on difficult terrain
		Crossed	Mining
I-a
I-b
II
III
IV
V

In accordance with the prospective traffic intensity for the 20-year period specified in the task, we set the technical category of the road.

· Determining the allowable radius of horizontal curves in the plan.

The smallest allowable radius of horizontal curves in plan without

turn devices are calculated by calculation at a given speed V R according to the formula

, (1)

m

where µ is the shear force coefficient; from the condition of ensuring the convenience of passengers, the calculated value can be taken as µ = 0.15, i non - cross-slope of the carriageway, i non - 0.020.

· Determining the radius of the curve when arranging a turn.

To improve safety and ease of movement on horizontal curves in plan with a radius R ≤ 3000 m for roads of technical category I and with a radius R ≤ 2000 m for roads II-V technical categories usually provide for a turn device, then the minimum radius of the curve is found by the formula

, (2)

m

where i in - the transverse slope of the carriageway on the bend, for calculation you can take i in = 0.06

· Determination of the smallest calculated visibility distance.

The smallest estimated visibility distance is calculated according to two schemes:

a) Road surfaces - this is the distance S 1 at which the driver can stop the car in front of an obstacle on a horizontal (i pr \u003d 0) section of the road, m:

, (3)

where V p is the estimated speed, km/h; K e - coefficient of the operational state of the brakes, K e \u003d 1.2; l З - safety distance, l 3 \u003d 5 - 10 m; j- the coefficient of longitudinal grip of the tire, depends on the condition of the coating, it is assumed in the calculations j= 0.5 for the case

wet coating; i pr - longitudinal slope of the road section; t - time

driver's reactions, t= 1 - 2 s.

b) Oncoming car - visibility distance S2, sum of stopping distances of two cars, m:

S 2 = 2S 1 , (4)

S 2 \u003d 2 99.5 \u003d 199 m

radii of vertical curves

a) radii of convex curves - from the condition of ensuring the visibility of the road according to the formula

, (5)

m

where h 1 is the elevation of the driver's eye above the road surface, h 1 = 1.2 m.

b) The radii of concave curves - from the condition of limiting the magnitude of the centrifugal force, which is permissible under the conditions of the well-being of passengers and overload of the springs:

= 1538 m

where in - the magnitude of the increase in centrifugal acceleration; when developing standards for the design of vertical curves in Russia, they take v \u003d 0.5 - 0.7 m / s 2.

Basic parameters and norms

Table 5

Indicators	Calculated	Recommends SNiP 2.05.02.-85 *	Accepted in the project
1. Perspective average daily traffic intensity, avt/day Reduced int. movements, units/day		- 2000-6000
2. Estimated vehicle speed, km/h	-
3. Number of traffic lanes, m	-
4. Lane width, m	-	3,75	3,75
5. Width of subgrade, m	-
6. Width of the carriageway, m	-
7. Width of roadsides, m	-	2,5	2,5
8. The smallest width of the reinforced roadside, m	-	0,5	0,5
9. The largest longitudinal slope, ‰	-
10. The least calculated visibility: a) road surface S 1, m b) oncoming car S 2, m	99,5
11. The smallest radius of curves in the plan: a) without a turn device, m b) with a turn device, m	605,7	≥2000 ≤2000	≥2000 ≤2000
12. The smallest radii of vertical curves: a) convex R vyp, m b) concave R vog, m

3. Assessment of the relative danger of road sections

Traffic safety on the roads can be achieved only if a set of measures is carried out simultaneously: improving the design of cars and other vehicles; keeping vehicles in good condition technical condition; strict observance by drivers and pedestrians of traffic rules; providing a plan and a longitudinal profile of roads for the possibility of movement of cars at high speeds; maintaining the transport qualities of roads by the road maintenance service by ensuring the necessary strength, evenness, adhesion coefficient of coatings, necessary visibility distances, etc.

The main indicators of road safety for traffic are the absence of places on the road where there is a sharp change in the speed of the traffic flow in a short section of the road, as well as a small speed difference in such sections.

The most dangerous places on the roads are:

1) areas of a sharp decrease in the permissible speeds over a short length of the road, provided by elements of the plan and longitudinal profile with insufficient visibility and small radii;

2) areas of sharp discrepancy between one of the road elements and the speeds provided by other elements (slippery surface on a large radius curve, a narrow small bridge on a long horizontal straight section, a small radius curve in the middle of a long descent, etc.);

3) sections where the plan and longitudinal profile of the road create the possibility of a significant increase in speeds that can exceed the safe ones for a given evenness and roughness of the pavement (long descents on straight sections);

4) areas where the driver may have a misconception about the future direction of the road;

5) places of confluence or intersection of traffic flows at intersections, ramps and junctions, transitional speed lanes;

6) places where there is a possibility of unexpected appearance on the road of pedestrians and exit of vehicles from the roadside;

7) areas where the uniformity of the roadside landscape, plan and profile of the road contributes to the loss of control of speed by car drivers, or where such uniformity leads to fatigue and drowsiness of truck drivers.

3.1. Identification of dangerous places by the method of accident rates

The degree of traffic safety is determined not only by compliance with the requirements for the dimensions of individual geometric elements of the road route, but also by the mutual combination of these elements. Therefore, when considering road options, an assessment of the degree of traffic safety is mandatory. For this purpose, the method of accident rates is used, which is based on the generalization of the statistics of road traffic accidents. It is especially convenient for the analysis of sections of roads that are in operation and subject to reconstruction.

The degree of danger of road sections is characterized by final accident rate, which is the product of partial coefficients that take into account the influence individual elements plan and profile:

,

where TO 1 , TO 2 , TO 3 ,..., TO 18 – partial coefficients representing the number of incidents in one or another value of the element of the plan and profile in comparison with the reference section of the road.

The standard includes a horizontal straight section of the road with two lanes, a carriageway width of 7.5 m, a rough surface and reinforced shoulders with a traffic intensity of 5000 vehicles / day.

Road organizations, when recording and analyzing accidents, can set additional coefficients that take into account local conditions, for example, the frequency of curves, the presence of avenue plantings near the road, irrigation canals, unfenced steep slopes, etc.

The final accident rate is determined sequentially by multiplying the partial coefficients.

Table 6

8. Estimated traffic intensity

A necessary condition for the design of roads on the approaches to big cities suburban road design is a detailed calculation of traffic intensity along the length of the road, taking into account local transit and pendulum traffic.

The intensity and composition of the traffic flow are the initial parameter, taking into account which the classification and the main transport, operational and technical specifications the planned highway.

When designing roads, the following concepts of road intensity are used:

actual (existing) traffic intensity;

estimated (prospective) traffic intensity. The actual and estimated traffic intensity should be taken

total in both directions.

The actual traffic intensity, established on the basis of traffic accounting data, is subdivided, taking into account the duration of its registration time, into:

hourly intensity, auto/hour;

daily intensity, avt./day;

intensity per month, avt./month;

annual intensity, avt./year.

8.3. Actual traffic intensity and prospective traffic
determined for existing highways based on
economic research, using automated data

accounting or direct accounting of the movement carried out during economic surveys carried out in the preparation of pre-project and project documentation and can be measured both in physical units (vehicles) and in units reduced to a passenger car.

8.4. Estimated intensity is divided into:

estimated hour, bus/hour;

estimated average annual daily rate, avt./day

8.5. The average annual daily traffic intensity is applied at
calculation of the strength of pavement, artificial structures and other
calculations, including technical and economic ones, where knowledge is required
annual traffic volume.

The average annual daily traffic intensity is determined through the volume of annual traffic, determined by a feasibility study or simulation.

8.6. Estimated hourly traffic intensity is used in
calculations related to determining the level of loading and throughput
the ability of the road, the development of measures for the organization of traffic and
traffic safety.

The calculated excess of the estimated hourly traffic intensity should be determined, taking into account the consequences in terms of safety, regime, ease of movement and changes in the economic performance of road transport.

Each excess of the calculated traffic intensity means that the level of safety and convenience of the traffic flow decreases relative to the calculated one and the more significant, the larger and more often this excess.

8.7. The number of excesses of the real hourly traffic intensity over the calculated through the average annual daily traffic intensity

(determined by the ranked series of maximum daily hourly intensities) of movement during the year, is 100-150 days.

8.8. Number of exceedances of real hourly intensity
movement over calculated through the average annual daily movement,
depends on the category of road and proximity to a large settlement.
Permissible number of excesses of the calculated maximum hourly
traffic intensity during the year should be determined by the technical
economic calculation, which compares the savings from the calculation of
less traffic and losses from road traffic
accidents, increased transport costs. It is recommended that
for highways on the approaches to large cities adopted
the number of excesses was no more than 10 during the year. Such an estimated
the traffic intensity will correspond to the intensity of the 10th hour.

8.9. For operated roads, the actual maximum hourly
the intensity of the estimated (recommended 10th) hour should be determined
according to the ranked series of hourly traffic intensities, built
according to continuous measurement of traffic intensity throughout the year.

8.10. When designing a new road construction, and when
the absence of automated accounting data and for operated
roads, estimated maximum hourly traffic
calculated through the average annual daily rate and the hourly coefficient
uneven movement, which for roads of different categories is 0.08-
0.2 and is set according to analogues. To design events for
organization of traffic, the estimated intensity is calculated by the formula:

where AND RF - estimated hourly intensity of the traffic flow for the organization of traffic, avt./h .;

AND With - average annual daily traffic intensity, avt./day;

TO t - the share of the daily traffic intensity attributable to the "rush hour", which is taken:

TO RF - coefficient of transition from the average annual daily traffic intensity to the checkout hour intensity.

This coefficient should be determined according to accounting data

traffic intensity. It is desirable that the probability of exceeding the calculated traffic intensity for the selection and design of traffic management measures does not exceed: in the full ranked series (8760 values) 10%. In the absence of traffic count data, averaged values ​​can be used TO RF :

Number of checkout time at 10 30 50

ranked row

Krh 3.1-2.5 2.9-2.2 2.5-1.9

Large values TO RF are accepted for road sections passing through settlements with a population of more than 10,000 people, smaller ones - in other cases.

8.11. To ensure a load level not exceeding that specified in clause 8.1, the allowable estimated hourly traffic intensity per 1 lane should not exceed the value specified in table 8.1.

	Motorway		Highway		Highway
	Maximum coefficient of hourly uneven movement
	Permissible traffic intensity per 1 lane, fiz.un./h
	physical units/day
Medium- daily allowance	Over 20,000

Note:

On a section of the road with intersections at the same level - no more than 500 physical. units/hour

For a four lane road.

For dual carriageway.

For a single lane road.

8.12. Estimated traffic intensity measured in cars
units reduced to a passenger car, and is determined at the end
settlement period, which is equal to 20 years from the year of completion of development
road project.

The traffic intensity of trucks and buses, reduced to a passenger car, is determined by multiplying the traffic intensity of a given type of vehicle by the appropriate reduction factor TO etc .

For multi-lane roads, the coefficient of reduction of freight
cars and buses to a passenger car TO etc should be determined by the formula:

where R T - share of heavy trucks and buses in the flow;

E T- coefficient taking into account the influence of a truck and a bus according to table 8.2.

Coefficients taking into account the influence of a truck and a bus

in traffic for multi-lane roads

Table 8.2

vehicle type	Terrain type
	Flat	crossed
Heavy trucks and buses

For two-lane roads, the ratio of bringing trucks and buses to a passenger car TO etc should be determined by the formula:

where R G - the share of heavy trucks in the stream; R up - share of road trains in the flow; R a - share of buses in the flow;

E G , E up and E a - coefficients taking into account the influence of a truck and a bus, according to table 8.3.

Coefficients for bringing trucks, road trains and buses to a passenger car at different levels of service and different terrain

Table 8.3

vehicle	Service Level	Terrain type
		Flat	crossed
E G - freight car

E AP - road train with semi-trailer
E a - bus

8.14. According to the nature of the relief, three possible types of terrain are distinguished:

Flat terrain - terrain with slopes not exceeding 1:20 or less. The visibility distance according to the conditions of the relief in plan and longitudinal profile is quite large and can be provided without any special difficulties and construction costs. Freight and cars can move at almost the same speed.

Rough terrain - terrain with slopes ranging from 1-20 to 1:3. The natural slopes of the terrain exceed the slopes allowed for the road and to ensure allowed parameters in the plan and profile of the designed road and require the construction of embankments and cuts. The terrain conditions do not allow trucks to move at lower speeds than cars.

Mountainous terrain - terrain with slopes that can exceed 1:3. The inclinations of the surface of the slopes in relation to the cross section and longitudinal profile of the road are quite steep, requiring stepped development to accommodate the embankment. Due to slopes in the terrain, some trucks move at lower speeds than passenger cars.

and construction on the... very large trading... on Obi on the north, where the grain came from on iron road to Yekaterinburg and others cities ...

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