Work on measuring the parameters (depth) of the rut is carried out during the warm period of the year in the absence of water on the road surface. Measurements can be performed as part of general works diagnostically and independently.

According to the ODMD, rut depth is measured in two ways:

A simplified way to measure the track is carried out in the following sequence:

Before starting instrumental measurements clarify location of rutted sections identified during the preliminary assessment of the road condition. Each of these sections is separated into an independent one and tied to the mileage (beginning and end of the section).

Independent a section in which the track parameters are approximately the same is considered. The length of such a section can vary from 20 m to several kilometers;

An independent plot is divided into measuring sections, up to 100 m long (Fig. 10). At each measuring section, 5 measuring sections are allocated at an equal distance from one another (on a 100-meter measuring section every 20 m), which are assigned numbers from 1 to 5. In this case, the last target of the previous measuring section becomes the first number of the last target and has the number 5/1.

Rice. 10. Scheme of independent and measuring sections: L – length of independent section, m; l – length of the measuring section, m; a, a 1 – distance between measurement sites, m; 1, 2, 3, 4, 5/1 – numbers of measurement sites

If the total length of an independent section is not equal to the whole number of measuring sections of 100 m each, then an additional shortened measuring section.

Measurements are performed on the outside track along the entire length of the assessed area, with the exception of places where the track is interrupted.

Measuring equipment used in the simplified measurement method:

The rail is shortened, 2000±2 mm long, on the side edges of which there is a scale, digitized every 10 cm;

Measuring probe, length 1000±2 mm, not including holder. The scale of the probe should provide measurements of ruts up to 30 cm deep.

Sequence of rut depth measurement:

Place the rail on the supports of the outer track (Fig. 11) and, if there are no supports, on roadway so as to block the measured track;

Install the probe vertically and take one reading from it h to(with an accuracy of ±1 mm) at the point corresponding to the greatest deepening of the rut in each alignment.

The rut depth values ​​obtained by measuring the vertical distance from the bottom of the rut to the supporting edge of the rack (to the crest of the uplift) are recorded in a statement of the established form (Table 9).

If there is a coating defect in the measuring target (pothole, crack, etc.), the measuring target can be moved forward or backward at a distance of up to 50 m to eliminate the influence of this defect on the read parameter.

Rice. 11. Scheme for measuring rut depth, simplified method

Table 9

Sheet for measuring rut depth using a simplified method

Road section ________ Direction ___________

Lane number _________ Position of the beginning of the section ______ Position of the end of the section _____ Date of measurement _________

Processing measurement results:

Analyze the measurement results at 5 alignments of the measuring section, discard the largest value (in Table 8 the value is 17 mm), and the following gauge value in the descending row is taken as calculated for this measuring section h k.i;

Determine the estimated rut depth h k.s for an independent section, as the arithmetic mean of all values ​​of the calculated rut depth on the measuring sections h k.i:

, (9)

Where n– number of measuring sections in a given independent section

An assessment of the operational condition of roads based on rut depth is carried out for each independent section. For this purpose, the calculated rut depth values h ks are compared with the permissible and maximum permissible values ​​presented in Table 10.

Sections of the road with a rut depth h ks greater than the maximum permissible ( h ks > h to pr) are considered dangerous for vehicle traffic and require immediate removal of the ruts.

Table 10

Scale for assessing the condition of roads based on track parameters,

measured using a simplified method

The values ​​of the permissible and maximum permissible rut depths are determined from the condition of ensuring traffic safety on a wet surface at a speed lower than the calculated speed by 25% - for the permissible rut and by 50% - for the maximum permissible rut depth, as well as taking into account the influence of the rut on the conditions for clearing the surface from snow deposits and combating winter slipperiness.

It should be noted that the requirements for permissible rut depth in different countries differ significantly: in Germany it should be no more than 2 mm in the first 2 years of operation of the highway; in Switzerland the condition of the coating is rated as “good” when hк ≤ 4 mm– at a speed of more than 80 km/h and as “critical” - at rut depth h k = 16-25 mm for the same speed. Consequently, the question of the permissible rut depth and the degree of its influence on road conditions and driving safety requires deep scientific justification.

3.3.3. Assessment of the strength of road pavements

Strength (bearing capacity) of road pavements is the ability to resist the development of residual deformations and destruction under the influence of stresses arising in the structure from the design load and the influence of natural and climatic factors.

During road operation, under the influence Vehicle, weather-climatic and other factors, the strength of the structure is reduced, especially under unfavorable hydrogeological conditions, high traffic intensity and large axial loads. Strength reduction

structures, as a rule, is explained by the accumulation of irreversible deformations in each of the layers of road pavement and subgrade.

Load-bearing capacity (strength) road construction is estimated by the actual value of elastic (reversible) deflection l f under design load or modulus of elasticity E f.

Field testing of road pavements load consist of linear on every characteristic road section and testing at control points. Both types of field testing of pavement recommended carried out during the billing period of the year.

The design period is considered to be the most unfavorable period of the year in terms of moisture conditions, during which the strength of road structures reaches minimum values. For the northern and central regions of the Russian Federation. the calculation period coincides with the time of spring thawing of the subgrade soil; in the south, its beginning coincides with the period of fall - autumn-winter-spring precipitation.

Duration of the billing period T r, days in areas with seasonal freezing of the subgrade soil ( II – III DKZ) is determined by the formula

(10)

Where h 0– depth of freezing of the subgrade, cm;

A– average daily rate of soil thawing equal to 1–3 cm/day.

Load tests begin with measurements of the actual deflection of the pavement at control points. Location (address) of points clarify during linear tests (after statistical processing of measurement results).

On the obligation to eliminate ruts on the road section

Case no.

Accepted Nikolaevsky district court (Ulyanovsk region)

1. Nikolaevsky District Court of the Ulyanovsk Region, consisting of:
2. presiding judge Agafonov S.N.,
3. with the participation of the prosecutor of the Pavlovsk district of the Ulyanovsk region Beznosikov I.P.,
4. under secretary L.V. Fadeeva,
5. Having considered in open court a civil case brought by the prosecutor of the Pavlovsk district of the Ulyanovsk region in defense of the rights and legitimate interests of an indefinite number of persons against the administration of the municipal municipality "Pavlovskoe urban settlement", LLC "Pavlovkastroyremont" about the assignment of the obligation to eliminate rutting on the section of the road on the street. Kalinina in r.p. Pavlovka to the substation in the direction to the village of Evleika, Pavlovsk district, Ulyanovsk region,

6. Installed:

7. The prosecutor of the Pavlovsk district of the Ulyanovsk region, in defense of the rights and legitimate interests of an indefinite number of persons, filed the above-mentioned claim, pointing out that an audit carried out by the prosecutor's office of the Pavlovsk district in the activities of the administration of the Pavlovsk urban settlement revealed violations of the legislation regulating legal relations in the field of organizing road activities.
8. Thus, in accordance with clause 5 of Federal Law No. 131-FZ dated October 6, 2003 “On general principles local government organizations in Russian Federation» issues of local importance of the settlement include road activities in relation to highways local significance within the boundaries settlements settlements, as well as the exercise of other powers in the field of use of highways and implementation of road activities in accordance with the legislation of the Russian Federation.
9. According to the Federal Law of December 10, 1995 No. 196-FZ “On Road Traffic Safety,” local government bodies, in accordance with the legislation of the Russian Federation and the legislation of the constituent entities of the Russian Federation, within their competence, independently resolve issues of ensuring road safety.
10. In accordance with Part 2 of Article 12 of the Federal Law “On Road Safety”, the obligation to ensure compliance of the condition of roads during their maintenance with established rules, standards, technical standards and other regulatory documents is assigned to persons involved in the maintenance of highways.
11. At the same time, as the inspection showed, the administration of the Pavlovskoe Urban Settlement and Pavlovkastroyremont LLC are carrying out work to clean up local roads within the Pavlovskoe Urban Settlement in an improper manner.
12. In particular, on the street. Kalinina in r.p. Pavlovka, on the section of the road from the Kumir store to the substation, there are ruts with a height of 10 to 15 cm.
13. However, in accordance with section 3 of the state standard of the Russian Federation “Roads and streets. Requirements for operational condition acceptable under the conditions of ensuring road safety. GOST R 50597-93" (hereinafter referred to as GOST R 50597-93), approved by Decree of the State Standard of the Russian Federation dated October 11, 1993 No. 221, the carriageway of roads and streets must be clean, without foreign objects not related to their arrangement.
14. As follows from the explanations of the deputy head of the administration of the municipal settlement "Pavlovskoe urban settlement" FULL NAME2, rutting on Lenin Street in the village. Pavlovka on the section of the road from the Kumir store to the substation was formed as a result weather conditions, including heavy snowfall.
15. Currently, the cleaning of local roads belonging to the Pavlovskoe Urban Settlement municipality in accordance with municipal contract No. dated DD.MM.YYYY is carried out by Pavlovkastroyremont LLC.
16. From the explanations of the director of the above-mentioned enterprise, Full Name3, it follows that Pavlovkastroyremont LLC DD.MM.YYYY with the administration of the Pavlovskoye Urban Settlement municipality entered into municipal contract No., according to which the company assumes obligations to clean roads on the territory of the Pavlovskoye Urban Settlement municipality. , including on the street. Kalinina in the village of Pavlovka from the Kumir store to the substation. Ruts have formed on this section of the road due to unfavorable weather conditions and untimely snow removal.
17. According to Table 4.10 of the Rules for Diagnostics and Assessment of the Condition of Highways, approved by Order No. IS-840-r of the Ministry of Transport of Russia dated October 3, 2002, at an estimated vehicle speed of 60 km/h or less, the permissible and maximum permissible gauge standards should be 30 and 35 mm. respectively.
18. Sections of roads with rut depths greater than maximum acceptable values They are dangerous for the movement of vehicles and require immediate work to eliminate them.
19. The fact of the presence of rutting along the street. Kalinina in r.p. Pavlovka on the section of the road from the Kumir store to the substation is confirmed by an act of identified deficiencies in road maintenance dated 02/16/2011, drawn up by the head of the State Traffic Safety Inspectorate of the Department of Internal Affairs for the municipality "Pavlovsky district" FULL NAME6
20. Violation of requirements for the operational condition of a section of a local road on the street. Kalinina in r.p. Pavlovka is one of the reasons for the traffic accidents that occurred in this area in January 2011.
21. Thus, the presence of ruts on the above section of the road may lead to an accident and, as a result, harm to the health of citizens, the circle of which cannot be determined.
22. In accordance with the Code of Civil Procedure of the Russian Federation, the prosecutor has the right to apply to the court in defense of the rights and legitimate interests of an indefinite number of persons.
23. At the court hearing, prosecutor of the Pavlovsk district Beznosikov I.P. requirement to the administration of the Municipal Municipality "Pavlovskoe Urban Settlement", LLC "Pavlovkastroyremont" to assign the responsibility to eliminate rutting on the section of the road on the street. Kalinina in r.p. Pavlovka to the substation in the direction of the village of Evleika, Pavlovsk district, Ulyanovsk region, supported in full, citing the arguments set out in the statement of claim.
24. Representative of the defendant - the administration of the municipality "Pavlovskoe urban settlement" Kurashova L.M. I don’t agree with the claim, at the court hearing I explained that the rutting on the section of the road on Kalinin Street in the village. Pavlovka to the substation in the direction to the village of Evleika was formed as a result of weather conditions, heavy snowfall, then there were very coldy. Although the road was being cleaned, the equipment could not cope and a rut formed. Previously, this section of the road was serviced by the DRSU, but this year they cleaned the roads federal significance. On February 21, 2011, Pavlovkastroyremont LLC presented a certificate of completion of work and they transferred cash. On February 28, 2011, AMO conducted an inspection of this road section and the director of Pavlovkastroyremont LLC was recommended to properly fulfill the terms of the municipal contract. Currently, there is rutting on the road section along the street. Kalinina in the village of Pavlovka to the substation in the direction of the village of Evleika has been eliminated, about which there is a corresponding act.
25. The representative of the defendant, Pavlovkastroyremont LLC, who was duly notified of the place and time of the consideration of the case, did not appear at the court hearing and did not inform the court about the reasons for his failure to appear.
26. Representative of a third party – State Traffic Safety Inspectorate of the Department of Internal Affairs for the Pavlovsky District municipality, M.M. Nasyrov. at the court hearing he explained that the rutting on the section of the road along the street. Kalinina in the village of Pavlovka to the substation in the direction of the village of Evleika still exists, but the condition of the road does not meet the requirements of GOST R 50597-93.
27. The court, having heard the explanations of the parties and examined the case materials, comes to the following conclusion.
28. In accordance with the Code of Civil Procedure of the Russian Federation, each party must prove the circumstances to which it refers as the basis for its claims and objections, unless otherwise provided by federal law.
29. The Russian Federation “On Road Traffic Safety” determines that the repair and maintenance of roads on the territory of the Russian Federation must ensure road safety. The compliance of the condition of roads with rules, standards, technical norms and other regulatory documents related to ensuring road safety is certified by acts of control inspections or road surveys conducted with the participation of the relevant executive authorities. The responsibility to ensure that the condition of roads during their maintenance complies with established rules, standards, technical norms and other regulatory documents rests with the persons carrying out the maintenance of highways.
30. According to the Law “On Highways and Road Activities in the Russian Federation” dated October 18, 2007, the powers of local government bodies in the field of use of highways and implementation of road activities include monitoring the safety of local roads (Part 1, Article 13 of the Law) .
31. Article 14 of the said Law provides that planning of road activities is carried out authorized bodies state authorities of the Russian Federation, state authorities of the constituent entities of the Russian Federation, local governments on the basis of territorial planning documents, the preparation and approval of which are carried out in accordance with the Town Planning Code of the Russian Federation, standards of financial costs for major renovation, repair, maintenance of highways and assessment of the transport and operational condition of highways, long-term target programs.
32. Part 3 Art. 15 of the Law also provides that the implementation of road activities in relation to local roads is ensured by authorized local government bodies.
33. In accordance with Art. 17 Federal Law “On highways and road activities in the Russian Federation”, the maintenance of highways is carried out in accordance with the requirements technical regulations in order to maintain the uninterrupted movement of vehicles on roads and safe conditions such traffic, as well as ensuring the safety of highways. The procedure for maintaining highways is established by regulatory legal acts of the Russian Federation, regulatory legal acts of the constituent entities of the Russian Federation and municipal legal acts.
34. In accordance with paragraph 5 of Art. 14 No. 131 dated 06.10.2003 “On the general principles of organizing local self-government in the Russian Federation”, issues of local significance of the settlement include road activities in relation to highways of local significance within the boundaries of settlements, as well as the exercise of other powers in the field of use of highways and implementation road activities in accordance with the legislation of the Russian Federation.
35. In accordance with section 3 State standard RF “Roads and streets. Requirements for operational condition acceptable under the conditions of ensuring road safety. GOST R 50597-93" (hereinafter referred to as GOST R 50597-93), approved by Decree of the State Standard of the Russian Federation dated October 11, 1993 No. 221, the carriageway of roads and streets must be clean, without foreign objects not related to their arrangement.
36. According to Table 4.10 of the Rules for Diagnostics and Assessment of the Condition of Highways, approved by Order No. IS-840-r of the Ministry of Transport of Russia dated October 3, 2002, at an estimated vehicle speed of 60 km/h or less, the permissible and maximum permissible gauge standards should be 30 and 35 mm. respectively.
37. At the court hearing it was established that the section of the road on the street. Kalinina in r.p. Pavlovka from the Kumir store to the substation towards the village of Evleika is covered with ice, there are ruts with a height of 10 to 15 cm.
38. These circumstances were revealed objectively by the court during an inspection of the roadway in the indicated direction in the village. Pavlovka.
39. According to the municipal contract No. dated DD.MM.YYYY, the Administration of the Municipal Municipality "Pavlovskoe Urban Settlement" and LLC "Pavlovkastroyremont" entered into this contract for clearing roads of snow and sprinkling sand on the territory of the Municipal Municipality "Pavlovsk Urban Settlement": r.p. Pavlovka, s. Evleika. The contractor, Pavlovkastroyremont LLC, undertakes to begin performing the specified work after signing the contract and to complete it within two days after snowfalls in January-April 2011 (case file 20.)
40. According to the report of identified deficiencies in road maintenance dated February 16, 2011, the head of the State Traffic Safety Inspectorate of the Department of Internal Affairs for the Pavlovsky District, FULL NAME6, discovered rutting with a height of 10 to 30 cm on a section of the road in the village. Pavlovka from the Kumir store to the substation (ld. 24).
41. According to the Charter of the Municipal Organization "Pavlovsk Urban Settlement", settlement issues include road activities in relation to local roads within the boundaries of populated areas of the settlement (case sheet 16-17).
42. According to the inspection report of the road section on the street. Kalinina in r.p. Pavlovka from the Kumir store to the substation in the direction to the village. Evleika dated February 28, 2011, it was established that the employees of Pavlovkastroyremont LLC eliminated rutting in this area.
43. According to payment order No. dated DD.MM.YYYY, the administration of the municipality "Pavlovskoe urban settlement" transferred funds to Pavlovkastroyremont LLC in the amount of 234,280 rubles 8 kopecks for clearing roads from snow under the contract.
44. Thus, having analyzed the evidence available in the case, the court comes to the conclusion that there are ruts, ice and snow on the section of the road in the village. Pavlovka from the Kumir store to the substation in the direction to the village. Evleika.
45. The presence of gauges on the roadway exceeding the maximum permissible norm, as well as snow and ice, poses a threat to the life and health of road users.
46. The defendant's representative's arguments that such conditions arose as a result of unforeseen weather conditions cannot be taken into account by the court, since according to the above contract, the roads must be cleared within 2 days after snowfalls.
47. As for the act presented to the court on the elimination of rutting on this section of the road by Pavlovkastroyremont LLC, it does not correspond to the circumstances established at the court hearing.
48. Under such circumstances, the prosecutor's claim filed in defense of an indefinite number of persons is justified and subject to satisfaction.
49. Based on the above and guided

Judge Mansurov S.A.

The determination in a reasoned form was drawn up on March 17, 2014

Judicial panel for civil cases of the Sverdlovsk Regional Court consisting of:

presiding Zarubin V.Yu.,

judges Panfilova L.I.,

Safronova M.V.,

under secretary Ermakova M.V. considered in open court in the manner of appeal proceedings a civil case based on K.’s claim against the open joint-stock company “State Insurance Company Yugoria", E., State Public Institution SO "Management of Highways", LLC "Department of Road Works", OJSC "Sverdlovskavtodor" on compensation for damage caused by a traffic accident",

on the appeal of the defendant E. and the representative of the plaintiff K. - Z. against the decision of the Asbestovsky City Court of the Sverdlovsk Region dated November 27, 2013.

Having heard the report of judge Safronov M.V., the explanations of the defendant E., who supported the arguments of the appeal, the representative of the defendant GKU SO "Administration of Highways" B. and the representative of the defendant Sverdlovskavtodor LLC S., who objected to the satisfaction of the appeal, the judicial panel

installed:

Plaintiff K. addressed these requirements to JSC GSK Yugoria, E. In support of the claim, he indicated that on December 29, 2011, a traffic accident occurred, during which defendant E., driving a Ford Focus vehicle, no. N at 14 km +800 m of the Beloyarsky - Asbest highway of the Sverdlovsk region, went to oncoming lane movement and caused a collision with a KAVZ-423802, N bus owned by him and driven by Sh.

The cost of repair and restoration work on a bus, taking into account wear and tear, is<…>rubles, the loss of commodity value amounted to<…>rubles Open Joint-Stock Company"State Insurance Company Yugoria", where the civil liability of defendant E. is insured, voluntarily paid the plaintiff an amount in the amount<…>rubles In this connection, the plaintiff asked to recover from the defendant OJSC "State Insurance Company Yugoria" in his favor insurance compensation <…>rubles, from the defendant E. for damages<…>rubles He also asked to recover from the defendants legal costs for payment of state fees in the amount of<…>rubles for drawing up a statement of claim<…>rubles,<…>rubles for issuing a power of attorney,<…>rubles - for representation in court.

By the court's determination, the State Public Institution SO "Administration of Highways", LLC "Administration of Road Works" and OJSC "Sverdlovskavtodor" were involved as co-defendants in the case.

By the decision of the Asbestovsky City Court of the Sverdlovsk Region dated November 27, 2013, the claim of the Oktyabrsky District Court of Yekaterinburg dated November 11, 2013 was recovered from JSC GSK Yugoria in favor of K.<…>rubles, expenses for paying state duty<…>rubles for drawing up a statement of claim<…>rubles, expenses for a representative<…>ruble

Collected from E. in favor of K. for compensation for material damage<…>, expenses for paying state duty<…>, to draw up a statement of claim<…> <…>rubles Collected from E. in favor of the Federal Budgetary Institution Ural Regional Center for Forensic Expertise of the Ministry of Justice of the Russian Federation<…>rubles

The claims against the defendants GKU SO "Administration of Highways", LLC "Administration of Road Works", OJSC "Sverdlovskavtodor" were denied.

Defendant E. did not agree with this decision; in his appeal, he asks to cancel the decision and dismiss the claim against him. Without disputing the amount of damage caused to the plaintiff, he points out the absence of his guilt in the accident, considering cause of the accident the unsatisfactory maintenance of the road and the presence of a rut, due to which his car drifted into the oncoming lane, indicates the absence of violations of traffic rules on his part.

The plaintiff’s representative also disagreed with the decision, pointing out that the cause of the accident was the presence of ruts on the road and responsibility for the harm caused to the plaintiff lies with the organization that improperly maintained the road. She asked to change the decision and make a new decision, which would establish the degree of liability of the defendant E. - 20%, and the defendant OJSC "Sverdlovskavtodor" - 80%, collecting damages from the defendants accordingly in this proportion.

The plaintiff, defendants OJSC GSK Yugoria, LLC Road Works Management, third party Sh. did not appear at the court hearing, did not petition to postpone the court hearing, the case materials contain evidence of their advance notification of the time and place of consideration of the case by the court of appeal (notice dated February 12, 2014). Information about the place and time of the court hearing was posted in advance on the website of the Sverdlovsk Regional Court. Taking into account the above, guided by Art. 167 of the Civil Procedure Code of the Russian Federation, the judicial panel decided to consider the case in the absence of these persons.

Having studied the case materials, checking the legality and validity of the contested decision within the limits of the arguments of the appeal in accordance with Part 1 of Art. 327.1 of the Civil Procedure Code of the Russian Federation, the judicial panel comes to the conclusion that it is necessary to change the court decision.

As follows from the case materials, on December 29, 2011, a traffic accident occurred in which defendant E., driving a Ford Focus vehicle, no. N at 14 km +800 m of the Beloyarsky - Asbest highway of the Sverdlovsk region, in violation of clause 10.1 of the Road Traffic Rules of the Russian Federation, lost control, drove into the oncoming lane and collided with a vehicle by a bus KAVZ-423802, g.n., under the management of Sh., owned by the plaintiff K. by right of ownership. As a result of an accident, the vehicle KAVZ-423802 was state-owned register sign N mechanical damage was caused.

E.’s civil liability was insured by GSK Yugoria OJSC, which recognized this accident as an insured event and paid insurance compensation<…>ruble

According to conclusion N, the cost of restoration repairs, taking into account the wear and tear of the KAVZ-423802 bus, is<…>rubles, according to expert opinion N, the total loss of marketable value of the KAVZ-423802 bus is<…>rubles The plaintiff incurred expenses in the amount of N rubles to pay for the services of appraisers. These circumstances were not disputed by the parties and the appeals did not contain any arguments regarding the amount of damage.

Defendant E. indicated that his car was carried into oncoming traffic due to the car skidding in a rut, while he did not make any maneuvers, moved at the same speed, did not accelerate or slow down. On the section of the road where the accident occurred, there are ruts measuring 100 * 0.3 * 0.035 m. I believed that the cause of the accident was the road’s non-compliance with safety requirements.

The court of first instance, imposing liability for damages only on defendant E., concluded that his arguments about the presence of a track that does not meet the requirements of GOST R 50597-93 were not confirmed, since according to the inspection report road conditions, that the track width was only 30 cm, its depth - 3.5 cm, however, there must be shortcomings in three parameters at once and with technical point visually, the condition of the road surface did not contradict the requirements of clause 3.1 of GOST R 50597-93. The court also referred to a similar conclusion made in the conclusion of the expert of the Ural Regional Center for Forensic Expertise N, N dated 09.26.2013 that from a technical point of view, the condition of the road surface (described in the report on the inspection of road conditions KUSP N dated 12.29.2012) did not contradict requirements of clause 3.1 of GOST R 50597-93.

The court also indicated that E. had not been presented with evidence that it was as a result of his car getting into a rut that exceeded the maximum dimensions of individual subsidence, potholes, etc., existing in the asphalt surface of the roadway, that he lost control of the car with a subsequent collision, which entails a refusal to satisfy the claims made by the plaintiff against the defendants GKU SO "Management of Highways", LLC "Department of Road Works", OJSC "Sverdlovskavtodor".

However, the court of first instance did not take into account the following.

In accordance with Art. 1064 of the Civil Code of the Russian Federation, harm caused to the person or property of a citizen is subject to compensation in full by the person who caused the harm. The person who caused the harm, by virtue of Part 2 of this article, is exempt from compensation for harm if he proves that the harm was caused through no fault of his own. The law may provide for compensation for harm even in the absence of the fault of the harm-doer.

In accordance with Art. 3 of the Federal Law of December 10, 1995 N 196-FZ “On Road Safety”, the basic principles of ensuring road safety are the priority of the life and health of citizens participating in road traffic over the economic results of business activities. According to Art. 12 of the Federal Law of December 10, 1995 N 196-FZ “On Road Safety”, the responsibility for ensuring compliance of the condition of roads during their maintenance with established technical regulations and other regulatory documents rests with the persons engaged in the maintenance of highways. In accordance with paragraph 12 of Art. 3 of the Federal Law of November 8, 2007 N 257-FZ “On highways and road activities in the Russian Federation and on amendments to certain legislative acts of the Russian Federation”, the maintenance of a highway includes work to maintain proper technical condition highway, assessing its technical condition, as well as organizing and ensuring road safety. Parts 1, 2 of Article 17 of this Law establish that the maintenance of highways is carried out in accordance with the requirements of technical regulations in order to ensure the safety of highways, as well as the organization of traffic, including by maintaining the uninterrupted movement of vehicles on highways and safe conditions for such movements.

As follows from Art. 12 of the Charter of the State Institution of the Sverdlovsk Region “Department of Highways”, approved by Decree of the Government of the Sverdlovsk Region dated November 30, 2011 N-PP, the objectives of the institution’s activities are, among other things, ensuring the safe and uninterrupted movement of vehicles on public roads of regional importance. By virtue of Art. 13 of the Charter, the institution organizes the implementation of work on the design, construction, reconstruction, major repairs, repair and maintenance of highways, preparation of a list of objects for major repairs, repair and maintenance of public highways of regional significance, implementation of construction control in the process of repair of public highways .

This road where the accident occurred is on the balance sheet of the GKU SO, which is confirmed by the answer (vol. 1 case file 226). As of December 29, 2011, no repair or major overhaul work was carried out on this road.

The court of first instance established that OJSC Sverdlovskavtodor, by virtue of state contract No. dated March 10, 2011 with the State Public Institution SO Road Management, is the person directly charged with the responsibility for maintaining this section of the highway. In turn, OJSC Sverdlovskavtodor entered into a subcontract agreement for the maintenance of this road with Road Works Management LLC, clause 5.1.1 of this subcontract agreement obliges the subcontractor LLC to take part in accident investigations at facilities accepted for maintenance and to draw up an “Inspection Report” road conditions at the scene of the accident” together with traffic police officers.

As follows from the decision to terminate the case administrative offense on this fact of an accident, issued on 03/01/2012 by the commander of the OR traffic police department of the State Traffic Safety Inspectorate of MMO “Zarechny”, E., due to unsatisfactory meteorological and road conditions, lost control and allowed to drive into oncoming traffic.

Directly at the scene of the accident, the State Road Supervision Inspector of the State Traffic Safety Inspectorate A. drew up an act of identified deficiencies in the maintenance of roads, road structures and technical means organization of road traffic dated December 29, 2011, according to which there is snow on the edge of the roadway 70 cm wide, on the road surface there are ruts 100 meters long, 30 cm wide, 3.5 cm deep. The report was drawn up with the participation of a representative of Road Works Management LLC, the head section B., who did not express any objections or comments regarding the correctness of determining the location of the accident, the order and method of measurements, the completeness and correctness of recording the results of the survey of road conditions on the disputed section of the road. Moreover, as follows from the testimony of B., questioned at the trial court hearing as a witness, having arrived at the scene of the accident, he saw the presence of ruts on the road, measurements were taken with him, the depth was 3.54 cm. This person was brought to administrative liability under Art. 12.34 of the Code of Administrative Offenses of the Russian Federation, for failure to maintain the road in a safe condition for traffic, failure to take measures to eliminate obstacles to traffic, with which B. agreed.

The state road safety inspector issued an order to the specified person to eliminate snow rolls and rutting on December 29, 2011. In response to this order regarding the elimination of rutting, Road Works Management LLC reported that this type Work to eliminate tracks from 30 to 45 mm does not relate to the maintenance, but to the repair of highways, however, the LLC performs work according to the contract only for maintenance. (vol. 1 pp. 191)

According to the response of the State Public Institution SO "Management of Highways", the commission identified areas where repairs are required, including the area where the accident occurred. The issue of repairs will be decided in the coming years, taking into account financial opportunities. (vol. 1 pp. 192).

In addition, the bus driver, third party Sh., gave an explanation at the court hearing that E.’s car began to skid along the track to the left, to the right, and then was thrown into his lane. Sh. also explained that the track is constantly increasing, and many accidents occur on this section of the road, and during the registration of the accident, three more cars slid into a ditch.

The presence of a rut and the accident rate of this section of the road were also confirmed by the traffic police officers of the Ministry of Internal Affairs of the Russian Federation "Zarechny" interrogated in court, witnesses V., G. and D. These employees indicated that the defendant's car entering the oncoming lane could have occurred due to hitting a rut.

The panel of judges comes to the conclusion that the court’s conclusions and the expert’s references to the compliance of the road surface with GOST R 50597-93 in this case is untenable, since in accordance with clause 3.1.1 of the said GOST, the roadway surface should not have subsidence, potholes, or other damage that impedes the movement of vehicles at the speed permitted by the Road Traffic Rules of the Russian Federation. According to clause 3.1.2, the maximum dimensions of individual subsidence, potholes, etc. should not exceed 15 cm in length, 60 cm in width and 5 cm in depth.

Thus, the named GOST does not regulate the rutting of the road surface. Current norms and rules allow for the possibility of driving on roads with ruts, the size of which does not exceed the permissible values.

According to the “Rules for diagnostics and assessment of the condition of highways. Basic provisions. ODN 218.0.006-2002”, approved by order of the Ministry of Transport of the Russian Federation dated October 3, 2002, to the maximum permissible depth The gauge is set from 20 to 35 millimeters depending on the category of the road (Table 4.10 of the Rules). Clause 4.7.7 of the Rules establishes that sections of the road with a rut depth greater than the maximum permissible values ​​are considered dangerous for traffic and require immediate work to remove the ruts.

Similar permissible values ​​are established by Order of the Ministry of Transport of the Russian Federation dated June 24, 2002 N OS-556-r “On approval of “Recommendations for identifying and eliminating ruts on flexible road surfaces”, according to which the obtained calculated values ​​of the parameters and rut depths are compared with their permissible and maximum permissible values , the values ​​of which are determined from the condition of ensuring the safety of vehicles on a wet surface at a speed lower than the calculated one by 25% for the permissible rut depth and by 50% for the maximum permissible rut depth, as well as taking into account the influence of the rut on the conditions for clearing the surface from snow deposits and combating winter slipperiness. At the same time, at a design speed of 80 km/h, the permissible rut depth can be no more than 20 mm, and the maximum permissible no more than 30 mm.

Considering that on this section of the road traffic is allowed at a speed of 90 km/h, and also taking into account the above correction factors, the judicial panel comes to the conclusion that on this section of the road there was a rut with a depth greater than the maximum permissible values, and accordingly the road was dangerous for traffic and required immediate work to eliminate it.

In accordance with Order No. 160 of the Ministry of Transport of the Russian Federation dated November 12, 2007 “On approval of the classification of work on major repairs, repair and maintenance of public roads and artificial structures on them” as amended in force at the time of the accident, the elimination of ruts up to 30 mm deep is part of the road maintenance work; the elimination of ruts up to 45 mm is part of the road repair work.

Consequently, on this section of roads, taking into account the rut depth, it was necessary to carry out repair work.

As follows from the review of the State Public Institution SO "Road Administration", (vol. 2, case file 56), the section of the road on which the accident occurred is not included in the lists of objects for work and major repairs for 2011. Thus, the State Treasury Institution of the Sverdlovsk Region “Department of Highways” is the person responsible for organizing the repair work of this road, while references to the non-compliance of funding with the required standards cannot be accepted as valid.

In such circumstances, the judicial panel comes to the conclusion that responsibility for failure to carry out the necessary repairs of this section of the road should be borne directly by the State Institution SO "Road Management", as it did not include this road in the list of repair objects due to the obligation provided for in paragraph 9 of the Resolution Government of the Sverdlovsk Region No. dated November 10, 2010, and did not organize repairs to eliminate the rut.

Analyzing the circumstances of the case, the mechanism of development of the accident, the actions of the drivers involved in the accident, and assessing them in conjunction with the evidence presented in the case, the judicial panel believes that, along with the fact that there is guilt of the defendant E. in committing the accident, since in violation of clause 10.1 He did not take into account the traffic rules and meteorological conditions, chose a speed that did not provide the ability to constantly control the movement of the vehicle to comply with the requirements of the Rules; the cause of the accident was also the unsatisfactory condition of the road surface, which had a rut, and when it got into which the defendant lost control.

At the same time, there was no evidence presented to the court that any traffic warning signs were installed in front of this section of the road, nor was there any evidence that defendant E. was moving at a speed exceeding the established limit on this section of the road.

The board comes to the conclusion that the cause of the accident was equally were both the actions of the driver E. and the inaction of the defendant GKU SO "Road Administration", who did not ensure the safe movement of vehicles along the highway in the area of ​​the accident site by repairing and eliminating ruts.

Based on this, the share of guilt of these defendants is to be established in the proportion of 50% to 50%, and therefore, the decision to recover damages from E. is subject to change in terms of the amount of the amounts collected, and cancellation in terms of the refusal to satisfy the claims against the defendant GKU SO "Management" highways." Damage is subject to recovery from these persons in equal shares.

Moreover, since E.’s liability is insured by GSK Yugoria OJSC, which is obliged to answer within the limits established by law insurance payment limit<…>rubles, from E. in favor of the plaintiff should be recovered as compensation for material damage<…>, from the State Public Institution SO "Administration of Highways" should be recovered<…>, based on the amount of damage requested by the plaintiff<…>.

Costs of state duty collected from E. in the amount<…>, on filing a claim<…>ruble, expenses for a representative<…>rubles, expenses for the examination<…>rubles are also subject to recovery from defendants E. and GKU SO "Administration of Highways" in equal shares.

The rest of the decision must be left unchanged.

Based on the above, guided by art. Art. 320, 327.1, paragraph 2 of Art. 328, 329 of the Civil Procedure Code of the Russian Federation, judicial panel

determined:

the decision of the Asbestovsky City Court dated November 27, 2013 to change in terms of the amount of recovery of material damage, expenses for payment of state duty, drawing up a statement of claim, expenses for a representative, payment for a forensic examination from E., collecting from him in favor of K. for compensation for material damage<…> <…> <…> <…>rubles, collecting from E. in favor of the Federal budgetary institution Ural Regional Center for Forensic Expertise of the Ministry of Justice of the Russian Federation<…>rubles

The said decision should be canceled in terms of the refusal to satisfy K.’s claims against the State Institution SO “Administration of Highways” and make a new decision in this part, by which to recover in favor of K. from the state treasury institution of the Sverdlovsk region “Administration of Highways” for material damage<…>, towards the cost of state duty<…>, towards the costs of paying for the services of a representative<…>rubles, towards the costs of drawing up a statement of claim<…>rubles, having recovered from the State Public Institution SO "Administration of Highways" in favor of the Federal Budgetary Institution Ural Regional Forensic Center of the Ministry of Justice of the Russian Federation<…>rubles

The rest of the decision remains unchanged.

Presiding
V.Yu.ZARUBIN

Judges
L.I.PANFILOVA
M.V. SAFRONOV

Don’t drive on our roads; sometimes it’s scary to walk; there’s a chance of tripping or slipping on a rut that reaches up to ten centimeters in some places, although according to GOST there shouldn’t be one at all. This is how car owners beat their own expensive cars, mother of our roads. Today is our interview with the state traffic inspector Ilya Polukhin.

– How many accidents occur due to poor road surfaces?

– Since the beginning of the year, 195 accidents have occurred, only one of which was due to defects in the road surface.

- Just one? We have terrible roads and it’s not to say that all drivers do not comply speed mode. After all, just yesterday there was an accident in front of Ogonyok, probably due to a rut.

– I think that there are accidents due to the track, but the fundamental thing is still traffic violation by the drivers themselves, for example, failure to give priority to a car that is moving along main road. Often accidents occur because the driver gives up in reverse, at the same time, he is not convinced of the safety of his maneuver, and our drivers also violate the speed limit. The driver drives, sees that it is snowing, icy, and rutted, but he does not slow down, but drives as he pleases.

– What rutting is acceptable according to GOST? Look - on the streets of our city, especially in Sverdlov, there are very deep ruts.

– According to GOST, there should be no rutting at all. GOST states that roadway surfaces should not have subsidence, potholes, or other damage that impedes the movement of vehicles. The maximum dimensions of individual subsidences and potholes should not exceed 15 centimeters in length, 60 centimeters in width and 5 centimeters in depth. Nothing is said about rutting.

– Have you issued orders to the State Control Department to eliminate violations?

– Last year, the State Traffic Safety Inspectorate of the city of Kachkanar, together with the State Traffic Safety Inspectorate for the Sverdlovsk Region, examined the roads of the Kachkanar urban district, and as a result of the inspection, ruts were identified. An order was issued to the head of the city to eliminate the rutting of the road surface on Oktyabrskaya and Sverdlova streets.

- But nothing has been corrected, as there was a rut, that’s how it remains.

– Indeed, the rut has not been eliminated, but is temporarily established road sign“Rough road” on Oktyabrskaya Street and near Mebelny.

– Who, besides the mayor, received instructions on bad roads?

– Orders are received by persons responsible for maintaining roads in the city

– How much were they fined for non-compliance?

– Fines were issued in accordance with the sanctions under the articles Administrative Code RF.

– Is it convenient for you, as a driver, to drive on our roads?

- No. It seems to me that any driver will say that he feels sorry for his car.

- And what is wrong?

– Roads should be cleaned down to asphalt, but, unfortunately, this is not happening here.

The conclusion suggests itself is this: if you don’t want to damage your cars, bought for a lot of money, walk or drive along all Kachkanar roads at 20 km/h. Otherwise, while you wait for the officials to find the money and get ready to correct all the regulations, you may be left without a car.

The evenness of the road surface is one of the main factors of traffic safety. But during operation, a rut inevitably appears, preventing safe movement. What is the reason for its formation, how to avoid its occurrence, is it possible to control the process of rutting and prevent it - we talked about this and much more with the largest professional in this field, professor at the Rostov State University of Civil Engineering, chairman of the board of directors of Avtodor-Engineering LLC. Sergei Konstantinovich Iliopolov.

– Sergey Konstantinovich, what is the reason for the formation of ruts on the highway?

– main reason Rutting is explained by the processes of accumulation of residual deformations in the elements of the road structure, that is, in each layer of road pavement and in the upper layer of the road surface. This is the so-called plastic track. The second and main reason is the wear of the top layer of pavement as a result of the combined effects of wear and premature unstandardized destruction of the asphalt concrete layer under the influence of external factors, which include, along with the impact of wheels, precipitation, temperature changes and solar radiation. This rut ​​of destruction and wear is formed only in the upper, closing layer of the road surface. And it’s good that the concept of a wear layer was introduced into the industry normative documents in the ODN, issued last year, regulating the period for restoring or replacing the top layers of the coating, as well as in the GOST, which is being prepared. Therefore, it is more correct to say that the second type of rut is formed due to the premature destruction and wear of the road pavement layer, that is, the top layer. In real operating conditions of a highway, both of these factors also act together and significantly affect traffic safety. But they need to be separated not only in order to understand the reasons for the formation of rutting, but also in order to know how to deal with this rutting.

– Is it possible to get away from the plastic rut altogether and resolve this issue normatively?

– It is completely impossible to escape the plastic rut. Even if we take into account all the factors at play, we cannot change the existing nature of the material. For example, any asphalt concrete is inherently an elastic-viscous plastic material, which has all the main manifestations characteristic of this category of material: fatigue of load perception, and redistribution of the main frame material - crushed stone, which is part of asphalt concrete, since the main element of asphalt concrete is dispersed the structure is asphalt binder, giving it the properties of an elastic-viscoplastic body. This is not an elastic body; it will accumulate residual deformations as it is loaded. The only difference is that the elastic-plastic properties and properties of accumulation of residual deformation of asphalt concrete are somewhat dependent on temperature.

I would like to note the absolute disregard for the physical nature of asphalt concrete when calculating flexible road pavements, where each body taken into account is taken as having elastic properties, which in its essence is not such. This also eliminates residual deformation after loading. As you know, when a load is applied, the body is deformed, and when it is removed, it should be restored to its previous size. Here, asphalt concrete under cyclic load, being an elastic-viscoplastic body, cannot be restored to the same parameters; it will recover, but a little less. This difference is called residual deformation.

– Is it possible to control the process of rutting on our roads?

– With existing regulatory framework it is forbidden. Asphalt concrete, like other materials present in non-rigid road pavement, as has already been said, is accepted as rigid, without being so in essence.

– Is there a way out in such a situation?

– It is necessary to improve the design standards for flexible road pavements by introducing two additional controllable criteria into the calculation: the accumulation of calculations of flexible road pavements for the accumulation of residual deformation and the formation of fatigue cracks. Asphalt concrete in the existing regulatory framework is considered as a material that can withstand any number of loads over the design period specified in the standards. Until recently, depending on the road climate zone and road category, this period was 18 years, today it is 24 years. These are the time between repairs during which it is assumed that an absolutely elastic body, which is asphalt concrete, should work without violating its continuity, or more precisely, without the formation of fatigue cracks. This is a myth that anyone can understand. If even steel, a much harder body, has fatigue, which causes the metal to rupture, then what can we say about asphalt concrete. In the modern regulatory framework, it makes no difference for which road we are designing: with a traffic intensity of more than 110 thousand cars per day or 20 thousand cars per day. It is clear that the effectiveness of asphalt concrete in different conditions will be different. The service life of the road pavement is determined by the category of the road and the existing loads included in the calculation, but nowhere are there requirements for the resistance to fatigue failure of asphalt concrete, on the basis of which the service life is not calculated, or for a given service life of the road pavement, the period of operation after which the occurrence of fatigue failure to plan repair activities. It is precisely for this purpose that it is necessary to develop one of the two criteria that I named above.

If the formation of rutting is an obvious fact, then cracks are an insidious factor that is not always evident, but its influence and the need to be taken into account in the calculation are sometimes more significant.

First reason. Asphalt concrete is included in the calculation of road pavement with certain specified physical and mechanical properties, primarily its elastic modulus. And even in everyday life, we always call the strength of a certain structural element consisting of asphalt concrete as the modulus of elasticity of asphalt concrete. And herein lies another root of evil. For road pavement, the parameters and strength of the layer, rather than the material, are extremely important. Thus, on performance characteristics Even a flexible pavement is primarily influenced by the modulus of elasticity of the layer of asphalt concrete mixture or asphalt concrete. As soon as fatigue cracks form in this layer, a discontinuity occurs. And with the same modulus of elasticity as a material, we get a sharp decline strength, since when broken into blocks, the load distribution system fundamentally changes, and all lower layers will experience a much greater load in the crack zones. It would seem like elementary things, but no one talks about them today; they are the scourge of our roads.

The second reason. By getting fatigue cracks, we get non-standard condition of flexible road pavement. Under these conditions, the design schemes laid down in the standards no longer work, and the road pavement must continue to work.

For heavily loaded highways with a traffic intensity of over 100 thousand cars with four lanes, that is, roads of the first category, and often the second category, the package of asphalt concrete layers should usually consist of three layers. And these three layers in total must be no less than a certain thickness - 28 cm. By the way, in the regulatory framework of the Russian Federation there is no criterion that would determine the recommended thickness of asphalt concrete layers and what it depends on. Today you will not find a single explanatory material anywhere that could indicate the factors that make it possible to determine minimum thickness package of asphalt concrete layers. We are getting closer to developing this normative document, which will answer the question why the package of asphalt concrete layers cannot be less than a certain value. This value is determined by the composition and intensity of traffic and the need for this package to absorb the high-frequency part of the dynamic spectrum of the vehicle's impact. This criterion, in my opinion, is very important. The most high-frequency energy-intensive part of the spectrum of the dynamic impact of cars should be absorbed by asphalt concrete, since it, having a certain continuity, contains asphalt binder, that dispersed part in which, like a viscous substance, these frequencies of the car’s impact are absorbed. What is frequency? This is a certain effect determined by the wavelength. We must absorb that part of the dynamic spectrum, the wavelengths of which are comparable to the thickness of the asphalt concrete layer package. As this thickness decreases, a significant part of the spectrum falls lower, into those layers that are not able to resist this energy impact at long frequencies. And if there is crushed stone even further away, this will mean a significant increase in the abrasion of the material and its transformation into stone flour within 5–7 years with a service life of the road pavement of 24 years. There are no recommendations or criteria on this topic either.

– Why are fatigue failures more dangerous than plastic failures?

– Taking fatigue damage into account and preventing its occurrence is very important. Fatigue cracks form on the lower edge of the last top layer of asphalt concrete in a package of asphalt concrete layers, since it is this edge that experiences maximum tension. Consequently, we can get fatigue cracks on the bottom edge of the last, third layer. The process of crack growth upward is very fast. Within six months we will get an sprouted crack, and with each subsequent layer the rate of its formation will be higher, because an ever smaller mass of asphalt concrete will resist tensile stress, especially since the edges have always served as a stress concentrator. Thus, cracks appear on the surface of the coating, and they can be strictly transverse, or at an angle, or longitudinal, or a network of cracks. The problem is not even that this creates discomfort when moving, when a network of cracks forms, fragmentation of the asphalt concrete of the top layer of the pavement is quickly achieved, moisture will penetrate into the resulting crack, but that the continuity of the package of asphalt concrete layers is disrupted, which at the same time radically change their distribution ability on the lower layers. And the lower layers of the base begin to experience stresses for which, according to their physics, they are not designed. As a result, we sharply reduce the resource of the underlying layers, the working life of which significantly exceeds both 20 and 30 years. We are simply destroying this resource. Therefore, fatigue failures are of fundamental importance from the point of view of the durability of flexible road pavements.

The way out of this situation is very simple. You cannot talk about certain things and phenomena until you control them. Neither rutting nor fatigue failures are normatively defined anywhere in the Russian Federation today, and no one controls this process, because it can only be controlled when you know how to calculate it and know the laws of its formation.

Thus, there is an urgent need to develop two new criteria. The first is the calculation of flexible road pavements for their operational durability, or reliability, which would make it possible to calculate the accumulation of residual deformations in the form of the formation of transverse unevenness or plastic rutting during the design service life of the flexible road pavement. The second criterion is that flexible road pavements must be designed for the accumulation of fatigue damage. Until we receive two graphs of the accumulation of residual deformation of fatigue damage by year of the life cycle at the design stage, we will not only manage these processes, but will not even be able to meaningfully state the very fact of the existence of these problems.

– Is there a way to solve these problems? In what direction should we move?

– The state company Avtodor has repeatedly stated at all levels over the past five years that such criteria are necessary. And moreover, the main difficulties in developing these criteria do not even lie in the fact that we must admit the imperfection of methods for calculating road pavements. We need new criteria for the level of operational condition of highways during the operation of flexible road pavements. The most a big problem, which the State Company proposed to undertake, these are the methods, the knowledge, the scientific schools that can implement and solve it. These are calculation methods, development of criteria on the basis of which the methods will work. Today we have scientific schools that are not only able to solve this issue, but are already working for the State Company "Avtodor" to resolve these problems. And I really hope that by the end of 2018 these criteria will be presented for testing. This will allow us to control the processes that we are talking about, because today even the technical elite of the road industry does not clearly understand that all problems with the top layers of pavement, including increased turnaround times, cannot be solved by the top wear layer alone. There is an integral aggregate indicator of the health of the entire road structure.

Each element of the road structure, including the roadbed, makes its contribution to the formation of plastic rutting or unevenness. The evenness of the top layer of flexible road pavement should begin with the evenness of the upper layers of the roadbed, the lower underlying layers, the lower asphalt concrete layers of the package, and the evenness of the upper, closing layer is their integral, summing indicator. So, all the problems that drivers face on our roads are fatigue failures, rutting resulting from the destruction of the top layer, because all these parameters do not have not only criteria, but even an internal understanding of the need to take them into account.

– What are the main factors in determining the durability of road pavements?

- It's about accumulation. If we are talking about rutting, we remember that two factors contribute to it: the accumulation of residual deformation in each element of the road structure, plus the destructive and abrasive effect of the car’s wheels, for which the structure of the upper closing layer is primarily important. In order to control these processes, as I have already noted, it is necessary to create methods that take into account the accumulation and formation of residual plastic deformation in non-rigid road pavement. Both humidity and temperature are of primary importance for each item of clothing. Humidity, for example, for subgrade soil or sand-gravel mixture is important because the strength of the subgrade is directly proportional to its density, and density is inversely proportional to moisture content. Humidity will definitely be taken into account in these criteria. The same is true for asphalt concrete: at 20 °C it works in a completely different way than at 60 °C. All these factors should be involved in the methodology for calculating flexible road pavements for the accumulation of residual deformations. Likewise, fatigue is significantly dependent on the soil moisture of the subgrade, since when waterlogged, the load-bearing capacity is generally lost and asphalt concrete will work in much more severe conditions, since there is practically nothing for it to rely on. Therefore, all these factors are fundamental in determining the durability of road pavements.