1 area of use
This set of rules establishes design standards for newly constructed, reconstructed and overhauled public roads and departmental roads. The requirements of this set of rules do not apply to temporary roads, test roads of industrial enterprises and winter roads.
2.1 This set of rules uses references to the following regulatory documents: SP 14.13330.2011 “SNiP II-7-81* Construction in seismic areas” SP 35.13330.2011 “SNiP 2.05.03-84* Bridges and pipes” SP 39.13330.2012 “ SNiP 2.06.05-84* Dams made of soil materials" SP 42.13330.2011 "SNiP 2.07.01-89* Urban planning. Planning and development of urban and rural settlements" SP 104.13330.2011 "SNiP 2.06.15-85 Engineering protection of territories from flooding and flooding" SP 116.13330.2012 "SNiP 22-02-2003 Engineering protection of territories, buildings and structures from hazardous geological processes. Basic provisions" SP 122.13330.2012 "SNiP 32-04-97 Railway and road tunnels" SP 131.13330.2012 "SNiP 23-01-99* Construction climatology" GOST R 51256-2011 Technical means of organizing road traffic. Road markings. Classification. Technical requirements GOST R 52056-2003 Polymer-bitumen road binders based on block copolymers of the styrene-butadiene-styrene type. Technical conditions GOST R 52289-2004 Technical means of organizing traffic. Rules for the use of road signs, markings, traffic lights, road barriers and guide devices GOST R 52290-2004 Technical means of organizing road traffic. Road signs. General technical requirements GOST R 52575-2006 Public automobile roads. Materials for road markings. Technical requirements GOST R 52576-2006 Public automobile roads. Materials for road markings. Test methods GOST R 52606-2006 Technical means of organizing road traffic. Classification of road barriers GOST R 52607-2006 Technical means of organizing road traffic. Road retaining side barriers for cars. General technical requirements GOST R 53225-2008 Geotextile materials. Terms and definitions GOST R 54257-2010 Reliability of building structures and foundations. Basic provisions and requirements of GOST 17.5.1.03-86 Nature conservation. Earth. Classification of overburden and host rocks for biological land reclamation GOST 3344-83 Crushed stone and slag sand for road construction. Technical specifications GOST 7473-2010 Concrete mixtures. Technical specifications GOST 8267-93 Crushed stone and gravel from dense rocks for construction work. Technical specifications GOST 8736-93 Sand for construction work. Technical specifications GOST 9128-2009 Asphalt concrete mixtures for road, airfield and asphalt concrete. Technical specifications GOST 10060. 1-95 Concrete. Basic method for determining frost resistance GOST 10060.2-95 Concrete. Accelerated methods for determining frost resistance during repeated freezing and thawing GOST 10180-2012 Concrete. Methods for determining strength using control samples GOST 18105-2010 Concrete. Rules for monitoring and assessing strength GOST 22733-2002 Soils. Laboratory method for determining maximum density GOST 23558-94 Crushed stone-gravel-sand mixtures and soils treated with inorganic binding materials for road and airfield construction. Technical specifications GOST 24451-80 Road tunnels. Approximation dimensions of buildings and equipment GOST 25100-2011 Soils. Classification GOST 25192-2012 Concrete. Classification and general technical requirements GOST 25458-82 Wooden supports for road signs. Technical specifications GOST 25459-82 Reinforced concrete supports for road signs. Technical specifications GOST 25607-2009 Crushed stone-gravel-sand mixtures for coatings and foundations of highways and airfields. Technical specifications GOST 26633-91 Heavy and fine-grained concrete. Technical specifications GOST 27006-86 Concrete. Rules for selecting the composition GOST 30412-96 Roads and airfields. Methods for measuring unevenness of bases and coatings GOST 30413-96 Automobile roads. Method for determining the coefficient of adhesion between a car wheel and a road surface GOST 30491-97 Organomineral mixtures and soils strengthened with organic binders for road and airfield construction. Technical specifications GOST 31015-2002 Asphalt concrete mixtures and crushed stone-mastic asphalt concrete. Technical conditions SanPiN 2.2.1/2.1.1.1200-03 Sanitary protection zones and sanitary classification of enterprises, structures and other objects SanPiN 2.1.6.1032-01 Hygienic requirements for ensuring the quality of atmospheric air in populated areas SanPiN 2.1.7.1287-03 Sanitary and epidemiological requirements to soil quality SanPiN 2.2.3.1384-03 Hygienic requirements for the organization of construction production and construction work SN 2.2.4/2.1.8.562-96 Noise in workplaces, in residential and public buildings and in residential areas.
Note- When using this set of rules, it is advisable to check the validity of reference standards and classifiers in the public information system - on the official website of the national bodies of the Russian Federation for standardization on the Internet or according to the annually published information index “National Standards”, which was published as of January 1 of the current year, and according to the corresponding monthly information indexes published in the current year. If the reference document is replaced (changed), then when using this set of rules you should be guided by the replaced (changed) document. If the reference document is canceled without replacement, then the provision in which a reference to it is given applies to the part that does not affect this reference.
3 Terms and definitions
In this set of rules the following terms with corresponding definitions are used:
3.1 highway: A highway intended only for high-speed automobile traffic, having separate carriageways in both directions, crossing other transport routes exclusively at different levels: exit and entry to adjacent land plots is prohibited.
3.2 passenger car, given: A unit of account equal to a passenger car, with the help of which all other types of vehicles on the road are taken into account, taking into account their dynamic properties and dimensions, for the purpose of averaging them to calculate traffic characteristics (intensity, design speed, etc. .).
3.3 highway: A set of structural elements intended for movement at established speeds, loads and dimensions of cars and other ground vehicles carrying passengers and (or) cargo, as well as plots of land provided for their placement.
3.4 biclotoid: A curve consisting of two equally directed clothoids with the same parameters without the inclusion of circular curvature, at the point of contact of which both have the same radii and a common tangent.
3.5 overtaking visibility: The visibility distance required for a driver to overtake another vehicle without interfering with the oncoming vehicle's intended speed or forcing it to slow down.
3.6 visibility of an oncoming car: The shortest visibility distance of an oncoming car, which is less than the visibility when overtaking and ensuring a safe interruption of overtaking when an oncoming car is quickly approaching;
3.7 express road: A road for high-speed traffic that has a dividing strip and intersections, usually at the same level.
3.8 road network: The collection of all public roads in a certain area.
3.10 road category (design): A criterion characterizing the importance of a highway in the overall transport network of the country and determined by the intensity of traffic on it. All technical parameters of the road are assigned in accordance with the category.
3.11 clothoid: A curve whose curvature increases in inverse proportion to the length of the curve.
3.12 normal condition for adhesion of car tires to the roadway surface: Adhesion on a clean, dry or wet surface with a coefficient of longitudinal adhesion at a speed of 60 km/h for a dry state of 0.6, and for a wet state - in accordance with Table 45 - in the summer. at an air temperature of 20 °C, relative humidity of 50%, meteorological visibility range of more than 500 m, absence of wind and atmospheric pressure of 0.1013 MPa.
3.13 design standards for geometric parameters: Basic minimum and maximum standards used in road design: design speeds and loads, radii, longitudinal and transverse slopes, convex and concave curves, visibility range, etc.
3.14 superelevation: A section on a curve with a gradual smooth transition from a double-slope transverse profile to a single-slope one with a slope inside the curve to the design slope.
3.15 stopping strip: A strip located next to the roadway or edge reinforcement strip and intended to accommodate cars in the event of a forced stop or interruption of traffic.
3.16 intersection at one level: A type of road junction in which all junctions and exits or all road junction points are located in the same plane.
3.17 intersection at different levels: A type of road junction in which the meeting roads are located at two or more levels.
3.18 transition curve: A geometric element of variable curvature, designed for visual orientation and informing drivers about the development trend of the route for the purpose of timely initiative and ensuring a smooth, safe and comfortable change in driving modes;
3.19 variable speed transition curve: A transition curve whose nonlinear pattern of curvature is consistent with the safety and convenience criterion of uniformly slow or uniformly accelerated movement; depending on this, the transition curve can be braking or accelerating;
3.20 constant speed transition curve: A transition curve whose linear (clothoid) or non-linear pattern of curvature is consistent with the criteria for safety and convenience of movement at a constant speed; the nonlinear pattern of curvature can be determined by constructive or aesthetic criteria (the so-called aesthetic transition curves);
3.21 access roads of industrial enterprises: Motor roads connecting these enterprises with public roads, with other enterprises, railway stations, ports, designed to accommodate vehicles allowed for circulation on public roads.
3.22 traffic lane: A strip of the roadway, the width of which is considered to be the maximum permissible width for a vehicle to pass through, including safety clearances.
3.23 acceleration lane: An additional lane of the main road, which serves to facilitate cars entering the main stream with equalization of the speed of movement along the main stream.
3.24 braking lane: An additional traffic lane on the main road, which serves to allow vehicles leaving the main stream to reduce speed without interfering with the main traffic.
3.25 junction: Type of intersection at one level with at least three branches.
3.26 principles of visual orientation for drivers: The use of landscape design methods and arrangement elements to orient drivers when driving along the road.
3.27 design speed: The highest possible (according to stability and safety conditions) speed of a single vehicle under normal weather conditions and adhesion of vehicle tires to the roadway surface, which corresponds to the maximum permissible values of road elements in the most unfavorable sections of the route.
3.28 road reconstruction: A set of construction works on an existing road in order to improve its transport and operational performance with the transfer of the road as a whole or individual sections to a higher category. Includes: straightening individual sections, softening longitudinal slopes, constructing bypasses for populated areas, widening the roadbed and roadway, strengthening the structure of road pavements, widening or replacing bridges and utility structures, rebuilding intersections and junctions, etc. The technology for carrying out the work is similar to the technology for building a road.
3.29 road construction: A complex of all types of work performed during the construction of highways, bridges and other engineering structures and road linear buildings.
3.30 transport network: The set of all transport routes in a certain territory.
3.31 routing: Laying a road route between specified points in accordance with optimal operational, construction, technological, economic, topographical and aesthetic requirements.
3.32 difficult sections of mountainous terrain: Sections of passes through mountain ranges and sections of mountain gorges with complex, heavily rugged or unstable slopes.
3.33 difficult sections of rough terrain: Relief cut through by frequently alternating deep valleys, with a difference in elevations of valleys and watersheds of more than 50 m at a distance of no more than 0.5 km, with deep side ravines and ravines, with unstable slopes.
3.34 valuable agricultural land: Irrigated, drained and other reclaimed lands occupied by perennial fruit plantations and vineyards, as well as areas with high natural soil fertility and other land equivalent to them.
3.35 highway junction: An engineering structure that serves to connect two or more roads.
3.36 superelevation slope: One-sided transverse slope of the roadway on a curve, greater in magnitude than the transverse slope on a straight section.
3.37 width of the subgrade:
The distance between the edges of the subgrade. Subgrade
3.38 reinforcement: Strengthening road structures and materials in order to improve their mechanical characteristics.
3.39 reinforcing geosynthetic material: Rolled geosynthetic material (woven geotextile, geogrid, flat geogrid and their compositions, flexible volumetric geogrid (geocells)), designed to strengthen road structures and materials, improve the mechanical characteristics of materials.
3.40 reinforced soil: Reinforced soil created by constructive and technological combination of soil layers and reinforcement in the form of metal, plastic strips, layers of geosynthetic materials, located horizontally, capable of withstanding significant tensile forces compared to soil.
3.41 berm: A narrow, horizontal or slightly sloping strip constructed to break a slope.
3.42 swamp type I: Filled with swampy soils, the strength of which in their natural state makes it possible to erect an embankment up to 3 m high without the occurrence of a process of lateral extrusion of weak soil.
3.43 type II swamp: Containing within the swamp thickness at least one layer that can be squeezed out with some intensity of embankment construction up to 3 m high, but is not squeezed out with a lower intensity of embankment construction.
3.44 type III swamp: Containing at least one layer within the swamp thickness, which is squeezed out during the construction of an embankment up to 3 m high, regardless of the intensity of the construction of the embankment.
3.45 water-thermal regime of the roadbed: The pattern of changes during the year in the humidity and temperature of the upper layers of the soil of the roadbed, characteristic of a given road-climatic zone and local hydrogeological conditions, as well as a system of measures aimed at regulating the water-thermal regime, allowing to reduce humidity and the amount of frost heaving of the working layer of the subgrade.
3.46 road drainage: The set of all devices that drain water from the subgrade and road pavement and prevent waterlogging of the subgrade.
3.47 embankment height: The vertical distance from the natural ground level to the bottom of the road surface, determined along the axis of the roadbed.
3.48 slope height: Vertical distance from the top edge of the slope to the bottom edge.
3.49 geocomposites: Two- and three-layer roll geosynthetic materials made by combining geotextiles, geogrids, flat geogrids, geomembranes and geomats in various combinations.
3.50 geomat: Large-porous volumetric one-component rolled geosynthetic material made by extrusion and/or pressing methods.
3.51 geomembrane: Rolled waterproof geosynthetic material
3.52 geoshell: A container made of rolled geosynthetic material for filling with soil or other building materials.
3.53 geoplate: Multilayer rigid road slab based on a composite material made of mineral (glass, basalt, etc.) or polymer-fiber geofabric impregnated with a polymer binder.
3.54 volumetric geogrid (geocellular material, spatial geogrid, geocells): A geosynthetic product produced in the form of a flexible compact module from polymer or geotextile tapes, connected to each other in a checkerboard pattern using linear seams, and forming a spatial cellular structure in an extended position.
3.55 flat geogrid: Rolled geosynthetic material of cellular structure with rigid nodal points and through cells of at least 2.5 mm in size, produced: by extrusion method (extrusion geogrid); by the method of extrusion of a solid fabric (geomembrane), followed by its perforation and stretching in one or more directions (drawn geogrid); welding of polymer tapes (welded geogrid).
3.56 geogrid: Rolled geosynthetic material in the form of flexible webs, obtained by textile industry methods from fibers (filaments, threads, tapes) with the formation of cells larger than 2.5 mm.
3.57 geosynthetic materials: A class of artificial building materials made mainly or partially from synthetic raw materials and used in the construction of roads, airfields and other geotechnical facilities.
3.58 non-woven geotextile: Rolled geosynthetic material consisting of filaments (fibers) randomly located in the plane of the fabric, connected to each other mechanically (by a needle-punched method) or thermally.
3.59 woven geotextile: Rolled geosynthetic material consisting of two intertwined fiber systems (threads, tapes), having a mutually perpendicular arrangement and forming pores (cells) less than 2.5 mm in size. The intersections of the threads (knots) can be reinforced using a third fiber system.
3.60 groundwater: Groundwater located in the first layer of earth from the surface.
3.61 drainage: Collection and transfer of sediments, groundwater and other liquids in the plane of the material.
3.62 protection: Protection of the surface of an object from possible damage.
3.63 surface erosion control: Preventing or limiting the movement of soil or other particles across the surface of an object.
3.64 roadbed: Geotechnical structure made in the form of embankments, excavations or half-embankments - half-excavations, which serves to ensure the design spatial arrangement of the roadway and as a soil foundation (underlying soil) of the road pavement structure.
3.65 side roadside ditch: A ditch running along the roadbed for collecting and draining surface water, with a cross-section of a tray, triangular or trapezoidal profile.
3.66 upland ditch: A ditch located on the upland side of the road to intercept water flowing down the slope and divert it from the road.
3.67 soil compaction coefficient: The ratio of the actual density of dry soil in a structure to the maximum density of the same dry soil, determined in the laboratory when tested using the standard compaction method. 3.68 frost protection layer: An additional layer of the base of the road pavement made of non-heaving materials, which, together with other layers of the base and coating, provides protection of the structure from unacceptable deformations of frost heaving.
3.69 unstable layers of the embankment: Layers of frozen or thawed waterlogged soils, which in the embankment have a degree of compaction that does not meet the requirements of this set of rules, as a result of which residual deformations of the layer may occur during thawing or prolonged exposure to loads.
3.70 slope: Lateral inclined surface limiting an artificial earthen structure.
3.71 excavation base: A mass of soil below the boundary of the working layer.
3.72 embankment base: a mass of soil in natural conditions, located below the bulk layer.
3.73 surface drainage: Devices designed to drain water from the road surface; drainage devices used to drain water from the surface of the subgrade.
3.74 working layer of the roadbed (underlying soil): The upper part of the roadbed ranging from the bottom of the road pavement to a level corresponding to 2/3 of the freezing depth of the structure, but not less than 1.5 m, counting from the surface of the coating.
3.75 separation: Prevention of mutual penetration of particles of materials from adjacent layers of road structures.
3.76 stabilization: Strengthening, giving permanent greater stability to discrete (bulk) materials of layers of road structures, including the use of geosynthetic materials;
3.77 stable layers of the embankment: Layers constructed from thawed and loosely frozen soils, the degree of compaction of which in the embankment complies with the requirements of this set of rules.
3.78 thermal insulation: Limitation of heat flow between an object and the environment.
3.79 filtration: The passage of liquid into or through the structure of a material while retaining soil and similar particles. Road clothes
3.80 road structure: A complex that includes road pavement and subgrade with drainage, drainage, retaining and reinforcing structural elements.
3.81 road pavement: a structural element of a highway that absorbs the load from vehicles and transfers it to the roadbed.
3.82 rigid road pavement: Road pavement with cement-concrete monolithic pavements, with prefabricated pavements made of reinforced concrete or reinforced concrete slabs with a base made of cement concrete or reinforced concrete.
3.83 permanent road pavement: Road pavement that has the highest performance, corresponding to the traffic conditions and service life of high-category roads.
3.84 non-rigid pavement: Road pavement that does not contain structural layers of monolithic cement concrete, precast reinforced concrete or reinforced concrete.
3.85 road pavement classification - division of road pavement into types based on their capital strength, which characterizes the performance of the road pavement.
3.86 additional base layers: Layers between the load-bearing base and the underlying soil, provided to ensure the required frost resistance and drainage of the structure, allowing to reduce the thickness of the overlying layers of expensive materials. Depending on the function, the additional layer can be frost-protective, heat-insulating, or draining. Additional layers are constructed from sand and other local materials in their natural state, including the use of geosynthetic materials; from local soils treated with various types of binders or stabilizers, as well as from mixtures with the addition of porous aggregates.
3.87 standard axle load: The total load from the most loaded axle of a conventional two-axle vehicle, to which all vehicles with lower axle loads are reduced, established by sets of rules for road pavements for a given capital and used to determine the design load when calculating the strength of road pavements.
3.88 base: Part of the road pavement structure located under the coating and, together with the coating, ensures the redistribution of stresses in the structure and the reduction of their magnitude in the soil of the working layer of the subgrade (underlying soil), as well as frost resistance and drainage of the structure. It is necessary to distinguish between the load-bearing part of the base (load-bearing base) and its additional layers.
3.89 road pavement base: A load-bearing, durable part of the road pavement that, together with the coating, ensures redistribution and reduction of pressure on the additional layers of the base or subgrade soil located below.
3.90 coating: The upper part of the road pavement, consisting of one or more layers of uniform material, directly receiving forces from the wheels of vehicles and being directly exposed to atmospheric agents. Layers of surface treatments for various purposes can be placed on the surface of the coating (to increase roughness, protective layers, etc.), which are not taken into account when assessing the structure for strength and frost resistance.
3.91 prefabricated road pavement: A pavement consisting of individual slabs of various shapes and sizes, made of concrete, reinforced concrete or other composite material, laid on a prepared base and connected to each other by any known method.
3.92 design axle load: The maximum load on the most loaded axle for two-axle vehicles or on the driven axle for multi-axle vehicles, the share of which in the composition and intensity of traffic, taking into account the prospect of changes by the end of the overhaul period, is at least 5%. Road pavement with a given capital density cannot be designed for a design axial load less than the standard one.
3.93 design specific load: Specific load acting on the footprint area of the design tire of the design two-axle vehicle, characterized by the pressure in the pneumatic tire and the diameter of the circle equal to the footprint of the design wheel, and directly used in the calculation.
DEVELOPED by Soyuzdornii of the Ministry of Transport (Candidate of Technical Sciences V.M. Yumashev - topic leader; O.N. Yakovlev; Candidates of Technical Sciences N.A. Ryabikov, N.F. Khoroshilov; Doctor of Technical Sciences V.D. Kazarnovsky; Candidate of Technical Sciences V.A. Chernigov, A.E. Merzlikin, Yu.L. Motylev, A.M. Sheinin, I.A. Plotnikova, V.S. Isaev; N.S. Bezzubik) with participation of the Soyuzdorproject of the Ministry of Transport (V.R. Silkov; Candidate of Technical Sciences V.D. Braslavsky; S.A. Zarifyants), Moscow Automobile and Highway Institute of the Ministry of Higher Education of the USSR (Doctor of Technical Sciences V.F. Babkov, E. M. Lobanov, V. V. Silyanov), Soyuzpromtransniproekt of the USSR State Construction Committee (V. I. Polyakov, P. I. Zarubin, V. S. Porozhnyakov; Candidate of Technical Sciences A. G. Kolchanov), VNIIBD Ministry of Internal Affairs of the USSR (PhD Technical Sciences V.V.Novizentsev; V.Ya.Builenko), Giprodornii Ministry of Road Transport of the RSFSR (Doctor of Technical Sciences A.P. Vasilyev; Candidates of Technical Sciences V.D. Belov, E.M. Okorokov), Giproavtotrans of the Ministry of Autotrans of the RSFSR (V.A. Velyuga, Yu.A. Goldenberg), Giproneftetrans of the State Oil Products Committee of the RSFSR (A.V. Shcherbin), Gruzgosorgdorniy of the Ministry of Road Transport of the GSSR (Candidate of Technical Sciences T.A. Shilakadze).
SNiP 2.05.02-85* is a reissue of SNiP 2.05.02-85 with amendment No. 2, approved by Decree of the USSR Gosstroy dated June 9, 1988 N 106, amendment No. 3, approved by Decree of the USSR Gosstroy dated July 13, 1990 N 61, change No. 4, approved by Resolution of the Ministry of Construction of Russia dated June 8, 1995 N 18-57, and change No. 5 approved by Resolution of the State Construction Committee of Russia dated June 30, 2003 N 132.
These norms and rules apply to the design of newly constructed and reconstructed public roads in the Russian Federation and access roads to industrial and agricultural enterprises.
These rules and regulations do not apply to the design of temporary highways for various purposes (constructed for a service life of less than 5 years), winter roads, roads of logging enterprises, internal roads of industrial enterprises (testing, on-site, quarry, etc.), on-farm highways in collective farms, state farms and other agricultural enterprises and organizations.
| Purpose highway | Estimated traffic intensity, prev. units/day | |
| Main federal roads(to connect the capital of the Russian Federation with the capitals of independent states, capitals of republics within the Russian Federation, administrative centers of territories and regions, as well as providing international road transport connections) | I-a (motorway) | St. 14000 |
| I-b (highway) | St. 14000 | |
| St. 6000 | ||
| Other federal roads(for communication between 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 (highway) | St. 14000 |
| II | St. 6000 | |
| St. 2000 to 6000 | ||
| Republican, regional, regional roads and roads of autonomous entities | St. 6000 to 14000 | |
| III | St. 2000 to 6000 | |
| St. 200 to 2000 | ||
| Local roads | IV | St. 200 to 2000 |
| Up to 200 | ||
| Notes: 1. The category of access roads to industrial and agricultural enterprises, approaches to airports, sea and river ports, railway stations, approaches to large cities, bypass and ring roads around large cities is assigned in accordance with their significance and estimated traffic intensity. 2. When applying the same requirements for roads of categories I-a and I-b, in the text of the standards they are classified as category I. |
||
1.2. Access roads of industrial enterprises include roads connecting these enterprises with public roads, with other enterprises, railway stations, ports, designed to accommodate vehicles allowed for circulation on public roads.
| | |
| Types of vehicles | Reduction coefficient |
| Cars | |
| Motorcycles with sidecars | |
| Motorcycles and mopeds | |
| Trucks with carrying capacity, t: | |
| 2 | |
| 6 | |
| 8 | |
| 14 | |
| St. 14 | |
| Road trains with carrying capacity, t: | |
| 12 | 3,5 |
| 20 | |
| 30 | |
| St. thirty | |
| Notes: 1. For intermediate values of the carrying capacity of vehicles, the reduction coefficients should be determined by interpolation. 2. Reduction coefficients for buses and special vehicles should be taken as for base vehicles of the corresponding load capacity. 3. Drive coefficients for trucks and road trains should be increased by 1.2 times in rough and mountainous terrain. |
|
1.5. The estimated traffic intensity should be taken in total in both directions based on economic survey data. In this case, the average annual daily traffic intensity for the last year of the perspective period should be taken as the calculated one, and if data on hourly traffic intensity is available, the highest hourly intensity achieved (or exceeded) within 50 hours for the last year of the perspective period, expressed in units reduced to a passenger car.
In cases where the average monthly daily intensity of the busiest month of the year is more than 2 times higher than the average annual daily intensity established on the basis of economic research or calculations, the latter for assigning a road category (clause 1.1) should be increased by 1.5 times.
1.6. In projects, a higher category of road should be adopted in cases where the calculated traffic intensity (clause 1.1*) requires unequal categories.
1.7. The perspective period when assigning road categories, designing plan elements, longitudinal and transverse profiles should be taken equal to 20 years. Access roads to industrial enterprises should be designed for an estimated period corresponding to the year the enterprise or its line reaches full design capacity, taking into account the volume of traffic during the construction period of the enterprise.
The initial year of the estimated perspective period should be taken as the year of completion of the development of the road project (or an independent section of the road).
1.10. When constructing roads in difficult engineering and geological conditions, when the time frame for stabilizing the roadbed significantly exceeds the established construction timeframe, it is allowed to provide for the construction of road pavement in stages.
1.11. Motor roads of categories I-III should, as a rule, be laid bypassing populated areas with access roads to them. In order to ensure future possible reconstruction of roads, the distance from the edge of the roadbed to the building line of settlements should be taken in accordance with their master plans, but not less than 200 m.
In some cases, when technical and economic calculations have established the feasibility of laying roads of categories I-III through populated areas, they should be designed in accordance with the requirements of SNiP 2.07.01-89*.
1.12. The number of lanes of roads with multi-lane carriageways, measures to protect the natural environment, the choice of solutions for intersections and junctions of roads, road pavement designs, furnishings, engineering devices (including fences, bicycle paths, lighting and communications), the composition of buildings and structures of road and motor transport services in order to reduce one-time costs should be taken into account the stages of their construction as traffic intensity increases. For category I highways in mountainous and rough terrain, as a rule, separate routing of roadways in oncoming directions should be provided, taking into account a gradual increase in the number of traffic lanes and the preservation of large independent forms of landscape and natural monuments.
1.13*. When designing highways, it is necessary to provide for measures to protect the natural environment, ensuring minimal disruption of the existing environmental, geological, hydrogeological and other natural conditions. When developing measures, it is necessary to take into account respect for valuable agricultural land, recreation areas and locations of medical institutions and sanatoriums. The location of bridges, design and other solutions should not lead to a sharp change in river regimes, and the construction of the roadbed should not lead to a sharp change in the regime of groundwater and surface water runoff.
It is necessary to comply with the requirements for ensuring the safety of traffic, buildings and structures of road and motor transport services, taking into account the presence of prohibited (dangerous) zones and areas at facilities for the production and storage of explosives, materials and products based on them. The dimensions of prohibited (dangerous) zones and areas are determined according to special regulatory documents approved in the prescribed manner, and in agreement with state supervisory authorities, ministries and departments in charge of these objects.
The impact of vehicle traffic (noise, vibration, gas pollution, glare from headlights) on the environment should be taken into account. The choice of a highway route should be based on a comparison of options, considering a wide range of interrelated technical, economic, ergonomic, aesthetic, environmental and other factors.
Note. Valuable agricultural lands include irrigated, drained and other reclaimed lands occupied by perennial fruit plantations and vineyards, as well as areas with high natural soil fertility and other land equivalent to them.
1.14*. The allocation of land plots for the placement of highways, buildings and structures of road and motor transport services, drainage, protective and other structures, strips for the placement of communications running along the roads is carried out in accordance with the current regulatory documents on the allocation of land for the construction of highways and road structures.
Building regulations
Car roads
SNiP 2.05.02-85
Moscow 1997
DEVELOPED by Soyuzdornii of the Ministry of Construction (candidate of technical sciences V.M. Yumashev - theme leader; O.N. Yakovlev, candidates of technical sciences N.A. Ryabikov, N.F. Khoroshilov; doctor of technical sciences V.D. Kazarnovsky; Candidate of Technical Sciences V.A. Chernigov, A.E. Merzlikin, Yu.L. Motylev, A.M. Sheinin, I.A. Plotnikova, V.S. Isaev; N.S. Bezzubik) with participation of the Soyuzdorproekt of the Ministry of Transport (V.R. Silkov; Candidate of Technical Sciences V.D. Braslavsky; S.A. Zarifyants), Moscow Automobile and Highway Institute of the USSR Ministry of Higher Education (Doctor of Technical Sciences V.F. Babkov, E. M. Lobanov, V.V. Silyanov), Soyuzpromtransniproekt of the State Construction Committee of the USSR (V.I. Polyakov, P.I. Zarubin, V.S. Porozhnyakov; Candidate of Technical Sciences A.G. Kolchanov), VNIIBD Ministry of Internal Affairs of the USSR (Ph.D. Technical Sciences V.V. Novizentsev; V.Ya. Builenko), Giprodornii Ministry of Road Transport of the RSFSR (Doctor of Technical Sciences A.P. Vasiliev; Candidates of Technical Sciences V.D. Belov, E.M. Okorokov), Giproavtotrans of the Ministry of Autotrans of the RSFSR (V.A. Velyuga, Yu.A. Goldenberg), Giproneftetrans of the State Oil Products Committee of the RSFSR (A.V. Shcherbin), Gruzgosorgorniy of the Ministry of Road Transport of the GSSR (Candidate of Technical Sciences T.A. Shilakadze).
INTRODUCED by the Union Ministry of Transport.
PREPARED FOR APPROVAL BY Glavtekhnormirovanie Gosstroy USSR (Yu.M. Zhukov).
With the introduction of SNiP 2.05.02-85 “Highways” from January 1, 1987, SNiP II-D.5-72 “Highways. Design standards" and "Guidelines for the design of roadbeds of railways and highways" (SN 449-72) regarding the design standards of roadbeds.
When using a regulatory document, you should take into account approved changes to building codes and regulations and state standards.
On the introduction into force of the standards of the Council for Mutual Economic Assistance ST CMEA 5387-85 “International automobile roads. Tunnels. Design standards” and ST SEV 5388-85 “International automobile roads. Basic technical requirements and design standards”
State Construction Committee of the USSR
DECIDES:
1. Put into effect the standards of the Council for Mutual Economic Assistance ST CMEA 5387-85 “International automobile roads” approved at the 58th meeting of the CMEA Standing Commission on Cooperation in the Field of Standardization. Tunnels. Design standards” and ST SEV 5388-85 “International automobile roads. Basic technical requirements and design standards” by introducing them into SNiP 2.05.02.-85 “Highways”.
For use in the national economy and in contractual legal relations on economic, scientific and technical cooperation with CMEA member countries, the standards ST CMEA 5387-85 and ST CMEA 5388-85 have been in effect since January 1, 1987.
2. To consolidate the standards of the Council for Mutual Economic Assistance ST CMEA 5387-85 “International roads. Tunnels. Design standards” and ST SEV 5388-85 “International automobile roads. Basic technical requirements and design standards” for the USSR Ministry of Transport.
3. Approve and put into effect from March 1, 1987, amendment No. 1 SNiP 2.05.02.-85 “Highways”, approved by Decree of the USSR State Construction Committee of December 17, 1985 No. 233, by introducing a paragraph (before the general provision) with the following content: “ Technical parameters of SNiP 2.05.02.-85 correspond to ST SEV 2791-80, ST SEV 5387-85, ST SEV 5388-85”
|
USSR State Committee for Construction Affairs |
Building regulations |
SNiP 2.05.02-85 |
|
(Gosstroy USSR) |
Car roads |
Instead of SNiP II -D.5-72 and SN 449-72 regarding standards for designing road subgrades |
These norms and rules apply to the design of newly constructed and reconstructed public roads of the USSR and access roads to industrial enterprises.
These rules and regulations do not apply to the design of temporary highways for various purposes (constructed for a service life of less than 5 years), winter roads, roads of logging enterprises, internal roads of industrial enterprises (testing, on-site, quarry, etc.), on-farm highways in collective farms, state farms and other agricultural enterprises and organizations.
1. GENERAL PROVISIONS
1.1. Highways along their entire length or in individual sections, depending on the estimated traffic intensity and their economic and administrative significance, are divided into categories according to Table. 1.
1.2. Access roads of industrial enterprises include roads connecting these enterprises with public roads, with other enterprises, railway stations, ports, designed to accommodate vehicles allowed for circulation on public roads.
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System of regulatory documents in construction
BUILDING STANDARDS AND RULES OF THE RUSSIAN FEDERATION
MINISTRY OF CONSTRUCTION OF THE RUSSIAN FEDERATION FOR LAND POLICY, CONSTRUCTION AND HOUSING AND UTILITIES
(MINISTRY OF ZEMSTROY OF RUSSIA)
AIRDROMES
AERODROMES
SNiP 32-03-96
Date of introduction 1997-01-01
UDC (083.74)
PREFACE
1 DEVELOPED by the institutes of GPI and NIIGA Aeroproekt, Lenaeroproekt, 26 Central Research Institute of the Ministry of Defense of Russia, SoyuzdorNII, MADI (TU).
2 INTRODUCED by the Main Technical Norms Department of the Russian Ministry of Construction.
4 REPLACED SNiP 2.05.08-85 and SNiP 3.06.06-88.
5 These building codes and regulations represent the authentic text of the interstate building codes “Aerodromes”.
1 APPLICATION AREA
These rules and regulations apply to newly constructed, expanded and reconstructed airfield (heliport) structures, with the exception of landing pads for helicopters on ships, drilling platforms, buildings and special structures.
In this case, the requirements of norms and standards for the building structures and materials used must be taken into account.
2 DEFINITIONS
The following terms and definitions are used in these rules and regulations.
Aerodrome (heliport)- a land or water area specially prepared and equipped to provide take-off, landing, taxiing, parking and servicing of aircraft.
Lairfield airfield- part of the airfield on which one or more runways, taxiways, aprons and special-purpose areas are located.
Airstrip (LP)- part of the airfield airfield, including the runway and adjacent graded and, in some cases, compacted, and reinforced soil areas designed to reduce the risk of damage to aircraft that roll off the runway.
Takeoff and landingband (runway)- part of the aircraft, specially prepared and equipped for take-off and landing of aircraft. A runway can have an artificial surface (RWPP) or a dirt surface (GRWP).
Taxiingnaya track (RD)- part of the airfield airfield, specially prepared for taxiing and towing aircraft. Taxiways can be main taxiways (MRD), connecting taxiways, or auxiliary taxiways.
Platform- part of the airfield airfield. designed to accommodate aircraft for the purpose of boarding and disembarking passengers, loading and unloading baggage, mail and cargo, as well as other types of services.
Aircraft parking location (AM)- part of the apron or special-purpose area of an airfield intended for parking an aircraft for the purpose of its maintenance and storage.
Airfield structures include soil elements of the airfield, soil foundations, airfield pavements, drainage and drainage systems, as well as special sites and structures.
Soil foundations- graded and compacted local or imported soils designed to withstand loads distributed through the airfield pavement structure.
Airfield pavements- structures that absorb loads and impacts from aircraft, operational and natural factors, which include:
The upper layers (layer), hereinafter referred to as “coating”, directly absorb loads from aircraft wheels, the effects of natural factors (variable temperature and humidity conditions, repeated freezing and thawing, the influence of solar radiation, wind erosion), thermal and mechanical effects of gas-air jets aircraft engines and mechanisms intended for airfield operation, as well as the effects of de-icing chemicals;
The lower layers (layer), hereinafter referred to as “artificial base”, provide, together with the coating, the transfer of loads to the soil base, which, in addition to the load-bearing function, can also perform drainage, anti-silting, thermal insulation, anti-heaving, waterproofing and other functions.
Drainage and drainage systems- a system of structures designed to drain water from the surface of pavements and lower the groundwater level in order to ensure the necessary stability of the soil base and layers of the airfield pavement when absorbing loads during the design period of greatest soil moisture, as well as to prevent aquaplaning of aircraft wheels when moving on the runway.
Special structures (stream deflection shields, mooring and grounding devices, buried channels, wells, lighting equipment, etc.) that absorb forces from wind, wheel loads, gas-air jets of aircraft engines, etc., are designed to ensure normal safe operation of aircraft in various areas of the airfield .
3 GENERAL PROVISIONS
3.1 The classification of airfields is not given in these standards and is determined by departmental regulatory documents.
3.2 The dimensions of the airfield area and the permissible height of natural and artificial obstacles within its boundaries should be established in accordance with industry regulations based on the conditions for ensuring the safety of take-off and landing of aircraft.
3.3 The design of the general plan of the airfield and vertical layout should be carried out in accordance with the standards of the department to which the airfield belongs.
3.4 For aerodromes at international airports, in addition to these standards, the standards and recommendations of the International Civil Aviation Organization (ICAO) must be observed.
3.5 These rules and regulations use references to regulatory documents in accordance with Appendix A.
4 GROUND ELEMENTS OF THE AIRFIELD
4.1 The soil elements of the airfield must meet the requirements of safety, evenness, strength, and erosion resistance. Their surface must be cleared of foreign objects and have slopes that ensure reliable drainage of melt and rainwater. They can be with or without turf cover.
4.2 The permissible values of the longitudinal and transverse slopes of the soil elements of the airfield must be taken in accordance with the standards of the department to which the airfield belongs.
4.3 The soil part of the LP must be without soil trays. Soil trays within the LP are allowed in exceptional cases during a feasibility study, taking into account the hydrological, hydrogeological and engineering-geological conditions of the area.
4.4 The soil surface of the graded part of the roadway at the junction with artificial surfaces (runways, shoulders, taxiways, etc.) must be located at the same level.
4.5 The part of the runway adjacent to the end of the runway must be strengthened in order to prevent erosion from gas-air jets of aircraft engines and protect landing aircraft from hitting the end of the runway. These areas must withstand the loads from aircraft when they accidentally roll out during takeoff or landing, as well as the loads from operational equipment.
4.6 The soil shoulders of runways, taxiways, stops and aprons must ensure the drainage of surface water from areas of artificial surfaces and a gradual transition from artificial surfaces to the ground, for which reinforced blind areas (junctions) should be installed.
4.7 The blind area must withstand the load created by the aircraft during accidental rolling out without causing structural damage to it, as well as the load of ground vehicles that can move along the side of the road.
4.8 The coefficient of soil compaction to a depth of 30 cm must be no less than:
At the launch sites of the main runway, MS, engine testing sites, taxi paths: for sands and sandy loams - 0.95, for loams and clays - 1.00;
In the middle sections of the runway and other soil elements of the airfield, as well as for bulk soils on the airfield that are not included in the airfield, - 0.90 and 0.95, respectively.
Below (to a depth of 55 and 70 cm), the compaction coefficient can be reduced by no more than 5 and 15%, respectively.
4.9 If there are subsidence soils on the airfield, subsidence must be eliminated to the depth of the core, established by calculation according to SNiP 2.02.01.
4.10 On unpaved areas of the airfield without turf, dust control measures should be taken. When choosing a method to combat dust pollution, the requirements for environmental protection (section 9) must be observed.
4.11 To increase the soil's resistance to loads from aircraft and reduce erosion from aerodynamic loads created by gas-air jets of aircraft engines, if possible, a turf cover should be installed.
4.12 The quality of the turf cover must meet the regulatory requirements given in Table 1. Acceptance of work to create the turf cover of the airfield should be carried out after the development (emergence) of the sown grasses.
5 GROUND FOUNDATIONS
5.1 Soil foundations must ensure the stability of the airfield pavement regardless of weather conditions and time of year, taking into account:
composition and properties of soils;
types of terrain according to hydrogeological conditions given in Table 2;
Table 1
table 2
|
Type of terrain according to hydrogeological conditions |
Characteristics of terrain type |
|
1 - dry area |
Surface runoff is ensured, groundwater does not have a significant effect on the moisture content of the upper layer of natural foundation soils |
|
2 - damp terrain |
Surface flow is not ensured, groundwater lies below the depth of soil freezing; soils with signs of surface waterlogging; in spring and autumn, stagnation of water appears on the surface |
|
3 - wet terrain |
Groundwater or long-standing (more than 20 days) surface water lies above the depth of soil freezing; peat soils, gleyed with signs of waterlogging |
|
Notes 1 For road-climatic zone I, the type of terrain in each specific case should be determined during surveys, taking into account the location of the airfield elements (terraces of rivers and lakes, tundra and forest-tundra, etc.), the presence of peat-moss cover, the continuity of its distribution and thickness, presence of underground ice, supra-permafrost waters, etc. 2 Groundwater does not have a significant effect on the moistening of the upper layer of soil if the groundwater level in the pre-frost period lies below the calculated freezing depth by: 2 m or more - in clays, silty loams; 1.5 m or more - in loams, silty sandy loams; 1 m or more - in sandy loams, dusty sands. 3 The level of the groundwater horizon at the beginning of soil freezing is calculated from the top of the coating to the groundwater level established by surveys, and in the presence of deep drainage or other water-reducing devices - to the top of the depression curve. 4 The maximum possible autumn (before freezing) level should be taken as the calculated groundwater level, and in areas where frequent, prolonged thaws are observed, the maximum possible spring groundwater level. In the absence of the necessary data, it is allowed to take as the calculated level the level determined from the top of the soil gleying line |
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dividing the territory into road-climatic zones in accordance with Figure 1;
experience in the construction and operation of airfields located in similar engineering-geological, hydrogeological and climatic conditions.
5.2 The nomenclature of soils used for the subgrade, according to genesis, composition, state in natural occurrence, heaving, swelling and subsidence, should be established in accordance with GOST 25100.
Notes
1 Characteristics of soils of natural occurrence, as well as of artificial origin, should be determined, as a rule, on the basis of their direct tests in field or laboratory conditions, taking into account possible changes in soil moisture during the construction and operation of airfield structures.
2 It is allowed to use tabular values of design characteristics established on the basis of statistical processing of mass soil tests.
5.3 The depth of the compressible thickness of the soil base, within which the composition and properties of soils are taken into account, is taken according to Table 3, depending on the number of wheels on the main support of the aircraft and the load on one wheel of this support.
Table 3
Road-climatic zones include the following geographical zones: I - tundra, forest-tundra and the northeastern part of the forest zone with the distribution of permafrost soils; II - forests with excessive soil moisture; III - forest-steppe with significant soil moisture in some years, IV - steppe with insufficient soil moisture; V - desert and desert-steppe with an arid climate and the distribution of saline soils.
Kuban and the western part of the North Caucasus should be classified as road-climatic zone III; The Black Sea coast, the Cis-Caucasian steppes, with the exception of Kuban and the western part of the North Caucasus, should be classified as zone IV; mountainous areas located above 1000 m above sea level, as well as little-studied areas should be classified as one or another zone depending on local natural conditions
Picture 1 - Road climatic zones of the CIS
5.4 The depth of seasonal freezing or, for permafrost soils, thawing is determined by calculation for an open surface cleared of snow and is calculated from its top, taking into account the vertical layout of the airfield surface and the thermal characteristics of the base and coating materials.
5.5 If there are weak soils in the soil foundation (water-saturated clayey, peat, peat, silt, sapropel), loess, saline, swelling and other types of subsidence soils, as well as permafrost, subsidence when thawing soils, it is necessary to take into account the settlement (subsidence) of the foundation soils Sd, occurring during excavation work, as well as during further consolidation of the base soil during the operation of the coating under the influence of natural and climatic factors.
Noted no - Weak soils include soils whose deformation modulus is equal to or less than 5 MPa.
5.6 Calculated values of vertical deformations of the base Sd during the period of operation of the coating should not exceed the limit values S u, indicated in table 4.
When reconstructing or strengthening existing airfield pavements in cases where their actual vertical deformations (based on operating experience) exceed the limit values specified in Table 4, the admissibility of exceeding deformations after reconstruction (strengthening) must be decided taking into account the operating experience of the existing pavement.
Table 4
5.7 In order to prevent exceeding the maximum vertical deformations of soil foundations, the following measures should be taken to eliminate or reduce the harmful effects of natural and operational factors, and eliminate the unfavorable properties of the soil under the airfield pavement:
installation of special layers of artificial base and interlayers (waterproofing, capillary-breaking, thermal insulation, anti-silting, reinforcing, etc.);
water protection measures on sites composed of soils sensitive to changes in humidity (appropriate horizontal and vertical layout of the airfield area, ensuring surface water flow; installation of a drainage network);
improvement of the construction properties of foundation soils (compaction by compaction, preliminary soaking of subsidence soils, complete or partial replacement of soils with unsatisfactory properties, etc.) to a depth determined by calculation based on the condition of reducing possible vertical deformation of the foundation to an acceptable value;
soil strengthening (chemical, electrochemical, thermal and other methods).
The boundaries of special layers of base or soil with eliminated unfavorable properties must be at least 3 m from the edge of the coating.
5.8 Calculation of settlements and justification of measures to eliminate the unfavorable properties of the soil under the airfield pavement are recommended to be carried out in accordance with the Code of Rules (SP) for the design and construction of airfields *.
* Until the adoption of the Code of Rules for the design and construction of airfields, the canceled SNiP 2.05.08-85 and SNiP 3.06.06-88 should be used as recommended standards to the extent that they do not contradict the requirements of these standards.
5.9 The elevation of the coating surface above the calculated groundwater level must be no less than that established in Table 5.
Table 5
In the case where compliance with these requirements is technically and economically impractical, capillary-breaking layers should be installed in the soil foundation constructed in road-climatic zones II and III, and waterproofing layers in IV and V road-climatic zones, the top of which should be located at a distance from coating surface of at least 0.9 m for zones II and III and 0.75 m for zones IV and V. The bottom of the layers should be at least 0.2 m from the groundwater horizon.
5.10 For airfields located in road-climatic zone I, in the absence of permafrost soils, as well as when using the latter as a natural foundation according to principle II (with preliminary thawing, removal or drainage of waterlogged layers), the minimum elevation of the pavement surface above the groundwater level should be taken as for road climate zone II (Table 5).
5.11 In the presence of saline soils, the elevation of the pavement surface above the calculated groundwater level should be taken to be 20% greater than indicated in Table 5, and on the surface of the soil base composed of moderately and highly saline soils, it is necessary to provide a waterproofing layer or interlayer.
5.12 When reconstructing (strengthening) coatings in cases where the actual elevation of the operating coating above the groundwater level is less than that established in Table 5, the admissibility of maintaining this position after reconstruction should be decided taking into account the operating experience of the existing coating.
5.13 The required degree of compaction of bulk soils must correspond to the soil compaction coefficients (the ratio of the lowest required density to the maximum with standard compaction) given in Table 6 and 4.8.
Table 6
5.14 If the natural density of the soil under the airfield pavement is lower than required, the soils should be compacted to the standards given in Table 6: to a depth of 1.2 m - for road climatic zones I-III and 0.8 m - for zones IV-V, counting from surface of the soil base.
5.15 The soil compaction coefficient of embankments constructed from saline soils should be taken to be no less than 0.98 for lightweight pavement and for the unpaved part of the airfield, 1.00 for permanent pavement.
5.16 Regulatory requirements that must be met and monitored during excavation work, and control methods are given in Table 7.
Table 7
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Structural element, type of work and controlled |
Control method |
||
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parameter |
i.c.*, I, II and III |
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Soil base, main runway, soil elements of LP |
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|
1. Thickness of fertile |
No more than 5% |
No more than 10% |
Leveling |
|
values may have deviations from the design values up to minus 20%, the rest - up to minus 10% |
|||
|
2. Elevations along the axis |
The same, up to ± 30 mm, the rest - up to ± 20 mm |
||
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3. Longitudinal slopes |
The same, up to ± 0.002, the rest - up to ± 0.001 |
||
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4. Cross slopes |
The same, up to ± 0.008, the rest - up to ± 0.003 |
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5. Density of the soil layer |
No more than 10% of determination results may have deviations |
GOST 5180, it is allowed to use accelerated |
|
|
up to minus 2% |
up to minus 4% |
and field express |
|
|
the rest must be no lower than design |
methods and instruments |
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6. Axial evenness (clearance under a 3 m long rail): |
|||
|
on GWP, ground |
No more than 2% |
No more than 5% |
According to GOST 30412 |
|
elements of the drug |
determination results can have clearance values up to 60 mm, the rest - up to 30 mm |
||
|
on soil |
The same, up to 40 mm, the rest - up to 20 mm |
||
|
7. Algebraic difference in elevations of points by |
Leveling and calculation |
||
|
runway axes at intervals of 5, 10 |
60, 100, 160 mm |
75, 120, 200 mm |
|
|
the rest - up to 30, 50, 80 mm |
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6 AIRPORT COATINGS
6.1 General instructions
6.1.1 Based on the nature of their resistance to loads from aircraft, airfield pavements are divided into:
hard (concrete, reinforced concrete, reinforced concrete, as well as asphalt concrete pavements on a cement concrete base);
non-rigid (from asphalt concrete; durable stone materials of selected composition, treated with organic binders; from crushed stone and gravel materials, soils and local materials, treated with inorganic or organic binders; prefabricated metal, plastic or rubber elements).
P notes
1 Reinforced concrete is considered to be a coating made of cement concrete reinforced with a metal mesh designed to withstand temperature stresses.
2 Reinforced concrete is considered to be a reinforced cement concrete coating in which the required cross-sectional area of the reinforcement is determined by calculating the strength and width of cracks.
6.1.2 Coatings are divided according to the degree of capital into:
capital (with hard and asphalt concrete surfaces);
lightweight (with a non-rigid coating, except for asphalt concrete coating).
6.1.3 Airfield pavements must meet the requirements:
safety and regularity of aircraft takeoff and landing operations;
strength, reliability and durability of the structure as a whole and its constituent elements (ensured by strength calculations and compliance with the requirements for building materials);
surface evenness and roughness in accordance with table 8;
environmental protection in accordance with section 9.
The regulatory requirements that must be met and monitored during the construction of each layer of airfield pavement, and control methods are given in Table 8.
Table 8
|
Structural element, type of work and |
Standard Requirement Values for Standard Load Categories |
Control method |
|
|
controlled parameter |
w/c, I, II and III |
||
|
1. All layers of artificial bases and surfaces |
|||
|
1.1. Elevations by |
No more than 5% |
No more than 10% |
Leveling |
|
axes of each row |
the results of determinations may have deviations from the design values up to ±15 mm, the rest - up to ±5 mm |
||
|
1.2. Cross slope of each row |
The same, up to ±0.005, the rest - up to ±0.002 (but not above the shelf life standards) |
Calculation based on the results of executive geodetic survey |
|
|
2. Bases, leveling layers and coverings (except precast concrete) |
|||
|
2.1. Laying row width: |
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|
monolithic concrete, reinforced concrete, reinforced concrete pavements (bases) and asphalt concrete pavements |
The same, up to ±10 cm, the rest - up to ±5 cm |
Measuring with measuring tape, tape measure |
|
|
all other types of bases, coatings and leveling layers made of sand-cement mixture |
The same, up to ±20 cm, the rest - up to ±10 cm |
||
|
2.2. Straightforwardness |
No more than 5% |
No more than 10% |
Metal measurement |
|
longitudinal and transverse joints of coatings |
determination results may have deviations from a straight line of up to 8 mm, the rest - up to 5 mm per 1 m (but not more than 10 mm per 7.5 m) |
ruler along the edge of the layer |
|
|
2.3. Width of grooves of expansion joints of all types of coatings |
Not less than design, but not more than 35 mm |
Measuring with a feeler gauge or caliper |
|
|
2.4 Thickness of the structural layer: |
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|
cement concrete |
No more than 5% |
No more than 10% |
Measurement |
|
bases and all types of coatings |
the results of determinations may have deviations from design values up to minus 7.5%, the rest - up to minus 5%, but not more than 10 mm |
metal ruler along the edge of the layer |
|
|
all other types of bases and coatings |
The same, up to minus 7.5%, the rest - up to minus 5%, but not more than 20 mm |
||
|
2.5. Compaction coefficients of structural layers of asphalt concrete |
The same, up to minus 0.003, the rest - up to minus 0.02 |
According to GOST 12801 |
|
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2.6. Strength of concrete |
Not lower than the design strength class |
According to GOST 18105 |
|
|
2.7. Frost resistance of concrete |
Not lower than the design grade |
According to GOST 10060 |
|
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2.8. Evenness along the row axis (clearance under a 3 m long rail): |
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|
artificial foundations |
No more than 2% |
No more than 5% |
According to GOST 30412 |
|
determination results may have lumen values up to |
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|
the rest up to |
|||
|
all types of coatings and |
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|
leveling |
|||
|
interlayers |
the rest up to |
||
|
2.9. Algebraic difference in surface elevations |
No more than 5% of the determination results can have values up to |
Leveling and calculation |
|
|
along the axis of the row (points, |
|||
|
separated from each other by |
the rest up to |
||
|
distance 5, 10 and 20 m) |
|||
|
2.10. Raising the edges of adjacent slabs in the joints of monolithic rigid coverings: |
|||
|
transverse |
No more than 10% |
No more than 20% |
Measurements |
|
longitudinal |
The same, up to 10 mm, the rest - up to 3 mm |
||
|
3. Prefabricated coverings made of prestressed concrete slabs |
|||
|
3.1. Evenness (clearance under |
No more than 2% |
No more than 5% |
According to GOST 30412 |
|
3 m long rail) |
determination results can have clearance values up to 10 mm, the rest - up to 5 mm |
||
|
3.2. Exceeding the edges of adjacent slabs in the joints of prefabricated pavements: |
|||
|
transverse |
No more than 10% |
No more than 20% |
Measurements |
|
determination results can have values up to 6 mm, others - up to 3 mm |
metal ruler or caliper |
||
|
longitudinal |
The same, up to 10 mm, the rest - up to 5 mm |
||
|
4. Length of runway, taxiway, apron and terminal pavements along their axes |
Not less than design value |
Measuring with a measuring tape |
|
|
5. Coefficient of adhesion between the wheel and the runway surface |
Not less than 0.45 |
According to GOST 30413 or measurement using an ATT-2 machine on a wet coating surface |
|
6.1.4 Coatings on the sides of runways, taxiways, stops, aprons, reinforced areas adjacent to the ends of the runway, and coatings of the end stop strips should be designed to be resistant to the effects of gas-air jets from aircraft engines, as well as possible loads from vehicles and operational equipment.
6.1.5 The thickness of the coating in the areas being strengthened should be taken according to calculation, but not less than the minimum allowable for a structural layer made of a given material.
6.1.6 In order to avoid damage to aircraft when they accidentally roll out from the runway, at civil airfields with standard load categories IV and higher, the interface of reinforced sections of taxiway shoulders, reinforced sections adjacent to the ends of the runway, as well as blind areas around drainage network structures (wells, closed ditches) . trays, etc.) with a ground surface, the LP should be arranged in the form of a ramp with the edge of the covering (blind area) buried in the ground to a depth established by calculation. In this case, the steepness of the ramp should be no more than 1:10.
6.2 Artificial foundations
6.2.1 For artificial foundations and thermal insulation layers, heavy and fine-grained concrete should be used in accordance with GOST 26633, lightweight concrete - in accordance with GOST 25820, rigid concrete mixtures - in accordance with TU 218 RF 620-90, dense, porous and highly porous asphalt concrete - in accordance with GOST 9128, crushed stone, gravel materials and sand, untreated - according to GOST 25607 and treated with inorganic - according to GOST 23558 and organic binders, crushed stone and gravel - according to GOST 3344, GOST 23845, sand - according to GOST 8736, as well as other local materials.
6 .2.2 Materials of all layers of artificial foundations must have frost resistance corresponding to the climatic conditions of the construction area. Requirements for frost resistance are given in Table 9.
Table 9
|
Material of layers of artificial base |
Frost resistance of materials, not lower, at the average monthly air temperature of the coldest month, °C |
||
|
below minus 5 to minus 15 inclusive |
minus 5 and above |
||
|
Crushed stone and crushed gravel |
|||
|
Crushed stone, gravel, sand-gravel, soil-gravel and soil-crushed stone mixtures, strengthened with organic binders |
|||
|
Crushed stone treated with inorganic binders |
|||
|
Gravel, sand-gravel, soil-gravel and soil-crushed stone mixtures, reinforced with inorganic binders, sand cement and soil cement in the base part: |
|||
|
Sand-gravel, soil-gravel and soil-crushed stone mixtures |
|||
|
Fine-grained concrete, expanded clay concrete, slag concrete, lean concrete |
|||
|
P note - The upper part of the base includes layers lying within the upper half of the freezing depth of areas, the lower part includes layers lying within the lower half of the freezing depth, counting from the surface of the coating |
|||
6.2.3 When constructing artificial foundations made of coarse-grained materials laid directly on clay soils, an anti-silting layer must be provided that would exclude the possibility of penetration of the foundation soil when it is moistened into the layer of coarse-porous material.
The thickness of the anti-silting layer must be no less than the size of the largest particles of the granular material used, but not less than 5 cm
6.2.4 For areas with hydrogeological conditions of the second type, when the soil base consists of non-draining soils (clays, loams and silty sandy loams), drainage layers should be installed in artificial foundation structures from materials with a filtration coefficient of at least 7 m/day. The thickness of drainage layers of large and medium-sized sands must correspond to the data in Table 10.
Table 10
The thickness of drainage layers made of other materials, including those using layers of synthetic non-woven materials, should be determined by calculation.
6.2.5 The strength of the load-bearing layers of artificial foundations must be sufficient to withstand the loads from construction vehicles used in the construction of artificial surfaces.
6.3 Hard coverings
6 .3.1 The construction of hard surfaces should, as a rule, be made of heavy concrete that meets the requirements of GOST 26633 and these standards.
It is allowed to use fine-grained concrete that meets the requirements of GOST 26633, and the compressive strength class when used in a single-layer or top layer of a two-layer coating must be no lower than B 30.
6.3.2 Concrete classes for tensile strength in bending must be taken not lower than those indicated in Table 11.
Table 11
|
Airfield pavement |
Minimum class of concrete for tensile strength in bending |
|
Single-layer and top layers of a two-layer monolithic coating made of concrete, reinforced concrete, reinforced concrete (with non-prestressing reinforcement) |
|
|
Bottom layer of two-layer coating and underslabs |
|
|
Prefabricated reinforced concrete prestressed slabs reinforced with: |
|
|
wire reinforcement or reinforcing ropes |
|
|
bar reinforcement |
|
|
Notes 1 For precast prestressed reinforced concrete slabs, an additional requirement for the minimum design class of concrete compressive strength must be provided: B 30 - for slabs reinforced with wire reinforcement or reinforcing ropes, and B 25 - for slabs reinforced with bar reinforcement. 2 For single-layer and the top layer of two-layer coatings designed for loads with air pressure in the tire tires of no more than 0.6 MPa, it is allowed, with an appropriate feasibility study, to use concrete of tensile bending strength class Btb 3.2 |
|
6.3.3 The frost resistance grade of concrete for single-layer and top layer of two-layer coatings should be assigned in accordance with the map in Figure 2.
For airfields located on the border of the areas indicated on the map, a higher grade of frost resistance should be adopted.
For the bottom layer of two-layer coatings, the frost resistance grade of concrete should be taken at the average monthly temperature of the coldest month, °C:
from 0 to minus 5 ........................ not lower than F50
from minus 5 to minus 15 ............... "" F75
below minus 15......................... "" F100
Notes
1 The calculated average monthly outside air temperature is taken in accordance with the requirements of SNiP 2.01.01.
2 If the bottom layer remains open during the winter, it must be covered with water-repellent or other protective compounds.
Figure 2 - Zoning of the CIS territory according to the required frost resistance of concrete for single-layer and top layer of two-layer coatings
6.3.4 The type and class of reinforcement should be established depending on the type of coating, the purpose of the reinforcement, the technology for preparing reinforcement elements and the methods of their use (non-prestressed and prestressed reinforcement).
The characteristics of reinforcing steels should be established in accordance with the requirements of SNiP 2.03.01.
6.3.5 The required thickness of monolithic rigid layers should be determined by calculation.
The maximum and minimum thickness of the hard pavement layer should be determined taking into account the technical feasibility of concrete paving kits and the adopted construction technology.
6 .3.6 Prefabricated coverings from standard PAG-14 slabs should be used for wheel loads of no more than 100 kN for a multi-wheel support and no more than 170 kN for a single-wheel support, PAG-18 - no more than 140 kN for a multi-wheel support and no more than 200 kN for a single-wheel support, PAG-20 - no more than 180 kN and 250 kN, respectively. The slabs must meet the requirements of GOST 25912.0 - GOST 25912.4.
6.3.7 Between slabs of rigid monolithic coverings and artificial bases, as well as between layers of two-layer monolithic coverings, it is necessary to provide constructive measures to ensure independence of horizontal movements of layers (separating layers made of glassine, film polymer and other materials). The use of sand-bitumen mat is not allowed.
When installing two-layer coatings using the splicing method, a separating layer is not created.
6.3.8 Prefabricated coverings made of prestressed reinforced concrete slabs, installed on all types of foundations except sand, should be laid over a leveling layer of sand-cement mixture 3-5 cm thick. In this case, a separating layer is not provided.
6.4 Expansion joints in rigid coatings
6.4.1 Rigid monolithic coatings should be divided into separate slabs using expansion joints. The dimensions of the slabs should be set depending on local climatic conditions, as well as in accordance with the intended construction technology.
6.4.2 The distances between compression expansion joints (length of slabs) should not exceed, m, for monolithic coatings:
concrete thickness
less than 30 cm...................................25 times the layer thickness (rounding to whole meters is allowed)
concrete 30 cm thick
and more................................................ ...7.5
reinforced concrete with reinforcement in
same level........................................7.5
reinforced concrete with reinforcement
on two levels................................... 20
reinforced concrete with annual
amplitude of monthly averages
temperatures, °C:
45 and above...................................10
less than 45...................................15
Note - The annual amplitude of average monthly temperatures is calculated as the difference in average air temperatures of the hottest and coldest months, determined in accordance with the requirements of SNiP 2.01.01.
6 .4.3 In areas with complex engineering and geological conditions, the distance between compression expansion joints for reinforced concrete and reinforced concrete pavements should not exceed 10 m.
6.4.4 In monolithic coatings there are technological seams. as a rule, should be combined with expansion joints. For adjacent coating strips of the same design, the transverse seams should be combined.
Technological ones include seams, the construction of which is determined by the working width of concrete-laying machines and possible interruptions in the construction process.
6.4.5 The need to install expansion joints in rigid monolithic coatings and the distance between them should be justified by calculation taking into account climatic conditions and design features of the coatings.
6.4.6 Expansion joints must be installed when pavements adjoin other structures, as well as when taxiways adjoin the runway and apron.
6.4.7 in prefabricated coverings made of prestressed slabs with butt joints that prevent horizontal movement of the slabs, expansion joints should be installed.
6.4.8 The distances, m, between transverse expansion joints, as well as between longitudinal expansion joints of prefabricated coverings on aprons, MS and special-purpose sites should not exceed the annual amplitude of average monthly temperatures, °C:
St. 45............................................ 12
from 30 to 45 ....................................... 18
less than 30........................................24
6.4.9 Longitudinal expansion joints are not installed in prefabricated runway and taxiway pavements.
6.4.10 The distance between expansion joints in the lower concrete layer of two-layer coatings should not exceed 10 m.
6.4.11 In foundations made of lean concrete, expanded clay concrete, sandy (fine-grained) concrete, and slag concrete, compression joints should be installed, the distance between which should be no more than 15 m.
P note - If a break in construction work is planned for the winter period, the distances between expansion joints in the lower layers of two-layer pavements and bases should be taken as for concrete pavements in accordance with the requirements of 6.4.2.
6.4.12 In expansion joints of single-layer coatings, it is necessary to use butt joints that ensure the transfer of load from one slab to another. Instead of making butt joints, it is allowed to strengthen the edge sections of the slabs either by reinforcement, or by using underslabs, or by increasing the thickness of the slab, based on calculation.
6.4.13 Two-layer coatings, as a rule, should be arranged with the seams aligned in the layers. In some cases, it is allowed to install two-layer coatings with misaligned seams (non-aligned seams are considered coatings in which the longitudinal and transverse seams in the upper and lower layers are mutually offset by more than 2 t sup, Where t sup - thickness of the top layer).
6.4.14 Two-layer coatings with combined seams should, as a rule, be installed with butt joints in longitudinal and transverse seams. It is allowed to make butt joints only in the top layer.
6.4.15 In two-layer coatings with misaligned seams, the lower zone of the slabs of the upper layer must be reinforced above the seams of the lower layer in accordance with the calculation. It is allowed to replace reinforcement by increasing the thickness of the top layer.
6.4.16 Expansion joints of hard coatings must be protected from the penetration of surface water and operating fluids, as well as from clogging with sand, crushed stone and other solid materials. Special sealing materials of hot and cold application must be used as joint fillers that meet departmental requirements for deformability, adhesion to concrete, temperature resistance, chemical resistance, stickiness to aircraft tires and fatigue deformations corresponding to the conditions of their use. Materials - joint fillers - should not change their performance properties under short-term exposure to hot gas-air jets from aircraft engines.
6.5 Flexible coverings
6.5.1 Non-rigid coatings are arranged in multi-layers. The required layer thickness is justified by calculation. The minimum permissible thickness of the structural layer (in a compacted state) is taken according to Table 12.
6.5.2 The total thickness of asphalt concrete layers on bases made of materials treated with inorganic binders must be no less than that given in Table 13.
Table 12
|
Material of the structural layer of the flexible coating and artificial base |
Minimum layer thickness, cm |
|
Asphalt concrete at internal air pressure in the tires of aircraft wheels, MPa (kgf/cm2): |
|
|
less than 0.6 (6) |
|
|
from0.6 (6) to 0.7 (7) |
|
|
St. 0.7 (7) «1.0 (10) |
|
|
Crushed stone, gravel, soils treated with binders |
|
|
Crushed stone treated with organic binders using the impregnation method |
|
|
Soils and low-strength stone materials treated with mineral binders |
|
|
Crushed stone or gravel, not treated with binders and laid on a sandy base |
|
|
Notes 1 The maximum grain size of the coarse fraction used in a layer of mineral material must be at least 1.5 times less than the thickness of the structural layer. 2 It is allowed to install asphalt concrete layers 9-12 cm thick in two layers from a mixture of the same quality, provided that adhesion between them is ensured. |
|
Table 13
|
Average monthly air temperature of the coldest month, ° C |
Total minimum thickness of asphalt concrete layers, cm, on bases made of materials treated with inorganic binders and cement concrete coatings |
|||||
|
on the runway, main taxiway |
in other areas of the airfield |
|||||
|
Minus 5 and above |
||||||
|
Below minus 5 to minus 15 |
||||||
|
Below minus 15, or the number of temperature transitions through 0 °C over 50 times a year |
||||||
6 .5.3 Asphalt concrete pavements must be constructed from asphalt concrete mixtures that meet the requirements of GOST 9128, or polymer-asphalt concrete mixtures in accordance with TU 35-1669.
6 .5.4 The upper layers of asphalt concrete pavements should be made of dense mixtures, the lower ones - from dense or porous mixtures. The use of porous asphalt concrete mixtures on bases that represent a waterproof layer is not allowed.
6.5.5 For loads of standard category III and above in the upper layers of flexible pavements, dense asphalt concrete (or polymer-asphalt concrete) mixtures of grade I should be used, for loads of category IV - grades not lower than grade II, for loads of categories V and VI - grades not lower than grade III in strength.
6.5.6 Cold asphalt concrete mixtures may be used with an appropriate feasibility study only on taxiways, aprons and interstates under loads of category IV and below.
6.5.7 The type of asphalt concrete mixture and the corresponding grade of bitumen must be taken taking into account climatic conditions in accordance with GOST 9128 and GOST 22245.
6.5.8 For loads of standard category IV and higher, asphalt concrete pavements should be constructed on artificial foundations made of materials treated with binders.
6.6 Strengthening existing coatings
6.6.1 The need and methods for strengthening existing pavements during the reconstruction of airfields should be established taking into account the assigned class of the aerodrome and the standard load category, as well as depending on the condition of the existing pavement, natural and artificial foundations and drainage network, local hydrogeological conditions, characteristics of the materials of the existing coating and foundation , altitude position of the coating surface.
6.6.2 The required thickness of the reinforcement layer must be established by calculation taking into account the actual load-bearing capacity of the existing coating. In this case, the design characteristics of the existing coating and base should, as a rule, be determined on the basis of test data.
Note - In cases where testing is not possible, it is allowed to determine the design characteristics of the structural layers of the existing pavement based on design data, taking into account the destruction category established on the basis of statistical processing of mass data on the technical condition of airfield pavements of various types and types.
6.6.3 When strengthening coatings, it is necessary to first eliminate defects in the existing structure, as well as restore the drainage network; if there is no network, decide whether it is necessary to install one. It is allowed to fragment the top layer of existing hard coverings.
6.6.4 Rigid pavements can be reinforced with all types of rigid pavements and asphalt concrete based on the most effective use of the load-bearing capacity of the existing pavement, taking into account specific conditions.
6.6.5 When reinforcing prefabricated pavements with prefabricated slabs, the seams of the reinforcement layer in relation to the seams of the existing coating should be offset by at least 0.5 m for longitudinal and 1 m for transverse seams.
6.6.6 When reinforcing monolithic rigid pavements with monolithic concrete, reinforced concrete or reinforced concrete, the requirements for two-layer pavements must be met in accordance with 6.3.7, 6.4.13 - 6.4.15. If the number of layers is more than two, the bottom layer should be considered to be the layer located directly under the top one, and the remaining layers should be considered as artificial foundations.
6.6.7 To ensure contact between the slabs and the base when reinforcing rigid coverings with precast prestressed reinforced concrete slabs, it is imperative to install a leveling layer of sand cement with an average thickness of at least 3 cm between the existing covering and the precast slabs, regardless of the evenness of the existing covering; In this case, the separating layer is not suitable.
6.6.8 The overall minimum thickness of asphalt concrete layers when reinforcing rigid pavements must comply with the requirements of Table 13. To reinforce rigid pavements with asphalt concrete, only dense asphalt concrete mixtures should be used in all layers.
6.6.9 Reinforcement of flexible pavements can be performed with flexible and rigid pavements of all types.
6.6.10 When reinforcing existing hard pavements with asphalt concrete, constructive measures should be used (reinforcement, cutting expansion joints in asphalt concrete, etc.) aimed at reducing the likelihood of the formation of reflected cracks in the reinforcement layer and the leveling layer.
6.7 Basic principles for calculating the strength of coatings
6.7.1 Airfield pavements, including layers of artificial foundations, should be designed using the limit state method for repeated exposure to vertical loads from aircraft as multilayer structures lying on an elastic foundation.
Asphalt concrete pavements, in addition, should be expected to absorb aerodynamic loads from gas-air jets of aircraft engines if the average speed of the jet in the zone of contact with the pavement is equal to or more than 100 m/s.
The design limit states of rigid pavements are:
concrete and reinforced concrete - ultimate strength state;
reinforced concrete with non-prestressing reinforcement - limit states in terms of strength, crack opening and pressure on the soil base;
reinforced concrete with prestressed reinforcement - the limiting state for the formation of cracks and pressure on the soil foundation.
The design limit states of flexible pavements are:
for permanent coatings - limit states for the relative deflection of the entire structure and for the strength of the asphalt concrete layers;
for lightweight coatings - the limit state for the relative deflection of the entire structure.
6.7.2 The structures of civil aviation airfield pavements should be designed for standard loads, the categories and parameters of which are given in Tables 14 (for airplanes) and 15 (for helicopters).
It is possible to calculate coatings for the impact of loads from an aircraft of a specific type.
Airfield pavements of other departments must be designed for loads, the parameters of which are established by departmental regulatory documents.
6.7.3 When calculating the strength of pavements, the effects of loads from different types of aircraft should be reduced to the equivalent effect of the design load. The design aircraft should be taken as the aircraft (standard load category) that has the maximum impact on the pavement.
6.7.4 Data on the strength of civil aviation aerodrome pavements should be presented in pavement classification numbers (PCNs) in accordance with departmental regulations and the classification established by the International Civil Aviation Organization (ICAO).
In cases of deviations of the characteristics of coatings from the design ones, confirmed by operational control data during construction, the classification number PCN should be determined on the basis of testing data of coatings and bases with test loads.
6.7.5 Airfield pavements, according to the degree of impact of aircraft loads and load-bearing capacity, are divided into groups of sections in accordance with Figure 3. The diagrams shown on it can be specified depending on the purpose and departmental affiliation of the aerodromes, while the pavement sections intended for systematic taxiing of aircraft should be classified as to group A.
Calculation of the strength of heliport coatings should be carried out in accordance with the requirements for sections of group A (Figure 3).
The thickness of coverings of blind areas and reinforced areas adjacent to the ends of the runway should be calculated as for sections of group D, taking into account Note 3 to Table 14.
6.7.6 Strength calculations of airfield pavements are carried out in accordance with the joint venture for the design and construction of airfields.
Groups of sites: A - main taxiways; main taxi routes on terminals and aprons; end sections of the runway; the middle-width part of the runway, along which systematic taxiing of aircraft is carried out; B- sections of the runway designed according to scheme 1, adjacent to its end sections; edge-width sections in the middle part of the runway, designed according to scheme 2; auxiliary and connecting taxiways, stations, aprons, except for main taxi tracks, and other similar areas for aircraft parking; IN- middle part of the runway ( IN Runway /2), designed according to scheme 1; G - edge-width sections in the middle section of the runway ( IN Runway /4), designed according to scheme 1, with the exception of those adjacent to the connecting taxiways; reinforced areas adjacent to the ends of the runway, blind areas
Figure 3 - Schemes for dividing airfield pavements into groups of sections: Scheme 1 - for airfields where aircraft are taxied along the main taxiway;
Scheme 2 - for airfields where aircraft are taxied along the runway
Table 14
|
Internal air pressure in wheel tires R a, MPa |
Main support |
||
|
Four wheel |
|||
|
Single wheel |
|||
|
Notes 1 The distances between the pneumatics of the four-wheel support are assumed to be 70 cm between adjacent wheels and 130 cm between rows of wheels. 2 Standard loads III and IV categories can be replaced by loads on a single-wheel main support and take 170 and 120 kN, respectively, and the pressure in the tire tires for standard loads of categories V and VI is equal to 0.8 MPa. 3 For blind areas and reinforced areas adjacent to the ends of the runway, the standard load is multiplied by a factor of 0.5. |
|||
Table 15
7 WATER AND DRAINAGE SYSTEMS
7.1 To collect and drain surface and groundwater, depending on climatic and hydrogeological conditions, drainage and drainage systems should be installed at airfields.
7.2 Drainage systems should be provided for areas of airfields with clay soils, as well as for areas located in conditions of danger of erosion (in the presence of soils susceptible to erosion, significant terrain slopes, rainfall).
For areas with sandy, sandy loam and other well-filtering soils, as well as in the V road-climatic zone, drainage systems should be provided selectively.
7.3 The cross-sectional dimensions of drainage system elements (pipes, trays, ditches) and their design slopes are established on the basis of hydraulic calculations. The depth of pipes for drainage and drainage systems is established based on calculating their strength from the effects of operational loads.
7.4 Schemes and design solutions for drainage and drainage systems should be taken depending on the road and climatic zone of the airfield location; type of terrain based on the nature of surface runoff and degree of moisture; type, properties and condition of soils; topographical and other local conditions in accordance with the joint venture for the design and construction of airfields.
7.5 It is necessary to ensure the drainage of water from the drainage layers of the foundations, as well as the protection of the latter from the influx of groundwater or perched water from areas adjacent to the pavement.
7.6 When installing drainage and drainage systems, one should be guided by the requirements of SNiP 3.05.04, and it is also necessary to take into account the prospects for the development of airfield elements and observe the following rules:
the length of linear drainage and drainage structures should be minimal;
laying collectors under airfield pavements is permitted as an exception;
The discharge of water from drainage and drainage systems must be carried out into a natural reservoir or onto the relief surface, while the environmental protection requirements set out in Section 9 must be met.
7.7 Drainage and drainage systems may include the following elements: upland ditches, open trays in coatings, soil trays, inspection, rainwater and drainage wells, collectors, drainage layers, edge and screening drains, tubular bypasses and dryers, the design of which must be carried out in accordance with the requirements JV for the design and construction of airfields.
7.8 The axis of the soil chute must be located at a distance from the edges of the runway coverings of at least 25 m, the taxiway - at least 10 m.
7.9 Collectors should be located along the edges of airfield pavements at a distance of 10 to 15 m from them.
7.10 The depth of pipe laying (the distance from the soil surface to the shelyga) of collectors should be no less than the depth of soil freezing when the surface is free of snow.
In areas with a soil freezing depth of more than 1.5 m, it is allowed to lay collector pipes in the freezing zone, and the maximum possible number of water discharges into water intakes, as well as thermal insulation of the pipes, should be provided for according to the local conditions.
7.11 Collectors and bypass pipes laid in the soil freezing zone must have a slope of no less than critical, taken depending on the diameter of the pipes, mm, equal to:
up to 750......................................... 0.008
from 1000 to 1200........................ 0.007
1500............................................. 0,006
7.12 Drainage ditches should be located outside the airfield airfield, as a rule, at the shortest distances from the outlet heads of the collectors to the water intakes.
7.13 The bottom of the drainage ditch at the point where it adjoins the water intake should be 0.3-0.5 m above the level of the highest horizon of flood waters in the water intake if the flood repeats once every 5 years.
7.14 Upland ditches, constructed to intercept and drain surface water coming from drainage areas adjacent to the airfield, must be located outside the runways or their planned parts at a distance of at least 30 m from their boundaries, as well as from the edges of apron coverings and special areas.
7.15 To protect the airfield territory from flooding when the water level rises in adjacent reservoirs, enclosing dams should be built at least 0.5 m higher than the calculated high water level, taking into account the height of the wave and its run-up to the dam slope.
7.16 The calculated high water level, if it is necessary to protect the airfield from flooding by flood waters, should be taken with a probability of exceeding 1:100 for airfields intended for the operation of aircraft of standard load category II and above, and 1:50 for other airfields.
7.17 The speed of water movement in soil trays, drainage and upland ditches with an unreinforced surface should not exceed the maximum values leading to erosion.
At high speeds of water movement, the surface of soil trays, drainage and upland ditches should be strengthened, and, if necessary, fast flows and differences should be provided.
7.18 Longitudinal slopes must ensure that linear elements of drainage and drainage systems are free of siltation.
7.19 The installation of drainage and drainage systems for airfields located in difficult engineering and geological conditions should be carried out in accordance with the joint venture for the design and construction of airfields.
7.20 In case of saline soils and groundwater that are aggressive to concrete and asbestos cement, it is necessary to carry out coating insulation of collector pipes, external surfaces of inspection and trench wells in accordance with the requirements of SNiP 3.04.01. As a rule, polyethylene pipes should be used for bypasses and drains.
8 SPECIAL DESIGNS
8.1 Jet deflection shields should be used in areas intended for aircraft engine racing, in aircraft parking areas, as well as in other parts of the airfield if it is necessary to protect people, aircraft, structures and ground equipment from the effects of gas-air jets. It is allowed to use blast deflection shields to prevent airfield dusting during a feasibility study containing a comparison with other dust removal methods.
The design of the shield must ensure interception of at least half of the jet cross-section in height and deflect it upward.
8.2 Mooring devices should be used to hold aircraft at parking areas in a given position when exposed to wind load, and at engine racing areas - from the combined effects of wind load and engine thrust.
8.3 The arrangement of mooring devices and the magnitude of the design forces on each device are taken in accordance with the departmental regulatory document on technical operation for the design type of aircraft. The calculated wind speed (with a probability of exceeding once every 5 years) to determine the value of the wind load is determined from climatological reference books or data from hydrometeorological stations.
Requirements for materials for the construction of mooring devices should be taken as for hard coverings.
8.4 For the manufacture of metal blast-deflecting shields, anchors and anchor rings of mooring devices, steels allowed by SNiP II-23 for open metal structures, depending on the climatic conditions of the area, must be used.
8.5 Underground structures for laying communications must provide access to them for repairs and replacements through appropriate placement of wells, covering with removable slabs or using walk-through collectors.
8.6 Non-buried channel slabs and structural elements of inspection wells located in areas of the airfield intended for maneuvering and parking of aircraft, as well as within the flight strips, must be designed to withstand the load from aircraft wheels and meet the frost resistance requirements for airfield pavements.
8.7 When constructing buried collectors and tunnels, the possibility of increasing the load in the future due to the reconstruction of airfield pavements and an increase in the weight of operating aircraft must be taken into account. These structures must also meet the requirements of SNiP II-44, SNiP 2.03.01, SNiP 3.03.01.
8.8 When constructing special-purpose sites (engine start-up, pre-garden; finishing work; elimination of deviation, degassing and washing of aircraft and aircraft chemical equipment; parking and storage of apron mechanization and special vehicles), patrol roads and airfield fencing; as well as grounding devices; lighting equipment; Applying markings to the coating and installing directional signs should be guided by departmental regulatory documents.
9 ENVIRONMENTAL PROTECTION
9.1 When selecting a site for the construction of an airfield and developing options for the design of airfield pavements, the degree of impact of the airfield on the surrounding air, water and ground environment, both during construction and during operation, should be taken into account, giving preference to solutions that have minimal impact on the environment.
9.2 During the construction of airfields (heliports), environmental protection measures must be carried out aimed at preventing the occurrence and intensification of processes unfavorable for the construction and operation of airfields. Environmental protection measures must include engineering solutions that include:
compensation for heat and mass transfer of the environment changed during the preparation and development of the territory;
limitation and regulation of the development of cryogenic processes; organization and regulation of snow cover, storm and process drains;
biological reclamation of vegetation cover;
limitation and regulation of thermal abrasion.
9.3 Environmental protection measures provided for during the construction and operation of airfields must meet the requirements of the current legislation on environmental protection, the fundamentals of land legislation, the fundamentals of subsoil legislation, existing decrees, regulations, rules, standards, instructions and guidelines approved by the relevant authorities for their development .
9.4 All types of work are permitted only within the boundaries of the areas allocated by the customer for permanent or temporary use in accordance with the established procedure.
9.5 During the construction (expansion) of an airfield, the fertile soil layer must be cut off for the purpose of its subsequent use for restoration (reclamation) of disturbed or unproductive agricultural lands and landscaping of the development area.
9.6 In areas where permafrost soils are widespread, measures should be taken to prevent the occurrence and activation of thermokarst, thermoerosion, thermal abrasion, heaving, frost cracking, solifluction, ice formation and other cryogenic processes.
9.7 If, during the course of work, archaeological or paleontological objects, other cultural and historical monuments, or natural phenomena are discovered buried in the ground, work should be suspended in this area, taking measures to preserve the object, and report this to the appropriate management body.
9.8 Before accepting the completed construction of an airfield (its section), the forests adjacent to the airfield, other tracts of vegetation, as well as the banks and bottom of reservoirs and watercourses must be completely cleared of waste generated during the work.
9.9 Land plots allocated for the period of construction of the airfield for the placement of temporary production bases, temporary access roads and for other construction needs, after its completion, are subject to return to those land users from whom these plots were taken, after their restoration in the prescribed manner.
9.10 Newly constructed airfields (heliports) must be located outside cities and towns. In this case, the distances from the boundaries of the airfield (heliport) to the boundaries of the residential area should be determined in each specific case, taking into account:
ensuring aircraft flight safety;
permissible maximum and equivalent levels of aircraft noise established by GOST 22283;
types of aircraft operated at a given aerodrome; the intensity of their flights;
number of runways at the airport;
location of the boundaries of the residential area in relation to the runway;
relief, air temperature and humidity, wind direction and speed, as well as other local conditions.
9.11 The estimated proximity of the boundary of a residential area to the airfield of an airfield (heliport) should be taken as the greatest distance obtained based on taking into account flight safety factors, permissible levels of aircraft noise or the intensity of exposure from sources of electromagnetic radiation.
9.12 For newly constructed airfields, the distance from the boundaries of the airfield to the boundaries of the residential area, taking into account their future expansion, the placement in the areas of the airfields, within and outside the boundaries of the air approaches to them, of buildings and structures, including communication lines, high-voltage power lines, radio engineering and other facilities, which may threaten the safety of aircraft flights or interfere with the normal operation of airfield radio equipment, as well as the procedure for approving the placement of these facilities must be taken into account the requirements of SNiP 2.07.01. At the same time, if the flight route does not cross the boundary of a residential area, the minimum distance between the horizontal projection of the flight route along the approach route and the boundary of the residential area for airfields with a runway length of 1500 m or more should also be ensured - 3 km, for others - 2 km.
9.13 Helicopter landing pads must be located no closer than 2 km from the residential area in the direction of takeoff (landing) and have a gap between the side border of the landing pad (landing area) and the boundary of the residential area of at least 0.3 km.
9.14 The main types of harmful effects of the airfield on people, animals, vegetation, and the environment (atmospheric air, water bodies, landscape and soil) are:
acoustic (impacts of noise from aircraft engines and ground equipment engines);
electromagnetic fields created by stationary and mobile radio equipment;
pollution of atmospheric air, soil, groundwater and reservoirs by objects of construction and operation of the airfield;
disturbance of soil cover and hydrological regime of surface and groundwater.
9.15 The level of acoustic impact in residential and other development areas near the airfield should not exceed certain values standardized by GOST 22283.
9.16 Acceptable aircraft noise parameters for airfields located near the territory of protected and protected areas must be established with mandatory approval from the local territorial environmental protection authority.
9.17 To protect service personnel, passengers and the local population from the effects of electromagnetic radiation, it is necessary to arrange sanitary protection zones (SPZ) and development restriction zones (DZZ) around the installed radio equipment. The dimensions of these zones must be determined by calculations in accordance with departmental regulatory documents.
9.18 Within the limits of the SPZ and ZZZ, new residential construction is not allowed, but existing residential development can be preserved subject to a set of measures justified by the calculation to protect the population, providing for: allocation of sectors with radiation power reduced to a safe level; the use of special screens made of radioprotective materials; use of protective forest plantations; systematic monitoring of radiation levels in accordance with the requirements of GOST 12.1.006 and other measures.
9.19 The concentration of pollutants entering the atmosphere during construction work, as well as from aircraft engines and ground transport during the operation of the airfield (background pollution), should not exceed the maximum permissible values established by sanitary standards.
9.20 Airfields with a runway length of 1500 m or more, having systems for drainage from artificial surfaces and drainage of underground and surface wastewater (storm and melt), must be equipped with local facilities for mechanical, biological and other treatment of contaminated water.
9.21 Areas of the airfield intended for servicing aircraft used for applying fertilizers and pesticides in agriculture and forest protection, and other special sites (pre-hangar, finishing, washing and de-icing treatment of aircraft, special depots, warehouses for fuel and lubricants, etc.) must be equipped with facilities for chemical and mechanical treatment, as well as neutralization of wastewater discharged into the airport sewer system.
9.22 The composition of treatment facilities, their efficiency and productivity must comply with the requirements of SNiP 2.04.03, SNiP 3.05.04 and departmental regulatory documents for the design of structures for treating surface runoff of rain and melt water from airports.
9.23 The discharge of surface runoff of rain, melt and drainage waters into the city sewerage system must, in terms of the nomenclature and quantitative composition of pollutants, meet the requirements of the Rules for the acceptance of industrial wastewater into the sewerage systems of settlements and take into account the requirements of the owner of the treatment facilities of the settlement.
9.24 An airfield accepted for operation must have an environmental passport drawn up in accordance with GOST 17.0.0.04.
9.25 When preparing pre-project feasibility studies for investments in the construction of an airfield or when developing a feasibility study for the construction, reconstruction or expansion of an airfield, an environmental impact assessment (EIA) of the planned airport activities must be carried out, and practical measures must be developed to guarantee environmental safety to society.
9. 26 EIA materials must contain an assessment of possible emergency situations and a list of measures to limit and eliminate the consequences of emergency situations, ensuring the safety of people and the environment, in accordance with the requirements of departmental regulatory documents.
APPENDIX A
(reference)
|
SNiP 2.01.01-82 |
Construction climatology and geophysics |
|
SNiP 2.02.01-83* |
Foundations of buildings and structures |
|
SNiP 2.03.01-84* |
Concrete and reinforced concrete structures |
|
SNiP 2.04.03-85 |
Sewerage. External networks and structures |
|
SNiP 2.07.01-89* |
Urban planning. Planning and development of urban and rural settlements |
|
SNiP II-23-81* |
Steel structures |
|
SNiP II-44-78 |
Railway and road tunnels |
|
SNiP 3.03.01-87 |
Load-bearing and enclosing structures |
|
SNiP 3.04.01-87 |
Insulating and finishing coatings |
|
SNiP 3.05.04-85* |
External networks and structures of water supply and sewerage |
|
GOST 3344-83 |
Crushed stone and slag sand for road construction. Specifications |
|
GOST 5180-84 |
Soils. Methods for laboratory determination of physical characteristics |
|
GOST 8267-93 |
Crushed stone and gravel from dense rocks for construction work. Specifications |
|
GOST 8736-93 |
Sand for construction work. Specifications |
|
GOST 9128-84* |
Mixtures of asphalt concrete road, airfield and asphalt concrete. Specifications |
|
GOST 10060.0-95 - GOST 10060.4-95 |
Concrete. Methods for determining frost resistance |
|
GOST 12.1.006-84 |
Electromagnetic fields of radio frequencies. Permissible levels at workplaces and control requirements |
|
GOST 12801-84 |
Mixtures of asphalt concrete for road and airfield, tar road concrete, asphalt concrete and tar concrete. Test methods |
|
GOST 17.0.0.04-90 |
Protection of Nature. Environmental passport of an industrial enterprise. Basic provisions |
|
GOST 18105-86 |
Concrete. Strength control rules |
|
GOST 22245-90 |
Viscous petroleum road bitumens. Specifications |
|
GOST 22283-88 |
Aviation noise. Permissible noise levels in residential areas and methods for measuring it |
|
GOST 23558-94 |
Mixtures of crushed stone-gravel-sand and soils treated with inorganic binding materials for road and airfield construction. Specifications |
|
GOST 23845-86 |
Mountain rocks for the production of crushed stone for construction work. Technical requirements and test methods |
|
GOST 25100-95 |
Soils. Classification |
|
GOST 25607-94 |
Crushed stone-gravel-sand mixtures for coatings and foundations of highways and airfields. Specifications |
|
GOST 25820-83* |
Concrete is lightweight. Specifications |
|
GOST 25912.0-91 |
Prestressed reinforced concrete slabs PAG for airfield pavements. Specifications |
|
GOST 25912.1-91 |
Prestressed reinforced concrete slabs PAG-14 for airfield pavements. Design |
|
Prestressed reinforced concrete slabs PAG-18 for airfield pavements. Design |
|
|
GOST 25912.3-91 |
Prestressed reinforced concrete slabs PAG-20 for airfield pavements. Design |
|
GOST 25912.4-91 |
Reinforcement and assembly-joint products of reinforced concrete slabs for airfield pavements. Design |
|
GOST 26633-91 |
Concrete is heavy and fine-grained. Specifications |
|
GOST 30412-96 |
Roads and airfields. Methods for measuring unevenness of bases and coatings |
|
GOST 30413-96 |
Roads. Method for determining the coefficient of adhesion between a car wheel and the road surface |
|
changes No. 1 and No. 2 |
Polymer-bitumen binders based on DST and polymer-asphalt concrete |
|
TU 218 RF 620-90 |
Rigid concrete mixtures for the construction of cement concrete pavements and foundations of highways and airfields. Specifications |
Keywords: airfield pavements, soil elements of the airfield airfield, soil foundations
1 area of use
2 Definitions
3 General provisions
4 Soil elements of the airfield airfield
5 Soil foundations
6 Airfield pavements
6.1 General instructions
6.2 Artificial foundations
6.3 Hard surfaces
6.4 Expansion joints in rigid pavements
6.5 Flexible pavements
6.6 Reinforcement of existing coatings
6.7 Basic principles for calculating the strength of coatings
7 Drainage and drainage systems
8 Special designs
9 Environmental protection
BUILDING REGULATIONS
AIRDROMES
SNiP 2.05.08-85
Wind up OH and P JU-oz-yuaSH«-L from SO. very good EDT 3rd. s-i - - __
OFFICIAL PUBLICATION
USSR STATE COMMITTEE FOR CONSTRUCTION AFFAIRS Moscow 1985
SNiP 2.05.08 85. Aerodromes/Gosstroy of the USSR. - M.: CITP Gosstroy USSR. 1985. - 59 p.
DEVELOPED by the State Design, Survey and Scientific Research Institute Aeroproekt, its branches Lem Aerolroek g, Dalaero Project and Ukraeroproekt; Kyiv Institute of Civil Aviation Engineers MGA (candidate of technical sciences V.N. Ivanov - topic leader; doctors of technical sciences V.I. Blokhin and O.N. Totsky] candidates of technical sciences V.I. Anufriev. V.P. Apestina, A.P. Vinogradov, G.Ya. Klyuchnikov, I.B. Lyuvich and V.L. Polov, A.B. Babkov, Yu.S. Barit, V.G. Gavko, A.B. Dospehov , B.P. Mamontov, A.V. Mitroshin, B.G. Novikov, M.I. Pugachev); organizations of the Ministry of Defense (Candidate of Technical Sciences B.I. Demin - topic leader; Candidate of Technical Sciences V.A. Dolinchenko; V.N. Avdeev. V.N. Boyko. V.A. Kulchiikiy. V. A. Lavrovsky. V.V. Makarova. S.A. Usanov); Moscow Automobile and Highway Institute of the USSR Ministry of Higher Education 1 Doctor of Engineering. Sciences G.I. Glushkov and V.E. Trigoni; Ph.D. tech. Sciences L.I. Goretsky).
INTRODUCED by the Ministry of Civil Aviation.
PREPARED FOR APPROVAL BY Glavtekhnormirovanie Gosstroy USSR [I.D. Demin).
With the introduction of SNiP 2.05.08-85 ..Aerodromes" from January 1, 1986, it loses SNiP 11-47-80.
When using a regulatory document, one should take into account the approved changes to building codes and regulations and state standards published in the journal “Bulletin of Construction Equipment” of the USSR State Construction Committee and the information index “State Standards of the USSR” of the State Standard.
©TsITP Gosstroy USSR. 1985
USSR State Committee for Construction Affairs (Gosstroy USSR)
These norms and rules apply to the design of newly constructed and reconstructed airfields (heliports) located on the territory of the USSR.
Requirements section. 2 and 3 of these rules and regulations apply only to the design of civil aviation aerodromes (heliports) intended for aircraft performing passenger and cargo transportation. Requirements corresponding to those given in these sections and subject to compliance when designing aerodromes (heliports) for other purposes are established departmental regulatory documents agreed with the USSR State Construction Committee.
When designing airfields at international airports, in addition to these rules and regulations, the standards and recommendations of the International Civil Aviation Organization (ICAO) must be observed.
1. GENERAL PROVISIONS
1.1. Civil airfields are divided into classes A, B, C, D, D and E, heliports into classes I, II and III in accordance with the requirements of departmental regulatory documents.
Note. Here and henceforth, heliports are understood as airfields intended for take-off, landing, taxiing, storage and maintenance of helicopters.
1.2. The design of aerodromes (heliports) should be carried out taking into account the operation of the types of aircraft specified in the technical specifications and the intensity of their traffic for 10 years after the aerodrome (heliport) is put into operation, as well as taking into account the possibility of further development of the airport (helicopter station) in the next 10 years .
1.3. The dimensions of land plots allocated for the airfield should be established in accordance with the requirements of SN 457-74.
Land plots allocated for the period of construction of the airfield for the placement of temporary production bases, temporary access roads and for other construction needs, after its completion, are subject to return to those land users from whom these plots were taken, after bringing them to the condition provided for by the “Basic Provisions for Restoration” lands disturbed during the development of mineral deposits and geological exploration.
construction and other works" approved by the State Committee for Science and Technology, the USSR State Construction Committee, the USSR Ministry of Agriculture and the USSR State Forestry Agency.
The airfield design must provide for the cutting of the fertile soil layer for its subsequent use for the purpose of restoration (reclamation) of disturbed or unproductive agricultural lands and landscaping of the development area.
1.4. The main technical decisions of projects for new, reconstruction or expansion of existing airfields and heliports (elements of horizontal and vertical layout, construction of soil foundations, airfield pavements and artificial foundations) should be made based on the results of comparison of technical and economic indicators of options. In this case, the selected design solution option must ensure: the complexity of horizontal and vertical layout solutions, airfield pavement structures, surface and groundwater drainage systems, environmental and agrotechnical measures;
safety and regularity of velvt-no-l sieges of face-to-face operations;
strength, stability and durability of soil and artificial foundations, coatings and other airfield structures;
the most complete use of the strength and deformation characteristics of soils and the physical and mechanical properties of materials used for the construction of airfield clothing;
evenness, wear resistance, dust-free and rough surface of the coating;
economical use of metal and binding materials;
widespread use of local construction materials, waste and industrial by-products;
the possibility of maximum industrialization, mechanization and high technology of construction and repair work;
optimal performance of the airfield and its individual elements;
environmental protection; the minimum required one-time capital investments and the total reduced costs for the construction of individual elements of the airfield and the possibility of their further phased construction, strengthening and expansion.
Official publication
Page 2 SNiP 2.06.08-85
1.5. The dimensions of the airfield area and the permissible heights of natural and artificial obstacles within its boundaries should be established in accordance with departmental regulatory documents based on the conditions for ensuring the safety of takeoff and landing of aircraft.
2. ELEMENTS OF AERODROMES AND HELIPORTS
ELEMENTS OF AERODROMES
2.1. Aerodromes should include the following main elements:
airstrips (AL), including runways (RWY) with artificial turf (RWPP) and (or) unpaved (GVPP), side (BPB) and end (CPB) safety strips;
taxiways (taxiways);
aircraft parking areas (AM);
special purpose sites.
The functional purpose of the airfield and its main elements should be taken in accordance with GOST 23071-78.
Flight stripes
2.2. When choosing the direction and location of the airfield, one should take into account meteorological factors (wind conditions, fog, haze, low clouds, etc.), the presence of obstacles in the area near the airfield, the direction and location of the airfield of neighboring airfields, prospects for the development of settlements adjacent to the airfield, and terrain , as well as features of winter operation of the airfield.
2.3. The required length of the LP elements should be established in accordance with the requirements of departmental regulatory documents.
The width of individual LP elements should be taken according to Table 1.
Table 1
For civil airfields located in cramped planning and topographical conditions, complex engineering and geological conditions (on permafrost soils if it is necessary to install thermal insulation embankments, in the presence of buildings and structures that are not subject to demolition or reconstruction, etc.), on valuable agricultural lands ( irrigated and other reclaimed lands, areas occupied by perennial fruit plantations and vineyards, as well as areas with high natural fruit
rhodium of soils and other land equivalent to them) LPs can be designed without a main runway.
With an appropriate feasibility study, it is possible to accept a runway width different from that indicated in the table. 1, taking into account specific types of aircraft and construction equipment used.
The width of the runway for a class A airfield can be taken to be 45 m, while reinforced shoulders 7.5 m wide must be provided on each side of the runway.
2.4. The wind load of the airfield runway (the probable frequency of use of any particular direction of the runway, expressed as a percentage of all wind directions) and the speed of the normal wind component must correspond to those given in Table. 2.
table 2
Wind load should be calculated for 8 or 16 points using observational data from the meteorological station closest to the aerodrome for as long a period as possible, but not less than 5 years.
In cases where the required minimum wind load of the runway is not ensured, an auxiliary runway should be provided, located in relation to the main one at an angle, the value of which is established in accordance with the requirements of departmental regulatory documents.
2.5. The runway capacity must support the expected volume of aircraft traffic. With appropriate justification, it is possible to provide for the construction of additional runways. Runway capacity values for various runway layouts should be established in accordance with the requirements of departmental regulatory documents.
2.6. If there is no taxiway adjacent to the end section of the runway, provision should be made for its widening. ensuring a safe turn of the design type aircraft and its entry onto the runway axis to the minimum distance from its end.
2.7. The soil areas adjacent to the ends of the runway must be strengthened. In this case, the width of the reinforced end sections should be gradually reduced to l / j the width of the runway.
The size of the runway in places of widening and the length of the strengthened soil sections adjacent to the ends of the runway should be taken according to table. 3.
SNiP 2.05.08-85 Page 3
T "blitz 3
2.8. Along the edges of the runway, reinforced blind areas (junctions) with a width of no more than 1.5 m and dirt shoulders with a width of at least 25 m should be provided.
In places where the runways of airfields of classes A, B and C are widened, it is necessary to provide reinforced shoulders 5 m wide; when operating aircraft with a distance between the axes of external engines of 30 m or more, reinforced shoulders 9 m wide.
Taxiways
2.9. The number of taxiways (taxiways) must be determined from the condition of ensuring aircraft maneuvering, taking into account the intensity of their traffic with a minimum length of taxi paths between the runway and other elements of the airfield. The location of taxiways for aerodromes of classes A, B, 8 and, as a rule, for aerodromes of classes D, D, E must exclude oncoming traffic of aircraft and special vehicles, as well as the intersection of the working area of glide slope radio beacons of the instrument approach system for aircraft . For the airfield, it is necessary to provide measures and devices (light signaling, signs, sidings, etc.) to ensure the safety of traffic on the taxiway.
2.10. For airfields of classes A and B, combining the main taxiway with the terminal, aprons and special-purpose sites is not allowed. Taxiways connecting the main taxiway with stations, aprons and special-purpose sites should be designed in accordance with the requirements for connecting taxiways.
2.11. To increase the capacity of the runway and reduce the taxiing paths of aircraft, with appropriate justification, connecting taxiways should be provided, including high-speed exit taxiways, located at an angle of 30-45° to the runway.
2.12. The width of airport taxiways must be taken in accordance with Table. 4.
The width of the main or connecting taxiway with hard pavement of class B and C airfields may be increased to 22.5 m based on the working width of concrete-laying machines.
2.13. Along the side edges of taxiway surfaces, unpaved shoulders with a width of at least 10 m should be provided, and where reinforced shoulders are not provided, it is also necessary to provide reinforced blind areas (junctions) with a width of no more than 1.5 m.
2.14. For airfields of classes A, B and C, reinforced shoulders should be designed along the taxiway on both sides with the width indicated in Table. 5.
Table S
The width of the reinforced shoulders of the main and/or connecting taxiway of class A and B airfields may be taken equal to 5 m, if this taxiway does not provide for the operation of aircraft with a distance between the axes of external engines of 30 m or more.
2.15. The distances between the edges of taxiway and runway surfaces and fixed obstacles should be taken according to Table. 6.
Table in
Note. If air traffic control, radio navigation and landing facilities are not located between the I8PP and the taxiway, the distances indicated below the line should be taken.
Page 4 SNiP 2.05.08-85
2.16. At the junction of taxiways and runways, aprons,
MS and other taxiways, as well as at their intersections
internal roundings should be provided
edges of the coating in plan with a radius taken
according to table 7. _ „
Table 7
Type of interface between the taxiway and other elements of the airfield
Radius of curvature along the inner edge of the taxiway pavement, m, for airfield classes
Aprons, aircraft parking areas and special purpose areas
2.17. The dimensions and configuration of the apron, aircraft parking area (AM) and special-purpose areas must ensure:
placement of the estimated number of aircraft and their safe maneuvering;
travel and placement of airfield vehicles and apron mechanization;
placement of mobile and stationary equipment intended for aircraft maintenance;
placement of grounding devices (to remove static electricity). fastening aircraft, blast deflection shields, as well as other necessary devices;
Possibility of mechanized snow removal.
2.18. Along the edges of aprons, MS and special-purpose platforms, dirt shoulders with a width of at least 10 m and reinforced blind areas (junctions) with a width of no more than 1.5 m should be provided.
2.19. The distance from the size of an aircraft maneuvering on an apron, a standstill or a special-purpose site to a building (structure, device) or the size of a stationary aircraft must be, no less than m, at the maximum take-off weight of the aircraft, t:
se. 30...............7.5
from 10 to 30............6
less than 10............4
Table 8
| Heliport elements |
Dimensions, m. of heliport elements and landing sites for helicopters with take-off weight, t |
|||||
| St. 15 (heavy) |
from 5 to 15 (average) |
less than 5 (light) |
||||
| Runways 1I8PP) for helicopter takeoffs and landings like an airplane |
||||||
| Landing pads for helicopter takeoffs and landings |
||||||
| Working area of landing sites with artificial turf |
||||||
| The same, located on the roofs of buildings and elevated platforms Safety stripes: |
||||||
| end (KPB) |
||||||
| lateral (BPB) |
||||||
| landing sites |
||||||
| Taxiways (taxiways) Strips treated with materials that prevent dustiness: |
||||||
| along the side edges of the taxiway |
||||||
| along the edges of the mooring areas Individual mooring places (MS) for helicopter installation methods: |
||||||
| on the main rotor or with the help of a towing vehicle |
||||||
| low altitude approach |
||||||
| Mooring areas |
military cop |
lei chassis |
helicopter. |
|||
2. When landing sites are located on the roofs of buildings, elevated platforms and other similar structures, safety strips may not be provided.
3. Methods of taking off and landing helicopters (in an airplane style using the influence of an “air cushion” or in a helicopter mode - vertically), as well as methods of installing helicopters in individual parking areas (on the main rotor, using a towing vehicle or with a turn helicopter in the air at low altitude) are installed by the technological part of the heliport project.
SNiP 2.05.08-85 Page 5
The distance from the edge of the aircraft standing on the apron, terminal or special-purpose site to the edge of the coating must be at least 4 m.
HELIPORT ELEMENTS
2.20. 8 heliports should include the following main elements:
airstrips (FL). including runways (runways) with artificial turf (RUW) and (or) unpaved (GWPP), side (BPB) and end (CPB) safety strips;
taxiways (taxiways);
Helicopter parking areas (helicopter parking areas);
mooring areas.
2.21. The dimensions of elements of heliports and landing sites should be taken in accordance with Table. 8.
2.22. The dimensions and configuration of the apron and landing areas must ensure the simultaneous placement of the estimated number of helicopters and their safe maneuvering and service vehicles.
2.23. Helicopter parking areas should be located outside the air access areas to the heliport. If there are several directions for take-off and landing of helicopters, the MS is allowed to be located in the air approach zones of directions with the least wind load.
The longitudinal axis of an individual MS should, as a rule, coincide with the direction of the prevailing winds.
| Distance |
Minimum distance value for helicopter movement method |
||
| on carrier's traction |
using a towing vehicle |
low altitude approach |
|
| Between the axles. |
|||
| adjacent MS |
|||
| Taxiway and Shoartovochaya site |
|||
| Between the edge of the MS coating and the structure (device) |
|||
| Between the axis of the mooring platform and the side edge of the landing surface or structure (device) |
|||
| Between the tips of helicopter rotor blades. located on mooring platforms |
|||
2.24. When heliports (landing sites) are located in mountainous, coastal and other areas in which the wind speed reaches 20 m/s or more, as well as when the station is located on the roofs of buildings and elevated platforms, the station should be equipped with anchor fastenings.
2.25. In places where taxiways adjoin runways, airport terminals and aprons, it is necessary to provide for rounding of the inner edges of the pavement in plan with a radius equal to twice the width of the taxiway.
2.26. The distances between the elements of the heliport, depending on the diameter D of the main rotor and the track K/chassis of a design-type helicopter, must be no less than those indicated in Table. 9.
The distance from the ends of the blades of the main and tail rotors of a helicopter standing on a group landing station to the edge of the coating must be at least
3. VERTICAL LAYOUT
3.1. The maximum permissible longitudinal and transverse slopes of airfield elements should be taken according to Table. 10 and 11, heliports - according to table. 12.
When reconstructing existing airfields, the values of transverse and longitudinal slopes indicated in Table. 10, may be increased, but not by more than 20%.
3.2. To ensure reliable drainage of rain and melt water on the surface of artificial pavements and reduce the risk of aircraft wheels aplaning, the transverse profile of the runway must be designed as a symmetrical two-slope one. During the feasibility study, it is allowed to adopt a single-slope transverse runway profile.
3.3. The transverse profile of the airstrip should be designed without installing soil trays within the airstrip.
The construction of soil trays within the airstrip may be provided in exceptional cases during a feasibility study, taking into account the hydrological, hydrogeological and engineering-geological conditions of the area.
3.4. The transverse profile of the taxiway, depending on the characteristics of the terrain, the adopted drainage scheme and the construction equipment used, can be used as either a two-slope or a single-slope one.
3.5. The transverse slopes of the surface of airfield elements must be no less than:
Runway. .-............0.008
RD. MS. aprons and special-purpose platforms........0.005
unpaved shoulders of the runway. RD. platforms etc. special purpose sites...............0.015
Tables* 10
Type of slope
Maximum permissible slope value of elements with artificial turf for airfield classes
| Longitudinal slope of runway sections: middle end |
||||
| Runway cross slope |
||||
| Longitudinal slope of taxiways: main and connecting auxiliary |
||||
| Taxiway cross slope |
||||
| Longitudinal and transverse slopes of aprons, MS and special-purpose platforms |
||||
| Longitudinal slope of strengthened areas adjacent to the ends of the runway |
||||
| Transverse slope of reinforced areas adjacent to the ends of the runway |
||||
| Transverse slope of reinforced runway blind areas. platforms. Stations and special-purpose sites, taxiway shoulders (within the limits of the airstrip) |
||||
| Among them, longitudinal clone 1 0.010 IVPP |
||||
Notes: 1. The length of the end sections of the runway when assigning longitudinal slopes is taken equal to % of the length of the runway.
2. At the end sections and runways, longitudinal* slopes must be of the same direction (only upward* or only downward*).
3. Slopes of taxiways and taxiway shoulders. located within the boundaries of the nuclear submarine. must correspond to the slopes adopted for nuclear weapons.
4. The average longitudinal slope of the runway is understood as the ratio of the difference between the marks of the beginning and end of the runway to b* of length*.
Longitudinal and transverse slopes of the surface of soil elements (with the exception of soil shoulders) must be no less than for soils:
clayey and loamy......0.007
sandy loam, sandy, gravel, crushed stone...........0.006
3.6. In the turning sections of main taxiways, it is necessary to provide for the construction of turns (single-pitch transverse profiles with a slope towards the center of the curve), the transverse slopes of which should not exceed 0.025.
3.7. The surfaces of the airfield elements in the longitudinal direction should be mated with vertical curves with radii no less than those given in Table. 13.
Table 11
| Maximum allowed* |
|||
| slope value |
|||
| soil elements |
|||
| type of slope |
for airfield classes |
||
| Longitudinal slope of the runway section: |
|||
| average |
|||
| terminal descending |
|||
| "rising |
|||
| Transverse slope of the runway (with single-slope and double-slope transverse profiles) |
|||
| Longitudinal slope of the CPB sections: |
|||
| descending |
|||
| RISING |
|||
| Cross slope of the KPB with profile: |
|||
| single-slope |
|||
| gable |
|||
| Longitudinal slope of BPB sections: |
|||
| average |
|||
| terminal descending |
|||
| ** ascending |
|||
| BPB cross slope |
|||
| Longitudinal and transverse slopes of taxiways |
|||
| Longitudinal slope of group MS |
|||
| Cross slope, group MS |
|||
| Cross slope of dirt shoulders: |
|||
| Runways, aprons and group terminals |
|||
| Taxiways and special platforms |
|||
| but the destination |
|||
Notes: 1. The length of the end sections of the GVPP and BPB when assigning longitudinal slopes is taken equal to /| length of the runway.
2. The surface of the taxiway located within the airstrip must smoothly interface with its surface and have longitudinal and transverse slopes, as well as radii of vertical curves no more than those allowed for the corresponding soil element of the airstrip.
3. See note. 2 to table 10.
3.8. The radii of vertical curves for connecting the surface of heliport elements in the longitudinal direction must be at least 6000 m for runways and main runways. 4000 m - for KPB, BPB and RD.
The radii of vertical curves for connecting the surface of aprons, group terminals, and mooring areas of heliports in the longitudinal and transverse directions must be at least 3000 m.
SNiP 2.05.08-85 Page 7
| Table 12 where 5 is the vertical curve design step. m; |
||||
| Type of slope |
Maximum g ~ minimum radius of vertical slope permissible, m. slope value elements for 3.10. The magnitude of the break D/ of the mating surfaces of heliports of artificial pavements of all airfields |
|||
| Longitudinal slope: |
classes (except class E) should not exceed 0.015, class E airfields - 0.02. 0.020(0.0251 When using a wavy longitudinal 0.025(0.030) profile (at the places of transition through the thalweg and under- |
|||
| Cross slope: runway runway KPB and BPB |
sections) the distance L, m, between adjacent breaks in the longitudinal slopes of the runway must satisfy the condition |
|||
| Longitudinal and transverse slopes of the working area of the landing site |
0.030/. >g g (D/ g, ♦ D/,. 2 >. (2) |
|||
| Longitudinal and transverse slopes of landing sites located on the roofs of buildings and elevated platforms* |
0,оу where Д/г, ДУ, - 2 - algebraic difference of longitudinal slopes in adjacent fractures of runway elements. 3.11. The longitudinal profile of the runway must provide |
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| The transverse slope of the surface of the territory. immediately adjacent to the safety lane |
0.100 read: mutual visibility at a distance of at least half the length of the runway of two points located |
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| Longitudinal and transverse slopes of MS. apron and mooring area |
0.015 at a height of 3 m from the runway surface for airfields of classes A. B, C, D and D and at a height of 2 m - for |
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| Longitudinal slope of taxiway |
0.030 class E airfields; |
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| Taxiway cross slope |
0 Q20 localizer antenna visibility with |
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| Cross slope of unpaved runway shoulders. MS. apron and taxiway less: longitudinal - 0.0025. transverse! soil surface of the LP - not less than 0.С 2. The values of the longitudinal slopes of the IV are in brackets, dromes should be used. intended for serving petoe. |
^ 020 reference point of the radio beacon system (RMS) of the aerodrome, depending on the RMS category established by the project in accordance with the standards for P A « l ^1 y b ' t n * design of air control facilities - 0.005; slopes F5 movement, radio navigation and landing. LP AND GVPP. uka- 3.12. The longitudinal profile of the taxiway must provide a clear view of the taxiway surface at a distance of light vertical heights from the point located at a height of 3 m - for airfields of classes A. B. C, D. D and na |
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| a distance of 250 m from any point located at a height of 2 m - for class E aerodromes. 3.13. The maximum upward slopes of the terrain in the areas where the KPB and BPB meet the soil surface must correspond to all |
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| airfield element |
domestic regulatory requirements, restrictions Minimum radius that determines the permissible height of natural and vertical curves _ _ in the longitudinal direction of man-made obstacles on the airfield for elements of airfields of rhetoric classes. |
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| E 4. SOIL FOUNDATIONS |
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| BPB and KPB RD: trunk and connecting auxiliary services |
30 000 10 000 6000 |
20 000 10000 6000 |
10 000 6000 4000 |
GENERAL INSTRUCTIONS 4000 4.1. Soil foundations (planned and compacted local or imported soils that accept distributed loads through the overlying multilayer structure of the airfield 2500 clothing) should be designed based on the conditions for ensuring the strength and stability of the airfield. |
| casual clothing regardless of weather conditions 3.9. The magnitude of the break (algebraic difference and time of year, taking into account. adjacent slopes) Y max surfaces of the elements of the COMPOSITION and C80ISTV of soils within the compressible Thicknesses and zones of influence on soils by natural factors airfield within the vertical curve should. satisfy the condition rho" types of hydrogeological conditions given du ^ in mandatory appendix 1; max r v "dividing the territory of the USSR into road climatic |
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ical zones in accordance with mandatory Appendix 2;
experience in the design, construction and operation of airfields located in similar engineering-geological, hydrogeological and climatic conditions.
42. The nomenclature of soils used for the subgrade, according to genesis, composition, state in natural occurrence, heaving, swelling and subsidence, should be established in accordance with GOST 25100-82. Clay soils, depending on their grain composition and plasticity number, are further divided into varieties according to reference Appendix 3.
4.3. The characteristics of soils of natural occurrence, as well as of artificial origin, should be determined, as a rule, on the basis of their direct tests in field or laboratory conditions, taking into account possible changes in soil moisture during the construction and operation of airfield structures.
Design characteristics of soils (bed coefficient K s for rigid pavements and modulus of elasticity E for non-rigid pavements) should be established for homogeneous soils in accordance with mandatory Appendix 4. For multi-layer soil foundations or when the top layer of soil is compacted, and the lower one remains uncompacted and has a porosity coefficient e > 0.8 or if there are solid rocky soils in the natural base with a temporary uniaxial compressive strength of at least 5 MPa (50 kgf/cm2), a softening coefficient in water of no more than 0.75 and incapable of dissolving in water, an equivalent coefficient should be used bed K se of the entire base (taking into account the underlying rocky soil), determined in accordance with the recommended Appendix 5.
Design of soil foundations without appropriate engineering-geological and hydrogeological justification or if it is insufficient is not allowed.
4.4. The depth of the compressible thickness of the soil base, within which the composition and properties of soils are taken into account, is taken according to table. 14 depending on the standard load category and according to table. 15 - depending on the load on one wheel of the main support of a particular aircraft, and for permafrost soils it is limited by the calculated depth of seasonal thawing.
Table 14
V/c - non-categorical standard load.
Table 16
Number of columns on the main support of the aircraft
Depth of the compressible thickness of the soil base from the top of the coating, m. with a load on one wheel of the main support, kN (tf)
4.5. The depth of seasonal freezing df or for permafrost soils - thawing d, should be determined based on calculations in accordance with mandatory Appendix 6.
4-6. Settlement (subsidence) of foundation soils that occurs during excavation work, as well as during further consolidation of foundation soils during the period of operation of the coating under the influence of natural and climatic factors, must be taken into account if the soil foundation contains weak soils (water-saturated clay, peat, peat, silt , sapropel), loess. saline and other subsidence varieties, as well as permafrost soils that subsidence during thawing.
Note: Weak soils include soils whose elastic modulus is less than 5 MPa (50 kgf/cm 5).
4.7. The calculated values of the expected vertical deformations of the base Sd during the operation of the coating should not exceed the limit values s u specified in table. 16.
Table 16
4.8. When designing soil foundations, measures should be taken to eliminate or reduce the harmful effects of natural and operational factors, eliminate the unfavorable properties of the soil under the airfield pavement;
SNiP 2.05.08-85 Page 9
installation of special layers of artificial base (waterproofing, capillary-breaking, thermal insulating);
water protection measures on sites composed of soils sensitive to changes in humidity (appropriate horizontal and vertical layout of the airfield area, ensuring surface water flow; installation of a drainage network);
transformation of the construction properties of foundation soils (compaction by compaction, preliminary soaking of soils; complete or partial replacement of soils with unsatisfactory properties, etc.) to a depth determined by calculation from the condition of reducing the possible vertical deformation of the foundation to an acceptable value;
soil strengthening (chemical, electrochemical, thermal and other methods).
The boundaries of special layers of base or soil with eliminated unfavorable properties must be at least 3 m from the edge of the coating.
4.9. The elevation of the surface of the airfield pavement above the calculated groundwater level should be taken to be no less than that established in Table. 17.
Table 17
In cases where compliance with these requirements is technically and economically impractical, in the soil foundation constructed in road-climatic zones II and III, capillary-breaking layers should be provided, and in road-climatic zones IV and V - waterproofing layers, the top of which should be located at a distance from the surface of the coating 0.9 m - for zones II and III and 0.75 m - for zones IV and V. The bottom of the layers should be at least 0.2 m from the groundwater horizon.
For airfields located in the I road-climatic zone, in the absence of permafrost soils, as well as when using permafrost soils as a natural foundation according to principle III (clause 4.25), the minimum elevation of the surface of the airfield pavement above the groundwater level should be taken as for the II road-climatic zone zones.
The calculated groundwater level should be taken as the maximum possible autumn level (ne
before freezing) level, and in areas where frequent, prolonged thaws are observed - the maximum possible spring groundwater level. In the absence of the necessary data, it is allowed to take the level determined from the top line of gleying of soils as the calculated level.
4.10. The required degree of compaction of embankment soils should be provided based on the compaction coefficient (the ratio of the lowest required density to the maximum with standard compaction), the values of which are given in Table 18.
Table 18
Note. Before the line, the values of the soil compaction coefficient in the seasonal freezing zone are given, after the line - below the seasonal freezing limit, as well as for embankments erected in road-climatic zones IV and V.
If the natural density of the soil under the airfield pavement is lower than required, soil compaction should be provided to the standards given in Table. 18, to a depth of 1.2 m for road climatic zones I-III and 0.8 m for zones IV and V, counting from the surface of the soil base.
4.11. The greatest steepness of embankment slopes should be determined to ensure their stability, depending on the height of the embankment and the type of soil.
FOUNDATIONS ON SUMMARY SOILS
4.12. The swelling properties of clay soils used for foundations should be taken into account if, when soaked with water or chemical solutions, the value of their relative free (without load) swelling e, w > 0.04.
The value of relative swelling (the ratio of the increase in the height of a soil sample as a result of its soaking with water or other liquid to the initial height of a soil sample with natural moisture) is determined according to GOST 24143-80.
4.13. When designing foundations on swelling soils, constructive measures should be taken to prevent the wetting of natural soil, as well as replacing swelling soil with non-swelling soil or constructing an embankment of non-swelling soils in such a way that the upper boundary of swelling soils is at a depth from the top of the airfield pavement, m, not less than:
1.3 - for low-swelling soils (0.04 1.8-"medium swelling*" (0.08 2,3- “silkmono-swelling” (e w >0.12). FOUNDATIONS ON COMPOUNDING SOILS 4.14. The subsidence properties of soils used as a foundation should be taken into account within the soil thickness, where: the total compressive stress from the own weight of the soil and airfield clothing o zg and the operational load o gr exceeds the initial subsidence pressure p sc; soil moisture w is higher (or may become higher) than the initial subsidence moisture w sc (the minimum humidity at which the subsidence properties of the soil appear); relative subsidence under the influence of external load e c > 0.01. When designing foundations composed of subsidence soils, one should take into account the possibility of increasing the moisture content of soils with moisture degree S,< 0,5, из-за нарушения природных условий испарения вследствие устройства аэродромного покрытия (экранирования поверхности) . Конечную влажность грунтов надлежит принимать равной влажности на границе раскатывания w p . The characteristics of subsidence properties of soils are determined according to GOST 23161-78. 4.15. The soil conditions of sites composed of subsidence soils, depending on the possibility of subsidence, are divided into two types: I - subsidence occurs within the compressible soil thickness (mainly within its upper part) from the action of the operational load, and soil subsidence from its own weight is absent or does not exceed 0.05 m; II - in addition to soil subsidence from operational load, subsidence is possible (mainly in the lower part of the subsidence strata) from the soil’s own weight, and its size exceeds 0.05. 4.16. Measures to eliminate the subsidence properties of the soil should be provided depending on the fulfillment of the condition Ozp+o zg where o gr is the vertical compressive stress in the soil from the operational load, determined according to mandatory Appendix 8; o zg - vertical compressive stress from the own weight of the soil and airfield clothing; Psc is the initial subsidence pressure (the minimum pressure at which the subsidence properties of the soil appear when it is completely saturated with water), determined according to GOST 23161-78. If condition (3) is satisfied, compaction of the top layer of subsidence soil should be provided in accordance with the requirements of clause 4.10. If o zp + o zg > p tc, it is necessary to take measures in addition to compacting the top layer to eliminate the subsidence properties of the soil (pre-soaking, complete or partial replacement of the soil with cushions of sand, gravel, crushed stone and other non-settling materials) to a depth that ensures satisfaction of the condition where s sc is the value of the vertical deformation of the base caused by soil subsidence, determined at humidity w p at the rolling boundary; s u is the limiting value of vertical deformation. accepted according to the table 16. 4.17. When designing elements of an airfield located in areas with type II soil conditions in terms of subsidence, along with eliminating the subsidence properties of foundation soils, it is necessary to provide for the installation of a waterproofing layer under the airfield pavement and at a distance of 3 m on both sides from the edge of the covering, the installation of waterproof blind areas with a width of at least 2 m, and if the initial subsidence moisture »v JC is less than the humidity at the rolling boundary w p - eliminating the subsidence properties of the soil by pre-soaking it. 4.18. For the construction of low embankments (up to 1 m in height) in areas with soil conditions of type 11 in terms of subsidence, the use of non-draining soils should be provided. Draining soils may be used during a feasibility study only in areas with type I soil conditions in terms of subsidence. For the construction of embankments with a height of more than 1 m, it is allowed to use drainage soils, however, the natural soil under the embankment and at a distance of at least 5 m on both sides from it must be compacted to a depth of at least 0.5 m to a dry soil density = 1.7 t/m 1 or the lower part of the embankment (0.5 m high) must be made of non-draining soils. PEAT BASES. PEAT AND WEAK CLAY SOILS 4.19. When designing soil foundations for airfield pavements located on peat, peaty and weak clay soils, the following should be provided: for foundations for airfield pavements, designed for standard loads of a/c, I, II and III categories, and for airfield pavements with asphalt concrete pavement, designed for standard loads of IV, V and VI categories, replacement of peat and peat-covered soils to their full depth occurrence and replacement of weak clayey soils to the depth of the compressible strata (see tables 14 and 15); for foundations for lightweight airfield pavements, as well as for airfield pavements covered with prefabricated reinforced concrete slabs, designed for standard load of category IV. it is permitted to use peat, peaty and soft soils within the compressible thickness of the soil base, while the construction of airfield pavement should be SNiP 2.05.08 85 Page eleven after preliminary compression of peat, peaty or soft soil with the weight of the embankment until conditional stabilization of sediment S s, m, determined by the formula s s * s tot - (5) where s fol is the total draft, m, calculated in accordance with the requirements of SNiP 2.02.01-83; $ and ~ maximum airfield pavement draft, m, taken according to table. 16. 4.20. To increase the bearing capacity of an embankment erected on a natural foundation from peat, peat-bearing and soft soils, its resistance to operational loads, to eliminate local subsidence and penetration of these soils into the body of the embankment, as well as to ensure the possibility of carrying out work on the construction of the embankment during periods of waterlogging of the natural soil it is necessary to provide for the laying of rolled synthetic materials (for example, “Dornita-F-1”) on the surface of peat, peaty or weak clay soil. FOUNDATIONS ON SALINY SOILS 4.21. When designing foundations provided in areas where saline soils are distributed, their special properties should be taken into account if the salt horizon is located within the compressible soil thickness (see Tables 14 and 15). the possibility of using soils of varying degrees of salinity as a natural foundation and in embankments should be established according to Table. 19. In this case, in the case of uneven salt content over depth, the degree of salinization of the soil layer should be taken based on the weighted average salt content. Table 19 4.22. Soils containing gypsum may be used as a natural base without limitation, and in embankments erected during 11-IV road-climatic zones, - with a gypsum content of no more than 30% of the mass of dry soil, in zone V - no more than 40%. For airfields located in an artificial irrigation zone, or where the depth of the groundwater level is less than the freezing depth, the use of highly saline soils as the base of airfield pavements is not allowed, and the maximum gypsum content in embankment soils must be reduced by 10%. 4.23. The elevation of the airfield pavement above the calculated groundwater level should be taken to be 20% greater than indicated in the table. 17, and on the surface of the base composed of medium and highly saline soils, it is necessary to provide a waterproofing layer. 4.24. The compaction coefficient of embankments constructed from saline soils should be taken at least 0.98 for lightweight airfield clothing and for the unpaved part of the airfield, 1.00 - with airfield clothing of the capital type. FOUNDATIONS ON PERMAFROST SOILS 4.25. When designing airfields located in areas of permafrost, one of the following three principles of using soils as natural foundations for airfield pavements should be adopted: I - foundation soils are used in a frozen state, maintained throughout the entire specified period of operation of airfield pavements; II - partial or partial thawing of soils (seasonal thawing layer) that were thawed before the installation of airfield clothing is allowed; III - provision is made for preliminary thawing of permafrost soils with removal or drainage of waterlogged layers. 4.26. Principles 1 and II of using permafrost soils as the base of an airfield pavement should be applied if the annual temperature balance of the pavement is negative (the sum of negative degree-hours of the pavement is not less than the sum of positive degree-hours), i.e. subject to conditions £ t mp ri<0. (6) where / is the month of the year; f mp is the average monthly temperature of the coating surface, determined taking into account the average monthly air temperature and average monthly solar radiation, taken in accordance with the requirements of SNiP 2.01.01-82; G/ - duration of the /th month, hours. Principle I should be applied if the natural soils of the seasonally thawing layer in the thawed state do not have sufficient bearing capacity or produce unacceptable precipitation, with economically feasible costs for measures to preserve the permafrost state. Principle II should be applied if there are soils at the base, the deformation of which during seasonal thawing to the calculated depth does not exceed the maximum permissible values for airfields of this class. Principle III should be applied if the annual temperature balance of the coating is positive, while preliminary thawing of permafrost soils is carried out to the horizon of soils that do not subsidence during thawing. The application of this principle of using soils as bases for airfield pavements should be justified by the technological capabilities and economic feasibility of the planned methods for thawing permafrost soils. 4.27. The vertical layout of airfields using natural foundation soils according to principles I and II should be carried out by backfilling in the form of a heat-insulating embankment without disturbing the existing peat-moss cover. The main materials for the embankment should be soils and materials that are not subject to deformation during freezing or thawing. 4.28. To reduce the thickness of the heat-insulating embankment (with an appropriate feasibility study), layers of highly effective heat-insulating materials should be provided in its body: polymer (foam); lightweight concrete containing porous aggregates (expanded clay, aggloporite, crushed foam particles, etc.); ash and slag mixtures, etc. The required thickness of the heat-insulating layer should be determined on the basis of thermal engineering calculations (see mandatory Appendix 6) based on the condition that for foundations designed according to principle I, the calculated thaw depth is within the limits of the heat-insulating embankment, and for foundations designed according to principle II. the condition was met sf,< s u . (7) where Sf is the value of the expected heaving deformation of the seasonally thawing soil layer, determined in accordance with mandatory Appendix 7; s u - limit value of vertical deformation, taken according to table. 16. 4.29. When using soils as foundations according to principle II. and also according to principle I, if temporary thawing of foundation soils is allowed during excavation work, it is necessary to provide for the construction of a drainage layer with a thickness of at least 0.5 m from soils and materials with a filtration coefficient of at least 7 m/day. 4.30. When using soils as foundations according to principle III, the value of the expected settlement of permafrost soils s,. m, after their thawing should be determined by the formula St = * "rtU. (8) where n is the number of soil layers into which the thawing base is divided depending on the subsidence properties of the soil; €,( - the value of the relative settlement of the i-th soil layer, determined by full-scale tests of permafrost soils by thawing cores under the total pressure from the own weight of the soil, airfield clothing and from the operational load or by the hot stamp method. Values of e g / can be determined by calculation depending on natural soil moisture w. porosity coefficient e and plasticity number 1 r. For a compacted peat layer, the value ec can be taken equal to from 0.03 to 0.04, and for an uncompacted layer - 0.5; tj is the thickness of the i-th layer of compressible soil in natural state, m. 4.31. When assigning the frost heave coefficient and bed coefficient, the foundations designed according to principle I should be classified as the first type of hydrogeological conditions, and those designed according to principles II and III should be classified as the second type if drainage is provided and to the third type if water drainage from the thawing layer is not ensured . FOUNDATIONS ON HEAVY SOILS 4.32. The heaving properties of soils should be taken into account if clayey soils at the beginning of freezing have a fluidity index l L > 0 or if the groundwater level is below the calculated freezing depth, m, by less than: 1.0 - for fine sands; 1.5 - for silty sands, sandy loams and silty sandy loams; 2.5 - for loams, silty loams, coarse soils with clay filler; 3.0 - for clays. 4.33. Foundations on radiant soils must satisfy the condition where Sf is the uniform heaving deformation of the soil foundation surface, determined in accordance with mandatory Appendix 7; Su - limit value of vertical heaving deformation, taken according to table. 16. 4.34. To satisfy condition (9), the following should be provided: lowering groundwater levels; arrangement at the base of a stable layer of non-radiating materials with the use in some cases of heat-insulating materials to reduce the depth of freezing of heaving soil; measures to reduce the heaving of foundation soils by treating them to the calculated depth with salts (NaCl, CaCl, MgCIj, etc.) that lower the freezing point, organic and mineral binders, as well as by electrochemical treatment. SNiL 2.05.08-85 Page 13 5. AERODROME CLOTHES 5.1. Aerodrome clothing that can withstand loads and impacts from aircraft, operational and natural factors must include: coating - the upper load-bearing layer (layers) that directly absorbs loads from aircraft wheels, the effects of natural factors (variable temperature and humidity conditions, repeated freezing and thawing, the influence of solar radiation, wind erosion), thermal and mechanical effects of gas-air jets of aircraft engines and mechanisms , intended for the operation of the airfield, as well as exposure to de-icing chemicals; artificial foundation - the load-bearing part of the airfield pavement, which, together with the coating, ensures the transfer of loads to the soil base and consists of separate structural layers that can also perform drainage, anti-silting, thermal insulation, anti-heaving, waterproofing and other functions. 5.2. Airfield pavements should be divided according to the nature of resistance to loads from aircraft into: rigid (with concrete, reinforced concrete, reinforced concrete pavements, as well as asphalt concrete pavements on a cement concrete base); non-rigid (coated with asphalt concrete; durable stone materials of selected composition, treated with organic binders; crushed stone and gravel materials, soils and local materials treated with mineral or organic binders). Aerodrome clothing should be divided according to service life and degree of perfection into: capital (with hard and asphalt concrete surfaces); lightweight (with a non-rigid coating, except for asphalt concrete coating). MATERIALS FOR COATINGS AND ARTIFICIAL BASES 5.3. For rigid airfield pavements, heavy-duty concrete should be provided that meets the requirements of the relevant standards and these codes. During the feasibility study, it is allowed to use fine-grained (sand) concrete. 5.4. Design concrete strength classes must be taken not lower than those indicated in the table. 20. 5.5. The frost resistance of concrete should not be lower than that indicated in the table. 21. 5.6. Standard and design characteristics of concrete, asphalt concrete, materials used for constructing foundations for rigid and non-rigid types of coverings should be adopted in accordance with mandatory Appendix 9. Table 20 Minimum design strength class of concrete Airfield pavement tensile bending for compression Single-layer prefabricated reinforced concrete prestressed slabs, reinforced with: wire reinforcement or reinforcing ropes rod reinforcement В*,*4.0 Bfrf/>3.6 Single-layer monolithic concrete. reinforced concrete and reinforced concrete with prestressed reinforcement The top layer of a monolithic concrete, reinforced concrete or reinforced concrete two-layer coating with prestressed reinforcement Bottom layer of two-layer coating and sub-slab Notes: 1. For reinforced concrete pavements with tensile reinforcement, the design class of concrete for compressive strength should be taken not lower than B30 (without limiting the class for tensile strength in bending). 2. For coatings designed for standard loads of categories V and VI, it is allowed to take the design class for tensile strength in bending and the class for compressive strength of concrete, respectively, not lower Table 21 Notes: 1. Mild climatic conditions are characterized by the average monthly outside air temperature of the coldest month from 0 to minus 6 °C, moderate - below minus 5 to minus 15 °C. severe - below minus 15 °C. 2- The estimated average monthly outside air temperature is taken in accordance with the requirements of SNiP 2-01.01-82. 5.7. The type and class of reinforcement, the characteristics of reinforcing steels should be established in accordance with the requirements of SNiP 2.03.01-84, depending on the type of coating, purpose of the reinforcement, temperature conditions, technology for preparing reinforcement elements and methods of their use (non-prestressed and prestressed reinforcement). As non-prestressing reinforcement, ordinary reinforcing wire of classes BP-I and B-I (in welded meshes and frames) or hot-rolled reinforcing steel of periodic profile of classes A-I and A-Ill should be used. As an editing room. distribution and structural reinforcement, as well as for elements of butt joints, hot-rolled smooth reinforcing steel of class A-I and ordinary smooth reinforcing wire of class B-1 should be used. 5.8. Massive foundations for aircraft anchorages at parking areas must be made of concrete with a compressive strength class of at least B20. For the manufacture of a metal anchor embedded in concrete and an anchor ring, hot-rolled reinforcing steel of class A-I, grade 8SgZsp2, should be used. as well as class A-I brand 10GT, class A-1N brand 25G2S and class A-IV brand 20ХГ2Ц. 5.9. Rubber-bitumen binders and polymer sealants laid in a cold state, bitumen-polymer mastics laid in a hot state, or ready-made elastic gaskets that meet the requirements for materials for sealing seams in hard coatings should be used as materials for filling expansion joints of hard coverings. Table 22 Material of layers of artificial bases Frost resistance of materials, not lower, for climatic conditions Crushed stone and crushed gravel Crushed stone, gravel, sand and gravel. soil-gravel and soil-crushed stone mixtures reinforced with organic binders Crushed stone treated with inorganic binders. Gravel. sand-gravel, soil-gravel and gruite-crushed stone mixtures, reinforced with inorganic binders, sand cement and gruite cement in the base part: Sand-gravel, soil-gravel and soil-crushed stone mixtures Fine-grained concrete, expanded clay concrete, slag concrete Note. The upper part of the base includes layers lying within the upper half of the freezing depth of areas, the lower part of the base includes layers lying within the lower half of the freezing depth, counting from the surface of the coating. 5.10. Asphalt concrete pavements must be made from asphalt concrete mixtures that meet GOST 9128-84 and satisfy the strength characteristics given in mandatory Appendix 9 (Table 2). 5.11. For artificial foundations and thermal insulation layers, fine-grained (sand) concrete, expanded clay concrete and slag concrete (with metallurgical slag filler) should be used, as well as crushed stone, gravel, sand-gravel, soil-gravel and soil-crushed stone mixtures and other local materials and soils, treated and untreated astringent. 5.12. Materials of all layers of artificial foundations must have frost resistance corresponding to the climatic conditions of the construction area. Requirements for frost resistance are given in table. 22. CONSTRUCTION OF COVERINGS AND ARTIFICIAL FOUNDATIONS General instructions 5.13. The selection of the optimal design of airfield pavements and artificial foundations and the determination of their structural layers should be made on the basis of a comparison of the technical and economic indicators of design solutions in accordance with clause 1.4. In this case, prefabricated coverings from PAG-14 slabs should, as a rule, be used for standard loads no higher than category III, and from PAG-18 slabs - no higher than category II. 5.14. If it is necessary to construct airfield pavements in areas with the third type of hydrogeological conditions, appropriate engineering measures should be provided (drainage, lowering the groundwater level, erecting embankments, etc.) to bring the existing hydrogeological conditions to the conditions of the second type of terrain. Hard airfield pavements 5.15. The required thickness of monolithic cement concrete layers should be determined by calculation, but should be taken at least 16 cm. When reinforcing coatings with concrete or reinforced concrete, the minimum layer thickness should be taken equal to 20 cm. 5.16. The maximum thickness of single-layer rigid pavements should be determined based on the technical feasibility of concrete-laying kits and the adopted construction technology. 5.17. The thickness of the protective layer in monolithic reinforced concrete coatings must be at least 40 mm for the upper reinforcement and 30 mm for the lower. 5.18. Reinforced concrete coatings with slab thicknesses up to 30 cm should be reinforced with meshes of bar reinforcement with a diameter of 10 to 14 mm, with a slab thickness of over 30 cm - with a diameter of 14 to 18 mm. The grids should be placed at a distance from the surface equal to the thickness of the slab. SNiP 2.05.08-85 Page 15 The percentage of longitudinal reinforcement of slabs (the degree of saturation of concrete with reinforcement) should be taken from 0.10 to 0.15, and the pitch of the rods should be from 15 to 40 cm, depending on the length of the slab and the diameter of the reinforcement rods. Transverse reinforcement - structural; the distance between the transverse rods should be taken equal to 40 cm. 5.19. To reinforce reinforced concrete pavements with non-prestressing reinforcement, reinforcement with a diameter of 12 to 18 mm in the form of welded frames should be used. The required cross-sectional area of the reinforcement should be determined by calculation, and the percentage of reinforcement should be at least 0.25. Reinforcement must be placed in the longitudinal and transverse directions in the upper and lower zones of the slab section in accordance with the magnitude of the bending moments. The distance between the rods, depending on the required reinforcement area and the accepted diameter of the rods, should be taken from 10 to 30 cm. 5.20. Two-layer coatings are allowed to be designed with aligned and non-aligned seams in the layers (non-aligned seams are considered coatings in which the longitudinal and transverse seams in the top and bottom layers are mutually offset by more than 2t iup. where 1 shr is the thickness of the top layer). When designing coatings with combined seams, it is necessary, as a rule, to provide for a mutual displacement of the seams in both directions from 1.5 to 2.0t tup. For coatings with combined seams, the rigidity of the lower layer should not exceed the rigidity of the upper layer by more than 2 times. 5.21. For two-layer coatings, it is necessary to provide a separating layer between the layers, for which glassine, film polymer materials, sand-bitumen mat and other materials should be used; in coatings with unaligned seams, rolled materials forming a separating layer should be laid in two layers, in coatings with combined seams - in one layer. 5.22. Sections of roadsides adjacent to runway and taxiway surfaces. Stations and aprons should be provided with coatings that are resistant to gas and air jets from aircraft engines, as well as possible loads from vehicles and operating equipment. When constructing asphalt concrete roadsides, it is necessary to take into account the requirements of clause 5.36. The thickness of the coating for strengthening roadsides should be taken according to calculation, but not less than the minimum allowable for the material of a given structural layer. 5.23. The coatings of the reinforced sections of the end safety strips adjacent to the ends of the runway must meet the same requirements as the coatings of the reinforced shoulders. 5.24. Between slabs of rigid monolithic coatings and artificial bases, separating layers of bi-tuminized paper, glassine, and film should be provided. polymer materials. Separating layers for prefabricated coverings are not provided. When constructing prefabricated coverings from pre-fabricated reinforced concrete slabs laid on<: .ования всех типов, кроме песчаного, следует пред, сматривать выравнивающую прослойку из пескоцементной смеси. 5.25. When designing artificial foundations made of coarse-grained materials laid directly on clayey and silty soils, an anti-silting layer must be provided from materials that do not transform into a plastic state when moistened (sand, local soil treated with binders, slag, etc.), which excludes it would be possible for the base soil to penetrate into the layer of large-porous material when it is moistened. The thickness of the anti-silting layer must be no less than the size of the largest particles of the material used, but not less than 5 cm. 5.26. For areas with hydrogeological conditions of the second type, when the natural foundation is composed of non-draining soils (clays, loams, loams and silty sandy loams), the designs of artificial foundations should include drainage beds made of large and medium-sized sands with a filtration coefficient of at least 7 m/day and thickness in accordance with table. 23. Table 23 Added. The thickness of words indicated by the line should be taken for areas located in the southern part of the urban-climatic zone, after the line - in the northern part. Expansion joints in rigid airfield pavements 5.27. Rigid airfield pavements should be divided into separate slabs using expansion joints. The dimensions of the slabs should be set depending on local climatic conditions, as well as in accordance with the intended construction technology. 5.28. The distances between expansion joints should not exceed, m, for monolithic coatings: concrete less than 30 cm thick......S „ 30 cm or more.....7.5 reinforced concrete................20 reinforced at the annual amplitude of average daily temperatures, °C: 45 and above...................10 less than 45...................15 For airfields located in areas with complex engineering and geological conditions, the dimensions of ermoconcrete and reinforced concrete slabs should be no more than 10 m. In monolithic coatings, longitudinal technological seams must be used as expansion joints. For adjacent coating strips, alignment of transverse seams should be provided. Notes: 1. The annual amplitude of average daily temperatures should be calculated as the difference between the average air temperatures of the hottest and coldest months, determined in accordance with the requirements of SNiP 2.01.01-82. 2. Technological seams include seams. the design of which is determined by the working width of concrete-laying machines and possible interruptions in the construction process. 5.29. For prefabricated pavements made of prestressed slabs with butt joints that prevent horizontal movement of the slabs, it is necessary to provide expansion joints. The distances, m, between transverse expansion joints, as well as between longitudinal expansion joints on aprons and MS should not exceed the following annual amplitude of average monthly temperatures, °C: se. 45.............12 from 30 to 45...............18 less than 30............24 Longitudinal expansion joints in prefabricated runway and taxiway pavements should not be provided. 5.30. The distance between expansion joints in the lower concrete layer of two-layer coatings should not exceed 10 m. 5.31. In expansion joints of single-layer coatings, it is necessary to provide connections that ensure the transfer of load from one slab to another, and the possibility of mutual horizontal displacement of the slabs in the direction perpendicular to the seam. Instead of making butt joints, it is permissible to provide reinforcement to the edge sections of the slabs by reinforcement or thickening, or to use seam slabs. 5.32. Two-layer coatings with combined seams should, as a rule, be designed with butt joints in longitudinal and transverse seams. Butt joints must be made only on the top layer, but their parameters should be taken as for a single-layer slab having a rigidity equal to the total rigidity of the layers. 5.33. In two-layer coatings with non-aligned seams, butt joints should be provided only in transverse technological (working) seams. In the lower zone of the upper layer slabs, edge reinforcement should be provided. Flexible airfield pavements 5.34. Non-rigid airfield pavements, together with artificial foundations, must be designed as multi-layer ones, ensuring, as a rule, a smooth transition from less deformable ny upper layers to more deformable lower ones. 5.35. The minimum permissible thickness of structural layers (in a compacted state) of flexible coatings and artificial foundations should be taken according to Table. 24. In this case, the thickness of the structural layer must in all cases be no less than 1.5 times the size of the largest fraction of the mineral material used in the layer. Table 24 Material of structural layers Minimum flexible covering layer thickness. and artificial base Asphalt concrete at internal pressure air in the tires of aircraft wheels. MPa (kgf/cm*): less than 0.6 (6) from 0.6 (6) to 0.7 (7) St.0.7(7) „ 1.0<10) Crushed stone, gravel, treated soils organic binders Crushed stone treated with organic binders using the following methods: impregnation semi-impregnations Soils and low-strength stone materials. treated with mineral knitting Crushed stone or gravel, not treated with binders and laid on a sandy base Crushed stone, not treated with binders and laid on a durable (stone or ground reinforced with binders) 5.36. The construction of the upper layers of the asphalt concrete pavement should be made from dense asphalt concrete mixtures, the lower layers - from dense or porous asphalt concrete mixtures. View. The brand and type of asphalt concrete mixtures for the top layers of the pavement, as well as the corresponding grade of bitumen, should be adopted in accordance with GOST 9128-84, depending on the category of standard load, elements of the airfield (heliport) and road climatic zone. For loads of standard category IV and higher, asphalt concrete pavements should be constructed on bases made of materials treated with binders. Asphalt concrete pavements are not allowed to be installed in areas exposed to long-term (more than 3-4 minutes) exposure to gas jets from aircraft jet engines, where the temperature on the surface of the pavement exceeds 100 °C and the gas flow velocity is 50 m/s or higher. SNiP 2.05.08-85 Page 17 Strengthening existing coatings during the reconstruction of airfields 6.37. The need and methods for strengthening existing pavements during the reconstruction of airfields should be determined taking into account the established class of the aerodrome and the standard load category, as well as depending on the condition of the existing pavement, natural and artificial foundations and drainage network, local hydrogeological conditions, characteristics of the materials of the existing coating and foundation , altitude position of the coating surface. Tables" 25 Notes: 1. The category of destruction is established according to the attribute that gives the highest category of destruction. 2. Through cracks are taken into account if the average distance between them is less than 5 m and they are not allowed by the design limit state. 3. When determining the percentage of destroyed slabs, the following should be taken: for a runway - a middle strip with a width equal to half the width of the runway along its entire length; for taxiways and other pavement elements - a series of slabs exposed to loads from the main aircraft supports; for bus stops and aprons - the entire working area. 5.39. The project for strengthening the pavement should include preliminary correction of the base and restoration of the destroyed pavement, including the installation of a leveling layer for ledges, potholes and other unevenness of the existing pavement over 2 cm, as well as the restoration and development of the drainage network, in the absence of a network - to resolve the issue of the need for it devices. 5.40. Monolithic concrete and reinforced concrete pavements should be reinforced with monolithic concrete, reinforced concrete, reinforced concrete and precast prestressed reinforced concrete slabs or asphalt concrete. Monolithic reinforced concrete pavements should be reinforced, as a rule, with monolithic reinforced concrete or asphalt concrete. Prefabricated pavements made from prestressed reinforced concrete slabs must be strengthened build with precast prestressed slabs or asphalt concrete; strengthening them with monolithic concrete or reinforced concrete is not allowed. When reinforcing prefabricated pavements with prefabricated slabs, the seams of the reinforcement layer in relation to the seams of the existing coating must be shifted by at least 0.5 m for longitudinal and 1 m for transverse seams. When reinforcing rigid pavements built in unfavorable hydrogeological conditions with monolithic concrete or reinforced concrete, the dimensions of the reinforcement layer slabs should be taken in accordance with clause 5.28- 5.41. When reinforcing monolithic rigid pavements with monolithic concrete, reinforced concrete or reinforced concrete, the requirements for two-layer pavements established in paragraphs. 5.20, 5.32 and 5.33. If there are more than two layers, the bottom layer should be considered to be the layer located directly below the top one. When reinforcing rigid coatings with prefabricated prestressed reinforced concrete slabs, between the existing coating and the precast slabs, it is imperative, regardless of the evenness of the existing coating, to provide a leveling layer of sand concrete or sand cement with an average thickness of at least 3 cm; In this case, the separating layer is not suitable. 5.42. The total ■ minimum thickness of the asphalt concrete layer(s) when reinforcing hard airfield pavements should be taken in accordance with Table. 26. To strengthen hard pavements, only dense asphalt concrete mixtures should be used in all layers. Table 26 Total minimum thickness of asphalt concrete layer(s), cm, reinforcement of hard pavements Average monthly air temperature of the coldest month. °C airfield sections 5.43. Reinforcement of flexible pavements can be performed with flexible and rigid pavements of all types. Reinforcement of non-rigid coatings with rigid ones should Page 18 SNiP 2.06.08-85 produce a separating layer with a device, if necessary, for a leveling layer in accordance with the instructions in clause 5.39. 5.44. Reinforcement of the asphalt concrete reinforcement layer with polymer or fiberglass mesh (specially produced for this purpose), located under the top layer of asphalt concrete. must be provided for airfields of classes A, B and C in areas with a large number of through cracks. When reinforcing hard pavements with asphalt concrete, regardless of their condition, it is necessary to provide for mesh reinforcement of the reinforcement layer: in places where aircraft engines are systematically started and tested; in areas where taxiways adjoin the runway; in places where engines are pre-started along the entire width of the main taxiway with a reinforced section length of 20 m; along the entire width of the end sections of the runway with a length of 150 m; across the entire width of group MS along the line of placement of the main supports and engines of aircraft, including the zone of influence of the gas jet. 5.45. The project for strengthening existing hard airfield pavements with asphalt concrete must include measures (reinforcement, cutting expansion joints) to reduce the likelihood of the formation of reflected cracks in the reinforcement layer. The cutting of expansion joints should be carried out over all expansion joints, and asphalt concrete reinforcement should be provided over the remaining joints. If there are no expansion joints on the existing hard surface, the distance between the expansion joints (the pitch of cutting the joints) should be taken according to table. 27. Table 27 Note. The distances between the deformation necks must be a multiple of the length of the existing pavement slabs. CALCULATION OF AERODROME COVERINGS 5.46. Airfield pavements should be designed using the limit state method for the impact of vertical loads from aircraft as structures lying on an elastic foundation. The design limit states of rigid airfield pavements are for sections: concrete and reinforced concrete - strength limit state; with non-prestressed reinforcement - limit states in terms of strength and crack opening; with prestressed reinforcement - limit state for crack formation. The design limit states of flexible airfield pavements are for coatings included in clothing: capital type - limit states for the relative deflection of the entire structure and for the strength of the asphalt concrete layers; lightweight type - the limit state for the relative deflection of the entire structure. 5.47. Airfield pavements should be designed for standard loads, the categories and parameters of which are given in Table. 28 (for aircraft) and table. 29 (for helicopters). Table 28 Notes: 1. The distances between the pneametics of the four-wheel support are assumed to be 70 cm between adjacent wheels and 130 cm between rows of wheels. 2. The standard loads of categories III and GU can be replaced by loads on a single-wheel main support and taken respectively 170 kN (17 tf) and 120 kN (12 tf), and the pressure in the tires of the wheels for standard loads of categories V and VI is equal to 0.8 MPa ( 8 kgf/cm 2). Table 29 Notes: (..The main support is single-wheeled. 2. When assigning design requirements to heliports and their landing gear, the loads of heavy helicopters (with a take-off weight of over 15 tons) are equated to category III standard load, medium (from 5 to 15 tons) - to category V, light ones (less than 5 tons) - to category VI. 8 In accordance with the design assignment, it is possible to calculate airfield pavements for the impact of vertical loads from an aircraft of a specific type.
