People who enjoy roads must clearly understand the value of the road markup applied on the road. The safety of the movement is directly dependent on the actual knowledge of its participants.
Horizontal road marking
1.1 Solid Line. Used in the following cases:
- for separation of road strips designed to move transport in opposite directions;
- to limit the strips on dangerous areas;
- to refer to the edge of the carriageway, if it is prohibited to enter it;
- on the parking lots for the designation of a place intended for one car.
1.2.1. solid line. It is applied with a wider band, compared with markup 1.1. It is used to designate the boundary of the carriageway. The driver can cross such a markup if he needs to stay on the sidelines. And also in case of departure to the road.
1.2.2 Intermittent strip, the length of the strokes is half of the length of the gaps. Used to designate the boundary of the roadway if it has 2 bands for movement. Move the line to complete overtaking is allowed.
1.3 double solid stripe. It is used to separate the streams of different directions in the presence of 4 or more lanes for movement. Drivers are forbidden to cross it in all cases.
1.4 Strip of Yellow Color. It can be applied to the edge of the roadway or border adjacent to it. Used to designate places where the transport stop is prohibited.
1.5 Intermittent Line. The length of the stroke is half of the size of the gap. Limits the lanes on the width and separation of car streams on the road with 2 or 3-stripes. Drivers can cross it anyway.
1.6 intermittent line, the length of the stripes of which is 3 times more than the gaps between them. Indicates approximation to markup 1.1 or 1.11. Serves for separating transport flows. It is allowed to move it.
1.7 Line consists of short strokes with equal gaps. Used to refer to the boundaries of the bands on the intersections, if they have a complex configuration. You can also meet in the parking lots. There is no ban on its intersection.
1.8 Wide intermittent line used to designate overclocking / braking bands. The driver can cross it.
1.9 Double line consisting of parallel long strokes. Used on roads with reversing movement for separating transport flows on different bands.
Drivers have the right to move this line only when rebuilding on the strip located on the right. Or on the passing strip if reversible traffic lights work.
1.10 Intermittent line applied to the border or edge of the horizontal road. Indicates areas where it is forbidden to put transport to the parking lot. The stop is allowed.
1.11 solid line in combination with intermittent. It is used to indicate the boundaries of the road strips. Rebuilding In this case, it is possible only from the side of the strokes. You can move this markup only if the driver completes the overtaking or detour.
1.12 Stop Line. Located on the roadway across the strip. Before this marking, the driver must stop at the corresponding signal of the traffic light, an adjustor, or if there is a sign 2.5.
1.13 A number of triangles made perpendicular to movement. In this place the driver is inferior to another road to other vehicles, up to a complete stop.
1.14.1 Rectangular strips located across the entire width of the road (Zebra). Denote a place allotted for a pedestrian crossing.
1.14.2 The same strips, only with arrowsdenoting the direction of movement of pedestrians.
1.15 Lines of wide short strokesdenoting the boundaries of the crossing of the cycling and roadway. In this section, cyclists will have an advantage.
1.16.1-1.16.3 Triangleswhich are used in fusion places or separation of traffic flows.
1.17 Yellow Line Incorrect. Used to designate sites allocated to stop transport moving along the route, as well as a taxi.
1.18 Marking in the form of arrows in different combination. Used to inform the driver about the prescribed manner of the strips. The designation with the image "Still" indicates a prohibition of turn on the nearest roadway.
1.19 Marking in the form of a curved arrow. Informs the driver about the narrowing strip for movement ahead.
1.20 Line forming a large triangle. Informs about the approach to the markup 1.13, where the driver will have to give way to the road.
1.21 Stop inscription White letters. Indicates approximation to the 2.5 sign in combination with a markup 1.12.
1.22 Note Road Room.
1.23.1 Image of the letter "A". Applied on one of the road strips. Indicates that only route transport can move along it.
1.23.2 Sketchy man image. Informs that this plot It is a pedestrian walkway or a pedestrian side of the cycling road.
1.23.3 Sketchy image of a bicycle. Used to designate a section of a road intended for the movement of cyclists: a bike path, a bike path side or a special strip on the roadway.
1.24.1 - 1.24.4 Images that duplicate information on the corresponding signs.
1.25 Marking in the form of squares located across the roadway in the "chess" order. Used to inform drivers about artificially installed in front of irregularities.
The location of horizontal markup on the road according to traffic rules
Vertical road marking
2.1.1, 2.1.2 and 2.1.3 The combination of white and black stripes deposited at an angle. Used to inform drivers about elements located on the road along the move. For example, about supporting posts, pillars, etc. The direction of bands indicates the side with which the driver carries around the obstacle.
2.2 Vertical strips, deposited on the lower edge of engineering structures located above the road (bridges, overpasses, etc.).
2.3 Horizontal strips. They are applied to round elements that restrict entry into separation strips and security islands.
2.4 White paint with one black bandth. Similarly, elements located at the edge of the road are designated: the columns, the fores, the supports of the lighting mast and so on.
2.5 Black Strokes Applied on a White Stron. So the fences placed on dangerous roundings of the road or descents are painted.
2.6 White stripes on the edges of black. Similarly, the fences are stained, which are installed on other sites.
2.7 Long White Strokes in Combined With Short Black. So denote high borders, other engineering facilities at dangerous areas, including the islands of security, the level of which is higher than the level of the carriageway.
Location of vertical markup on the road according to traffic rules
Video: Vertical and horizontal traffic marking traffic rules
25.1. Visibility distance is the most important indicator of the designed automotive road, which is determined, taking into account the calculated
movement speeds, values \u200b\u200bof the parameters of the main geometric elements.
25.2. When designing highways at approaches to large settlements and determining the values \u200b\u200bof the geometric elements of the automotive road, ensure the following minimum values \u200b\u200bof visibility distances:
a) the minimum distance of visibility under the stop conditions;
b) the minimum distance of visibility in the portions of horizontal curves in terms of a small radius;
c) the minimum distance of visibility to make a decision on transport intersections;
d) side distance visibility on transport intersections.
25.3. The distance of visibility under the stop condition is the distance required by the driver of the moving car, at the estimated speed in order to carry out the timely and safe stop of the car in front of the unexpected obstacle to the roadway.
This distance consists of a path passing through the driver's reaction time required to assess the road situation and actuate the brake system, and directly the brake route of the car moving at the estimated speed.
25.4. The distance of visibility by the condition of stopping the car is determined by the formula:
where S. - distance of visibility to stop, m;
5 1 - The path passed by the car during the driver's reaction
actuation of the brake system, m;
5 2 - Brake path, m.
The minimum range of visibility of the roadway by condition stop must be provided throughout the road, and to provide the driver with the opportunity to receive reliable and timely information, which allows him to make the necessary maneuver, if necessary, to make the necessary maneuver and avoid a traffic accident.
The minimum distance of the visibility of the roadway coverage by the stop condition should be at least values \u200b\u200bdetermined depending on the estimated speed and longitudinal slope, by the formula:
where S. - the estimated distance of the visibility of the carriage part;
V. r -The test speed, km / h;
To E.- coefficient taking into account performance
car, not less than 1.4;
^ - the coefficient of longitudinal clutch is received equal to -0.3;
i.- longitudinal slope in% (average values \u200b\u200bof longitudinal slopes, which are determined by separate sites);
t. p. - the estimated driver's response time in sec., Accepted in 2.5 seconds.
25.7. The minimum range of visibility by the stop condition should ensure the visibility of any items having a height of 0.2 m and more in the middle of the strip of movement, from the height of the drive driver 1.2 m from the surface of the carriageway.
As a longitudinal slope, there should be averaged values \u200b\u200bof longitudinal slopes, which are determined by separate areas of the designed road.
In areas of designed roads with small radii of horizontal curves, a minimum distance of visibility should be provided to stop.
Objects located on the inside of the horizontal road curve (barrier fence, structure, forest planting, noise protection and anti-quilting screens, outspirations, etc.), should not create obstacles to ensure the minimum visibility distance of the carriage part under the conditions of the stop on the designed road and should be located outside the line of view of the minimum view of the visibility of the carriageway coating (Fig. 25.1 ).
Fig. 25.1 Line of the view to determine the minimum view of the visibility of the roadway coating on horizontal curves of duplex roads
To perform this condition, the distance from the axis of the inner, in relation to the curve, the strip of movement to the view line ( M.), with a minimum view of visibility under the stop condition, there must be no less values \u200b\u200bdefined by the formula:
where M.- distance from the axis of the internal strip of movement to the line of the view in meters;
S. - distance of visibility to stop;
R. - the radius of the axis of the inner strip of the horizontal curve along the axis of the nearest to the center of the inner curve of the traffic strip, in meters.
25.10. For binary roads, the view line is allowed to determine the axis of the inner strip of movement.
On multi-band roads, when combining a small radius curve with a convex curve in a longitudinal profile, a barrier fencing on the central separation strip, shrubs and hedges to prevent blinding, noise protection walls and other items and structures placed on a small radius strip, when combining the left-sided smooth curve Radius with a convex curve in a longitudinal profile should not reduce the minimum visibility distance (Fig. 25.2).
Fig. 25.2. Geometric model to determine visibility distances on separate passages on the left turn of the road axis (curves with the left corner of rotation):
IN- the position of the driver's eye; FROM- the alleged obstacle on the roadway
parts; R. - radius of a circular curve; b. - distance from eye position
driver or from the intended obstacle to the left edge of the carriage
parts ( b. \u003d 1.8 m \u003d constant); but- distance from the edge of the roadway to
obstacles (including fortified strip).
25.11. To ensure a given distance of the visibility of the roadway of the stop of the stop, it is not recommended to combine the left turn of the road axis with a small radius curve with a convex curve in a longitudinal profile.
In any case, at the left turn of the axis of the road with a small radius curve, it is necessary to check the distance of visibility, taking into account its possible restriction by the barrier fence and anti-preying devices on the dividing strip.
To perform this condition, the distance from the axis of the view defined in accordance with Fig. 25.2 Before the obstacle, there must be no less values \u200b\u200bdefined by formula 25.3.
25.12. The intersections and adjoining of highways should be located in areas with apparent visibility.
25.13. The minimum visibility distance before the start of the intersection zone should be at least the values \u200b\u200bdefined by formula 25.4:
where V. 85% - Design speed on the road section, km / h;
The remaining values \u200b\u200bare the same as in formula 25.2.
25.14. As a project velocity, to determine the distance of visibility at the intersection, the actual speed of traffic flow 85% of the security should be taken, on a specific section of the designed road or intersection element, for given geometric sizes.
The value of the project speed should be determined by methods.
mathematical modeling or approximate formulas (see paragraph 10.9 of methodological recommendations).
25.15. When leaving the congress, the visibility of the road traffic should be provided to which the Congress is adjacent, sufficient not only for safe braking before possible obstacle, but also for the assessment required to inflate the interval between cars in the stream. The dimensions of the triangle of appearances are shown in Fig. 25.3.
The lateral distance of visibility at the congresses should be made at least 15 m at the estimated speeds of up to 60 km / h and 20 m - more than 60 km / h.
Fig. 25.3 Parameters of the triangle of visibility in the sections of the congresses (in brackets indicated distances taken in cramped conditions).
25.16. When designing intersections in the same level, it is necessary to provide minimal visibility distances to make a decision, for various types of intersections, sufficient for the time identification by the driver of the road situation, making them decisions and fulfill the safe maneuver, and the time required by another car that makes a road traffic threat To complete the maneuver started.
Calculation of the minimum visibility distance to make a decision should be made by formula 25.5:
where S. - the estimated distance of the visibility of the road surface;
t. 1 - the estimated driver's reaction time - 2.5 s;
t. 2 - the time required to complete the car maneuver is
the time required by the car to enter the road at the left-turn movement or cross the road received differentiated for each calculated case on Table 25.1;
V. 85% -
- The coefficient of the longitudinal clutch of the automotive coating wheel - 0.3.
The time required to complete the maneuver should be taken in Table 25.1, taking into account the calculated car, which is taken by a cargo car with a trailer.
The time required to complete the maneuver for various types
settlement car
Table 25.1.
Notes:
With left turns on the roads, with the number of lanes more than two, it is necessary to add 0.5 sec for a car and 0.7 seconds for trucks for each additionally intersectable strip.
When crossing highways with a number of lanes more than two, it is necessary to add 0.5 sec for passenger cars And 0.7 seconds for trucks for each additionally intersectable traffic strip.
With longitudinal slopes, on intersecting roads exceeding 3%, the value of the minimum visibility distance should be increased by 10%.
In unregulated intersections, it is necessary to provide a minimum distance of lateral visibility, calculated in accordance with the scheme in Fig. 15.2.
Minimum road surface visibility on the main road S. gL and secondary road S. t. determine by the formula:
where S. - the estimated distance of the visibility of the road surface; t. 1 - the estimated driver reaction time, 2.5 seconds;
V. 85% - design speed on the road section, km / h;
- The coefficient of the longitudinal clutch of the automotive coating wheel - 0.3.
When determining the distance of visibility on the main road S. gL . the value of the project speed V. 85% take an equal design speed on the main road section, when determining the distance of visibility on the secondary road S. t. , accordingly, equal to the project velocity at the section of the secondary road.
The calculated values \u200b\u200bof the minimum visibility distances on the main and secondary roads should be taken with the actual values \u200b\u200bof the project speed, on the site under consideration.
With longitudinal slots, on intersecting roads exceeding 3%, the value of the minimum visibility distance should be increased by 10%.
The smallest visibility distance to stop at an unregulated intersection (Fig. 25.4) should provide visibility of any items having a height of 0.2 m and more in the middle of the strip of movement, from the height of the drive driver 1.0 m from the surface of the carriageway.
Within the intersection zone, limited line of view (Fig. 25.4), there should be no obstacles that limit sideways.
Fig. 25.4. Calculation scheme of the minimum side of lateral visibility on unregulated intersections in the same level
25.22. The minimum distance of visibility at intersection, with a mandatory stop before intersected expensive, should be determined by formula 25.6.
25.23. Minimum visibility distance to stop S. in an unregulated intersection, the visibility of a car with a height of 1.0 m, located along the axis of the traffic strip, on the secondary road, is 4.5 m from the edge of the road part of the main road (Fig. 25.5), at the time of the driver's reaction, moving on the main road t. 1 equal to 2.5 s and the required time to complete the car maneuver moving on a secondary road t. 2 TABLE TABLE 25.1, depending on the type of calculated car.
Fig. 25.5 Determining the minimum visibility distance to make a decision on the left-speed congress from the main road
The minimum range of visibility for making a decision at the left-speed congress from the main road is determined by formula 25.7.
25.24. The minimum range of visibility at the left-speed congress from the main road should ensure the visibility of the counter car, a height of 1.0 m and more on the oncoming traffic (Fig.25.6), from the height of the car driver's eye 1.0 m from the surface of the carriageway.
Figure 25.6. Scheme for calculating the minimum estimated distance of visibility at the left-speed congress from the main road.
25.25. When designing ring intersections, minimum visibility distances should be provided:
the distance of visibility at the entrance to the annular intersection to the edge of the road part of the ring and to the pedestrian crossing;
the distance of visibility on the section of the circular motion;
visibility distance to a pedestrian crossing from an annular intersection.
25.26. The minimum visibility distance at the entrance to the annular intersection should be determined by formula 25.7:
The minimum range of visibility should be provided to the edge of the road part of the ring and to the pedestrian crossing located at the entrance to the annular intersection, in accordance with the fig. 27.7.
The distance of the stopping distance is calculated at the height of the driver's eye above the surface of the road 1.0 m and the height of the obstacle on the road 0.2 m. The estimated driver reaction time t. 1 take 2,5 s.
When calculating the minimum visibility distance to the pedestrian transition, the minimum height of the obstacle is taken equal to 1 m.
Fig. 25.7. Scheme to calculate the minimum visibility distance at the entrance to the annular intersection.
25.27. The minimum view of visibility at the entrance to the annular intersection and the minimum range of visibility of the circulating stream should be determined in accordance with the fig. 25.8:
Fig. 25.8. Scheme to calculate the minimum visibility distance at the entrance to the annular intersection and the circulating flow area.
25.28. Minimum distance of visibility of elements of an annular intersection of visibility at the entrance to the annular intersection and a plot
the circulating stream should be determined by formula 25.7, with the height of the driver's eye above the surface of the road, equal to 1.0 m, the height of the obstacle on the road - 0.2 m and the calculated response time of the driver t.equal to 2.5 s.
25.29. The minimum distance of visibility to the pedestrian crossing on the road from the annular intersection is determined, in accordance with the fig. 25.9, with a minimum height of the obstacle at a pedestrian crossing to 1 m.
Fig. 25.9. Minimum view of visibility to a pedestrian crossing from an annular intersection
25.30. When designing annular intersections, it is necessary to provide a minimum distance of lateral visibility at a pedestrian crossing (Fig. 25.10), determined by the formula:
where V. but - project speed of the car, km / h; V. p - pedestrian speed km / h;
S. - the minimum distance of visibility from the condition of the stop in front of the obstacle, m;
Fig. 25.10. Scheme calculation of the distance of lateral visibility:
25.31. At the intersections of roads with railways, a minimum range of visibility should be ensured, in accordance with the scheme of Fig. 25.11.
25.32. The calculation of the minimum range of visibility on the railway crossing should be performed, based on the calculated height of the driver's eye over the surface of the road -1.00 m, the height of the obstacle is 0.2 m, the driver's reaction time is 2.5 seconds. And the height of the eye of the driver's approaching train - 1.33 m.
Fig. 25.11. Scheme of calculating the minimum distance of visibility at intersection with the railway
25.33. Visibility distances along the highway to intersections from the railway and visibility distance along the railway to the intersection with the road should be taken in Table 25.2:
The minimum distance of visibility at intersection with the railway
Table 25.2.
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Calculated vehicle speed, km / h | ||||||||||||||
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Visibility distance along the highway to the intersection with iron dear M |
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Whether the driver should be renounced about the intensity increasing every year road? I think there is no! For the driver himself, leaving the garage or from the parking lot, aggravates its own actions, aggravates the road situation.
Where is the exit? And the exit - in the creation of a clear mechanism for regulating the road, on the one hand, and strictly compliance with the rules of the road by all (without exception) by its participants, on the other. (Sorry, my tirade is a little like moralizing).
Agree that one of the main problems of modern intensive road traffic is the problem of priority, or benefits. Crossroads and places of intersections of passage parts are replete, seemingly stupid accidents.
And even in the case that the rules provide for special procedures for regulating priority issues - road signs, traffic lights. And still violate ... And the result is an accident: broken lives and fate (and I don't want to stutter about metallic trash).
Probably, in conditions of movement on dangerous areas of the road to enhance the awareness of drivers, the rules require horizontal markup, so that it also remains away from the overall security case.
That is why one of the types of marking - 1.20 ("big triangle") - is intended to warn drivers in advance about the approach to the place where it is necessary to give way to priority participants of the movement.
To be more accurate, then the markup 1.20 is not applied before each intersection, but only before the markup already known to us ("small triangles") is applied. And the markup 1.13, in turn, denotes the place where it is necessary to stop if necessary to give way to the road.
Consequently, the markup 1.20 warns the driver about the approach to the markup of 1.13, that is, the place where it is necessary to give way to other vehicles.
And last. Markup 1.20 ("big triangle"), as well as warning signs of a triangular shape, used before. It is applied in the settlement in 2-10 meters, and outside settlement 10-25 meters to the location of the markup 1.13 ("Little Triangles").
"Big triangle" seems to tell the driver: "Reset the speed! After all, all the same in a few meters there will be an intersection, where the right of priority will be at the driver who moves along the main road. And this driver is clearly not you! "
If a this information It was useful for you, please write about it in the comments. If you have any questions, write, I will definitely try to help you.
- marking triangle on the road
- markup 1 20.
- marking on the road Triangle
- what does triangle mean on the road
In the absence of border fence, as well as in the case of the use of minimal radii, the width of the carriage part of the streets and roads should be increased by 1 m per bar of motion due to lateral separation strips or broadening from the outside.
Note. For public transport (Tram, Trolleybus, Bus)
rounds of rounding are installed in accordance with the technical
the requirements of the operation of these types of transport.
6.23 *. On unregulated intersections and adjoins of streets and roads, as well as pedestrian transitions, it is necessary to provide triangles of visibility. The sizes of the parties of an equifiable triangle for the conditions "Transport Transport" at a speed of 40 and 60 km / h should be, respectively, m: 25 and 40. For the "pedestrian transport" conditions, the dimensions of the rectangular triangle of visibility should be at the speed of transport 25 and 40 km / h, respectively, 8x40 and 10x50 m.
Within the limits of visibility triangles, buildings, structures, mobile objects (kiosks, vans, advertising, small architectural forms, etc.), trees and shrubs with a height of more than 0.5 m are not allowed.
Note. In the conditions of the current major development, not
allowing you to organize the necessary triangles of visibility, safe
movement of transport and pedestrians should be provided with funds
regulation and special technical equipment.
6.24. In residential areas, in places of household houses for the elderly and disabled people, health facilities and other institutions of mass visits to the population should include pedestrian pathways with the possibility of passing mechanical wheelchairs. At the same time, the height of the vertical obstacles (side stones, wets) on the path should not exceed 5 cm; Steep (more than 100 +) short ramps are not allowed, as well as longitudinal slopes of sidewalks and pedestrian roads over 50 +. On the ways with 5-60 + slopes, it is necessary to arrange horizontal sections with a length of at least 5 m.
Table 7.Main destination of roads and streets |
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Main roads: |
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speed \u200b\u200btraffic |
High-speed transport links between remote industrial and planning areas in the largest and large cities; Outdoor extinguishing roads, airports, large areas of mass recreation and settlements in the settlement system. Intersections with trunk streets and roads at different levels |
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adjustable Movement |
Transportation between the areas of the city in separate directions and areas of predominantly freight traffic carried out outside the residential building, exits to external car roads, intersection with streets and roads, as a rule, in one level |
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Trunk streets: |
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citywide value: |
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continuous motion |
Transportation between residential, industrial areas and public centers in the largest, large and large cities, as well as with other trunk streets, urban and external roads. Ensuring the movement of transport in the main directions at different levels |
|
adjustable Movement |
Transport links between residential, industrial areas and city center, planning areas; Exits on trunk streets and roads and exterior roads. Crossing with trunk streets and roads, as a rule, in one level |
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district importance: |
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transport and pedestrian |
Transport and pedestrian connection between residential areas, as well as between residential and industrial areas, public centers, access to other trunk streets |
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pedestrian transport |
Pedestrian and transport links (mainly public passenger transport) within the planning area |
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Streets and roads of local importance: |
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streets in residential buildings |
Transport (without passing freight and public transport) and pedestrian contacts on the territory of residential areas (microdistrics), exits on the main streets and expense roads |
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streets and roads in scientific and industrial, industrial and utility warehouse areas (areas) |
Transportation of predominantly passenger and cargo transport within zones (areas), outputs for trunk city roads. Crossing with streets and roads are arranged in the same level |
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pedestrian streets and roads |
Pedestrian connection with places of employment, institutions and service enterprises, including within public centers, recreation places and stopping points of public transport |
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park expensive |
Transport connection within the territory of parks and forest parks mainly for the movement of passenger cars |
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Entrance vehicle To residential and public buildings, institutions, enterprises and other objects of urban development within districts, microdistricts, quarters |
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bicycle paths |
Travel on bicycles for free from other species traffic Runs to rest sites, public centers, and in the largest and large cities communications within the planning areas |
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Notes: 1. The main streets, as a rule, are allocated from the composition of transport and pedestrian, pedestrian-transport and pedestrian streets and are the basis for the architectural and planning construction of the city-wide center. 2. Depending on the magnitude and planning structure of cities, the volume of motion, these main categories of streets and roads are allowed to complement or apply their incomplete composition. If the estimated time of time for labor movements exceeds established by these norms, it is allowed in the presence of special rationales to receive the categories of the main streets and roads shown in the present table for groups of cities with a greater population. 3. In the conditions of reconstruction, as well as for the streets of the district value, a device of highways or their sites, intended only for passing public transport tools with the organization of tram-pedestrian, trolleybus-pedestrian or bus-pedestrian movements. 4. In historical cities, it should be envisaged or reducing the volume of ground transport movement through the territory of the historical core of the citywide center: a device of bypass mainstream streets, streets with a limited movement of transport, pedestrian streets and zones; Placing parking of cars mainly around the perimeter of this nucleus. |
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"Engineering equipment of urban areas" - a section in which issues related to engineering network laying and their integrated nature in engineering improvement are considered.
The task is, first of all, the factors affecting the placement of networks are revealed when analyzing the trace conditions. This is a microdistrict planning solution, its development, a system of transport passage, elements of improvement, landscaping, placing engineering, serving and economic structures. In this case, the network tracing must be compact with a minimum number of mutual intersections, in all cases excluding transit transit of them through the territories of children's institutions, schools, plane sports facilities, platforms.
The system of engineering networks is serviced by a complex of engineering structures (TP, CTP, GPA), with which work is carried out, as well as their connection to district and urban sources.
Their type and quantity is determined by the calculation and is posted on the territory of the neighborhood in accordance with the general plan and system of microdistrict passages.
Based on the calculations of engineering networks, based on regulatory costs, the corresponding cross-sections of pipelines and types of service facilities are selected.
Organization of transport and pedestrian motion in the improvement of urban areas.
Special attention should be paid to tracing roads through the territory of the neighborhood, since the main function of this territory is to organize recreation, sports and economic activities of its inhabitants. As a result of a comprehensive analysis of interconnected functions, the adopted design solution should be justified, refining the conclusions with the necessary links to regulations, literary and information sources.
In addition, when traveling a system of travel in the microdistrict should strive to reduce the number of departures on trunk streets. For this, individual drives are combined with switchgear, which come to the trunk streets and join their side drives. When designing the microdistrict passing system, it should be borne in mind that the maximum speed of movement inside the neighborhood should not exceed 15-20 km / h. To limit the speed to such adhesions, it is necessary to provide for the length of direct sites on distribution roads to provide no more than 200 m, and at local drives - not more than 120-150 m.
Solving the system of pedestrian ties, it is necessary to clarify that pedestrian tracks associate groups of residential buildings with children's institutions and school. In large neighborhoods, the track connecting the school with a group of residential buildings can be represented as an alley, where children's playgrounds for games are arranged in her broadenings. It is also necessary to provide recommendations for creating this system, while considering the classification of tracks, taking into account the conditions of their laying, designs and arrangements. Pedestrian roads should be arranged simultaneously with transport roads in order to achieve the minimum number of mutual intersections, which contributes to the increase in pedestrian security. Alley and tracks in the microdistrict provide communication with recreation sites located among green plantings, and structures on household sites. Thus, one of the main objectives of creating a single pedestrian system is a convenient pedestrian connection between elements of improvement and maintenance.
In the microdistricts located, on the path of the flow of residents of neighboring residential formations, transit alleys are arranged, connecting these accompanying areas with communal sites. On these alleys, there are places of temporary rest with the placement of the necessary equipment, installation of artificial lighting and small architectural forms.
Intramicorroneal drivesmust provide a convenient and largest connection of buildings and facilities of the neighborhood with the streets adjacent to it. The length of the internal travel should be minimal, and their tracing must exclude the transit movement of cars through the territory of the microdistrict.
The addition of intramicro-reinforcements to high-speed roads and the public highways is not allowed. In this case, their accession is recommended to local travel, which is part of the elements of city-wide highways. The adjoining of intramicro-reinforcements is carried out at a right angle, no more often than after 300 m and not closer to 100 m from the intersection. Radius of rounding roads of the streets and roads should be taken at least 12 m.
Intramicro-earth drives are designed with 3.5 m wide with a radius of rotation of at least 8 m. At the end of the deadlocks, there are circular reversal areas with a radius of 16 m. This allows you to apply the mechanized cleaning of travel with cleaning machines. Armenia, leading to groups of residential buildings with a population of no more than 3,000 people, take 5.5 m wide with a sidewalk of 1.5 m. Trares with one-sided movement of transport and length of no more than 300 m with sidewalks allowed 3.5 m wide with a device Travel sites with a length of 15 m and 6 m wide, placed after 100 m.
The distance from the facades of buildings to the nearest board of the intramicro-district pass, taking into account the conditions for organizing work and fire requirements. During the trace and device of intramicro-district passages, fire requirements should be observed. Road structures of intramicro-barriers are taken according to the estimated loads from transport.
At the intersections of the streets in places of attachment of the highway of the district value or intramicro-tariff to the city highway, in order to ensure the unimpeded review, are arranged pedestrian crossings Under the shortest distance on the continuation of the sidewalks with observance of visibility triangles. In the range of these triangles, stationary items, small architectural forms, trees, shrubs above 0.5 m are not allowed. The width of pedestrian crossings is set on the basis of the number of pedestrians crossing the street for one control cycle at a density of 0.5 people / m 2, But not less than 3 m (Fig. 1).
Fig. 1. Building triangles of visibility:
1 - triangle visibility "Transport Transport",
2 - triangle visibility "Transport-Pedestrian";
3-rini development;
4 - Pedestrian crossing.
On the trunk streets in the areas of public centers, sites are arranged to stop public transport in the form of transport pockets of 20x3, as well as temporary parking for personal cars of visitors to the shopping center. Stopping public transport must be in the zone of pedestrian accessibility not exceeding 500 m. Depending on the climatic area, this distance can be reduced.
Parking of individual use on the territory of the microdistrict are arranged in accordance with the functional zoning of the territory. When calculating parking lots should be proceeding from the level of motorization in the country for a period of 250-300 cars per 1000 people with the provision of 25% of the inhabitants of the area. The size of land for parking lots of passenger cars is accepted from the calculations of 25 m per machine-place. In addition, in the territory of the microdistrict, there are places for storing cars of disabled, guests and cleaning equipment. Place the parking lot on the territory of the microdistrict is suitable on entry into it. Turning platforms at the end of deadlords should not be considered as parking.
Pedestrian expensivein the microdistrict, various functions are performed, depending on which the project provides a device of sidewalks to organize a functional pedestrian movement, for walking and recreation - walking tracks and alleys. In large neighborhoods there is a pedestrian street leading to the green array of a residential area. The sidewalks in the microdistrict are paired along the passages that form together the system of pedestrian ways connecting in the soased distances of the residential groups of the microdistrict with public transport stops, public centers and other parts of the massive population of people in the pedestrian availability zone. The width of the sidewalks and roads depends on the intensity of the pedestrian movement and is taken as a multiple of 0.75 m, based on the width of the traffic strip per person. The sidewalks and pedestrian roads should be laid no closer than 5 meters from the walls of residential and public buildings.
Pedestrian roads must provide approaches to sports and playgrounds, recreation sites and household sites and must be solved in unified system With pleasure tracks. These pedestrian roads must be separated from streets and travel with moving transport. Designing a system of pedestrian connections and pleasure tracks, in addition to the planning tasks, the tasks of aesthetic nature are also solved, where the natural conditions are taken into account, the features of the surrounding landscape, architecture. In the panorama of the review of the moving person on a walking track, it includes: a change of species, prospects, combining varieties and a variety of landscapes, the presence of composite accents that give originality environment. The track all over should be the same width, and in the most favorable places the road is expanding to 1.5-2 m, where they arrange places for short-term recreation with equipment for seating. In the most interesting places with drop-down Delia, the species platforms are arranged with the installation of gazebo and garden benches. The main walking roads to sites and internal travels include tracks that in the five-meter zone of protective green plantings perform the role of insuring approaches.
Coating of walking tracks, running among green plantings, arrange piece. In places of turns and the adjoits of sidewalks and pedestrian walkways, cover the cutting of the corners of lawns and a border by 0.8-1.5 m. The designs and coating of sidewalks and tracks are taken in accordance with the recommendations. The plan of improvement makes up a table in form No. 1.