RU2135670C1 - Transportation complex of megapolice and method for regulating and relieving passenger, cargo-passenger and cargo traffic flows in it - Google Patents

Abstract

FIELD: construction engineering. SUBSTANCE: according to invention, transportation complex of large cities such as Moscow with suburbs must have at least two belt or ring highways with external of them containing at least 0.45-0.48 crossing units per 1 km with other motor roads of transportation complex, and at least 22% of them are crossing with highways which connect megapolice with other megapolices, and not less than 77% of then are crossings with highways which connect megapolice with cities and towns which are close to megapolice. Given in description of invention is also optimal number of crossings with railway trunk lines and branches, with lines of coastwise trade, optimal number of medium and small bridges in separate grade crossings, and of tunnels according to sectors of external ring highway. Method for regulating and relieving traffic flows of complex is aimed at periodic, without disturbance to traffic, reconstruction of at least part of highways in complex and/or artificial structures for ensuring optimal introduction of them according to types of structures and to sectors of external ring highway per 1 km of its length. EFFECT: higher efficiency. 25 cl, 233 dwg, 2 tbl

Description

 The invention relates to the field of construction, namely to transport complexes of large cities - megacities with their suburbs, such as Moscow, and to methods for regulating and unloading passenger, cargo-passenger and cargo flows of a transport complex of a metropolis.

 The transport systems of cities - megacities are single transport complexes consisting of various types of transport structures - radial and ring highways, artificial structures in their composition, land, underground, water and air highways including metro lines, railways and airfields.

 The arrangement of the main transport systems of the world is based on the fact that all the main highways, including metro lines, pass through the central part of the city, the ends of the highways on the peripheral part of the city do not close with each other, or are interconnected by a ring highway located in the peripheral part of the metropolis.

 The closest to the invention in its essence and the achieved result is the transport complex of the metropolis, including a system of intersecting motor, tram, trolleybus, railway lines, metro lines, including, including radial-ring structures, bridge crossings, overpasses at the intersections of transport highways, transport interchanges, flyovers, bus and train stations for other modes of transport, airports (see, for example, RU 2104363 C1, 02/10/98).

 In terms of the method of regulation and unloading of passenger, passenger-and-freight and cargo flows of a megalopolis transport complex, the method closest to the invention in its essence and the achieved result is a method comprising the movement of flows of transport units along a radial-ring system of intersecting highways and artificial engineering structures in their composition and redistribution of flows along highways, including those intended for different speeds of movement (see, for example, RU 2104363 C1, 02/10/98).

 The disadvantages of the known solutions are the low transport capacity, which does not satisfy the increased needs of the metropolis, the need for frequent repairs, the obsolete designs of interchanges and other artificial engineering structures, which also do not satisfy the increased needs of the metropolis, and the environmental degradation.

 The objective of the present invention is to optimize the transport complex of the metropolis, to optimize the method of regulation and unloading of passenger, freight and passenger and freight flows of the transport complex of the metropolis, to ensure the possibility of reducing labor and material costs, as well as operating costs, as well as the construction time due to the possibility of optimal selection of the required number of artificial structures per 1 km of the highway, as well as the optimal selection of the composition of the used asphalt concrete, steam trov of structural elements of pavement and man-made structures as part of highways and highways, ensuring safe, uninterrupted traffic and increasing the capacity of the transport complex while ensuring redistribution of traffic flows at the intersection of highways and highways, creating conditions for convenient and safe intersection of highways by pedestrians, automobile and railway transport while improving the environmental situation, ensuring long-term STI safe operation and increase the duration of reserve maintenance periods.

The task in terms of the construction of the metropolitan transport complex is solved due to the fact that the metropolitan transport complex, which includes a system of intersecting motor, tram, trolleybus, rail lines, metro lines, including radial-ring structures, bridge crossings, overpasses at intersections of transport highways , transport interchanges, flyovers, bus and train stations for other modes of transport, airports, according to the invention, is made with at least two ring cars at least the outermost one, located in the peripheral zone of the metropolis, contains at least 0.45-0.48 units / km of intersections with other roads of the complex, of which at least 22% are intersections with highways connecting the metropolis with other megalopolises, and not less than 77% - intersections with highways connecting the megalopolis with cities and towns adjacent to the megalopolis, and the transport complex also contains intersections with highways and railway lines, quantities each of which is at least 63% of the number of intersections with motorways connecting the metropolis with other megacities, as well as at least three intersections with coastal shipping lines, at least three bridge crossings at the intersections of the ring motorway with coastal shipping lines, at least seven average and small bridges, elevated and underground pedestrian crossings, while the intensity of traffic flows and the corresponding saturation with intersections and artificial structures in various sections x, at least of the outer ring highway, are differentiated by sectors of the metropolis bounded by the outer ring highway and formed by the intersection of the lines, one of which connects the start point of the conditional <zero> kilometer located on the axial line of the outer ring highway and half the distance from the first the length of the axial line of this highway, and the other connects two points located on the axial line of this highway at the points where it intersects with a line passing through the middle of the first nor is closer to it, and the ratio of the lengths of the sections of the ring highway along the axial line in each sector l ₁ , l ₂ , l ₃ , l ₄ between the indicated successively located points, counting clockwise from the conditional “zero” kilometer, is: l ₁ : l ₂ : l ₃ : l ₄ = (1,034-1,039): (0.949-0.955) :( 0.961-0.965): 1, and the saturation with artificial structures per 1 km of the highway in these sections is:
with the length of the section l ₁ = (28.0-28.4) km - by type of structure: medium and small bridges - (0.035-0.045) units / km, railway / road overpasses - (0.14-0.16) / (0.42-0.46) units / km, overpasses - (0.06-0.075) units / km, tunnels - 0, transport interchanges - (0.38-0.42) units / km, elevated pedestrian crossings - (0.48-0.53) units / km, underground pedestrian crossings - (0.18-0.22) units / km,
with the length of the section l ₂ = (25.7-26.1) km - by type of structure: medium and small bridges - (0.035-0.045) units / km, railway / road overpasses - (0.10-0.12) / (0.32-0.36) units / km, flyovers - 0, tunnels - 0, traffic intersections - (0.35-0.39) units / km, elevated pedestrian crossings - (0.39-0.43) units / km, underground pedestrian crossings - 0,
with the length of the section l ₃ = (26.7-27.1) km - by type of structure: medium and small bridges - (0.13-0.17) units / km, railway / road overpasses - (0.11-0 , 13) / (0.63-0.69) units / km, overpasses - (0.07-0.09) units / km, tunnels - (0.07-0.09) units / km, transport interchanges - (0.51-0.57) units / km, elevated pedestrian crossings - (0.48-0.52) units / km, underground pedestrian crossings - 0,
with the length of the section l ₄ = (27.0-27.4) km - by type of structure: medium and small bridges - (0.035-0.045) units / km, railway / road overpasses - (0.065-0.075) / (0.034-0.037 ) units / km, overpasses - (0.065-0.08) units / km, tunnels - (0.10-0.12) units / km, interchanges - (0.17-0.19) units / km, above-ground pedestrian crossings - (0.38-0.40) units / km, underground pedestrian crossings - (0.065-0.075) units / km, and the saturation per 1 km of the highway, at least by traffic interchanges, medium and small bridges and elevated and underground pedestrian crossings totals (0.945-0.955) units / km, trans saturation by ortho interchanges along the length of the highway - at least (0.36-0.37) units / km, saturation with pedestrian crossings - at least (0.515-0.525) units / km with a ratio of the number of underground and aboveground of them being 1: (6.120- 6.140) units / km, and the saturation with medium and small bridges takes at least (0.06-0.07) units / km, and at least most of the intersections, including transport interchanges, are multi-level, at least three transport interchanges are made with the possibility of redistribution of traffic flows at three levels, and at least one transpo Mercury isolation is made with the possibility of redistributing traffic flows at four levels.

 The transport complex of a megalopolis can be a complex of a megalopolis Moscow, and its outer ring highway, located in the peripheral zone of a megalopolis, forms the Moscow ring road with a length of 108.2 km, counting clockwise from the start point of the conditional “zero” kilometer located in the traffic intersection at the intersection of the ring highway and the Gorky highway and coinciding with the intersection of the axis of the ring highway with the directional interchange.

 The bridge over the Moskva River on the ring highway near the village of Besedy can be made in the form of a new bridge and an existing reconstructed bridge located next to it, and the new bridge is made under five lanes of unidirectional three-span traffic with equal extreme spans and an average span, which is 1.80 in length - 1.85 times the length of each extreme span, and the span of this bridge is made of continuous metal with an orthotropic plate, monolithic reinforced concrete supports on a pile the base of prismatic piles and expansion joints on the extreme supports, and the reconstructed existing bridge was also made under five lanes of unidirectional traffic, three-span arched, with an average span exceeding each last one by 1.80-1.85 times, and the span with reinforced metal and reinforced concrete arches, included in the joint work with arches with an orthotropic plate of the carriageway, expansion joints and reinforced supports.

 The bridge over the Moscow River on the highway highway near the village of Spas can be made in the form of adjacent bridges for five lanes of unidirectional traffic each, one of which, newly built, is made three-span with two extreme equal spans and a middle span, the length of which is 1, 8 (3) times the length of the extreme span, and the span is made of metal, continuous, beam of constant height with an orthotropic plate, the intermediate supports are monolithic on a pile base from a prism piles, and foundations - monolithic on a pile foundation with a combination of communications and expansion joints, and the other bridge - a reconstructed existing one - is made by an arch-cantilever non-support system with a ride on top, two spans of 98 m and a navigational zone formed by two parts facing each other spans and having a width determined by the distance between the intermediate supports, moreover, this bridge is made with reinforced arches, the cavities of which are filled with concrete reinforced with rod reinforcement, and the bridge is equipped with an additional longitudinal plate located at the top of the puffs, which is made with prestressed reinforcement in the form of strained strands of beams, and the roadway plate is also reinforced, prestressed, reinforced with strands of strained strands, and racks, crossbars, cornice block, supports, cabinet walls supports and locking hinge are also made reinforced.

 Bridge passage through the channel to them. Moscow on the highway highway near Khimki can be made in the form of adjacent bridges, each under five lanes of unidirectional traffic, moreover, one of the bridges is made of three-span with equal extreme spans and an average span, the length of which is two times the length of each extreme span moreover, the bridge span is made of metal, continuous, beam constant height, with orthotropic plate, monolithic reinforced concrete supports on a pile foundation, with expansion joints on to aynih supports, and the second bridge is located on the site of pre-existing bridge, and is configured similarly to the first re-constructed bridge.

An overpass at the intersection of the ring highway by the Smolensk direction of the Moscow Railway can be bypassed, crosses the highway in plan at an angle of 90 ^o and is made four-span with spans, the middle of which have a length not less than 2.6 times the length of the end spans, intended for the passage of two railway tracks, and the spans are made of metal, continuous in the form of a beam structure, consisting in cross section of two I-beam blocks with a length of not more than 30 m and an assembly weight of not more than 40 tons, combined by mounting plates on high-strength bolts with the formation of a trough-shaped cross section with a distance between the main beams 1.15 - 1.25 times greater than the building height of the superstructure, and consoles with a length of 0.65 - 0 , 85 of the building height of the superstructure, with the upper belt of the block formed by a two-tier orthotropic plate of the ballast trough, the longitudinal ribs of which are supported on the transverse beams, combined with the vertical stiffeners of the main beam, with the lower belt, which is made composite in thickness, mainly of two sheets, with the formation of a single diaphragm, and these diaphragms are installed along the length of the span with a step of 1.65-1.8 building height of the span, while at least at least, the coating of the ballast trough for each path is layered in the form of a protective metallization-paint composition, including a metallization, mainly zinc-aluminum coating, on top of which an impregnating epoxy coating is applied , which, in turn, is coated with an epoxy-polyurethane compound, on top of which two layers of quartz sand are applied, a protective-leveling layer of asphalt concrete and ballast from crushed stone under the railway track, while the supports are made separately standing under each railway track, pile with monolithic grouts , the average support is made on bored piles, the length of which is not less than three times the length of the piles of the remaining supports, and the diameter is 1 / 14-1 / 16 of their length, and the piles of the remaining supports are driven, prismatic these, and on the foundations movable support parts are installed, on one of the intermediate supports - fixed support parts, and on the other intermediate supports - respectively movable and stationary support parts, and on the intermediate supports masts of the contact network of the power supply of rolling stock are installed.

An overpass at the intersection of the ring highway by the Paveletsky route of the Moscow Railway can be located on a bypass, on a curve in plan with a radius of at least 800 m and with a longitudinal slope of 8.9 ^o / oo, designed to pass at least three railway tracks crosses the annular highway in plan at an angle of 76 ^o and is made four-span with spans, the middle of which have a length not less than 2.7 times the length of the end spans, and the spans are made of metal, single-track split, in the form of a beam structure made in cross section of two I-beams with a length of not more than 30 m and an assembly weight of not more than 40 tons, combined by mounting plates on high-strength bolts with the formation of a trough-like section with a distance between the main beams of 1.15 - 1.25 times higher than the building height of the span, and consoles, whose length is 0.65 - 0.85 of the building height of the span, and the upper belt of the block is formed by a two-tier orthotropic plate of the ballast trough, longitudinal whose ribs are supported on transverse beams, combined with vertical stiffeners of the main beam, rigidly connected with the lower belt, which is made integral in thickness, mainly of two sheets, with the formation of a single diaphragm, and these diaphragms are installed along the length of the span with a step of 1.65 - 1.8 of the building height of the span, while at least the ballast trough coating for each path is layered in the form of a protective metallization-paint composition, including metal lamination, mainly zinc-aluminum coating, on top of which an impregnating epoxy coating is applied, which, in turn, is coated with an epoxy-polyurethane composition, on top of which two layers of quartz sand are laid, a protective-leveling layer of asphalt concrete and ballast from crushed stone under the railway track, while the supports are made separately for each railway track, pile with monolithic grillages, the average support is made on bored piles, the length of which is not less than three times the length the piles of the remaining supports, and the diameter is 1/14 - 1/16 of their lengths, and the piles of the remaining supports are driven, prismatic, and movable supporting parts are installed on the abutments, stationary supporting parts are installed on one of the intermediate supports, and on the other intermediate supports - respectively, movable and fixed supporting parts, and on the intermediate supports are installed the mast of the contact network of power supply of rolling stock.

At the section of intersection of the Riga direction of the Moscow railway and Volokolamsk highway by the ring highway, the section of the ring highway in the intersection zone can be divided into two branches for opposite traffic flows, one of the branches being laid along the overpass made with six spans with the ratio of span lengths, counting along ring in a clockwise direction, comprising (0.85-0.97): (1.45-1.57): (1.15-1.21): 1: (0.46-0.52): 1, while the overpass is located in plan on a curve with a radius of 2000 m and on a vert an ideal curve with a radius of 10,000 m, and the fifth span is located above the existing railway tracks, and the axis of the supports of this span are located in plan at angles to the axis of the highway, respectively 83 ^o 37'- 83 ^o 41 'and 83 ^o 20'-83 ^o 22 ', and in the fourth and sixth spans, reserved sections are reserved for prospective railway tracks, at least one in each of the indicated spans, while in the third span an additional overpass with a carriage intended for two-sided adjacent to the main flyover is T-shaped on the movement of transport with the formation of an adjoining and unlocking section, respectively, for oncoming traffic flows along it, and in the first and second spans, a subgrade is prepared for passing the road, the axis of which is combined with the axis of the support common to these spans, located in plan at an angle of 83 ^o, more shestiproletnoy trestle is also made with a longitudinal line from the ring-down and cross slope of the carriageway and the ratio of the lengths of spans is 0.55: 0.6: 1: 1: 1: 1, wherein the repeating d the span of the additional flyover is not less than three times less than the repeating length of the spans of the main flyover, and the width is not less than 1.75 times less than the width of the last, the intermediate supports of the main flyover are made rack-mount on bored piles, united by a monolithic grillage, and, according to at least two racks are installed without alignment with the piles, while the spans are made of beams, and the carriageway with a one-sided transverse slope.

The overpass at the intersection of the Gorky direction of the Moscow Railway by a ring highway can be located in a plan at an angle of 70 ^o to the axis of the railway tracks and is made three-span with the extreme spans equal to each other in length and with an average span of 1.3 (3) times the length of the extreme span, and the span is made with a monolithic reinforced concrete slab of the carriageway under five lanes in each direction and a reinforced concrete beam span in the form of two separate tempos teratno-continuous beam span structures made of reinforced concrete beams with developed upper shelves adjoining side edges to each other, gutters are made of gantry type on a pile base, and intermediate supports are reinforced concrete columnar on a pile base.

The overpass at the intersection of the Ryazan direction by the ring railway of the Moscow Railway can be located in a plan at an angle of 75-77 ^o to the axis of the railway tracks and is made three-span with a monolithic slab of the carriageway under five lanes in each direction, with extreme spans of the same length, one of which it is intended for passing a promising railway track under it, and another - for passing a promising metro line under it, and a middle span located over the existing four railways zhnymi paths and configured length 1,5-1,20 times the length of the extreme span, the span formed with a central split mnogobalochnym temperature gap foundations - gantry type on the pile base and intermediate supports - columnar concrete pile at the bottom.

 A viaduct at the intersection of the Yaroslavl direction of the Moscow Railway by a ring highway can be located in a plan at an angle of 90 to the axis of the railway tracks and is made in the form of two separate continuous span structures of prestressed reinforced concrete beams, united on supports by hidden crossbars and a monolithic slab under five lanes in each direction, and the span structures are made of three-span with extreme spans, equal to each other in length, spans and the middle span, the length of of which is 1.45-1.50 times longer than the end span, gantry abutments are made on driven piles, and the intermediate supports are columnar on a pile foundation, while the distance between the posts within one support is no more than 3.5 times exceeds the width of the column in the cross section of the overpass, and the size of the cross section of the column along the overpass is 2.9 times smaller than its width.

The overpass at the intersection of the Oktyabrskaya Railway by the ring highway can be located in a plan at an angle of 60-62 ^o to the axis of the railway tracks and is made with a monolithic slab of the carriageway under five lanes in each direction, four-span, with three spans of the same length and one span of length , 1.25-1.35 times the length of each of the three spans, and the span is continuous, steel-reinforced concrete, low construction height with the approximation of the span over the main by rail, equal to 6.4 m and a central temperature gap, gantry abutments made on a pile base from prismatic piles, intermediate support between the first and second span, exceeding the first in length, is columnar on drill posts with a diameter of 1.7 m, and the rest intermediate supports - columnar with foundations on a natural basis.

A viaduct at the intersection of the Kursk direction by the ring railway of the Moscow Railway can be located in a plan at an angle of 90 ^o to the axis of the railway tracks and is made three-span with a monolithic slab of the carriageway under five lanes in each direction, with one extreme span having a length twice that of the other span and the average span 2.7 times longer than the smaller of the last spans, and the span of the middle span is made of steel-reinforced concrete cut, and pr the span structure of each extreme span is continuous steel-reinforced concrete, one abutment is made of gantry type on driven piles, and the other on bored pillars, and the intermediate supports are columnar, bezrotekovye on drill posts, while the overpass is made with expansion joints from sections, each of which is made profile of a neoprene elastomer reinforced with metal plates, and the upper surface of the sections is equipped with a protective aluminum plate with a grooved surface, and the abutment cone, along the edge it least this overpass, bulky reinforced plastic geogrid, wherein the lower surface layer formed compacted cones to K = 0.98 _{of sealing} with a mesh filling granite gravel packed and around the perimeter of the sole concrete cones made abutment, wherein the abutment adjacent cell geogrids concrete omonolicheny while the separation layer of nonwoven geotextile material is laid between the lower and upper slopes, the upper layer of the surface of the cones is interfaced with the elements of the cupboard part of the abutments and is monolithic tone filling geogrids cells.

An overpass at the intersection of the Savelovsky Direction of the Moscow Railway by a ring highway can be located in a plan at an angle of 84-89 ^o to the axis of the railway tracks and is made six-span with a monolithic slab of the carriageway under five lanes in each direction, and the span of the overpass within half the spans located above existing and promising railways, made of reinforced concrete, continuous, with a reduced construction height of the span structures, and in pre ate the other half of the spans - with reinforced concrete beam temperature-continuous, and the spans overlapped by reinforced concrete beams, and the span closest to them, covered by steel-reinforced concrete span, are made equal in length, and the other two spans are equal and each of them has a length of at least than 1.28 times the length of each of the four said spans, while the overpass has a central temperature gap and at least one transverse expansion joint, and the abutments are made of gantry type with the base, and the intermediate supports - columnar on a natural base and within each support pillars are united by a common foundation.

The overpass at the intersection of the Moscow-Kiev Railway by the ring highway can be located in a plan at an angle of 90 ^o to the axis of the railway tracks and is made three-span with a slab of the carriageway under five lanes in each direction, extreme spans equal to each other in length, and average span 25-30% longer than the end span, and the span is made of continuous metal beams with an orthotropic plate of the carriageway and a longitudinal central temperature gap ying gantry type of driven piles and intermediate supports - columnar, bezrostverkovymi on drilling pillars.

Overpass at the intersection of the ring highway with the highway Moscow - State Farm named after May 1 can be located above the ring line on a vertical convex curve with a radius of 2000 m at an angle to the axis of the ring line, equal to 52 ^o 45 'and is made two-span with equal spans and continuous solid span structure in the form of two massive ribs connected by a roadway plate , the surface of which is made with a slope on both sides of the axis of passage, comprising 2%, one of the extreme supports located on the regional side of the ring highway is made in the form of a loose foundation from monolithic reinforced concrete, the obverse part and side wings of which are made of bored piles with a diameter of 1 m and 0.75 m, respectively, and facing them facing a monolithic reinforced concrete slab, and the other extreme support located on the city side of the ring highway is made in the form of a loose foundation of precast monolithic reinforced concrete with openings in the form of retaining walls, and the foundation of this extreme support is made on a pile foundation of reinforced concrete prismatic piles, and the intermediate support is made of precast-monolithic, rack-mount with monol a final pile grillage on reinforced concrete prismatic piles, and the coating, at least on part of the length of the overpass, is made up of waterproofing 1 cm thick, a protective layer 4 cm thick, asphalt concrete 13 cm thick, or at least part length and / or the width of the carriageway over the protective layer, monolithic reinforced concrete with a thickness of 10 cm and sand asphalt with a thickness of 3 cm is laid.

A viaduct at the intersection of the ring highway with the highway for 76 km of the ring highway can be located in the body of the highway, with its left strip located in plan on a straight line, and in the longitudinal profile on slopes of 0.0176, 0.0182, 0.0152, and the right lane - in the plan on a horizontal curve with a radius of 2000 m, and in the longitudinal profile - on a slope of 0.0136, the angle between the axis of the left lane of the ring highway and the axis of the street. Kirov is 85 ^o 16'45 '', and the angle between the axis of the right lane of the ring highway and the axis of the street. Kirova is 83 ^o 22'13 '', and the span is made of single-span prefabricated reinforced concrete beams 24 m long, the extreme supports are monolithic reinforced concrete sofa-type on an armored foundation, and the expansion joints are closed and located above the extreme supports.

 Overpass at the intersection of the ring highway with the highway. Molokov-Mark can be located above the ring highway, in the plan - on a circular curve with a radius of 160 m and a transition curve, and in the longitudinal profile - on convex curves with a radius of 2000 m and a radius of 1500 m and made four-span with precast-monolithic frame-continuous, reinforced concrete pre-stressed span, and the middle and middle spans are made equal in pairs, each middle span is made with a length not less than 1.3 times the length of the outer span, supporting structures of spans made of prestressed beams of length 22 m and 28 m, respectively, which are combined into a continuous frame-continuous system, are monolithic with support sections of 2 m wide with the formation of transverse hidden crossbars above the intermediate supports, while on the second and fourth supports that are installed from external of the sides of the annular highway, the spans are supported on the struts of the supports through the rubber-metal supporting parts, and on the middle third support the support section is rigidly combined with the supports of the support, the intermediate supports are made mon cast, reinforced concrete from uprights of variable cross section in height, decreasing downward, with curvilinearly conjugated faces, while the uprights are supported on the grillage of the pile foundation, and the extreme supports are made of rack-gantry type on the pile foundation, while the expansion joints of the span are located above the extreme supports, the roadway coating is made up of a leveling layer 30 mm thick, waterproofing 10 mm thick, a protective layer 40 mm thick, on top of which asphalt concrete is located.

 Overpass at the intersection of the ring highway with the Podushkino highway - ul. Korneychuk can be located above the ring highway, in the plan - on a straight line, and in the longitudinal profile - on a convex curve with a radius of 1600 m and is made four-span with two equally spaced extreme spans and two equally spaced middle spans, and the average span is 1, 5 (5) times the length of the extreme span, while the span of the overpass is made of precast-monolithic reinforced concrete, prestressed beams with a length corresponding to the span length and a monolithic slab of the carriageway the daily supports are made of rack-mounted precast-monolithic on a pile base with prefabricated octagonal struts and knee-racks and monolithic foundations and crossbars, and the extreme supports are made of gantry type on a pile base with monolithic and cabinet walls, and expansion joints are located above the extreme supports, with the coating on the site an overpass of at least 0.27 of its full width is made up of a leveling layer with a thickness of at least 35 mm, waterproofing with a thickness of 5 mm, a protective layer with a thickness of 40 mm and ac altobetona 110 mm.

 An overpass at the intersection of the ring highway with the Moscow - Levoberezhnaya platform can be located above the ring highway on a convex vertical curve with a radius of 10,000 m and is made with a span of prefabricated reinforced concrete beams of I-section with prestressed reinforcement, which are combined into a temperature-continuous system the extreme supports are made in the form of gantry abutments with a monolithic pile grillage on prismatic piles, and the intermediate supports are frame-resistant n and bored pillars with a diameter of 1.5 m and 1.7 m, and bored pillars with a diameter of 1.7 m are located on the city side of the ring highway, and bored pillars with a diameter of 1.5 m are located on the regional side of the ring highway, and the leveling is made on top of the span a layer 30–50 mm thick, a waterproofing layer 10 mm thick, a protective layer 40 mm thick and 110 mm thick asphalt concrete.

A viaduct at the intersection of the Sevvodstroy railway line by the ring highway can be equipped with left and right broadening parts of the tunnel type for passing at least two traffic lanes in each direction on top, and the spans in the plan are located at an angle of 70-71 ^o to the axis of the railway tracks and are made in length 6.5-7.5 times smaller than its width, and the walls of the span of the tunnel type are made of reinforced concrete, supported on a reinforced concrete slab of the base with the formation of a ballast trough under the railroad rip path, and the outer side wall guideway provided with a facing of the protective wall made of bricks and dusting of the draining of soil, preferably layered reinforced adjustment, at least in the region of portal sites, while the lower part is made drainage in the form of a system of drainage pipes.

A viaduct at the intersection of the Usovskaya railway branch ring path can be equipped with left and right widening parts located next to the existing viaduct on both sides, consisting of spans for passing at least two lanes in each direction, and spans are located at an angle to the plan 61 ^o to the axis of the railway tracks and are made of single-span metal with an orthotropic slab of the carriageway and bezstrokovye monolithic supports on bored piles, p at the top of the slab of at least each broadened part, waterproofing is applied, coatings are made of layers of asphalt concrete, the lower of which is made of porous asphalt concrete, and the upper is made of dense.

A viaduct at the intersection of the Chaginskaya branch line by a ring highway can be equipped with left and right broadening parts located next to the existing viaduct on both sides, consisting of spans for passing at least two traffic lanes in each direction, and spans are located at an angle of 72 ^o for railway tracks made of a two axis and not cutting the metal plate with an orthotropic roadway and spans, one of which is 1.4-1.5 times longer than the other, by erhu plates each broadened portion applied waterproofing coating of asphalt concrete layers, the lower of which is made of porous asphalt concrete and the upper - of thick.

An overpass at the intersection of the Koksogazovaya branch of the Moscow Railway by a ring highway can be made with left and right widening parts located next to the existing overpass on both sides, consisting of spans for passing at least two lanes in each direction, and spans are located in plane at an angle of 52 ^o to the axis of the railway track and formed with a monolithic slab of the carriageway temperature- uncut spans, four-span with spans, the first, second and fourth of which are made equal in length, and the third span is located above the railway tracks and made 1.2 times longer than the length of each of the other spans, the abutments are made of gantry type on a pile foundation, and the intermediate supports are columnar, prefabricated, reinforced concrete on a pile foundation, on top of a monolithic slab of each broadening part, waterproofing is applied, a coating of layers of asphalt concrete, the lower of which is made of porous asphalt concrete, and the upper is made of dense, between iryayuschimi portions located new superstructure combined with broadened portions into a unitary structure and having a central longitudinal expansion gap, coating and waterproofing carriageway together forming a coated broadening parts roadway under five lanes in each direction.

 At least, overpasses for heating mains at the intersections of the ring highway can be double-span with a metal continuous span with a length of 85.3 m to 99.05 m, mainly open type with reinforced concrete monolithic supports on a pile or natural foundation, and at least at least one: the overpass is designed to pass at least seven pipes of different diameters with abutments in the form of massive reinforced concrete mines.

образной формы в поперечном сечении с наклонны ми стенками и горизонтальной нижней полкой, снабженные системой внутренних продольных и поперечных ребер и снаружи объединенные монтажными связями жесткости, причем ребра образуют несплошные диафрагмы

образной формы, по крайней мере, часть которых снабжена в верхней зоне стяжным элементом, а верхние торцы стенок диафрагм снабжены продольными опорными полками, которые объединены с нижней стороной плиты проезжей части эстакады, промежуточные опоры выполнены сборно-монолитными стоечного типа, каждая - из двух стоек, преимущественно, на свайном основании с опиранием через плиту ростверка, и/или, по крайней мере, с частью опор, установленных с опиранием на естественное основание через фундаментную плиту, или блок, при этом, по крайней мере, две пары стоек, расположенные в зонах размещения деформационных швов пролетного строения эстакады выполнены с уширенным ригелем или сдвоенными и объединены поверху ригелями, преимущественно, железобетонными, а крайние опоры-устои выполнены с бесстоечным опиранием ригелей на поперечный ростверк, объединяющий соответствующий опорный куст свай, при этом на концах эстакады и в средней части ее длины оси опор, проходящие через центры поперечных сечений образующих опору двух стоек расположены нормально к вектору сдвигающих, в том числе температурных напряжений и деформаций и нормально или квазинормально к продольной оси эстакады, а на участках длины эстакады между указанными опорами оси опор размещены под углом меньшим или большим 90^o к продольной оси эстакады или к касательным к оси в точке ее пересечения с осью опоры, причем оси опор отклонены в плане в разные стороны относительно средней опоры, выполненной с неподвижным опиранием пролетного строения, а оголовки стоек в зависимости от места расположения последних в эстакаде снабжены неподвижными, или линейно-подвижными, или подвижными опорными частями в различных сочетаниях пар стоек с различной угловой ориентацией вектора возможных перемещений линейно-подвижных опорных частей, при этом угол α между вектором возможных перемещений линейно-подвижной опорной части и осью опоры, проходящей через центры поперечных сечений образующих опору пары стоек, выполнен для каждой опоры с линейно-подвижной опорной частью соответствующим углу между осью опоры и хордой, проведенной между центрами осей данной опоры и ближайшей неподвижной опорой и в пределах эстакады имеет величину 20^°≤ α ≤ 90^°, при этом эстакада первого направленного съезда выполнена с восемнадцатью опорами, содержащими каждая не менее двух стоек, причем обе стойки третьей, девятой и шестнадцатой опор, считая со стороны въезда на эстакаду, выполнены с неподвижными опорными частями, десятая опора выполнена с одной неподвижной, а другой - линейно-подвижной опорными частями с вектором возможных перемещений последней, совпадающим с осью, проходящей через центры поперечных сечений стоек опоры, шестая и четырнадцатая опоры выполнены в зоне деформационных швов пролетного строения с уширенными ригелями или сдвоенными с двумя парами стоек, установленных по обе стороны деформационного шва и объединенных в верхней части ригелями, причем все опоры, кроме содержащих стойки с неподвижными опорными частями, содержат размещенные в плане с выпуклой стороны эстакады стойки с подвижными опорными частями, а с вогнутой в плане стороны эстакады - стойки с линейно-подвижными опорными частями, угол α между вектором возможных перемещений и осью опоры составляет: для первой, второй, пятнадцатой, семнадцатой и восемнадцатой опор - 90^o, для четвертой опоры - 36^o, для пятой опоры - 44,15^o, для шестой опоры - 20,04^o - для стойки, обращенной к третьей опоре, и 60,55^o - для стойки, обращенной к девятой опоре, для седьмой опоры - 53,48^o, для восьмой опоры - 53,67^o, для одиннадцатой опоры - 37,89^o, для двенадцатой опоры - 36,78^o, для тринадцатой опоры - 50,1^o, для четырнадцатой опоры - 72,18^o - для стойки, обращенной к десятой опоре, и 41,73^o - для стойки, обращенной к шестнадцатой опоре, причем подвижные и линейно-подвижные опорные части выполнены с допустимой амплитудой перемещений по ним ± 150 мм, при этом путепровод в центре пересечения нижележащей автодороги и магистрали расположен на выпуклой вертикальной кривой R = 10000 м и уклоном 3,1 ^°/°° и выполнен четырехпролетным с пролетами 18 м, 33 м, 33 м и 18 м, при этом пролетное строение выполнено неразрезным из монолитного предварительно напряженного железобетона и в поперечном сечении выполнено из двух частей, каждая из которых предназначена для движения в одну сторону и состоит из трех массивных ребер, объединенных поверху плитой проезжей части, а опоры моста выполнены сборно-монолитными на свайном основании, причем крайние первая и пятая опоры с одной стороны от оси путепровода выполнены козлового типа со свайным ростверком, телом опоры, насадкой и шкафной стенкой из монолитного железобетона, а свайное основание - из железобетонных призматических свай или из металлических труб, а с другой стороны от оси путепровода - крайние опоры выполнены свайного типа на железобетонных сваях, причем насадка и шкафная стенка также выполнены из монолитного железобетона, а промежуточные опоры - вторая, третья и четвертая выполнены сборно-монолитными, стоечными с монолитным свайным ростверком и сборными массивными стойками с закругленными гранями, при этом одни путепроводы тоннельного типа размещены в теле нижележащей автодороги, расположены в плане частично на круговой кривой R = 3000 м, а частично - на переходных кривых, а в продольном профиле - на выпуклой кривой К = 5000 м и выполнены в виде двух однопролетных путепроводов рамной монолитной конструкции, при этом путепровод под один из дополнительных левоповоротных съездов имеет криволинейное очертание в плане, а другой выполнен косым и пересекает расположенную над ним нижележащую дорогу в плане под углом α = 39^°, причем фундаменты опор путепроводов выполнены на свайном основании из железобетонных призматических забивных свай, при этом плиты ростверков, стены и ригели выполнены из монолитного железобетона, переходные плиты также выполнены монолитными с опиранием задних концов на щебеночную подушку, а между путепроводами переходные плиты имеют переменную длину, а другие путепроводы тоннельного типа размещены в теле вышележащей автодороги, расположены в плане на прямой, а в продольном профиле - на вогнутой кривой К = 8000 м и выполнены в виде двух однопролетных путепроводов монолитной конструкции, при этом опоры путепроводов выполнены в виде ряда буровых столбов, омоноличенных железобетоном защитной стенки, причем фундамент портальных стенок также выполнен на буровых столбах с монолитной железобетонной плитой ростверка, переходные плиты выполнены монолитными с опиранием задних концов на щебеночную подушку и между путепроводами переходные плиты имеют переменную длину.The traffic intersection at the intersection of the ring highway with the underlying road - Yaroslavsky Highway can be made four-level with located in each of the four sectors, formed by the intersection, loop left and right turns, adjacent to the intersecting highway and highway, and an overpass in the center of the intersection located at the intersection center located at the intersection center located at the intersection center located at the intersection center moreover, the traffic intersection is equipped with four left-hand directional ramps, two of which are designed to meet of directional traffic flows from the underlying road to the highway and, at least, part of the length, each of them is made in the form of an overpass of variable curvature in plan and profile, forming the highest additional level of traffic flow passage, and the other two are designed to be converted counter - directed traffic flows from the highway to the underlying road and, at least on a part of the length, laid under the highway and the underlying road in tunnel overpasses, merging with each other in the middle and separating at the end sections with the formation of the lowest additional level of passage of traffic flows and separate adjoining by one ends to the right-hand exit behind the underlying road, and the other ends to the right-hand exit in a diagonally located sector in front of the underlying road and also with a separate adjoining in diagonally located sectors, the corresponding left-hinge loop exit and right-handed exit on a part of the length adjoin each other with formation m of the common carriageway to pass oncoming traffic flows, with one overpass sequentially passing over the corresponding right-hand exit of one sector, the underlying motorway, over the highway, over the right-hand exit of a diagonally located sector and two directional left-turning congresses forming the lowest level of traffic flow, and another overpass sequentially in the direction of transport along it passes over the indicated generators the lowest level of left-turning congresses, above the right-hand exit in the same sector, above the underlying motorway, above the joining and adjoining left-hand loop exit in the adjacent sector, above the highway and above the right-hand exit in the next sector, counting clockwise, the external angle of incidence in the plan formed by the projection of the tangent to the axial line of the carriageway of the corresponding flyover at its intersection with the first in the direction of movement along the exit line of the outer edge, respectively, the first and second intersected proxy highways and roads of the first trestle to α ₁ = 29-33 ^°, α ₂ = 40-44 ^°,, and for the second trestle α ₃ = 33,5-38,5 ^°, α = ₄ 33,5-38, 5 ^° , and the external exit angle, formed in terms of the projection of the tangent to the center line of the carriageway of the corresponding flyover at its intersection with the second in the direction of movement along the exit line of the outer edge of the first and second intersected highways and highways, is α ₅ for the first flyover = 44-48 ^°, α ₆ = 23-27 ^°,, and for the second trestle α ₇ = 47,5-52,5 ^°, α ₈ = 34,5-39,5 ^°,, wherein each directed trestle th Congress located on the vertical and horizontal convex upward convex in the direction crossing the center line and the underlying road curves, the superstructure trestle satisfied with the composite slab of the carriageway, preferably made of reinforced concrete, simply supported on metal, preferably steel, girders

shaped in cross section with inclined walls and a horizontal lower shelf, equipped with a system of internal longitudinal and transverse ribs and externally joined by mounting stiffness connections, the ribs forming non-continuous diaphragms

shaped, at least some of which are equipped with a clamping element in the upper zone, and the upper ends of the walls of the diaphragms are equipped with longitudinal support flanges, which are combined with the lower side of the plate of the carriageway of the flyover, the intermediate supports are prefabricated monolithic rack-type, each of two racks mainly on a pile foundation supported by a grillage plate, and / or, at least, with a part of supports installed with support on a natural foundation through a foundation plate, or block, at least e pairs of racks located in the areas of expansion joints of the spans of the overpass structure are made with a broadened crossbar or double and are joined on top of the crossbars, mainly reinforced concrete, and the extreme support supports are made with the beamless support of the crossbars on the transverse grillage, uniting the corresponding supporting bush pile, while at the ends of the trestle and in the middle part of its length, the axis of the supports passing through the centers of the cross sections forming the support of the two uprights are normal to the displacement vector, including the pace structural stresses and deformations and normal or quasinormal to the longitudinal axis of the flyover, and in sections of the length of the flyover between the indicated supports, the axis of the supports are placed at an angle less than or greater than 90 ^o to the longitudinal axis of the flyover or to the tangent to the axis at the point of intersection with the axis of the support, and the axis the supports are rejected in plan in different directions relative to the middle support, made with the span fixed, and the head of the struts, depending on the location of the latter in the overpass, are fixed, or linearly movable, and and movable support parts in various combinations of pairs of struts with different angular orientations of the vector of possible displacements of linearly movable support parts, the angle α between the vector of possible displacements of the linearly movable support part and the axis of the support passing through the centers of the cross sections forming the support of the pair of racks made for each support with a linearly movable support part corresponding to an angle between the axis of the support and the chord drawn between the centers of the axes of the support and the nearest fixed support and within the flyover, and EET magnitude of 20 ^° ≤ α ≤ 90 ^°, wherein the loading platform the first directional Congress formed with eighteen supports, each containing at least two struts, both of the rack the third, ninth and sixteenth columns, starting from the side of entry into the rack, are made with fixed support parts , the tenth support is made with one fixed and the other linearly movable supporting parts with a vector of possible displacements of the latter, coinciding with the axis passing through the centers of the cross sections of the support struts, the sixth and fourteenth supports are made in the zone expansion joints of the span with broadened crossbars or double with two pairs of struts installed on both sides of the expansion joint and connected at the top of the crossbars, all supports, except for those containing racks with fixed supporting parts, contain racks with movable racks on the convex side supporting parts, and on the side of the flyover concave in plan, there are racks with linearly movable supporting parts, the angle α between the vector of possible movements and the axis of the support is: for the first, second, fifteen that, seventeenth and eighteenth supports - 90 ^o , for the fourth support - 36 ^o , for the fifth support - 44.15 ^o , for the sixth support - 20.04 ^o - for the rack facing the third support, and 60.55 ^o - for the stand facing the ninth support, for the seventh support - 53.48 ^o , for the eighth support - 53.67 ^o , for the eleventh support - 37.89 ^o , for the twelfth support - 36.78 ^o , for the thirteenth support - 50.1 ^o, fourteenth support - 72,18 ^o - rack facing the tenth support and 41,73 ^o - rack facing the sixteenth pole, and wherein the movable linearly movable supporting portion configured allowable amplitude eremescheny thereon ± 150 mm, the overpass crossing a center line and the underlying road is located on the vertical convex curve R = 10000 m and slant 3,1 ^° / °° and formed four-span with spans of 18 m, 33 m, 33 m and 18 m, while the span is made continuous of monolithic prestressed reinforced concrete and in cross section is made of two parts, each of which is designed to move in one direction and consists of three massive ribs connected on top of the slab of the carriageway, and the bridge supports prefabricated monolithic on a pile foundation, and the extreme first and fifth supports on one side of the axis of the overpass are made of gantry type with a pile grillage, a support body, a nozzle and a cabinet wall made of monolithic reinforced concrete, and the pile base is made of reinforced concrete prismatic piles or from metal pipes and, on the other hand, from the axis of the overpass, the extreme supports are made of pile type on reinforced concrete piles, moreover, the nozzle and cabinet wall are also made of monolithic reinforced concrete, and the intermediate supports are the second, third and h the fourth one is made of prefabricated monolithic, rack-mount with a monolithic pile grillage and prefabricated massive racks with rounded edges, while some tunnel-type viaducts are located in the body of the underlying road, located in plan partly on a circular curve R = 3000 m, and partially on transition curves, and in the longitudinal profile - on a convex curve K = 5000 m and made in the form of two single-span overpasses of a monolithic frame construction, while the overpass under one of the additional left-hand ramps has a curved outline of a plane, and the other is made oblique and intersects disposed above it the underlying road in terms of an angle α = 39 ^°, wherein the foundation supports overpasses performed on pile foundation of reinforced concrete prismatic driven piles, wherein the plate grills, walls and beams made of reinforced concrete , adapter plates are also made monolithic with the rear ends resting on the crushed stone pillow, and adapter plates between the overpasses are of variable length, and other tunnel type viaducts are located in the body of the overlying the roads are located in plan on a straight line, and in a longitudinal profile - on a concave curve of K = 8000 m and are made in the form of two single-span overpasses of a monolithic design, while the overpass supports are made in the form of a series of drill posts, monolithic with reinforced concrete of the protective wall, and the foundation of the portal walls also made on drilling pillars with a monolithic reinforced concrete slab grill, adapter plates are made monolithic with the rear ends resting on the crushed stone cushion and adapter plates between the overpasses have a variable for inu.

The traffic intersection at the intersection of the ring highway with the overlying road - Leningradskoye Shosse can be made three-level with located in each of the four sectors, formed by the intersection, loop left and right turns, adjacent to the intersecting highway and highway, and the overpass in the intersection center located on the exit moreover, the traffic intersection is equipped with one left-hand directional exit from the overlying highway to the highway, at least e, part of which is made in the form of a flyover of variable curvature in plan and profile, at least along the axial line of the exit, while the right-hand exit and left-left directional exit are made with a common unlocking zone and a left-rotary directional ramp within a sector located in the unlocking zone passes in the plan between the right-handed and left-hinge looped congresses of this sector, and sequentially passes over the highway, over the left-hinged looped congress of an adjacent sector, located on the other side of the mage on the overlying motorway and left-hand loop exit, adjacent to the previous sector, and adjoins the highway, merging with the right-hand exit to form a common carriageway in the area adjacent to the highway, and at the intersection with the highway, the left-hand directional exit is made with an external angle occurrences in the plan formed by the projection of the tangent drawn to the center line of the exit at the point of its intersection with the first in the direction of movement along the exit line of the outer edge of the highway, ulation α ₁ = 86 ^° -89 ^°, and with an external output angle formed by a plane tangential to the projection of the axial line of a left turn directional Congress held at a point of intersection with the second direction of travel on the ramp line of the outer edge line constituting the α ₂ = 60 ^° -68 ^°, and at the intersection with the overlying portion of the highway - respectively with the external entry angle in plan, formed by a projection of the tangent to the centerline in the exit point of its intersection with the first direction of movement of the ramp line of the outer edge Your laying roads constituting α ₃ = 72-77 ^°, and with an external output angle formed by a plane tangent to the axial projection of the exit line drawn at the intersection point with the second direction of movement on the ramp line of the outer edge of overlying road constituting α ₄ = 74 -78 ^° , while at least part of the right-hand ramps has at least one branch forming an abutting and / or unlocking, while the overpass of the directional ramp is located on a vertical convex upward and horizontally concave from the side, facing open to the center of intersection of the highway and the road, curves, while the span structure of the flyover is made of monolithic reinforced concrete with prestressed reinforcement, the supports are monolithic reinforced concrete columnar on a pile base, and the coating is in the form of a waterproofing layer located on top of it with a reinforcing mesh and an overlay of asphalt concrete, while the overpass in the center of the intersection of the highway and the road is made oblique, located in plan at an angle, and has four spans, the last of which is 18 m long, and the same - 33 m long, and each span is made of prestressed beams, combined along the slab of the carriageway into a temperature-continuous system, with expansion joints on the extreme supports - abutments that are made of gantry type piles, and the intermediate supports are prefabricated, rack-mount on monolithic reinforced concrete foundations and in the upper part have hidden crossbars on which the connecting plate of the carriageway rests, while along the overpass in the beams along the support axes there are metal gaskets, with than the beams are installed horizontally across the overpass.

образных в поперечном сечении контуров и единой монолитной железобетонной плиты, при этом, по крайней мере, часть опор выполнены монолитными стоечными железобетонным с фундаментом на забивных сваях, а часть - вблизи действующего нефтепровода - на буровых столбах, причем стойки опор выполнены восьмигранной формы, конусно расширяющимися в верхней части и имеющими две просечки, визуально разделяющими стойку на три части, при этом опоры, косорасположенные относительно оси эстакады, выполнены с ригелем, а деформационные швы расположены над опорами.The traffic intersection at the intersection of the ring highway with the underlying road - Gorkovsky highway can be made three-level with located in each of the four sectors formed by the intersection, loop left and right turns, adjacent to the intersecting highway and highway, and an overpass in the center of the intersection located at the intersection center located at the intersection center located on the intersection center moreover, the traffic intersection is equipped with one left-hand directional exit from the highway to the underlying road, at least part of which it is made in the form of an overpass of variable curvature in plan and profile, at least along the center line of the exit, while the right-hand exit and left-hand directional exit are made with a common unlocking zone, and the left-hand directional exit sequentially passes over the highway, the underlying road and right-hand exit from the highway to the underlying road in the adjoining sector of the left-hand directional exit to the underlying road and is made at the intersection with the highway with an external entrance angle plan, formed by the projection of the tangent drawn to the center line of the exit at the point of intersection with the first in the direction of movement along the exit line of the outer edge of the highway, component α ₁ = 31-37 ^° , and with the external exit angle, formed in the plan by the projection of the tangent, drawn to the center line exit at a point of intersection with the second direction of travel on the ramp line of the outer edge line constituting the α ₂ = 47-56 ^°, and in the intersection portion with the underlying highway - respectively with the external entry angle in plan form the projection m of a tangent to the centerline in the exit point of its intersection with the first direction of movement of the ramp line of the outer edge of the underlying road constituting α ₃ = 49,5-55,5 ^°, and formed by a projection in the plane tangent to the external output angle drawn to the center line of the exit at the point of intersection with the second in the direction of movement along the exit, the line of the outer edge of the underlying road, α ₄ = 37.5-42.5 ^° , while the overpass of the directional exit is located on the circular and transition curves, and in longitudinal pros le - on the vertical convex curve and on the longitudinal slope i = 0,0486, the span is made of steel-reinforced concrete, consisting of two closed metal

cross-sectional contours and a single monolithic reinforced concrete slab, at least some of the supports are made of monolithic rack-reinforced concrete with a foundation on driven piles, and part near the existing oil pipeline - on drill posts, and the support racks are octagonal, conically expanding in the upper part and having two notches, visually dividing the rack into three parts, while the supports oblique relative to the axis of the flyover are made with a crossbar, and the expansion joints are located above proof operation.

The traffic intersection at the intersection of the ring highway with the overlying highway - Rublevskoye Shosse can be two-level with located in each of the four sectors formed by the intersection, loop left and right turns, adjacent to the intersecting highway and highway, and the overpass in the intersection center located on the exit , and provided further transportation by road intersecting the backbone at an angle of α ₁ = 68-72 ^°, and LAYOUT beneath it, as well as an additional overpass located on the highway at the intersection of it with the additional highway, four additional left-hinged looped exits and four additional right-handed exits, with additional exits located at the intersection of the highway with the additional highway with the formation of at least two additional sectors located on the outside of the additional highway, while the overlying highway crosses the highway at an angle m, comprising α ₂ = 47-52 ^° , and the right-hand main and additional ramps located on one side of the highway between the overlying highway and the secondary highway are combined with each other with the formation of the first single right-hinged loop exit adjoining on one side of its length to one side the highway and uniting all three roads, and the right-hand exits located on the other side of the highway are also combined with each other with the formation of the second single right-hand congress adjacent to on the part of its length to the other side of the highway and also uniting all three highways, the main right-hand exit making up the section of the second single right-hand exit adjoins and merges into parts of its length with the nearby main left-hand loop exit to form a common carriageway turning into the adjoining to these exits, a branch of the road forms a crossroad with them and with separate adjoining-unlocking to intersected roads, and in a diagonal about the sector, the main right-hand exit is adjoined by an additional secondary road with two-way traffic and the possibility of transferring traffic flows from the upstream road to the specified additional secondary road and from the last to the highway through the main right-hand exit and onto the overlying road through an additional right-hand exit, which is partly connected with the main right-handed congress of this sector with the formation of a common carriageway for oncoming traffic and section adjacent to the overlying highway, and one additional right-hand exit, located on the other side of the highway from the outside from the additional road connecting the additional road to the highway, for most of its length adjoins the nearby left-hand loop exit and merges with it to form a common carriageway parts for oncoming traffic branching in adjoining-unlocking zones to the highways and an additional highway reported by them, while one of the overpasses is located false in plan on a straight line, in a longitudinal profile - on a vertical convex curve, and the axis of the overpass is continuous, with an orthotropic slab of the carriageway, and contains four spans, the last of which are 23.4 m long each, and the middle ones are 39 m each, intermediate the supports are made prefabricated monolithic rack-mount on a natural basis, and the extreme - pile gutterless pile gantry type, while the expansion joints are located above the extreme supports, and the other overpass is located on a longitudinal slope, three-span with the extreme spans 23.4 m long and the average span 39 m long, and the span is made of continuous metal with an orthotropic plate of the carriageway, the extreme supports are of the pile type on reinforced concrete piles, and the intermediate supports are prefabricated-monolithic rack-type on a natural base.

 The traffic intersection at the intersection of the ring highway with the overlying highway - Michurinsky Prospekt - Borovskoye Highway can be made two-level with two left and two right-turn exits located on both sides of the highway, and an overpass in the center of the intersection of the highway and the overlying highway located on the last, and the highway, at least within the transport interchange, is bifurcated in the form of two branches intended for one-way traffic in opposite directions, while the traffic intersection is equipped with an additional overpass and two additional left-hinge exit ramps, with the corresponding pairs of left-hinge loop and right-hand exits located on the outer sides of the highway branches, each overpass is located on the corresponding branch of the overlying highway, and additional loopback exits connect highways and are located on different sides of the highway with orientation convex axes in the direction of the highway, and one of the additional loopback congresses is longer than the other in length and radius of curvature by no less than 1.35 and 1.15 times and in conjunction with the main left-hand looping congress closest to it in the direction of movement, forms a right-handed S-shaped exit for vehicles turning onto the larger of the additional exits from one of the branches of the overlying highway onto the highway.

 Traffic interchange at the intersection of the ring highway with a higher road - st. Moldagulova can be made two-level, with two loop left-hand exits located on one side of the highway and on opposite sides of the overlying highway, located on different sides of the intersecting highway and overlying highway with four right-hand exits, and an overpass in the center of the intersection of the highway and the overlying highway on the last, and the overlying highway beyond the intersection zone from the side of the highway, opposite to its side, beyond which there are turning loopback exits, made on a part of the length bifurcating with the formation of two branches, one of which is made rectilinear, and the other is curved, facing concavity to the rectilinear branch, and the traffic intersection is equipped with two additional left-hinged looped exits located between the branches of the overlying road and forming together their sections of the distribution ring for circular traffic, oriented by the major axis along the direction of movement and having the ratio the major and minor axes in terms of (2.35-2.60): (0.85-1.15), and two additional minor roads are adjacent to the convex part of the distribution ring formed by the convex section of the branch of the overlying road, each for movement in both directions and united by the joining-joining zones, and one right-hand exit adjoins one branch of the overlying highway, and the other joins from its other branch with the location of the adjoining-joining sections in the area of the closest to the intersection center the road of the additional exit, while the right-hand exit, located on the other side of the highway, is adjoined by two additional secondary roads, one to each exit, and each for movement in both directions, one of these roads being made with combined open-junction, and the other - with a branching of the carriageway for separate openings, adjoining, while the overpass in the center of intersection of the highway and the overlying road is made four-span with medium spans of two aza extreme large, the superstructure holds ramno- uncut reinforced Free of tension fitting, the intermediate supports made of precast concrete rack mounted on a natural basis, and the outermost bearing - pile.

The traffic intersection at the intersection of the ring highway with the overlying highway - Khovrino - Dolgoprudny can be made two-level with the intersections located in each of the four sectors, formed by the intersection, loop left and right turns, adjacent to the intersecting highway and highway, and the overpass at the intersection in the center the road, and the traffic intersection is made with crossing over the road and passing under it at an angle of α ₁ = 69-74 ^° an additional secondary road and is equipped with an additional overpass located on the overlying road at the point where it intersects with the secondary road, as well as four additional right-hand exits and three additional left-handed exits, with two additional right-hand exits located in one of the sectors and one of them has one with an additional secondary road, and the other - a secondary highway with the main right-hand drive by driving this sector and through it with the highway intersecting the overlying one at an angle of α ₂ = 48.5-53.5 ^° , while the main and additional right-handed exits of this sector merge into parts of length and are combined with a section of the main left-hinge loop exit located in this sector, while three additional left-handed left-handed congresses and two other additional right-handed congresses are located in another sector adjacent to the first one on the outside of the main right-handed congress, and additional looped sous The doors are located between the overlying highway and the main right-hand exit located in this sector and one of the additional loopback congresses is connected with the main left-hand loop exit, the main right-hand congress of this sector and at least one lane is combined with another additional left-hand loop exit that reports an additional secondary road with a higher road and, in addition, the aforementioned additional loop exit connecting the main left and right company congresses, goes into one of the additional right-hand exits with the possibility of directing traffic flows from it and / or from the main right-hand exit of this sector to two additional secondary roads adjacent to it, and, in addition, the main right-hand exit of this sector, in part of the length, is combined with sections of additional loop left-hand congresses, and another additional right-hand congress, located outside the main right-hand congress of this sector, adjoins it with the possibility of separating traffic flows and reports two additional secondary roads with an overlying road and with an additional secondary road passing under it, merging into parts of length with a section of an additional left-hinge loop exit designed to transfer part of the traffic stream from the overlying road to the specified additional secondary road.

 Transport interchange at the intersection of the ring highway with a secondary overlying highway - ul. Molodogvardeiskaya can be made two-level, with two right-hand exits located on one side of the highway and on opposite sides of the secondary overlying highway, located on the other side of the highway, adjacent to each other for a length to form a common carriageway, which is a continuation of the secondary carriageway highways and having an access-adjoining zone separated by a guiding island at the highway, and an overpass in the center of the intersection of the highway and the overlying the road is located on the last one, and the traffic intersection is equipped with two additional left-hinge exit ramps, one of which - from the highway to the secondary highway - is located on one side of the secondary highway between the highway and one of the right-hand exit and is combined with the latter for the most part of the length sections of a detachment from the highway and adjoining a secondary highway, and this additional exit and right-hand exit at the association site are performed with general the roadway, which has at least two lanes for two-way traffic, and the other additional left-hand loop exit from the secondary highway to the highway is located on the other side of the secondary highway and on the same side of the highway and has a carriageway for one-way traffic, while the length ratio left-hand exits located on one side of the highway is 1.6 - 2.9, and the traffic intersection is equipped with two additional guide islands located in Onach of adjoining - unlocking of an additional loop left-hand exit and a right-hand exit connected with it, and the overpass in the center of intersection is made in the form of a flyover and is located in a longitudinal profile on a vertical convex curve, and in the plan also on a curve, while the supports are made columnar on a pile base, and at least one of the middle intermediate supports - double.

Traffic intersection at the intersection of the ring highway with the overlying highway - the highway. Sayanskaya - Reutovo can be made two-level with an overpass on the highway crossing the highway in plan at an angle of 120-140 ^o , two right-turning and two left-turning looped exits located on the outside of the highway in pairs opposite on opposite sides of the highway, and two right-turning and two left-turning loops by congresses located on the inner side of the highway in pairs opposite on opposite sides of the road, and at each quarter of the intersection there is a right-hand exit and corresponding The left-hand exit is combined with the formation of a common carriageway for opposite directional traffic with the possibility of a turn of the vehicle following in both directions along the highway and the road, and in adjacent quarters of the intersection located on opposite sides of the highway, the left-hand exit on parts of the length are combined with road sections with the formation of a common carriageway, and the highway from the inside of the highway, outside the intersection, is equipped with a distribution ring and an adjacent connecting to it and disconnecting from it on the site to the distribution ring, counting from the intersection, a branch, and the distribution ring is also equipped with a branch adjacent to it and detaching from it, while the part of the road from the inside of the highway and the adjacent to it from the inside of the highway right and left turns are made in the form of a common flyover adjacent to the overpass with a monolithic reinforced concrete span with non-tensile reinforcement, monolithic reinforced concrete supports on pile foundations and a roadway coating consisting of 1 cm waterproofing, 6 cm thick protective layer and 11 cm thick asphalt concrete, and the overpass is located on a straight section in the plan with a transition to the exits located on the overpass and on a vertical curve with a radius of 3000 m - in a longitudinal profile and is made with a monolithic reinforced concrete span with prestressed reinforcement, monolithic reinforced concrete supports, some of which are made on bored pillars, and some on a pile foundation.

 Transport interchange at the intersection of the ring highway with the underlying road along the Korovinsky highway can be performed with an overpass on the ring highway with three right-hand exits and two left-hand exits located on the right quarters, and the left-right exits for parts of their length are made combined with the corresponding sections of the respective right the formation in these sections of a common carriageway for oncoming traffic and spaced apart the corresponding sections of the adjoining-unlocking, in the areas of which there are guide islands, the left-turning and combined right-turning exits located on the outer side of the ring highway form a continuation of the carriageway of the highway on the alignment section, to which a strip adjoins the strip on the outside of the ring highway of a secondary road and another lane of this road joins, separated by a guiding island and merging beyond, while one left-hand exit flax with a length of 0.95 - 1.25 times the length of another left-hand exit.

 Transport interchange at the intersection of the ring highway with the underlying road on the street. Ryabinovoy can be made with an overpass located on the ring highway crossing the road and the railways of the Kiev direction of the Moscow Railway located behind it, with two right-handed exits and two left-handed exits located on one side of the highway, but on different sides of the highway, and located along right-hand and left-hand exit ramps are combined on one side of the highway to part lengths with the possibility of turning vehicles moving about the highway in one direction, and the right-hand and left-hand exits located on the other side of the highway are also combined on a part of the length with the possibility of turning vehicles moving along the highway in the other direction, and the overpass crosses the ring highway above the railway tracks at right angles, in plan, on a straight line, and in the profile, on a slope of 1% and made three-span with an average span of 1.25-1.27 times the length of each of the extreme spans, and the span with Swarming is made of metal, uncut beamed with orthotropic carriageway slab and support - bezrostverkovymi on drilling pillars.

 The traffic intersection at the intersection of the ring highway with the Tsaritsyno-Vidnoe highway can be made with an overpass located on the highway, two right-hand exits located on different sides of the highway, but on one side of the highway, and two left-hand loop exits located on the other side of the highway on different side of the highway, moreover, to one of the right-hand exits from the outside there is a lane of a secondary road and another lane of this road joins, lenny guide island and merging beyond.

The traffic intersection at the intersection of the ring highway with the Butovo overlying highway can be performed with an overpass on the highway crossing the highway at an angle of 76 ^o , two right-hand exits located on one side of the highway and one side of the road and two left-hand exits located on the other side highways, moreover, right-hand exits for parts of the length are combined with the possibility of turning vehicles moving along the highway in one direction and the left-turn exits are also combined in parts of the length with the possibility of turning vehicles moving along the highway in a different direction, the left-turning exits on the alignment section form a continuation of the carriageway, and the sections of their joining-adjoining to the highway are separated from each other and are separated by guides islet.

 Transport interchange at the intersection of the ring highway with the underlying Biryulyovo-Bulatnikovo highway can be performed with an overpass on the ring highway, four right-turn and three left-right ramps, and one left-right ramp located on the outside of the ring highway is combined with the corresponding right-right ramp and two other left-hand exit, located on the inner side of the ring highway, along the entire length except for the joining-adjacency zone combined with the corresponding right-handed exits, and at least two right-handed exits, combined with left-handed ones, are designed to allow turning vehicles moving in both directions along the ring highway, and the overpass is single-span, consisting of a pre-existing central part on columnar supports on a natural basis and sections of widening of the highway attached to the central part on both sides with the support of span structures and adapter plates n pile gratings.

At the intersection of the ring highway with the overlying road along Salomei Neris Street, the latter can include an overpass through the ring highway, and a traffic intersection can be placed outside the highway from the outside, and the overpass through the ring highway crosses the highway at an angle to its axis equal to 69-76 ^o , located in the plan on a part of the length on a horizontal curve with a radius of 500 m and a transition curve, and on the rest of the length - on a straight line, and in the profile - on a longitudinal slope of 4% and seven-span concrete, with a monolithic reinforced concrete span with prestressed reinforcement, supports - monolithic, reinforced concrete columnar with pillars expanding upward with a curved concave lateral surface and foundations on bored pillars.

 The traffic intersection at the intersection of the ring highway with the Beseda-Brateevo highway can be made with an overpass located on the highway through the ring highway, two right-hand exits, located on the outside of the ring main and located on the inside with one right and one left-hand exits, one ends of which form left zones spaced from each other respectively adjoining and disconnecting from the ring highway, while others are combined and form a product the corresponding lane of the road, and the road is equipped with a distribution ring located on the outside of the highway, located beyond the adjoining zones of the right-hand ramps, and the overpass is double-span, located on a convex vertical curve with a radius of 6000 m, with a span made of solid-beam double-tee beams with cross-section and the supports are on pile bases, and the covering of the roadway of the overpass is made up of a leveling layer 3-5 cm thick, waterproofing 1 cm thick, a protective layer 4 cm thick and asphalt concrete 11 cm thick.

The traffic intersection at the intersection of the ring highway with the overlying Strogino-Myakinino highway can be performed with the highway crossing in the plan at an angle of 90 ^o located on the road, two right-turn and two left-hand exit, located on one side of the highway and in pairs opposite on the opposite sides of the road and two right-handed exits located on the other side of the highway with adjoining and unlocking from it on different sides of the highway, which The e-sides of the highway are equipped with a distribution ring to which one right-hand exit adjoins and from which another right-hand exit connects, as well as two secondary roads with the opposite direction of traffic flows, the right-hand and left-hand exit in both quarters combined to form part of the length to form a common carriageway under counter-directed traffic flows with the possibility of a turn through the left-turn exits of vehicles moving along the highway in the direction and from the distribution ring to the highway, and the overpass is located in plan on a straight line, and in the longitudinal profile on a vertical convex curve with a radius of 1600 m and is made four-span with a frame-continuous span from prefabricated prestressed beams 20.5 m, 22 m long and 28 m, combined into a continuous structure with monolithic supporting supports with a width of 2 m, and on the middle intermediate support the span is rigidly combined with the pillars of the support, and on the other intermediate supports, the span of the supports on support racks through rubber-metal supporting parts, intermediate supports are made of monolithic racks with uprising racks and foundations on a pile base, and one of the intermediate supports is made with a foundation on drill posts, while one extreme support is made of a pile girderless gantry type, and the other is bezversterkovoy with a foundation on the drill posts, and expansion joints are located above the extreme supports, and the roadway coating is made up of a leveling layer with a thickness of 3 cm, hyd insulation 1 cm thick, a protective layer 4 cm thick and asphalt concrete 11 cm thick, and within the sidewalks the coating is made up of a leveling layer 3 cm thick, waterproofing 1 cm thick, monolithic reinforced concrete 1.99-2.12 cm thick and poured asphalt 3 cm

 Traffic intersection at the intersection of the ring highway with the upstream st. Paustovsky - Bachurina can be done with an overpass on the highway through the ring highway, two right and two left and left loop exits, located on one side of the highway and pairwise opposite on the opposite side of the highway and two right and left exits and one loop left and one of these right-hand exits is located on one side of the highway, and the other and left-hand exits are located on the other side of the highway, at in each of the three quarters of the intersection, each left-hand exit and its corresponding right-hand exit are combined in parts of the length with the formation of a common carriageway for oncoming traffic flows with the possibility of turning vehicles traveling along the highway in one of the directions and along the highway in one of directions, and the overpass is located on a convex vertical curve with a radius of 2500 m and is made four-span with a span of seamless beams of an I-section with prestressed reinforcement, precast reinforced concrete supports on a pile foundation and intermediate supports on a natural foundation, and the roadway coating is made up of a leveling layer 3-5 cm thick, waterproofing 1 cm thick, a protective layer 4 cm thick and 11 cm thick asphalt concrete.

Traffic intersection at the intersection of the ring highway with the upstream st. Svoboda-Kurkino can be made two-level with an overpass on the highway through the highway, two right-handed and two loop left-handed exits located on the inner side of the ring highway and pairwise opposite on opposite sides of the highway, and located on the outside of the highway two right-handed and two loop left-hinged , also oppositely arranged in pairs on opposite sides of the road, with a left-hand exit and corresponding rights in each quarter a turning exit for parts of length is combined with the formation of a common carriageway for oncoming traffic streams and providing the possibility of turning vehicles traveling along the ring highway and highway from any direction to the oncoming one, with the overpass crossing the highway in plan at an angle to its axis, which is 57.5 - 59 ^o, located on the vertical convex curve and is formed with four-span spans of precast concrete beams, connected to each other in the connecting plate tempera an urn-continuous chain, and at the ends of the span beams are united by a monolithic bordering beam, the extreme supports are made in the form of prefabricated-monolithic gantry abutments on reinforced concrete piles, and the intermediate supports are prefabricated-monolithic struts on reinforced concrete piles, and the carriageway of the middle spans is covered consisting of a leveling layer with a thickness of 2.5 - 6.5 cm, waterproofing with a thickness of 1 cm, a protective layer with a thickness of 4 - 7 cm, monolithic reinforced concrete with a thickness of 5-8 cm and cast asphalt with a thickness of 3 cm, and the coating is accessible it spans extreme portion formed consisting of leveling layer thickness of 3 - 6 cm, 1 cm thickness waterproofing, a protective layer thickness of 4 cm and 11 cm thick asphalt concrete.

Transport interchange at the intersection of the ring highway with the underlying road - Volokolamskoye highway can be made two-level with an overpass on the highway crossing the road in plan at an angle of 84 ^o , an additional overpass on the highway through the underlying Riga direction of the Moscow Railway, crossing paths in plan also at an angle 84 ^o, the two right turn congresses disposed on the inner side line pairs oppositely on both sides of roads, the two right turn and two loop left-hand exits located on the outside of the highway are also pairwise opposite on both sides of the road, and in both quarters on the inside of the highway and one quarter on the outside of the highway, each left-hand and its corresponding right-hand ramps for parts of length are combined to form a common carriageway for counter-directional traffic and the provision of the possibility of a turn of vehicles following in both directions along the highway and road, with than the highway in the intersection zone and at the approaches to it is divided into two branches for the corresponding direction of movement for each, and the highway on the outside of the highway in the adjoining zone - unlocking the left-turn ramps is divided into three branches, the middle of which is designed for opposite direction of movement, passes over the extreme branch and over the tracks of the Moscow Railway passing under it and, at the intersection with the railway tracks, is equipped with two loopback exit ramps laid on opposite sides of this branch, as well as two additional right-handed exits connecting this branch to the main line, and one additional right-handed exit on part of the length is combined with one of the loop reversal exits with the formation of a common carriageway, and on the part of the length combined with another additional right-handed the congress also with the formation of a common carriageway, and both extreme branches of the road outside the middle are made merging with the formation of a common carriageway behind directional traffic.

The traffic intersection at the intersection of the ring highway with the Abramtsevo-Golyanovo upstream road can be made two-level with an overpass crossing the highway in plan at an angle of 90 ^o , two right-turning and two left-turning looped exits, located on the outside of the highway in pairs opposite on both sides of the road and two left-turning loopback exits located on the inside of the highway in pairs opposite to each other on opposite sides of the highway, and in each quarter, the left-hand exit and the corresponding right-hand exit are combined with the formation of a common carriageway for oncoming traffic and providing the possibility of turning vehicles traveling in both directions along the highway and the road, while the left-hand exit located on opposite sides of the highway, in pairs interconnected by additional strips combined with the highway and forming its broadening in the zone of intersection with the highway, while with the inner the part of the length of the highway is combined with the continuation of one right-hand exit located in one of the quarters, a section of the left-right exit located in the other quarter and the continuation of the right-hand exit located in the same quarter to form a common widened carriageway, beyond the widening section of which the road is equipped a distribution ring with adjoining-unlocking sections of secondary roads.

The traffic intersection at the intersection of the ring highway with the overlying highway - Shchelkovo highway can be made two-level with an overpass crossing the highway in plan at an angle of 80 ^o , two right and two left-hinged looped exits located on the inside of the highway in pairs opposite on the opposite sides of the highway, and two right-turning and two left-turning looped exits located on the outside of the highway in pairs opposite to each other on opposite sides of the highway with by turning the transport that follows in both directions along the highway and the road, and the overpass is located in the plan on a straight line and in the profile on a vertical curve with a radius of 10,000 m and is made four-span with a monolithic reinforced concrete span with prestressed reinforcement, one extreme support on a natural base, and other supports on pile bases, moreover, the supports are made of reinforced concrete, and the roadway coating contains waterproofing 10 mm thick, a drainage layer of three layers of dornite, s the protective layer is 60 mm thick and asphalt concrete 110 mm thick, and on the sidewalks the coating is made of waterproofing 10 mm thick and 40 mm thick sand asphalt.

Transport interchange at the intersection of the ring highway with the underlying road - Ostashkovskoye highway can be made two-level with an overpass on the highway crossing the road in plan at an angle of 76 - 78 ^o , two right and two left-hinged looped exits located on the inside of the highway in pairs on opposite sides. roads, and two right-handed and two left-hinged looped exits located on the outside of the highway in pairs opposite on opposite sides on roads with a turn of vehicles following in both directions along the highway and the road, moreover, the road from the external and internal sides in the adjoining - unlocking sections of each right-hand exit is equipped with additional adjoining sections - unlocking of minor roads, and the overpass is located on the straight line and in the profile - on a vertical curve with a radius of 8000 m and is made four-span with a span structure, split, reinforced concrete from prestressed beams, extreme supports of the pile-gantry type with monolithic nozzles and cupboard walls and prefabricated openings, intermediate supports precast-monolithic rack-mounted on a pile base and expansion joints located above the extreme and intermediate supports, while the coating of the roadway is made with a leveling layer with a thickness of at least 35 mm, waterproofing with a thickness of 5 mm , a protective layer with a thickness of 40 mm and asphalt concrete with a thickness of 100 mm, and on the sidewalks the coating is made containing a leveling layer with a thickness of at least 35 mm, waterproofing with a thickness of 5 mm, cement concrete t lschinoy 120 mm and a cast asphalt 30 mm thick.

Transport interchange at the intersection of the ring highway with the underlying Kiev highway - Leninsky Prospekt can be made two-level with an overpass crossing the highway in plan at an angle of 83.5 - 84.5 ^o , two right and two left-hinged looped exits located in pairs on the inside of the highway opposite on opposite sides of the road, and two right-turning and two left-turning looped exits located on the outside of the highway in pairs opposite on opposite sides There are highways with a turn of vehicles following in both directions along the highway and the road, moreover, the overpass is four-span with a metal span with an orthotropic plate, extreme supports in the form of gantry abutments with a monolithic pile grillage on prismatic piles and intermediate frame-rack supports on bored poles with a diameter of 1.5 m, and the coating of the roadway is made up of waterproofing with a thickness of 5-6 mm and asphalt concrete with a thickness of 110 mm.

Transport interchange at the intersection of the ring highway and the overlying highway - Minsk - Mozhayskoye highway can be made two-level with an overpass located in the body of the road, crossing the ring highway in plan at an angle of 88-89 ^o , two right-turning and two left-turning loopback exits located on the inside highways in pairs opposite on opposite sides of the highway, and two right-handed and two left-hinged looped exits located on the outside of the highway in pairs it is known from different sides of the road with the possibility of a turn of the transport going in both directions along the highway and the road, and the left-hand exit from the road to the highway located in one of the quarters on the outside of the highway is equipped with an additional exit from it to the right-hand exit located in this the same quarter, and the same right-hand exit is equipped with an additional exit from it to the left-hand exit located in the same quarter, and the overpass is located in a straight plan and in the longitudinal profile - on a vertical convex curve with a radius of 5000 m and made of four-span, beam of prefabricated prestressed beams joined above the intermediate supports in a temperature-continuous system using rods, the extreme supports are made of prefabricated monolithic rack-gantry type on a natural basis and the intermediate supports - precast-monolithic rack-mount on pile foundations, and expansion joints are located above the extreme supports, the covering of the carriageway - consisting of a leveling layer of thicknesses 30-60 mm thick, 10 mm thick waterproofing, 40 mm thick protective layer and 110 mm thick asphalt concrete, and sidewalk coverings consisting of a leveling layer 26-55 mm thick, 10 mm waterproofing, 40-70 mm thick protective layer, cast reinforced concrete with a thickness of 80 mm and cast asphalt concrete with a thickness of 30 mm.

The traffic intersection at the intersection of the ring highway with the underlying road - Riga - Troitsa-Lykovo can be made two-level with an overpass located in the body of the highway crossing the road, the axis of which in the plan on the section from the inner side of the ring highway, makes an angle 67-69 with the axis of the latter ^o , and in the section from the outer side of the ring highway, the angle is 82-84 ^o , with two right-handed and two left-hinged looped exits located on the inside of the highway in pairs opposite to each other according to different the road’s orons, and two right-handed and two left-hinged looped exits located on the outer side of the highway in pairs opposite to each other on the opposite side of the highway with the possibility of a reversal of transport that follows in both directions along the highway and the road, and the overpass is made of four-span with a span structure of pre-assembled prestressed beams 18 m and 24 m long, combined into a temperature-continuous system along longitudinal seams of monolithic with expansion joints located on e extreme supports, which are made of single-row bezstverkovye on pile foundations, and the intermediate supports are made of precast monolithic racks with foundations on pile foundations, the carriageway coating consists of a leveling layer 30 mm thick, waterproofing 10 mm thick, a protective layer 40 mm thick and asphalt concrete 110 mm thick, and the pavement coating consists of a leveling layer 30-60 mm thick, waterproofing 10 mm thick, paving slabs 120 mm thick and sand asphalt 40 mm thick.

The traffic intersection at the intersection of the ring highway with the overlying road - Ochakovo - Zarechye can be made two-level with an overpass on the road crossing the highway in the plan at an angle to its axis of 86-90 ^o , two right and two left-hinged looped exits located on the inside highways are pairwise opposite on opposite sides of the highway, and two right and two left-hinged looped exits located on the outside of the highway are pairwise opposite on different sides of the road, and in each quarter, the left-turn exit and its corresponding right-turn exit for parts of the length are combined with the formation of a common carriageway for oncoming traffic streams and providing the possibility of a reversal of transport that follows in both directions along the highway and the road, and the overpass is made four-span with a span of I-beam beams 33 m and 12 m long, united above the intermediate supports in a temperature-continuous system using t d, and the extreme supports are made monolithic on pile foundations, the intermediate supports are precast-monolithic on pile foundations, while the expansion joints located above the intermediate supports are closed with brass compensator, and the expansion joints located above the extreme supports are made of transflex compensation couplings, and the covering of the carriageway - consisting of a leveling layer with a thickness of 30-50 mm, waterproofing with a thickness of 10 mm, a protective layer with a thickness of 40 mm and asphalt concrete with a thickness of 110 mm.

The traffic intersection at the intersection of the ring highway with the overlying highway - Kashirskoye Shosse - Domodedovo can be made two-level with an overpass on the road crossing the ring highway in the plan at an angle to its axis, comprising 81-82 ^o , two right-handed and two left-hinged looped exits, located with the outer side of the highway in pairs opposite on opposite sides of the road, and two right-handed and two left-hinge looped exits located on the inner side of the ring highways in pairs opposite on opposite sides of the road with the possibility of a reversal of transport following in both directions along the highway and the road, and the left-hand exit from the highway, located in one of the quarters on the outside of the highway, is equipped with an additional exit from it to the right-hand exit a ramp which, at the adjoining section of the highway, is equipped with an additional ramp that is detached from it, and the overpass is located on a vertical curve with a radius of 6000 m and you it is full of two-span with a span of 33 m long beams, anchored at the extreme supports using rods, the extreme supports are made in the form of prefabricated-monolithic abutments on pile foundations, and the intermediate support is a prefabricated-monolithic support on a pile foundation, and the deformation seam is located above the intermediate the support, and the roadway coating is made up of a leveling layer 40 mm thick, a waterproofing 10 mm thick, a protective layer 40 mm thick and asphalt concrete 110 mm thick.

The traffic intersection at the intersection of the ring highway with the overlying highway - Nosovikhinsky highway can be made two-level with an overpass on the road crossing the ring highway in terms of an angle to its axis of 77 ^o , two right and two left-hinged looped exits located on the outside of the main opposite on opposite sides of the road, and two right and two left-hinged looped exits located on the inside of the ring master and pairwise opposite on opposite sides of the road with the possibility of turning the transport that follows in both directions along the highway and the road, and the right and left turns located in one of the quarters on the outer side of the highway are combined in part length with the formation of a common carriageway under the oncoming directional movement of transport, and the road in the same quarter before joining the right-hand exit from it, counting in the direction of movement along it, is equipped with an adjoining to it and unlocking m from it, a branch with a two-way direction, and the right-hand exit located in the far quarter on the inner side of the highway is also equipped with a branch adjacent to it and detaching from it with two-way traffic, and the overpass is located on a convex vertical curve with a radius of 10,000 m and is made four-span with a span structure of a continuous frame system reinforced with non-tensile reinforcement, the intermediate supports are made rack-mount from precast concrete with fu made on a natural foundation, and the extreme supports are gantry on a pile foundation, and the roadway coating is made up of a leveling layer 30 mm thick, waterproofing made of fiberglass, a protective layer 40 mm thick and asphalt concrete 90 mm thick.

Transport interchange at the intersection of the ring highway with the underlying road - Staroryazanskoye Shosse can be made two-level with an overpass on the highway crossing the road in plan at an angle of 90 ^o , two right-handed and two left-hinged looped exits, located on the inside of the highway in pairs opposite each other on opposite sides , and two right-turning and two left-turning loopback congresses located on the outside of the highway in pairs opposite on opposite sides s from the road with the possibility of turning vehicles moving in both directions along the highway and the road, moreover, the overpass is made four-span in the form of two widths of separate overpasses installed relative to each other with a central longitudinal clearance of 2 cm, and the span of each of them is made continuous, monolithic slab with voids, reinforced with frame reinforcement and expansion joints above the extreme supports, which are made of prefabricated monolithic gantry type piles, and the intermediate supports are monolithic, expanding upwards, on pile foundations, and the roadway coating consists of 10 mm thick waterproofing, 40 mm thick protective layer and 110 mm asphalt concrete, and sidewalks are 10 mm thick waterproofing, monolithic reinforced concrete 16-22 mm and cast asphalt concrete 40 mm thick.

The traffic intersection at the intersection of the ring highway with the overlying highway - Novoryazanskoye Shosse - Volgogradsky Prospect can be made two-level with an overpass on the road crossing the ring highway in the plan at an angle to its axis, comprising 43-44 ^o , two right-turning and two left-turning loopback exits on the inner side of the highway, in pairs opposite on opposite sides of the road, and two right-handed and two left-hinged looped exits, located on the outside with the torons of the ring highway in pairs opposite on opposite sides of the road with the possibility of turning the transport that follows in both directions along the highway and the road, and the left-hand exit from the highway, located on the inside of the highway in one of the quarters, is equipped with an additional exit from it to that located in the same quarters right-hand exit, which in turn is equipped with a branch adjacent to it and detached from it with two-way traffic, and the overpass is located laid on a straight section in the plan and on a vertical curve with a radius of 10,000 m - in a longitudinal profile and made of four-span with spans monolithic reinforced concrete with prestressed reinforcement, intermediate supports are made of monolithic reinforced concrete with upward-expanding pillars and foundations on bored pillars, extreme reinforced concrete are also made and one of them is on bored poles, and the other on a pile foundation, and for laying communications on the overpass behind the railing ra two metal pipes with a diameter of 89 mm were laid on each side, and two asbestos-cement pipes with a diameter of 100 mm with reinforcing rods located in them, protruding outside the pipes, were laid under the overpass along the highway from its inner side at a distance of 35 m from the axis of the pipe.

Transport interchange at the intersection of the ring highway with the underlying road - Skolkovsky highway can be made two-level with an overpass on the highway crossing the road in plan at an angle of 75 ^o , two right-handed and two left-hinged looped exits, located on the inside of the highway in pairs opposite to each other on the road , and two right-turning and two left-turning loopback congresses located on the outside of the highway in pairs opposite on opposite sides of roads, and in each quarter, the left-hand exit and the corresponding right-hand exit are combined in parts of the length with the formation of a common carriageway for oncoming traffic and providing the possibility of a vehicle turning in both directions along the highway and the road, while in one of the quarters on the inside of the highway, the right-turn exit is equipped with a branch, and the overpass is located on a longitudinal slope and is made three-span with a span beam structure, combined to the temperature-continuous system using anchors and rods and has one expansion joint on one of the extreme supports, moreover, the overpass is equipped with wedge-shaped gaskets installed along the overpass along the support axes and welded to the beams, and across the overpass of the beam are parallel to the nozzles and equipped with reinforced concrete stops moreover, the intermediate supports are made precast, rack-mount on a monolithic reinforced concrete pile grillage with sheet piling, and the extreme supports are prefabricated-monolithic gantry type, while PTFE coating formed carriageway containing planarization layer 30-50 mm thick, 10 mm thick waterproof protective layer 40 mm thick and 110 mm thick asphalt concrete.

The traffic intersection at the intersection of the ring highway with the overlying road - Dmitrovskoye Shosse can be made two-level with an overpass on the highway crossing the road in plan at an angle of 72-73 ^o , two right and two left-hand loop exits, located on the inside of the highway in pairs opposite on opposite sides roads, and two right-handed and two left-hinged looped exits located on the outside of the highway in pairs opposite on opposite sides of the highway roads with a turn of vehicles traveling in both directions along the highway and the road, moreover, in one of the quarters on the inside of the highway the roads and the exits located in this quarter are equipped with additional exits of the local entrance, and the overpass is located in the plan on a straight line and in the profile on a vertical curve with a radius of 10,000 m and is made of two-span, with a frame-continuous beam beam span of prestressed reinforced concrete and expansion joints over the extreme supports, which are made in e of the abutment walls of monolithic reinforced concrete, one on prefabricated pile and the other on a natural base, and the intermediate support is made of rack-mount, monolithic reinforced concrete on a pile foundation, and the roadway is made up of waterproofing 10 mm thick, a protective layer 40 mm thick and asphalt concrete with a thickness of 110 mm, and pavement coating - consisting of waterproofing with a thickness of 10 mm, monolithic reinforced concrete with a thickness of 160-220 mm and cast asphalt with a thickness of 30 mm.

The traffic intersection at the intersection of the ring highway with the overlying road - Altufevskoye Shosse can be two-level with an overpass on the road crossing the highway in plan at an angle of 89-89.5 ^o , two right and two left-hinged looped exits located on the inside of the highway in pairs opposite each other different sides of the road, and two right-turning and two left-turning looped exits located on the outside of the highway in pairs opposite on opposite sides on highways with a turn of vehicles following in both directions along the highway and the road, moreover, in two quarters on the inside of the highway and one quarter on its outside, the right-hand and corresponding left-hand ramps to the part of the length are combined with the formation of a common carriageway for the opposite direction traffic, and the overpass is four-span, consisting of two separate overpasses located with a Central clearance of 20 mm relative to each other, and having monolithic monolithic span of prestressed reinforced concrete beams combined into a temperature-continuous system along the slab, with expansion joints, extreme supports made of pile, precast monolithic gantry type and intermediate precast reinforced concrete rack supports on a pile base, and the roadway is covered consisting of a leveling layer 40 mm thick, waterproofing 10 mm thick, a protective layer 40 mm thick and asphalt concrete 110 mm thick.

The traffic intersection at the intersection of the ring highway with the overlying highway - Moscow - Kaluga can be performed two-level with an overpass on the highway crossing the highway in plan at an angle of 80 ^o , two right-turning and two left-turning looped exits, located on the inside of the highway in pairs opposite on opposite sides of the highway , and two right-turning and two left-turning looped exits located on the outside of the highway in pairs opposite on opposite sides of the motorway lights, and in each quarter, the right-hand and the corresponding left-hand ramps for parts of the length are combined with the formation of a common carriageway for oncoming traffic and providing the possibility of turning vehicles traveling in both directions along the highway and road, and one quarter from the outside the highway is equipped with an additional right-turn branch located behind the adjoining zone of the right-hand exit, and in the right quarter with the internal Orons of the highway, the right-turn congress is equipped with a branch, and the overpass is four-span with a beam span, the beams of which are combined in a temperature-continuous system above the intermediate supports with metal rods, the extreme supports are made of pile-gantry type, and the intermediate supports are rack-mounted on a pile base, and the coating the carriageway is made up of a leveling layer with a thickness of 30-50 mm, waterproofing 10 mm thick, a protective layer 40 mm thick and asphalt concrete 110 mm thick.

Transport interchange at the intersection of the ring highway with the Nemchinovka - Setun highway can be made with an overpass located on the overlying highway, at an angle in plan to the axis of the ring highway, comprising 69-71 ^o , and four right-handed exits, and the overpass is made four-span with beam spans structures integrated on intermediate supports in a temperature-continuous system, the extreme supports are made of piles, and the intermediate ones are columnar also on a pile foundation, and deformations The seams are located on the extreme supports, and the roadway slab coating contains a leveling layer 30–50 mm thick, 10 mm thick waterproofing, a 40 mm thick protective layer, and 110 mm thick asphalt concrete.

In terms of the method of regulation and unloading of passenger, cargo-passenger and cargo flows of the megalopolis transport complex, the problem is solved due to the fact that in the method of regulation and unloading of passenger, cargo-passenger and cargo flows of the megalopolis transport complex, including the movement of flows of transport units along the radial-ring system of intersecting highways and artificial engineering structures in their composition and the redistribution of flows along highways, including those designed for various speeds of the rest of the traffic, according to the invention, during the operation of the transport complex of the megalopolis Moscow, at least periodically without interruption in movement can reconstruct at least part of the highways of the transport complex and / or build new highways and / or artificial engineering structures, at least at one of the stages of operation of the transport complex, reconstruction is being carried out, first of all, of other highways and highways connecting the outer ring highway - Mos Ova Ring Road - with a system of intersections and artificial structures in the form of traffic intersections, and / or bridges, and / or overpasses, and / or overpasses, and / or underground and / or overhead pedestrian crossings with the formation along the entire length of at least at least, the ring highway of the carriageway under five traffic lanes in each direction, and during the reconstruction of at least one ring highway, mainly external, located in the peripheral zone of the metropolis, the number of intersections of this highway lanes with other roads of the complex take at least 0.45-0.48 units / km, of which intersections with highways connecting the metropolis with other megacities take at least 22%, and intersections with highways connecting the metropolis with cities and towns adjacent to the metropolis - at least 77%, the number of intersections of this motorway with railways and branches take each constituting at least 63% of the number of intersections with motorways connecting the metropolis with other megacities, and reconstruct or rebuild at least three intersections with coastal shipping lines, at least three bridge crossings at the intersections of the ring motorway with coastal shipping lines and at least seven medium and small bridges, while the intensity of traffic flows and the corresponding saturation of intersections and artificial structures in different sections of at least the outer ring highway are differentiated by sectors of the metropolis bounded by the outer rings highway, which form an intersection of lines, one of which connects the start point of the conditional “zero” kilometer located on the center line of the outer ring motorway, located in the traffic intersection area at the intersection of the Moscow Ring Road and the Gorkovsky Highway and coinciding with the intersection of the axis of the ring highway with a directed exit interchanges, and a point spaced from the first half the length of the axial line of this highway, and the other connects two points located on the axial line of this gistrali in places its intersection with a line passing through the midpoint of the first line normal thereto, wherein the ratio of lengths of the sections annular line along the axial line in each sector l _1, l _2, l _3, l ₄ between said successive points, counting clockwise from the conditional “zero” kilometer, they are taken equal to l ₁ : l ₂ : l ₃ : l ₄ = (1,034-1,039) :( 0.949-0.955) :( 0.961-0.965): l, and the saturation with artificial structures per 1 km of the highway on specified areas is:
with the length of the section l ₁ = (28.0-28.4) km - by type of structure: medium and small bridges - (0.035-0.045) units / km, railway / road overpasses - (0.14-0.16) / (0.42-0.46) units / km, overpasses - (0.06-0.075) units / km, tunnels - 0, transport interchanges - (0.38-0.42) units / km, elevated pedestrian crossings - (0.48-0.53) units / km, underground pedestrian crossings - (0.18-0.22) units / km;
with the length of the section l ₂ = (25.7-26.1) km - by type of structure: medium and small bridges - (0.035-0.045) units / km, railway / road overpasses - (0.10-0.12) / (0.32-0.36) units / km, flyovers - 0, tunnels - 0, traffic intersections - (0.35-0.39) units / km, elevated pedestrian crossings - (0.39-0.43) units / km, underground pedestrian crossings - 0;
with the length of the section l ₃ = (26.7-27.1) km - by type of structure: medium and small bridges - (0.13-0.17) units / km, railway / road overpasses - (0.11-0 , 13) / (0.63-0.69) units / km, overpasses - (0.07-0.09) units / km, tunnels - (0.07-0.09), transport interchanges - (0, 51-0.57), elevated pedestrian crossings - (0.48-0.52) units / km, underground pedestrian crossings - 0;
with the length of the section l ₄ = (27.0 - 27.4) km - by type of structure: medium and small bridges - (0.035-0.045) units / km, railway / road overpasses - (0.065-0.075) / (0.034-0.037 ) units / km, overpasses - (0.065-0.08) units / km, tunnels - (0.10-0.12) units / km, interchanges - (0.17-0.19) units / km, above-ground pedestrian crossings - (0.38-0.40) units / km, underground pedestrian crossings - (0.065-0.075) units / km, and at least most of the intersections, including traffic intersections, are multilevel, at least three traffic interchanges perform with the possibility of redistributing traffic flows in t Rex levels, and at least one traffic interchange is performed with the possibility of redistributing traffic flows at four levels, and they regulate traffic flows both during reconstruction and during operation by blocking sections along the width of the carriageway to carry out repair and / or reconstruction with the transfer of traffic to adjacent width sections of the carriageway and / or to additionally arranged bypass sections and subsequent expansion and improvement of the carriageway of the roads, highways and intersections and restore traffic to provide simultaneous unloading congested areas by increasing throughput and uniformity of load ring main and reported her remaining internal and external traffic arteries.

 Unloading of traffic flows can be achieved by increasing the throughput of highways and man-made structures by increasing the width of the carriageway to five lanes in each direction during reconstruction and / or operation, and broadening is located mainly on both sides of the existing subgrade and roadway, mainly symmetrical about the longitudinal axis of the highway with the formation of a five-lane roadway in each direction of movement, consisting of four 3.75 m wide lanes and a fifth transitional-speed lane with a width of at least 20% greater than the width of each of the other lanes, and a dividing strip with a width of not less than 1.3 is placed between the carriageways of the highway with an oncoming traffic direction times the width of each of the main four lanes, and from the outer edge of each side of the carriageway, at least in the areas between the artificial structures, a roadside with a width of at least 80% of the width of each of the main four lanes, etc. this not less than 40% of the width of the curb from the side adjacent to the broadening of the roadway, and / or straightening sections of the track, and / or its branching, and / or transitional sections, are reinforced, and the pavement is multi-layer, containing a lower frost protection layer of sand with a filtration coefficient of at least 2 m / day. with crushed stone embedded on top, two layers of rolled cement concrete, with an interlayer of bitumen emulsion or crushed between them, and a multilayer asphalt concrete coating, the lower layer of which is made of highly porous hot fine-grained asphalt mix type B grade I on granite crushed stone M-800, and dense of hot fine-grained asphalt mixture of type A grade I, containing: gabbro-diabase gravel and / or granite or limestone fractions 12-18 mm and fractions 5-12 mm, a mixture of natural sand with screening crushing I have gabbro-diabase and / or granite or limestone crushed stone fractions of 4.0-8.0 mm and fractions up to 4.0 mm, limestone mineral powder, polymer-bituminous astringent and cationic additive of the amine type in the following ratio of components in wt.%:
 Gabbro-diabase gravel and / or granite or limestone:
 fractions 12-18 mm - 1.0-1.5
 fractions of 5-12 mm - 27-41
 A mixture of natural sand with screening crushing gabbro-diabase, and / or granite, or limestone crushed stone:
 fractions 4.0-8.0 mm - 15-29.5
 fractions up to 4 mm - 26-29
 Limestone Mineral Powder - 8-12
 Polymer-bitumen binder - 4.5-5
 The cationic additive of the amine type by weight of the binder is 0.6-0.8,
 moreover, between each coating layer there is also a layer of bitumen emulsion or grinded, while the composition of the polymer-bitumen binder mainly uses viscous oil road viscous grades BND according to GOST 22245-90, and / or bitumen grades BN, polymers: block copolymers of butadiene and styrene type SBS in the form of powder or crumbs, and / or DST-30-01 of I group according to TU 38 103267-80, and / or DST-30R-01 of I group according to TU 38 40327-90 of the Voronezh synthetic rubber plant, and / or their foreign analogues: Finapren 502 or Finapren 411 of the company Petrofina, and / or Kraton D 1101, and / or K Aton D 1184, Kraton D 1186 of the company "Shell" and / or Europrom Sol T 161 of the company "Eniko" and / or 411 Kalpren company "Repsol"; plasticizers: industrial oils of grades I-20A, and / or I-30A, and / or I-40A, and / or I-50A according to GOST 20799-88, raw materials for the production of viscous petroleum road bitumen according to TU 38 101582-88 or a mixture oils and raw materials, moreover, in the composition of the asphalt concrete mixture, a polymer-bitumen binder is used with physical and mechanical properties, respectively, for binder grades 300, 200, 130, 90, 60, 40:
 needle penetration depth 0.1 mm:
 at 25^oC - not less than 300, 200, 130, 90, 60, 40, respectively;
 at 0^oC - not less than 90, 70, 50, 40, 32, 25, respectively;
 softening temperature along the ring and ball,^oC:
 not lower than 45, 47, 49, 51.54.56, respectively;
 elongation, cm:
 at 25^oC - not less than 30, 30, 30, 30, 25, 15, respectively;
 at 0^oC - not less than 25, 25, 20, 15, 11, 8, respectively;
 fragility temperature^oC:
 not higher respectively -40, -35, -30, -25, -20, -15;
 elasticity,%:
 at 25^oC - not less than 85, 85, 85, 85, 80, 80, respectively;
 at 0^oC - not less than 75, 75, 75, 75, 70, 70, respectively;
 softening temperature change after warming up,^oC:
 no more than 7, 7, 6, 6, 5, 5, respectively;
 flash point^oC:
 not lower, respectively 220, 220, 220, 220, 230, 230;
 as a cationic additive can use the adhesive additive Interlene JN / 400-R firm "Herchimica" in the form of a viscous liquid with a density at 15^oC 1.01-1.03 g / cm³, flash point not lower than 180^oC, Angler viscosity at 50^oC 9.0-10.0^oE in an amount of 0.6-0.8% by weight; the subgrade, at least for part of the length of the broadening sections, and / or straightening sections, and / or branching sections, and / or transitional sections, mainly passing in the embankment, is made of compacted sand or non-porous sandy soil, and pavement of sequentially from the bottom up laid on the prepared - planned in the recesses or compacted and aligned in the embankments base layers:
 frost-resistant sand with a filtration coefficient of at least 2 m / day with a thickness of 0.5-0.8 m with a layer of crushed stone embedded in its upper part, mainly limestone, of a grade of at least M-600 with a thickness of at least 0.10 m;
 rolled layer of cement concrete of grade M-100 on crushed stone, mainly of limestone grade of at least M-600, with a thickness of at least 0.15 m;
 a layer of bitumen emulsion or ground;
 rolled layer of cement concrete of grade M-100 on crushed stone, mainly limestone, grade not less than M-600 with a thickness of not less than 0.07 m;
 a layer of highly porous asphalt concrete from hot fine-grained macadam mixture of grade I mainly on granite macadam of grade M-800 with a thickness of at least 0.07 m;
 a layer of dense asphalt from hot fine-grained crushed stone mixture of type “A” grade I on crushed sand, modified bitumen and crushed stone, mainly on granite, grade no lower than M-1200 with a thickness of at least 0.05 m;
 the compaction of the subgrade can be done with light, medium and heavy vibratory rollers: trailed, towed by a tractor on a caterpillar or pneumatic wheel, and self-propelled, moreover, sandy soils are compacted with both light and medium and heavy rollers, and clay soils, including clay including lumpy and high humidity - mainly heavy rollers, mainly cam rollers, with the following parameters of cam ledges: working surface area - 100-150 cm², height - 70-130 cm, and the compaction of sandy and clay soils with humidity not exceeding permissible, as well as the upper layers of the embankments, are carried out by vibrating rollers with a smooth drum, while simultaneously with the compaction, the surface of the compounded soil is leveled, and the compaction parameters, namely the thickness the compacted layer and soil density, with optimal performance of the roller, is obtained in the range of operating speeds of its movement, which is 1.5 - 2.5 km / h with 4 to 8 passes along one track, while at a positive pace Atures of air are sandy, mainly homogeneous in particle size distribution, soils compact with a moisture content of 6-10.5%, and at negative temperatures, sandy soils, including one-dimensional granulometric composition, compact, mainly with a moisture content of less than 8%, increasing the amount passages of the rink along one track compared with that required for positive temperatures by 1.5-2 times, and in all cases, before compaction, the moisture content of the soil to be compacted is controlled and regulated, and if there is insufficient moisture in the soil they are humidified to the required humidity, which ensures the optimal resource consumption of the sealing technique and the required degree of compaction, the sandy soil is moistened immediately before the vibration compaction with the gradual distribution of water over the entire surface of the layer prepared for rolling, while the specific water consumption for humidification is 1 m³ soil working grips is determined from the dependence:
 Q = ρ_d max• K_y(W_opt-W_e) • α,
 where Q is the required specific consumption of water, t / m³;
 ρ_d max - maximum standard soil density, g / cm³;
 K_at - the required degree of compaction of the soil;
 W_opt - optimum soil moisture, fraction of a unit;
 W_e- natural soil moisture before compaction, fraction of a unit;
 α - - coefficient taking into account losses and amounting to 1.05-1.15,
 and the thickness of the compacted soil layer is determined based on the mass of the trailed smooth-roller compactor, or the masses of the vibrating module of the self-propelled smooth-compactor compactor and the required degree of compaction and the number of passes
 for dusty sand: at K_at = 0.95 and the number of passes 4-8 with the mass of the vibratory roller 3-4 tons - 0.3-0.4 m; with the mass of the vibratory roller 6-8 t - 0.5-0.8 m; with the mass of the vibratory roller> 12 t - 1.0 -1.2 m; at K_at = 0.98 - 1.0 and the number of passes 6-10 with the mass of the vibratory roller 3-4 t - 0.2 -0.3 m; with the mass of the vibratory roller 6-8 t - 0.4-0.7 m; with the mass of the vibratory roller> 12 t - 0.6-0.7 m;
 for fine fine sand with natural moisture content W_e = 3-6%: at K_at = 0.95 and the number of passes 3 - 4 with a mass of vibratory roller 3-4 t - 0.3-0.35 m, with a mass of vibratory roller 6-8 t - 0.4-0.55 m, with a mass of vibratory roller> 12 t - 0.65-0.7 m; at K_at = 0.98-1.0 and the number of passes 4 - 6 with a mass of vibratory roller 3-4 t - 0.2 - 0.25 m, with a mass of vibratory roller 6-8 t - 0.3-0.35 m, with a mass vibration roller> 12 t - 0.4-0.45 m;
 for fine fine sand with natural moisture content W_e = 6-8%: at K_at = 0.95 and the number of passes 4 - 6 with a mass of vibratory roller 3-4 t - 0.4-0.45 m, with a mass of vibratory roller 6-8 t - 0.6-0.75 m, with a mass of vibratory roller> 12 t - 0.8-0.9 m; at K_at = 0.98-1.0 and the number of passes 6 - 8 with the mass of the vibratory roller 3-4 t - 0.25-0.3 m, with the mass of the vibratory roller 6-8 t - 0.4-0.6 m, with the mass vibration roller> 12 t - 0.5-0.6 m,
 and for rollers with a cam roller, the indicated thicknesses of the compacted layer are increased by 5-10 cm, while compacting low-moisture homogeneous small and medium-sized sands with W_e<4%, the number of passes of the vibratory roller along one track is taken no more than four, while to prevent the formation of under-compacted layers along the height of the subgrade, taking into account the effect of near-surface softening in the upper part of the vibrating-compacted layer, the thickness of each layer that is next to be filled and to be compacted is reduced by a value equal to the thickness of the decompressed zone of the previous layer, which is 0.1–0.15 m during the operation of vibratory rollers with a mass of 6–8 t, and 0.2–0.25 m when vibro rollers are operating with a mass of 12–15 t in the upper closing layer of the subgrade, the decompression of the surface zone is prevented by additional wetting or by reducing the mass of the vibratory roller used at least at the final stage of compaction of this layer, or by implanting the technological layer of crushed stone or gravel and compaction of this layer by pneumatic-wheel rollers weighing 12-15 tons, or use a combined seal with obligatory wetting of the surface, while starting to seal with a smooth-roll vibratory roller, and then continue to be densified with a cam roller when the vibrator is switched off and the speed of the cam roller is 2.5 - 3 km / h, and when compacting clay soils, taking into account their plasticity and water content, the number of passes of the roller is increased by 1.5-2 times in comparison with similar parameters of sand vibration compaction , and the thickness of the sealing layer is reduced and taken, based on the mass of the vibratory roller, the required degree of compaction and the number of passes
 for light sandy loam, light silty clay loam at a moisture content of 0.8 - 0.9 W_opt, K_at = 0.95 and the number of passes 6 - 8: with a mass of the vibratory roller 6-8 t - 0.45-0.6 m, with a mass of the vibratory roller> 12 t - 0.4-0.5 m; with humidity 0.95 - 1.15 W_opt, K_at = 0.98 - 1.0 and the number of passes 8 - 10: with the mass of the vibratory roller 6-8 t - 0.3-0.4 m, with the mass of the vibratory roller> 12 t - 0.4-0.5 m,
 and for heavy loam, heavy silty clay, clay with a moisture content of 0.85 - 0.9 W_opt, K_at = 0.95 and the number of passes 8 - 10: with a mass of the vibratory roller 6-8 t - 0.2-0.25 m, with a mass of the vibratory roller> 12 t - 0.3-0.35 m; at a moisture content of 0.95 - 1.05 W_opt, K_at = 0.98-1.0 and the number of passes 10 - 12: with a mass of the vibratory roller 6-8 t - 0.3-0.4 m, with a mass of the vibratory roller> 12 t - 0.45 -0.55 m;
 moreover, with an initial degree of compaction of soil K_at ≤0.9, the compaction begins without vibration with at least two passes along one track, then they can perform 2–4 passes at an increased vibration frequency of 30–40 Hz, and in subsequent passes, the vibration frequency is reduced to 25–33 Hz, and the speed of the rink is 1.5 - 2.5 km / h, and when working in winter conditions or at least at negative temperatures, the soil is compacted in the same way, but at the same time the compaction is completed before the freezing of the soil, while the thickness of the compacted layer and the length of the grip is assigned taking into account productively the rim of the roller, and the time during which it is necessary to complete the compaction of the soil, and the length of the working jaw are taken depending on the outdoor temperature as follows: at a temperature of -5^oC and the time before the freezing of the soil after excavation from the quarry 85 - 90 min: respectively 60 - 65 min and 100 - 120 m; at a temperature of -10^oC and the time before the freezing of the soil after excavation from the quarry 55-60 minutes: respectively 40-45 minutes and 60-80 m; at a temperature of -20^oC and the time before freezing of the soil after excavation from the quarry 35–40 min: 25–30 min and 40–50 m, respectively; at a temperature of -25^oC and the time before freezing of the soil after excavation from the quarry 15–20 min: 12–15 min and 20–25 m, respectively;
 the base of the pavement on the reconstructed parts of the highway can be multilayered from “lean” concrete, for which two layers of cement concrete mix M- (75-125) are laid successively, mainly on limestone crushed stone of grade M- (400-700), with the lower layer being made smaller thickness than the top with a thickness difference of at least 10% of the total thickness of the cement concrete base, a technological and waterproofing layer of bitumen emulsion or grind is performed on top of the lower layer, during the laying of each layer, preparation, distribution and compaction of cement concrete mixture, the distribution being carried out with automatic leveling systems by a profiler, distributor, paver, or universal auto-pavers of the DS-199 type and / or "Titan" from ABG-Ingersol Rand and / or Blau Knox ", or using medium and heavy motor graders, and the cement-concrete mixture is densified mainly by the roller link, consisting of a smooth-drum vibratory roller weighing 6 - 7 tons, operating at a frequency ibrations of 30-50 Hz and a smooth-rolled or combined vibration roller weighing 12-16 tons, operating with a vibration frequency of 30-45 Hz, or from a pneumatic tire roller weighing 20-24 tons and one smooth-rolling vibration roller weighing 9-10 tons, operating with a vibration frequency 30 - 45 Hz, the cement concrete mixture is laid over the entire width of the base, or concreted in separate strips with the completion of the entire width of the base within one working day, with longer breaks in time, the laying of adjacent strips is possible after at least 70% of the design strength is set after concrete is laid in laid strips, the movement of technological transport, including for laying the upper layer of the base, is carried out either on the day of laying the lower layer with a speed limit of 10 km / h, or after concrete set in laid strips not less than 70% of the design strength, longitudinal and transverse joints are cleaned before concreting, the crushed stone base and joints are wetted with water, the first two machines that delivered the cement concrete mixture are unloaded, left and right in front of the screw of the dispensing machine, the remaining machines are staggered off the axis of each concrete strip, providing an initial allowance for compaction of the mixture in the amount of 20-30% of the design thickness of the corresponding base layer, from the free edge increase by 25 cm relative to the calculated width of the concrete strip, and the distribution speed of the mixture is taken no more than 5 m / min, while the length of the gripper is taken 20-30 m, and the mixture is compressed, depending on the ambient temperature, no more than three hours; to maintain the specified thickness of the layer, performed by a profiler or paver with automatic transverse slope systems, a carbon string is pulled parallel to the axis of the concrete strip, and in the absence of automatic systems and paver or spreader works, two carbon strings, the mixture at the base starts from the curb, the initial 2 -4 passes are performed in static mode without vibration with a roller weighing 6-7 tons, with each subsequent pass of the roller, the track of the previous one is closed for at least h m is 10% of the width of the drive roller, the subsequent compaction is performed in 4-6 passes with vibration, of which the first two or three passes are performed with a vibration frequency of up to 30 Hz and a maximum amplitude, then the frequency is increased to 50 Hz, and the amplitude is reduced to a minimum, or use heavier rollers weighing 9-10 tons for compaction and make three or four passes without vibration and 8-10 with vibrations from 30-35 Hz at the beginning of the period to 45-50 Hz in the second half of the period; weighing 12-16 tons in 6-8 passes on one track with vibration, of which the first 3-4 passes are carried out at a vibration frequency of 30-35 Hz, and the subsequent ones at 40-50 Hz, or the final seal is made in 8-10 passes by a pneumatic tire roller weighing 20-24 tons, and the speed of the rollers during compaction, depending on the mass rollers and type of compaction are adopted for rollers weighing 6-7 tons without vibration - 2-4 km / h; rollers weighing 6-7 tons with vibration - 1.5-2 km / h; rollers weighing 12-16 tons with vibration - 2-3 km / h; pneumatic tire rollers - 5-8 km / h; rollers weighing 9-10 tons without vibration - 2-3 km / h; rollers weighing 9-10 tons with vibration - 1.5-2 km / h;
 when exceeding the calculated length of the grab, determined by the technological parameters of the distributing and sealing machines, namely the reduced speed and the number of passes of the latter, one or more additional roller links are used; the process of vibration compaction of the freshly laid cement concrete mixture is carried out continuously in the direction parallel to the axis of the road, vibration on and off, as well as transition from strip to strip, are carried out outside the compacted layer, and if emergency stop on the rolled layer is necessary, the vibration is turned off in 1.5-2, 0 m to the car stop; the joints and junctions are additionally compacted with a vibrating plate, before the break in concreting, or before bridges and overpasses, respectively, work or expansion joints are arranged, for which they clear the joint from excessive concrete mix, install and fix the stop bar or metal formwork on the base to the height of the seal layer, taking into account the seal allowance, is filled with sinus concrete mixture in front of the timber or formwork with seal allowance and the concrete mixture is compacted in the weld zone vibroplate, and care for freshly laid concrete when concreting the lower layer is carried out if the top layer of the base is arranged with a time gap of more than four hours, respectively, care for freshly laid concrete when concreting the upper layer is performed if the asphalt concrete cover is arranged with an interval of more than four hours after concrete is laid At the same time, film-forming materials are used to protect fresh concrete: bitumen emulsion, or constantly moistened sand, or a plastic film, or bitumen coated paper, which is applied or laid immediately after finishing the surface of the concrete layer, and concrete care is stopped when laying the overlying layer or upon completion of the concrete design strength set, while in the process of performing work on the foundation, the geometric and strength parameters of each layer are monitored ;
 when performing the lower layer of asphalt concrete coating 2-3 hours before laying asphalt concrete, the underlying layer can be cleaned and washed of dust and dirt, then a bitumen emulsion is applied to it with a flow rate of 0.3-0.4 l / m², simultaneously treated with an emulsion or liquefied bitumen, a previously evenly cut side edge of the old coating in the adjoining zone of the new one, laying of the lower layer of asphalt concrete coating is carried out immediately over the entire width of the carriageway with at least two asphalt pavers working using at least one carbon copy previously stretched strings for each paver, and the copier strings are installed at least from two sides - along the longitudinal edge of the old coating and from the side in the process of laying asphalt concrete from a porous mixture, the specified level of the surface of the laid layer is provided on one side of the first paver along the way laying a strip of 6 m wide, from the carbon string entered into contact with it, and on the other hand, the specified level is supported by a transverse slope sensor, on the one side of the second downstream paver laying a strip of 8.25 m wide, the specified level is provided by a carbon string brought into contact with it, and on the other hand, from a small carbon ski, which they are placed along the layer laid in front by a walking paver, and in the process of laying asphalt concrete from a dense mixture, the specified level of the surface of the laid layer is provided on one side of the first along the paver laying a strip of 8.25 m wide, from the carbon string, and on the other, from a long one skis moving along the previously laid underlying layer of asphalt concrete pavement, on the one side of the second downstream paver laying a strip 6 m wide, a predetermined level is provided from the carbon string, and on the other Rones - from a small tracer ski moving along a layer laid in front by a walking paver, while before starting asphalt pavers, the pavers are set to their original position, and also the working body of each paver is set to a predetermined thickness of the stacked layer, equal to the design one, increased by the size of the allowance for compaction set the screed with an angle of attack of 2-3^o, set up an automatic system for ensuring evenness and a transverse slope, set the operating modes of the tamper and screed, set the course of the tamper, mainly equal to 4 mm, during installation, the distance between the working pavers is taken to be 10-15 m, but not more than 30 m, and the speed of laying asphalt concrete is within 2–3 m / min, the allowance for compaction of the asphalt concrete mixture is specified during test compaction and taken equal to 15-20% of the design layer thickness, at the beginning of the shift or when continuing paving after a break warms up the transverse joint by installing an asphalt paver over the edge of previously laid asphalt concrete and filling the screw chamber with a mixture, and the top of the coating in the cross-section zone is preheated with a linear heater with infrared irradiators, before or asphalt paver is resumed, the installation level of the paver is maintained or the same as before the laying break and at least two meters from the transverse abutment, the machine is carried out in manual mode, the seal asphalt mixture is produced in the temperature range of 140-90^oC and begin with a cross-linking seal, then the mixture is compacted with 8-10 t smooth-rolling rollers without vibration, while the pneumatic tires of combined and pneumatic rollers are heated for the first 30-50 meters, after which the asphalt mixture is compacted with the indicated rollers directly behind the paver, moving the combined rollers forward action of the wheels, and the final compaction is carried out by smooth-roller rollers, while pneumowheel and combined rollers carry out at least 6-8 passes, one at a time the next, the first 3-4 of which are carried out by combined-action rollers without vibration, and the next ones with vibration of 30-50 Hz and maximum amplitude, asphalt concrete is rolled with pneumatic wheels at a working speed of 4-6 km / h, and combined rollers - with at a speed of up to 5 km / h without vibration and up to 2 km / h with vibration, when compacting asphalt, smooth-rolled rollers also make at least 6-8 vibration passes along one track, and in the first 3-4 passes, set the vibration mode to 30-50 Hz, maximum amp Finally, and the speed of movement is assumed to be minimal to 2 km / h, and in the second half of the rolling cycle, smooth-roller rollers are given a vibration frequency of 40-45 Hz at a minimum amplitude with an increase in speed of up to 4 km / h, the coating is consolidated with a heavy roller of the VSH-105 type or a similar model, the longitudinal joint of the reconstructed highway web is sealed with the same roller, and the sealing is carried out sequentially with stripes from the edges to the middle with overlapping layers of 20-30 cm, the rollers are moved on the mixture being compacted jerkily and evenly without changing the direction of movement of the roller on an unconsolidated and non-cooled layer, and moving the roller from one strip to another and turning on the vibrations is performed outside the sealing strip, and each subsequent track of the roller in the sealing direction is displaced relative to the longitudinal axis of the web, mainly by an amount equal to the diameter of the roller or pneumatic wheels or commensurate with them, while the temperature of the asphalt mixture in each car that delivered it to the place of installation is controlled during the work and not less than every 100 m of the laid layer, layer thickness, lateral and longitudinal slope of the web and compaction modes are controlled: mixture temperature, speed of rollers, frequency and amplitude of vibration, and the final parameters of the laid and compacted coating layer are checked on samples that are taken in the form of cores or felling from the specified coating layer 1-3 days after its installation;
 the top layer of the asphalt concrete pavement of the reconstructed highway can be made of hot type A asphalt concrete mix of grade I on a polymer-bitumen binder thickness, mainly 6 cm, over the entire width of the carriageway in one direction, combining the broadening sections newly constructed during the reconstruction and the existing roadway carriageway, when this, before laying the asphalt concrete mixture, preparatory work is carried out, including profiling the lower layer of the asphalt concrete coating on both the existing and the internal ov a built-up strip for milling marks with an automatic leveling system, leveling a layer of hot asphalt mix type B with selecting the maximum size of the aggregate grains depending on the thickness of the leveling layer, patching, installing crack-breaking nets on the lower or leveling layer of asphalt concrete, cleaning , washing from dust and dirt and drying the bottom layer of the asphalt concrete coating before priming, priming no later than 2-3 hours before laying the top layer of the coating, which is produced by applying a bitumen emulsion with a flow rate of 0.3-0.4 l / m² and obtaining a transparent brown layer, which is maintained until the water evaporates from the emulsion and changes its color from brown to black, the transverse mates are perpendicular to the axis of the line, while the ends of the previously laid strip are cut vertically without chips and lubricated with bitumen emulsion, pre-carry out along the cross joints cutting the coating to the entire thickness of the upper layer with a cutter with diamond disks and then with a cold milling cutter remove excess material in the prepared zone behind the joint line, and on With an interchangeable gripper, the paved layer is cut along one line along the entire width of the paving, and the place where the barrier fence and side stone adjoin the asphalt concrete coating layer is treated with bitumen or bitumen emulsion, the top layer of asphalt concrete coating is laid simultaneously with three pavers immediately over the entire width of the carriageway an adjoining strip to a concrete barrier enclosure is laid by an paver equipped with a sliding working body, while with The pavements use the “echelon” scheme of laying the strips, in which the pavers have a ledge, the paver being the first to work along the curb, the carbon string for the automatic system to work is installed on both sides of the coating to be arranged: on the shelf of the concrete barrier fence and on the side of the curb, and on replaceable gripper pre-installed racks with the marks taken down to the bottom and pull the carbon string, and the distance between the racks is selected from the condition of exclusion of the sagging of the carbon string, but not more than 8 m, the work of the automatic system to ensure the evenness of the paver close to the curb is carried out on the one side of the tracer string, and on the other side of the long ski moved along the underlying layer, the second step along the laying of the paver is automated on one side of the shoe the edge of the strip laid by the first paver, and on the other hand, from a long ski, and the base of the automatic paver system at the concrete fence on the side of the barrier is a tracer string, and on the other on the other hand, there is a “shoe”, moved along the strip laid by the second paver, and the transverse slope of the coating is provided by the automatic system on all three pavers, before the pavers start, the pavers are set to their initial position and prepared for work in the following sequence: they install a smoothing plate on the starting blocks taking into account the thickness of the coating and the allowance for the seal, the angle of attack of the screed is taken to be zero; set a screed with an angle of attack of 2-3^o; set up an automatic system for ensuring evenness and lateral slope; warm the screed for 10-40 minutes, depending on weather conditions before laying, to the temperature of the asphalt mix to be laid; set the operating modes of the tamper, mainly the 4 mm stroke, and the screed with the observance of the distance between simultaneously working pavers equal to 10-15 m, but not more than 30 m, when unloading the mixture, the dump truck is stopped 30-60 cm to the paver without manual installation the brake with the possibility of the stacker hitting it while moving forward on it, while unloading dump trucks, the paver is moved at a working speed not lower than the speed of the dump trucks, the paving speed is taken within 2-4 m / min, and the asphalt concrete mixture is uniformly delivered to all pavers to ensure their continuous movement at a constant speed, and during operation of the paver, the same level of the mixture in the screw chamber is maintained, reaching the axis of the screw shaft, with short interruptions in the delivery of the mixture, the latter in an amount not less than 25% of the hopper capacity the paver is left in the hopper, and during long breaks, the entire mixture is produced, which is in the hopper, screw chamber and under the stove, with an allowance of compaction of the asphalt mix with the use of a polymer-bitumen binder is taken, mainly 15-20%, and specified during the test compaction, and at the beginning of the shift and after a long break, the transverse joint is heated, setting the stacker so that the plate is completely above the edge of the previously laid layer, and filled a screw chamber with a mixture, and the top of the coating in the area of the transverse joint is heated by a linear heater with infrared burners, and when performing the transverse adjacency at the beginning of the shift, the level is set and the working body of the paver are set the same as at the end of the previous shift in the same strip, while at least two meters from the point of contact are held in manual mode without automation, and if necessary, they adjust the angle of attack of the screed, and with a longitudinal slope over 70^°/ °° laying and compaction of the asphalt concrete coating is carried out from the bottom up, with a longitudinal slope of less than 70^°/ °° laying and compaction of the asphalt concrete pavement is carried out both downhill and uphill, moreover, the asphalt concrete mix is compacted immediately after paving, starting from the transverse mating seal, which is carried out by rollers both in the longitudinal direction and along the seam, in the first In this case, the roller of the roller is completely led out of the seam line to the layer being compacted, and in the second, when compacting along the seam, the roller of the roller is brought to a compacted coating of 20-30 cm and the asphalt mix is compacted in the temperature range from 150 to 80^oC, moreover, the compaction process is carried out according to one of the following schemes: the first scheme: rollers of different types — pneumatic wheels, combined action and vibration — are moved apart in different compaction bands; or the second scheme: the rollers of different types move the link along the same track in the track or for both schemes there are two options for arranging the rollers in the rolling process: when the pneumatic wheel roller or the combined roller moving forward with the pneumatic tires is placed first, or when the leader is smooth roller, and at the beginning of laying, regardless of the compaction scheme, packing starts with the passage of one or two smooth roller rollers without vibration, and after compaction of the first two strips - 2-4 passes along one trace - when they switch to the third lane, on the first lane, they begin to be compressed with a pneumatic roller and / or combined-action roller and the tires are heated in the process of compaction to the temperature of the asphalt concrete mixture to prevent it from sticking to the pneumatic tires, then the pneumatic wheel roller compacts the coating immediately behind paver, and compaction according to the first scheme is as follows. The pneumatic wheel roller carries out two passes back and forth along the first and second stripes of laying, after it moves to the third strip in the first strip, the combined roller is moved, after the pneumatic wheel roller is moved to the fifth strip, and the combined roller is moved to the third strip in the first strip smooth roller in vibration mode and after the passage of the pneumatic wheel along the last seal strip behind a particular paver, it is again transferred to the first strip and the seal cycle repeat, and compaction according to the second scheme is carried out by three links of rollers, each of which is moved across the entire width of the compacted coating, after sealing the coating by the first link of rollers along the entire width, laid first along the paver, move it to the seal of the coating laid by the second paver, in this while the second link of the rollers begins to compact the coating behind the first paver, and after the transition of the first link to the zone of the third paver, and the second link to the zone of the second paver the sensor, the third link of the rollers begins compaction of the coating behind the first paver, and then the entire compaction cycle is repeated, and for the roller on pneumatic tires, at the initial rolling speed of 3.0 - 4.0 km / h and the number of passes 2-4, and with the main rolling - at the first stage - a speed of 4.0 - 6.5 km / h and the number of passes 5-6, and at the second stage - a speed of 6.5 - 11.5 km / h and the number of passes 2 - 3; for a vibratory roller, including combined, at the initial roll-in, the speed is 3.0–4.0 km / h and the number of passes 2-4, and with the main roll-in at the first stage — the speed is 4.0–5.5 km / hour and the number of passes 5 - 6 at a vibration frequency of 30 Hz, and in the second stage - a speed of 4.0 -5.5 km / h and the number of passes 5 - 6 at a vibration frequency of 45 Hz, and for a roller of smooth-static action at the initial During rolling, the speed is 3.0–4.0 km / h and the number of passes is 1–2, and during the main rolling –– at the first stage –– 4.0–6.5 km / h and the number of passes the number of passes is 5-6, and in the second stage - a speed of 6.5 - 8.0 km / h and the number of passes 3 - 4, while the vibration on the rollers when moving back include only at the second stage of the main stage of compaction, the length of the compaction capture the length of the area on which the seal should be completed before the mixture cools down at least 80^oC taken at an ambient temperature of 10^oC - 50-60 m, and at a temperature of 20^oC - 90-100 m, but not more than 150 m, and for compacting the coating areas adjacent directly to the curb, use smooth-rolled static rollers of the type DU-48 B, and the pneumatic wheeled roller performing preliminary compaction is placed as close as possible to the paver, with taking into account the temperature of the asphalt mix, moreover, when compacting type A asphalt mix, the pressure in the tires of the pneumatic wheel rink is predominantly 0.8 MPa, while to prevent cooling of the rink tires do not allow it to move to the cooled coating, and with the exception of cases of the start of rolling and refueling of the rink, and when different types of rollers are working simultaneously, one after the other in order to comply with the speed regime, the entire link is moved at the speed of the vibratory roller, and the distance between the individual link rollers during the movement is taken to be 2 - 3 m with the application when rolling application of the same sealing force across the entire width of the rolled fabric, while when working smooth-roller rollers in vibration mode, the rolling includes vibration on both rollers ka, the compaction of the coating begins with strips from the edges to the middle with overlapping traces of 20-30 cm, and the first pass begins, departing from the edge of the coating by 10-15 cm, and the edges are compacted after the first pass of the roller over the entire width of the stacked strip, while the pairing is compacted by rollers from the paver squad going behind, and during compaction of the mixture, the rollers are kept in a continuous and uniform motion, and the rollers are prevented from stopping on an unconsolidated and non-cooled layer or a sharp change in the direction of movement of the roller, m, the roller is transferred from one strip to another only on a previously compacted coating, and vibration is switched on outside the sealing strip on a moving roller, while compacting the roller is moved parallel to the road axis and to prevent wave formation, each subsequent track of the roller is placed further than the previous one in the direction of rolling the diameter of the drum or pneumatic wheels, while checking the temperature of the asphalt mixture in each car, delivering it to the place of work, during the installation of control the thickness of the laid layer is measured after 100 m, the evenness and transverse slope not less than after 20 m, and during the compaction process, compliance with the specified mode of compaction of the mixture is monitored, and irregularities are corrected by rolling by hot coating at a temperature of at least 80^oC, while the quality control of asphalt concrete is carried out by cores or cuttings from the top layer of the coating in three places at 7000 m 1 to 3 days after its installation.

 Regulation and unloading of traffic flows in the metropolis in the area of bridge crossings, mainly large bridges, can be done by erecting a new bridge near the existing bridge under five lanes, temporarily transferring traffic flows in both directions from the existing bridge to it, partially or completely disassembling the existing bridge and its reconstruction or the construction of a new bridge and transfer to a reconstructed or newly constructed bridge of traffic flows in one direction, leaving and in the first newly built bridge of traffic flows in the opposite direction, and in the areas of bridge crossings over the Moscow River on the ring highway near the village of Besedy and the village of Spas, new bridges are being erected next to the existing bridges, the existing bridges are being reconstructed, and in the area of the bridge crossing over the canal them. Moscow, on the ring highway near Khimki, a new bridge is being built next to the existing bridge, and the existing bridge is being dismantled and a new bridge is being built in its place; in the zones of intersection of the ring highway by the Smolensky and Paveletsky directions of the Moscow Railway, regulation and unloading of traffic flows can be carried out by performing at least preparatory work related to the reconstruction and broadening of the ring highway, the construction of a new overpass at the bypass, and transfer to new overpass for railway flows, the subsequent dismantling of existing railways and overpasses and completion of work t the broadening annular carriageway highway intersection zones to form a roadway five transport lanes in each direction; regulation and unloading of traffic flows of the metropolis in the zones of the intersection of the Riga, Gorkovsky, Ryazan, Yaroslavl, Kursk, Savelovsky directions of the Moscow railway and the Oktyabrskaya and Moscow-Kiev railways can be carried out by means of predominantly two-sided broadening of the existing carriageway, at least on embankments of approaches and overpasses in the zones of intersections with the formation of the carriageway under the five-lane traffic in each direction, for which o predominantly, on both sides of the overpasses existing at the intersections, broadening parts of the overpasses are erected, traffic flows of the corresponding directions are temporarily transferred to them, after which the existing overpasses are reconstructed or dismantled and new overpasses are built in their place with the formation of a combined widened carriageway together with the widening parts under five lanes of traffic in each direction.

образным с соотношением ширин поперечного сечения понизу и поверху, составляющим 1 : (1,1 - 1,3), при этом переходов первого типа выполняют не менее 13 и их размещают соответственно на 21 км, 23 км, 26 км, 28 км, 29 км, 31 км, 32 км, 33 км, 34 км, 36 км, 38 км, 40 км и 61 км кольцевой магистрали, переходов второго типа выполняют не менее 17 и их размещают соответственно на 11 км, 13 км, 14 км, 16 км, 18 км, 43 км, 44 км, 50 км, 54 км, 55 км, 56 км, 58 км, 59 км, 76 км, 86 км, 89 км, 92 км магистрали, а переходов третьего типа выполняют не менее 14 и их размещают соответственно на 5 км, 6 км, 62 км, 65 км, 67 км, 74 км, 76 км, 78 км, 81 км, 84 км, 93 км, 94 км и 105 км магистрали; широкие переходы размещают соответственно на 10 км, 24 км, 92 км магистрали, а деревянные - на 95 км и 102 км магистрали.Regulation and unloading of traffic flows of a megalopolis at the intersection of the Moscow Ring Road and the Yaroslavl Highway can be carried out by at least partially redistributing transport from the ring highway to the Yaroslavl Highway and from the Yaroslavl Highway to the ring highway in both directions in four levels, in the zones of the intersection of the ring Highways with an overlying highway - Leningradskoye Shosse, and also with an underlying road - Gorky Shosse - at three levels, and in areas of intersection with highways th - Rublevskoe, roads Michurinsky Avenue - Borovskoe highway, street. Moldagulova, Khovrino-Dolgoprudny, ul. Molodogvardeiskoy, st. Sayanskoy - Reutovo, Korovinskoe highway, st. Ryabinovaya, Tsaritsyno - Vidnoe, Shabolovka - Butovo, Biryulyovo - Bulatnikovo, ul. Salomei Heris, Conversations - Brateevo, Strogino - Myakinino, ul. Freedom - Kurkino, Volokolamsk highway, Abramtsevo - Golyanovo, Schelkovo highway, Ostashkov highway. Kiev highway - Leninsky Prospekt, Minsk - Mozhayskoye highway, Riga - Trinity-Lykovo, Ochakovo - Zarechye, Kashirskoye highway - Domodedovo, Nosovikhinsky highway. Staroryazanskoye Shosse, Novoryazanskoye Shosse - Volgogradsky Prospekt, Skolkovskoye Shosse, Dmitrovskoye Shosse, Altufevskoye Shosse, Moscow-Kaluga, Nemchinovka-Setun - at two levels, and in areas with intense pedestrian flows crossing the ring highway, uninterrupted continuous safe traffic is ensured by building elevated and underground pedestrian crossings, and at least fifty-seven above-ground and underground pedestrian crossings along the length of the ring highway as part of artificial structures c, the number of overpasses is not less than 7 times the number of underground and in the composition of aboveground transitions at least three transitions are wide with a broadening band on which infrastructure objects are located - trade and service, while at least two transitions are performed with supporting wooden span structures, one - single-span arched type with inclined metal pendants attached to the arches and unfastened by stiffness ties with a tightening beam and laid on top the flooring and the floor for the passage of pedestrians, arches inclined to each other at an angle of 6 ^o to the horizontal, and the ratio of the boom of the combined arch structure to the span of the crosswalk, comprising 1: (6.3 -6.5), with a translucent fence in in the form of an open pipe connected by longitudinal seams of the open part with the outer walls of the tightening beam, located in the lower half of the space bounded by inclined arches, extreme supports in the form of towers, the lower supporting part, the foundations and stairway of which they are reinforced concrete, and the supporting part is wooden, with glazing and a system of internal supporting and enclosing structures of the coating, and another transition with wooden supporting structures is performed by a two-span hanging type with a rigid thread, which in spans has the configuration of overturned wooden arches with the ratio of the bending arrow to the span component 1: (2.75 - 2.8), extreme and intermediate supports on a reinforced concrete pile base with two wooden pylons and two portals located on each of the supports, carrying the sections of which are formed by rigid metal-wooden rods, anchored on additional supports, and the pedestrian crossing area is provided with a translucent fence in the form of an open pipe connected by longitudinal edges to the outer edges of the supporting beam of the span, which, in turn, is attached to the arches with metal pendants, and pylons in pairs unfasten between themselves by stiffness bonds; at least one of the broadened transitions is double-span with a reinforced concrete slab-beam span supported by rubber bearings, extreme supports that are made of precast-monolithic reinforced concrete on a pile base and an intermediate reinforced concrete precast-monolithic support also on a pile base, and the rest transitions are performed in three types, one of which with a monolithic reinforced concrete box-shaped span of the T-section with an upper shelf and a widened trapezoidally tapering downward one with an internal cavity of a cylindrical configuration and external coils forming mates of a shelf and a wall or in the form of two beams, monolithic to each other along a plate of a carriageway, the other with a monolithic reinforced concrete trough-like span with a flat bottom and walls with a curved cross section with a width ratio the bottom and the total width of the trough-like supporting structure, constituting 1: (2.00 - 2.20), and the span of the pedestrian crossing of the third type is metal

figurative with the ratio of the widths of the cross section downward and downward, amounting to 1: (1.1 - 1.3), while the transitions of the first type are performed at least 13 and they are placed respectively at 21 km, 23 km, 26 km, 28 km, 29 km, 31 km, 32 km, 33 km, 34 km, 36 km, 38 km, 40 km and 61 km of the ring highway, junctions of the second type perform at least 17 and they are placed respectively at 11 km, 13 km, 14 km, 16 km, 18 km, 43 km, 44 km, 50 km, 54 km, 55 km, 56 km, 58 km, 59 km, 76 km, 86 km, 89 km, 92 km of highway, and at least 14 crossings of the third type and they are placed respectively at 5 km, 6 km, 62 km, 65 km, 67 km, 74 km, 76 km, 78 km, 81 km, 84 km, 93 km, 94 km and 105 km of highway; wide crossings place on 10 km, 24 km, 92 km of trunk, respectively, and wooden - on 95 km and 102 km of trunk.

 Regulation and unloading of traffic flows during the operation of highways can be carried out with the provision of year-round, uninterrupted and safe functioning of highways by periodically cleaning from dust, dirt, snow, ice of the roadway, road signs, maintaining all types of alarms, including systems, in working condition regulation of traffic flows, operations to repair and / or reconstruct, and / or restore subgrade, and / or pavement, and / or the covering of the carriageway and / or man-made structures as part of the road, drainage and lighting systems, platforms and stops for transport, ensuring the smooth operation of the road service, traffic safety inspection services and surveillance systems, limiting, and / or temporary transfer, and / or temporary blocking of traffic flows in the event of extreme situations, maintaining the required, including environmental conditions, conditions of slopes, including those reinforced by grass sowing and / or artificial elements at that, during the operation of the Moscow Ring Road, at least four road maintenance departments with a set of road maintenance equipment are constructed and / or equipped on it, based on the mutual location of intersections of the ring highway with the main radial roads of the metropolis at distances from each other, correlated with each other and the length of the highway as (1.89 - 1.93): l: (1.19 - 1.23): (1.56 - 1.60): 5.7, counting clockwise along the length of the highway from the location of the control closest to At the start of a conditional zero kilometer, a production base is erected and / or equipped with each control, including parking of vehicles, mainly irrigation and / or garbage collection, and / or with snow removal equipment, and / or for the removal of land, garbage, snow from the highway and / or artificial structures, consumable warehouses of granite chips, and / or sand, and / or salt, and / or substitute substances and compositions for accelerating the melting of snow and ice on the roadway, warehouses for the preparation of liquid reagents for processing road surfaces, rooms for road repair equipment and spare parts for road equipment, production and administrative buildings, complete the production base with road repair equipment and perform urgent and / or scheduled cleaning and / or repair and / or reconstruction operations, and / or restoration of the subgrade, and / or pavement, and / or pavement, artificial structures and traffic control systems, while the ring road is equipped with weather stations, the average saturation of which is 1 km to ogs receive at least 0.055 units / km, which provide operational meteorological services for the highway, including providing road operating departments and traffic participants with information about the condition of the carriageway in certain sections of the highway and information about possible, including the nearest changes in the meteorological situation on the highway, directly affecting traffic safety, and, as a result of which, the road maintenance departments prepare and / or send the appropriate road technical nick to sections of the highway and perform the necessary operations to clear and / or restore the condition of the roadway suitable for safe operation; at the same time, during the operation of the highway, new traffic police posts are reconstructed and / or erected, including main and departure ones, and the saturation of the highway with the main traffic police posts located on the highway with its external or internal to the city’s megalopolis takes at least 0.013 units / km , and the saturation of the highway with the traffic police checkpoints located on the side of the megalopolis on the roads crossing the ring highway takes at least 0.14 units / km.

 During the operation of the highway, they can regularly check the condition of the highway, its roadway, roadsides, artificial structures as part of the highway, including transport interchanges at intersections with other highways, identify and eliminate detected defects by making minor or ongoing repairs, which are carried out without interruption traffic by blocking the areas to be repaired, transferring traffic to adjacent lanes and restoring traffic after completion They carry out works as well as carry out regular work on cleaning the roadway of the main line and artificial structures in its composition, the technological complex of which is assigned in accordance with the operating season and is divided into winter and summer cleaning, and at least at one of the stages of reconstruction of the main at least one of its sections is mounted anti-icing system company "Boschung", providing protection of the coating from icing over its entire width on a plot of at least 450 m in length.

Winter cleaning of the highway can be carried out by treating the carriageway with chlorides and / or shifting snow from the carriageway to the roadsides, and when treating the carriageway with chlorides, the time length of the main technological cycles is assumed to be no more than 1.0 hour with an average processing density per cycle of 35 -45 g / m ² and a working speed of harvesting machines of 35-45 km / h, and when shifting snow, the length of time of the main technological cycles is not more than 2.0 hours at a working speed of harvesting machines of 35-45 km / h, moreover, the roadway is treated with anti-icing materials by KUM 5551 spreaders, snow is shifted from the roadway to the shoulders with a Schmidt wide-snow plow on the MAZ-63035 chassis, snow is cleared of solid dividing walls, including with curved side elements, and also, snow and dirt are removed from the barrier fencing during the winter thaws by a spreader with plow brush equipment of the UNIMOG-1250 type with equipment for vertical cleaning, processing of the left tray and sliding snow blowing from the dividing wall or strip onto the roadway before the wide snow plows begin to work, as well as the formation of a snow shaft in the trays in the areas where the side stone is installed, snow removal from the roadsides to the slopes of the embankment, snow removal when processing with chlorides, shifting and sweeping sediment platforms for transport, shifting and sweeping snow, cleaning the entrances to the infrastructure of the road is carried out with a spreader with plow-brush equipment of the UNIMOG-1250 type, snow is thrown from trays to mounds of the embankment, loading snow into dump trucks in places where it is impossible to transfer it to the slopes of the embankment is carried out by the R-400 roller milling and rotary snow blower, and snow is moved and sweeping on the landing sites of bus stops and when cleaning entrances to infrastructure facilities by sidewalk machines type "Multikar-26", while the processing of the road with chlorides is carried out by links of at least two cars in a link along the entire width of the carriageway in one passage of cars, and the complete processing of Road surveys are carried out with a one-time loading of the body with chlorides, without stopping work and a trip to the chloride storage base for refueling, snow is removed from the roadway by a column of wide-sweeping snow blowers over the entire width of the carriageway in one pass of cars, while a full range of snow removal works on the carriageway, including cleaning of the separation walls, processing of the left trays, the formation of snow shafts, shifting and throwing snow in the right trays produce with minimal traffic , Preferably on the night shift and weekends and during the passage of snow in the daytime under the maximum traffic intensity produced only two process steps - processing road chlorides and shifting of the snow from the road snow-removing shirokozahvatnymi; and in places inaccessible and inaccessible to mechanisms, including at stops, slops, when cleaning road signs, manual cleaning is performed, including using small-scale mechanization; and summer road cleaning is carried out by washing the asphalt concrete pavement of the carriageway, which is carried out on a night shift from 23 hours to 7 hours in the morning with a break from 2 ^x to 3 ^x hours with a water consumption when washing the carriageway 1 l / m ² , and when washing trays - 2 l / m ² , in addition, sweeping at least twice a day and at least once a day - cleaning containers and bins from garbage, which is carried out mainly in the daytime, while washing the roadway, including settling platforms, ramps produced by watering machines type KO-713; sweeping trays and cleaning the entrances to the infrastructure of the road - with KUM-5551 sweepers; cleaning of dividing walls, including those with curved side elements, washing of road signs and signs, cleaning and washing of barrier fences - with UNIMOG-1450 sweepers; cleaning of landing sites at stops, including washing and sweeping, as well as cleaning of driveways to road infrastructure and mowing and cleaning of grass cut in the right-of-way - a sidewalk-cleaning machine like “Multikar-26” with sweeping equipment and a mowing device grass in horizontal areas; mowing and harvesting grass mowed on the slopes - with a UNIMOG-1250 type sweeper with equipment for mowing grass and shrubs on the slopes; and the containers and ballot boxes are removed from garbage by teams of two workers in garbage trucks of the MKZ-10 type.

 The technical result provided by the specified set of features consists in optimizing the transport complex of the metropolis, optimizing the method of regulation and unloading of passenger, freight and passenger and freight flows of the transport complex of the metropolis, ensuring the possibility of reducing labor and material costs, as well as operating costs, as well as the construction time due to the provision of the possibility of optimal selection of the required number of artificial structures per 1 km of the highway, as well as optimal selection with the rate of used asphalt concrete, structural parameters of pavement and man-made structures as part of highways and roads, ensuring safe, uninterrupted traffic and increasing the capacity of the transport complex while ensuring redistribution of traffic flows at the intersection of highways and highways, creating conditions for convenient and safe crossing of highways by pedestrians , by road and rail, while improving the environment nical situation, ensuring safe functioning and durability increases overhaul duration periods.

The invention is illustrated by drawings, where:
in FIG. 1 shows the transport complex of the metropolis in plan with bridge crossings and overpasses located on the ring highway;
in FIG. 2 is a cross section of a roadbed of an annular highway;
in FIG. 3 - the same, in the context;
in FIG. 4 - a new bridge bridge over the Moscow River on the highway highway at the village of Besedy, side view;
in FIG. 5 - an existing reconstructed bridge near the village of Besedy, side view;
in FIG. 6 is a section along AA in FIG. 4;
in FIG. 7 is a section along BB in FIG. 5;
in FIG. 8 - a new bridge bridge over the Moscow River on the highway highway at the village of Spas, side view;
in FIG. 9 - the existing reconstructed bridge near the village of Spas, side view;
in FIG. 10 is a section along BB in FIG. eight;
in FIG. 11 is a section along G-D in FIG. nine;
in FIG. 12 - bridge over the Moscow River on the highway highway near Khimki, side view;
in FIG. 13 is a section along DD in FIG. 12 right bridge bridge;
in FIG. 14 - the same, left bridge bridge;
in FIG. 15 - overpass at the intersection of the ring highway by the Smolensk route of the Moscow railway, side view;
in FIG. 16 is a plan of spans in the plan;
in FIG. 17 is a section along EE in FIG. 16;
in FIG. 18 - overpass at the intersection of the ring highway by the ways of the Paveletsky direction of the Moscow railway, side view;
in FIG. 19 is a section along FJ in FIG. 18;
in FIG. 20 - overpass at the intersection of the ring route of the Riga direction of the Moscow railway and Volokolamsk highway, side view;
in FIG. 21 is a section along II in FIG. 20;
in FIG. 22 - junction of an additional overpass to the main plan;
in FIG. 23 - overpass at the intersection of the Gorky direction of the Moscow Railway by the ring highway, side view;
in FIG. 24 is a section along KK in FIG. 23, on the left are the supports of the existing overpass, on the right are the supports of the reconstructed overpass;
in FIG. 25 is an overpass at the intersection of the Ryazan direction of the Moscow Railway by a ring highway, side view;
in FIG. 26 is a section along LL in FIG. 25;
in FIG. 27 - overpass at the intersection of the ring highway of the Yaroslavl direction of the Moscow railway, side view;
in FIG. 28 is a section along MM in FIG. 27;
in FIG. 29 is an overpass at the intersection of the Oktyabrskaya Railway by the ring highway, side view;
in FIG. 30 is a section along H — N in FIG. 29;
in FIG. 31 - overpass at the intersection of the ring highway of the Kursk direction of the Moscow railway, side view;
in FIG. 32 is a cross-section along the O-O in FIG. 31, the first phase of construction;
in FIG. 33 is a section along the O-O in FIG. 31, the second phase of construction;
in FIG. 34 is an overpass at the intersection of the Savelovsky Direction of the Moscow Railway by a ring highway, side view;
in FIG. 35 is a combined section along PP and PP in FIG. 34;
in FIG. 36 - overpass at the intersection of the ring highway of the Kiev direction of the Moscow railway, side view;
in FIG. 37 is a section along CC in FIG. 36;
in FIG. 38 - overpass at the intersection of the ring highway with the highway Moscow - State Farm named after May 1, side view;
in FIG. 39 is a section along TT in FIG. 38;
in FIG. 40 is a section along the y-y in FIG. 38;
in FIG. 41 - overpass at the intersection of the ring highway with the road for 76 km of the ring highway, side view;
in FIG. 42 is a section along FF in FIG. 41;
in FIG. 43 - overpass at the intersection of the ring highway with the highway st. Molokova - Mark, side view;
in FIG. 44 is a section along XX in FIG. 43;
in FIG. 45 - overpass at the intersection of the ring highway with the Podushkino highway - ul. Korneychuk, side view;
in FIG. 46 is a cross-sectional view along the center of FIG. 45;
in FIG. 47 - overpass at the intersection of the ring highway with the Moscow highway - the left-bank platform, side view;
in FIG. 48 is a combined section along Sh-Sh and Shch-Sh in FIG. 47;
in FIG. 49 - overpass at the intersection of the ring highway of the railway lines Sevvodstroy, side view;
in FIG. 50 is the same in plan;
in FIG. 51 is a section along the EE in FIG. 49;
in FIG. 52 is an overpass at the intersection of the ring highway of the Usovskaya railway branch, side view;
in FIG. 53 is a section along S-S in FIG. 52;
in FIG. 54 - overpass at the intersection of the ring highway of the Chaginskaya branch of the railway, side view;
in FIG. 55 is a section along II in FIG. 54;
in FIG. 56 is a section along AB in FIG. 54;
in FIG. 57 - overpass at the intersection of the ring highway of the Koksogazovaya branch of the railway, side view;
in FIG. 58 is a section along AB in FIG. 57;
in FIG. 59 - overpass under the heating main, side view;
in FIG. 60 is a section along A-D in FIG. 59;
in FIG. 61 is a section along AD in FIG. 59;
in FIG. 62 - transport complex of the metropolis in plan with traffic interchanges located on the ring highway;
in FIG. 63 - transport interchange at the intersection of the Moscow Ring Road and the Yaroslavl Highway in plan;
in FIG. 64 - scan of the overpass of one directional exit to transfer traffic from the underlying road to the overlying one (from Yaroslavl highway to the Moscow Ring Road);
in FIG. 65 - scan of the flyover of another directional exit to transfer the oncoming traffic flow from the underlying to the overlying road;
in FIG. 66 - intermediate precast-monolithic support rack-mount type flyover, side view;
in FIG. 67 - extreme support - the support of the flyover, side view;
in FIG. 68 - intermediate support with a deformation seam;
in FIG. 69 is a plan of the location of the supports and supporting parts of the flyover of the first directional exit;
in FIG. 70 is a plan of the location of the supports and supporting parts of the flyover of the second directional exit;
in FIG. 71 is a transverse section of the carriageway along an overpass;
in FIG. 72 is a fragment of a cross-section of the roadway with a fence on the overpass;
in FIG. 73 - the same, with a drainage funnel;
in FIG. 74 - overpass on an overlying highway - to the left of the facade axis, and to the right - a longitudinal section (for example, on the MKAD over the Yaroslavl highway);
in FIG. 75 - intermediate support overpass, view along AE in FIG. 74;
in FIG. 76 is a combined view of the extreme support from two sides along A-F in FIG. 74;
in FIG. 77 - gantry support;
in FIG. 78 - intermediate support, end view;
in FIG. 79 - tunnel overpass in the body of the underlying road, cross section;
in FIG. 80 is the same, longitudinal section;
in FIG. 81 is a view along AI in FIG. 79;
in FIG. 82 is a view along AK in FIG. 81;
in FIG. 83 is a view along AL in FIG. 81;
in FIG. 84 - tunnel overpass in the body of the overlying highway, cross section;
in FIG. 85 is the same, longitudinal section;
in FIG. 86 is a section along AM in FIG. 85;
in FIG. 87 is a section along AH in FIG. 85;
in FIG. 88 is a plan of the location of the support parts of the overpass;
in FIG. 89 - transport interchange at the intersection of the Moscow Ring Road and the Leningrad Highway in plan;
in FIG. 90 - overpass of the directional congress, facade;
in FIG. 91- the same in plan; in FIG. 92 is a view along A-O of FIG. 90;
in FIG. 93 is a view along A-P in FIG. 90;
in FIG. 94 - overpass on an overlying highway, side view;
in FIG. 95 is a combined view to the left of the axis of the overpass - a view along AR in FIG. 94, to the right of the axis of the overpass - view along AC in FIG. 94;
in FIG. 96 - transport interchange at the intersection of the Moscow Ring Road and the highway of the Enthusiasts-Gorky highway in the plan; in FIG. 97 - overpass, side view;
in FIG. 98 is a view along AT in FIG. 97;
in FIG. 99 - transport interchange at the intersection of the Moscow Ring Road and the Rublevsky and Rublevo-Uspensky Highways in the plan;
in FIG. 100 - one of the overpasses, side view;
in FIG. 101 - the same, combined view - to the left of the axis of the overpass - along AX in FIG. 100, to the right of the axis of the overpass — along AF in FIG. 100;
in FIG. 102 - another overpass, side view;
in FIG. 103 - the same, a combined view to the left of the axis of the overpass - along AX in FIG. 102, to the right of the axis of the viaduct - along AC in FIG. 102;
in FIG. 104 - transport interchange at the intersection of the Moscow Ring Road and the Michurinsky Prospekt - Borovskoye Highway in the plan;
in FIG. 105 - transport interchange at the intersection of the Moscow Ring Road and ul. Moldagulova in the plan;
in FIG. 106 - overpass in the center of the intersection, side view;
in FIG. 107 is a combined section, to the left of the axis of the overpass — along A-W in FIG. 106, to the right of the axis of the overpass - along A-U in FIG. 106;
in FIG. 108 - transport interchange at the intersection of the Moscow Ring Road and the highway Khovrino - Dolgoprudny in plan;
in FIG. 109 - transport interchange at the intersection of the Moscow Ring Road and ul. Molodogvardeyskaya in the plan;
in FIG. 110 - overpass, side view;
in FIG. 111 - the same in plan;
in FIG. 112 is a view along AE in FIG. 110;
in FIG. 113 - transport interchange at the intersection of the Moscow Ring Road and the highway. Sayansk - Reutovo, in the plan;
in FIG. 114 - overpass, side view;
in FIG. 115 - overpass in the plan with a branching overpass;
in FIG. 116 - combined section, to the left of the axis of the flyover - an intermediate support, to the right of the axis of the flyover - the extreme support;
in FIG. 117 - overpass, side view;
in FIG. 118 is a cross section of the extreme support of the overpass;
in FIG. 119 - transport interchange at the intersection of the Moscow Ring Road and Korovinsky highway in plan;
in FIG. 120 - transport interchange at the intersection of the Moscow Ring Road and ul. Ryabinova in the plan;
in FIG. 121 - overpass, side view;
in FIG. 122 - combined cross-section of the overpass, to the left of the axis of the overpass - overpass after reconstruction, to the right of the axis of the overpass - existing overpass with an attached broadening part;
in FIG. 123 - transport interchange at the intersection of the Moscow Ring Road and the Tsaritsyno-Vidnoe highway in the plan;
in FIG. 124 - transport interchange at the intersection of the MKAD and the Butovo highway in the plan;
in FIG. 125 - transport interchange at the intersection of the Moscow Ring Road and the Biryulyovo-Bulatnikovo highway in the plan;
in FIG. 126 - overpass, side view;
in FIG. 127 - cross section of the overpass, to the left of the axis of the overpass - the existing central part of the overpass, to the right of the axis of the overpass - the erected section of the broadening;
in FIG. 128 - transport interchange at the intersection of the Moscow Ring Road and the highway. Salome Neris in plan;
in FIG. 129 - overpass, side view;
in FIG. 130 is a cross section of an overpass;
in FIG. 131 - transport interchange at the intersection of the Moscow Ring Road and the road with. Conversations - Brateevo in the plan;
in FIG. 132 - overpass, side view;
in FIG. 133 - combined cross-section of the overpass, to the left of the axis of the overpass is an intermediate support, to the right of the axis of the overpass is the extreme support;
in FIG. 134 - transport interchange at the intersection of the Moscow Ring Road and the Strigano - Myakinino highway in the plan;
in FIG. 135 - overpass, side view;
in FIG. 136 is a transverse section along W-Sh in FIG. 135;
in FIG. 137 - intermediate support, side view;
in FIG. 138- transport interchange at the intersection of the MKAD and the road st. Paustovsky - Bachurin in the plan;
in FIG. 139 - overpass, side view;
in FIG. 140 - combined cross-section of the overpass, to the left of the axis of the overpass is an intermediate support, to the right of the axis of the overpass is the extreme support;
in FIG. 141 - transport interchange at the intersection of the Moscow Ring Road and the highway. Liberty - Kurkino in plan;
in FIG. 142 - overpass, side view;
in FIG. 143 - combined cross section of the overpass, to the left of the axis of the overpass is an intermediate support, to the right of the axis of the overpass is the extreme support;
in FIG. 144 - transport interchange at the intersection of the Moscow Ring Road and the Volokolamsk Highway in the plan;
in FIG. 145 - transport interchange at the intersection of the Moscow Ring Road and the Abramtsevo-Golyanovo highway in the plan;
in FIG. 146 - transport interchange at the intersection of the Moscow Ring Road and the Schelkovo highway in the plan;
in FIG. 147 - overpass, side view;
in FIG. 148 - combined cross section of the overpass, to the left of the axis of the overpass is an intermediate support, to the right of the axis of the overpass is the extreme support;
in FIG. 149 - transport interchange at the intersection of the Moscow Ring Road and the Ostashkovskoye highway in the plan;
in FIG. 150 - overpass, side view;
in FIG. 151 - combined cross section of the overpass, to the left of the axis of the overpass - an intermediate support, to the right of the axis of the overpass - the extreme support;
in FIG. 152 - transport interchange at the intersection of the Moscow Ring Road and the Kievskoye Shosse - Leninsky Prospekt road plan;
in FIG. 153 - overpass, side view;
in FIG. 154 - combined cross section of the overpass, to the left of the axis of the overpass is an intermediate support, to the right of the axis of the overpass is the extreme support;
in FIG. 155 - transport interchange at the intersection of the Moscow Ring Road and the Mozhayskoye highway in the plan;
in FIG. 156 - overpass, side view;
in FIG. 157 is a cross-section of an overpass, an intermediate support;
in FIG. 158 - transport interchange at the intersection of the Moscow Ring Road and the Riga-Troitsa-Lykovo highway in the plan;
in FIG. 159 - overpass, side view;
in FIG. 160 is a cross section of an overpass, an intermediate support;
in FIG. 161 - transport interchange at the intersection of the Moscow Ring Road and the Zarechye-Ochakovo highway in the plan;
in FIG. 162 - overpass, side view;
in FIG. 163 - cross section of the overpass, intermediate support;
in FIG. 164 - cross section of the overpass, extreme support;
in FIG. 165 - transport interchange at the intersection of the Moscow Ring Road and the Kashirskoye Shosse - Domodedovo highway in the plan;
in FIG. 166 - overpass, side view;
in FIG. 167 is a cross section of an overpass, an intermediate support;
in FIG. 168 - cross section of the overpass, extreme support;
in FIG. 169 - transport interchange at the intersection of the Moscow Ring Road and the Nosovikhinskoye highway in the plan;
in FIG. 170 - overpass, side view;
in FIG. 171 - combined cross-section of the overpass, to the left of the axis of the overpass is an intermediate support, to the right of the axis of the overpass is the extreme support;
in FIG. 172 - transport interchange at the intersection of the Moscow Ring Road and the Staroryazanskoye Highway in plan;
in FIG. 173 - overpass, side view;
in FIG. 174 is a cross section of an overpass, an intermediate support;
in FIG. 175 - cross section of the overpass, extreme support;
in FIG. 176 - transport interchange at the intersection of the Moscow Ring Road and the Novoryazanskoye Shosse - Volgogradsky Prospekt in the plan;
in FIG. 177 - overpass, side view;
in FIG. 178 is a cross section of an overpass, an intermediate support;
in FIG. 179 - transport interchange at the intersection of the Moscow Ring Road and the Skolkovskoye Highway in the plan;
in FIG. 180 - overpass, side view;
in FIG. 181 - combined cross section of the overpass, to the left of the axis of the overpass - an intermediate support, to the right of the axis of the overpass - the extreme support of the gantry type;
in FIG. 182 - intermediate support, side view;
in FIG. 183 - transport interchange at the intersection of the Moscow Ring Road and the Dmitrovskoe highway in plan;
in FIG. 184 - overpass, side view;
in FIG. 185 - combined cross section of the overpass, to the left of the axis of the overpass is an intermediate support, to the right of the axis of the overpass is the extreme support;
in FIG. 186 - transport interchange at the intersection of the Moscow Ring Road and the Altufevskoe highway in plan;
in FIG. 187 - overpass, side view;
in FIG. 188 is a cross section of an overpass, an intermediate support;
in FIG. 189 is a cross section of an overpass, extreme support;
in FIG. 190 - transport interchange at the intersection of the Moscow Ring Road and the Moscow-Kaluga highway in the plan;
in FIG. 191 - overpass, side view;
in FIG. 192 - combined cross-section of the overpass, to the left of the axis of the overpass - intermediate support, to the right of the axis of the overpass, extreme support;
in FIG. 193 - transport interchange at the intersection of the Moscow Ring Road and the Nemchinovka-Setun highway in the plan;
in FIG. 194 - overpass, side view;
in FIG. 195 - combined cross-section of the overpass, to the left of the axis of the overpass is an intermediate support, to the right of the axis of the overpass is the extreme support;
in FIG. 196 - bridge over the river. Gangway, side view;
in FIG. 197 - combined transverse section of the bridge, to the left of the axis of the bridge - an intermediate support, to the right of the axis of the bridge - the extreme support;
in FIG. 198 - side view of the Butakovsky Bay;
in FIG. 199 - combined transverse section of the bridge, to the left of the axis of the bridge - intermediate support, to the right of the axis of the bridge - extreme support;
in FIG. 200 - bridge over the river. Setun, side view;
in FIG. 201 is a cross-sectional view of the bridge of FIG. 200;
in FIG. 202 - bridge over the river. Yauza side view;
in FIG. 203 is a cross-sectional view of the bridge of FIG. 202;
in FIG. 204 - small bridge over a stream between conventional 95 km and 102 km, side view;
in FIG. 205 is a cross-sectional view of the bridge of FIG. 204;
in FIG. 206 - a small bridge over the river. Ichka, side view;
in FIG. 207 is a cross-sectional view of the bridge of FIG. 206;
in FIG. 208 - a small bridge over a stream between the conditional 95 km and 102 km (animal passage), side view;
in FIG. 209 is a cross-sectional view of the bridge of FIG. 208;
in FIG. 210 - pedestrian crossing at a conditional 95 km, side view;
in FIG. 211 is a cross-section along A-S in FIG. 210;
in FIG. 212 is a cross-section along a-z in FIG. 210;
in FIG. 213 - pedestrian crossing at a conditional 102 km, side view;
Fig. 214 is the same in plan;
in FIG. 215 is a cross-section along BA in FIG. 213;
in FIG. 216 - pedestrian crossing at a conditional 91 km, side view;
in FIG. 217 is a cross-sectional view of FIG. 216, intermediate support;
in FIG. 218 - monolithic reinforced concrete box-shaped span of a pedestrian crossing, cross section;
in FIG. 219 - monolithic reinforced concrete trough-like span of a pedestrian crossing, cross section;
in FIG. 220 - metal span of a pedestrian crossing, cross section;
in FIG. 221 - pedestrian crossing of the first type, side view;
in FIG. 222 - intermediate support, cross section;
in FIG. 223 - same side view;
in FIG. 224 - pedestrian crossing of the first type (option), side view;
in FIG. 225 - intermediate support, cross section;
in FIG. 226 - pedestrian crossing of the first type - stairway descent, side view;
in FIG. 227 - pedestrian crossing of the first type - stairway descent in plan;
in FIG. 228 is a diagram of laying layers of asphalt concrete pavement of a porous mixture 12 cm thick and a dense mixture 6 cm;
in FIG. 229 is a diagram of the laying of layers of asphalt concrete pavement from a dense mixture of 6 cm;
in FIG. 230 is a diagram of the laying of the top layer of an asphalt concrete pavement;
in FIG. 231 is a diagram of the sealing of the transverse seam;
in FIG. 232 is a diagram of the compaction of a coating by rollers moving apart;
in FIG. 233 is a diagram of a seal coating link link rollers moving simultaneously in one lane,
The transport complex of the metropolis includes a system of intersecting motorways containing subgrade 1, road pavement, consisting of base 2 and cover 3, with a marking of the carriageway 4, a dividing strip and / or wall (not shown in the drawings), fences 5, at least , one external ring highway 6, tram, trolleybus lines, metro lines (not shown in the drawings), artificial structures located at the intersections of highways: bridge crossings 7, 8, 9, overpasses 10-23 at the intersections of tsevoy line 6, railways and overpasses 24-28 at the intersections of the ring main 6 and highways. The transport complex is made of not less than two ring highways, at least the outer 6 of which, located in the peripheral zone of the metropolis, contains at least 0.45-0.48 units / km of intersections with other roads of the complex, of which at least 22% are intersections with motorways connecting the metropolis with other megacities (not shown in the drawings), and at least 77% are intersections with motorways connecting the metropolis with cities and towns adjacent to the metropolis. The transport complex also contains intersections with highways and railway lines, each of which is at least 63% of the number of intersections with highways connecting the metropolis with other megalopolises, at least three bridge crossings 7, 8, 9 at the intersections of ring highway 6 with lines short sea shipping, at least seven medium and small bridges, overhead and underground pedestrian crossings. The intensity of traffic flows and the corresponding saturation of intersections and man-made structures in various sections of at least the outer ring highway are differentiated by sectors of the metropolis bounded by the outer ring highway 6 and formed by the intersection of lines. One of the lines connects the start point of the conditional “zero” kilometer located on the center line of the outer ring motorway and a point spaced from the first half the center line length of this highway. The other connects two points located on the axial line of this highway at the points where it intersects with a line passing through the middle of the first line normal to it. The ratio of the lengths of the sections of the ring highway along the axial line in each sector l ₁ , l ₂ , l ₃ , l ₄ between the indicated successively located points, counting clockwise from the conditional "zero" kilometer, is
l ₁ : l ₂ : l ₃ : l ₄ = (1,034-1,039) :( 0.949-0.955) :( 0.961 -0.965): 1,
and the saturation with artificial structures per 1 km of the highway in these sections is:
with the length of the plot l ₁ = (28.0-28.4) km - by type of structure: medium and small bridges - (0.035-0.045) units / km, railway / road overpasses - (0.14-0.16) / (0.42- 0.46) units / km, viaducts - (0.06-0.075) units / km, tunnels - 0, transport interchanges - (0.38-0.42) units / km, elevated pedestrian crossings - (0.48- 0.53) units / km, underground pedestrian crossings - (0.18-0.22) units / km,
with the length of the plot l ₂ = (25.7-26, l) km - by type of structure: medium and small bridges - (0.035-0.045) units / km, railway / road overpasses - (0.10-0.12) / (0.32- 0.36) units / km, viaducts - 0, tunnels - pedestrian crossings - (0.39-0.43) units / km, underground pedestrian crossings - 0 units / km,
with the length of the plot l ₃ = (26.7-27.1) km - by type of structure: medium and small bridges - (0.13-0.17) units / km, railway / road overpasses - (0.11-0.13) / ( 0.63-0.69) units / km, overpasses - (0.07-0.09) units / km, tunnels - (0.07-0.09) units / km, transport interchanges - (0.51- 0.57) units / km, elevated pedestrian crossings - (0.48-0.52) units / km, underground pedestrian crossings - 0 units / km,
with the length of the plot l ₄ = (27.0-27.4) km - by type of structure: medium and small bridges - (0.035-0.045) units / km, railway / road overpasses - (0.065-0.075) / (0.034-0.037) units / km, overpasses - (0.065-0.08) units / km, tunnels - (0.10-0.12) units / km, transport interchanges - (0.17-0.19) units / km, elevated pedestrian crossings - (0 , 38-0.40) units / km, underground pedestrian crossings - (0.065-0.075) units / km. The saturation per 1 km of the highway, at least with traffic intersections, medium and small bridges and overhead and underground pedestrian crossings is in the aggregate (0.945-0.955) units / km, the saturation with traffic intersections along the length of the highway is not less than (0.36-0 , 37) units / km, the saturation of pedestrian crossings is not less than (0.515-0.525) units / km with a ratio of the number of underground and aboveground of them amounting to l: (6.120-6.140) units / km. Saturation with medium and small bridges takes at least (0.06-0.07) units / km. At least the majority of intersections, including road junctions, are multilevel, at least three road junctions are made with the possibility of redistributing traffic flows at three levels, and at least one traffic intersection is made with the possibility of redistributing traffic flows at four levels.

 The transport complex is a complex of the metropolis Moscow, and its external, located in the peripheral zone of the megalopolis, ring highway 6 forms the Moscow ring road with a length of 108.2 km, counting clockwise from the start point of the conditional “zero” kilometer located in the traffic intersection at the intersection of the ring highway and the Gorky Highway and the intersection coinciding with the intersection of the axis of the ring highway with the directional exit.

 Bridge crossing 7 over the Moscow River on the highway highway near the village of Besedy is made in the form of a new bridge 29 and an existing reconstructed bridge 30 located nearby. The new bridge 29 is made under five lanes of unidirectional three-span traffic with equal 31 extreme spans and an average 32 span, the length of which is 1.80 - 1.85 times the length of each extreme 31 span. The bridge span 29 is made of continuous metal with an orthotropic plate 33, monolithic reinforced concrete supports 34 on a pile base 35 of prismatic piles and expansion joints 36 on the extreme supports 37. The reconstructed existing bridge 30 was also made for five lanes of unidirectional traffic, three-span arched, with an average 38 spans exceeding the length of each extreme 39 by 1.80-1.85 times. The span is made with reinforced metal and reinforced concrete arches 40, included in the joint work with arches of the orthotropic plate 41 of the carriageway, expansion joints 42 and reinforced supports 43 and 44.

 Bridge crossing 8 over the Moscow River on the highway highway near the village of Spas is made in the form of adjacent bridges 45 and 46 under five unidirectional lanes each. One of them 45, newly built, is made three-span with two extreme 47 equal spans and an average 48 span, whose length is 1.8 (3) times the length of the last span. The span is made of metal, continuous, beam of constant height with an orthotropic plate 49, intermediate supports 50 - monolithic on a pile base 51 of prismatic piles. The abutments 52 are made monolithic on a pile foundation 53 with a combination of communications and expansion joints 54. The other bridge 46, the reconstructed existing one, is made by an arch-cantilever non-support system with a ride on top, two spans 55 to 98 m and a navigable zone 56 formed by two facing each other parts of the spans and having a width determined by the distance between the intermediate supports 57. This bridge is made with reinforced arches 58, the cavities of which are filled with concrete reinforced with bar reinforcement. The bridge 46 is equipped with an additional longitudinal plate 59 located at the top of the puffs, which is made with prestressed reinforcement in the form of strained strand bundles (not shown in the drawings). The plate 60 of the carriageway is also made reinforced, prestressed, reinforced by strands of strained beams (not shown). Racks 61, girders 62, cornice block 63, supports 57, cabinet walls of the extreme supports 64 and locking hinge 65 are also made reinforced.

 Bridge transition 9 through the channel to them. Moscow on the highway highway near the city of Khimki made in the form of adjacent bridges 66 and 67, each under five lanes of unidirectional traffic. One of the bridges 66 is made of three-span with equal extreme 68 spans and an average 69 span, the length of which is twice the length of each last 68 spans. The span of bridge 66 is made of metal, continuous, beam constant height, with orthotropic plate 70, monolithic reinforced concrete supports 71 on a pile base 72, with expansion joints 73 on the extreme supports. The second bridge 67 is located on the site of the previously existing bridge and is made similar to the first newly built bridge 66.

Overpass 10 at the intersection of the ring highway by the Smolensk direction of the Moscow railway is located on the bypass, crosses the highway in plan at an angle of 90 ^o and is made four-span with spans, the average 74 of which have a length not less than 2.6 times the length of the last 75 spans designed to pass two railway tracks. The spans are made of metal, continuous in the form of a beam structure, consisting of a two-tee block 76 in cross section with a length of not more than 30 m and a mounting mass of not more than 40 tons, combined by mounting plates 77 on high-strength bolts with the formation of a trough-like section with a distance between the main beams 78 1.15 - 1.25 times the construction height of the span, and 79 consoles, whose length is 0.65 - 0.85 of the construction height of the span. The upper belt of the block is formed by a two-tier orthotropic plate 80 of the ballast trough 81, the longitudinal ribs 82 of which are supported by transverse beams combined with vertical stiffeners 83 of the main beam, rigidly connected with the lower belt 84. The lower belt 84 is made composite in thickness, mainly of two sheets, with the formation of a single diaphragm. These diaphragms are installed along the length of the span with a step of 1.65-1.8 building height of the span. At least, the ballast trough coating 85 for each path 86, 87 is layered in the form of a protective metallization-paint composition, including a metallization, mainly zinc-aluminum, coating on top of which an impregnating epoxy coating is applied. The impregnating epoxy coating, in turn, is coated with an epoxy-polyurethane compound, on top of which two layers of quartz sand are applied, a protective-leveling layer of asphalt concrete and ballast from crushed stone under the railway track. Supports 88 are made separate for each railway track, piled with monolithic grillages 89. The average support 88 is made on bored piles 90, the length of which is at least three times the length of piles 91 of the remaining supports 92, and the diameter is 1 / 14-1 / 16 from their length. The piles of the remaining supports are driven, prismatic. On the supports 93 movable supporting parts are installed (not shown in the drawings), on one of the intermediate supports - stationary supporting parts (not shown in the drawings). On the remaining intermediate supports, respectively, movable and fixed support parts (not shown in the drawings) are installed. Masts 94 of the rolling stock power supply contact network are installed on the intermediate supports.

Overpass 11 at the intersection of the ring highway by the Paveletsky direction of the Moscow Railway is located on a bypass, on a curve in plan with a radius of at least 800 m and with a longitudinal slope of 8.9 ^o / oo, designed to pass at least three railway tracks 95 , 96, 97. Overpass 11 crosses the annular highway in plan at an angle of 76 ^o and is made four-span with spans, the average 98 of which have a length not less than 2.7 times the length of the outer 99 spans. The spans are made of metal, single-track, split, in the form of a beam structure, made in cross section of two I-blocks 100 with a length of not more than 30 m and an assembly weight of not more than 40 tons, combined by mounting plates 101 on high-strength bolts with the formation of a trough-shaped section with a distance between main beams, 1.15-1.25 times the construction height of the span, and 102 consoles, whose length is 0.65 - 0.85 of the construction height of the span. The upper belt of the block is formed by a two-tier orthotropic plate 103 of the ballast trough 104, the longitudinal ribs (not shown in the drawings) of which are supported on the transverse beams, combined with the vertical stiffeners 105 of the main beam, rigidly connected with the lower belt. The lower belt 106 is made integral in thickness, mainly from two sheets, with the formation of a single diaphragm. These diaphragms are installed along the length of the span with a step of 1.65-1.8 building height of the span. At least, the coating (not shown in the drawings) of the ballast trough for each path is layered in the form of a protective metallization-paint composition, including a metallization, mainly zinc-aluminum coating, on top of which an impregnating epoxy coating is applied, which, in turn, is coated with an epoxy polyurethane composition, on top of which two layers of quartz sand are laid, a protective-leveling layer of asphalt concrete and ballast from crushed stone under the railway track. Supports 107 are made separate for each railway track, piles 108 with monolithic grillages 109. The average support 107 is made on bored piles 110, the length of which is no less than three times the length of piles 111 of the remaining supports 112, and the diameter is 1 / 14-1 / 16 of their length. Piles 111 of the remaining supports 112 are made driven, prismatic. On the abutments 113 movable supporting parts are installed (not shown in the drawings), on one of the intermediate supports - stationary supporting parts (not shown in the drawings). On the remaining intermediate supports, respectively, the movable and stationary support parts (not shown in the drawings). Masts 114 of the rolling stock power supply contact network are installed on the intermediate supports.

At the section of the intersection of the Riga direction of the Moscow Railway and the Volokolamsk Highway by the ring highway, the section of the ring highway in the intersection zone is divided into two branches for oncoming traffic flows. One of the branches is laid along a flyover 12, made six-span with a span ratio of 115 - 120, counting along the ring in a clockwise direction, constituting (0.85-0.97): (1.45-1.57): (1 , 15-1.21): 1: (0.46-0.52): 1. Flyover 12 is located in plan on a curve with a radius of 2000 m and on a vertical curve with a radius of 10000 m. Fifth span 119 is located above existing by rail. The axis of the supports 122 and 123 of this span are located in plan at angles to the axis of the highway, respectively 83 ^o 37'-83 ^o 41 'and 83 ^o 20'-83 ^o 22'. In the fourth 118 and sixth 120 spans, reserved sections are reserved for prospective railway tracks, at least one in each of these spans. In the third 117 span, an additional overpass 124 with a carriageway intended for two-way traffic with the formation of the contiguity section 125 and the abutment 126, respectively, for opposing traffic flows along it, adjoins the main flyover 12 and is T-shaped. In the first 115 and second 116 spans, a subgrade was prepared for passing the road, the axis of which is combined with the axis of the support 127, common to these spans, located in plan at an angle of 83 ^o . An additional overpass 124 is also made six-span with a longitudinal downward direction from the ring highway and transverse slopes of the carriageway and a span ratio of 0.55: 0.6: 1: 1: 1: 1. The repeated span of the additional flyover 124 is not less than three times less than the repeated span of the main flyover 12, and the width is not less than 1.75 times less than the width of the last. The intermediate supports 127, 128, 129, 122 and 123 of the main flyover 12 are rack-mounted on bored piles 130 connected by a monolithic grillage 131. At least two racks 132 are installed without alignment with the piles 130. The spans are made of beams, and the carriageway with one-sided transverse slope.

Overpass 13 at the intersection of the Gorky direction of the Moscow Railway by a ring highway is located in a plan at an angle of 70 ^o to the axis of the railway tracks and is made three-span with an extreme 133, equal in length, spans and an average 134 span, whose length is 1.3 (3 ) times exceeds the length of the extreme 133 span. The span is made with a monolithic reinforced concrete slab 135 of the roadway under five lanes in each direction and a reinforced concrete beam span in the form of two separate temperature-continuous beam spans from reinforced concrete beams 136 with developed upper shelves adjoining side edges to each other. The abutments 137 are made of gantry type on a pile foundation. The intermediate supports 138 are made of reinforced concrete columnar on a pile base 139.

The overpass 14 at the intersection of the Ryazan direction by the ring railway of the Moscow Railway is located in a plan at an angle of 75-77 ^o to the axis of the railway tracks and is made three-span with a monolithic slab 140 of the carriageway under five lanes in each direction, with end spans 141 of the same length. One of them is designed to pass under it a promising railway line, and the other is to pass under it a promising metro line. The average span 142 is located over the existing four railway lines and is 1.5-1.20 times longer than the last 141 spans. The span is made of multi-beam split with a central temperature gap of 143. The abutments 144 are made of gantry type on a pile foundation 145, and the intermediate supports 146 are made of reinforced concrete columnar on a pile foundation 147.

The overpass 15 at the intersection of the Yaroslavl direction of the Moscow Railway by a ring highway is located in a plan at an angle of 90 ^° to the axis of the railway tracks and is made in the form of two separate continuous span structures 148 of prestressed concrete beams 149. Beams 149 are joined on supports by hidden crossbars (in the drawings not shown) and a monolithic slab 150 under five lanes in each direction. The span structures are made three-span with the extreme 151 spans, equal in length, spans and an average 152 span, whose length is 1.45-1.50 times the length of the last 151 span. The abutments 153 are made of gantry type on driven piles 154, and the intermediate supports 155 are columnar on a pile foundation 156. The distance between the pillars 157 within one support is no more than 3.5 times the width of the column in the cross section of the overpass, and the size of the cross section the column along the overpass is 2.9 times smaller than its width.

The overpass 16 at the intersection of the Oktyabrskaya Railway by the ring highway is located in a plan at an angle of 60-62 ^o to the axis of the railway tracks and is made with a monolithic slab 158 of the carriageway under five lanes in each direction, four-span, with three spans 159 of the same length and one 160 a span 1.25-1.35 times longer than the length of each of the three spans 159. The span is continuous, steel-reinforced concrete, of a reduced construction height with a clearance of span over the main railway by road 161, equal to 6.4 m and a central temperature gap 162. The abutments 163 are made of gantry type on a pile base 164 of prismatic piles. The intermediate support 165 between the first and second span, exceeding the first in length, is made columnar on drill posts 166 with a diameter of 1.7 m. The remaining intermediate supports 167 are columnar with foundations 168 on a natural foundation.

The overpass 17 at the intersection of the Kursk direction by the ring railway of the Moscow Railway is located in a plan at an angle of 90 ^° to the axis of the railway tracks and is made three-span with a monolithic slab 169 carriageway under five lanes in each direction, one extreme 170 span having a length twice that length another 171 extreme spans and an average 172 span 2.7 times longer than the length of the smaller 171 of the spans. The span of the middle 172 span is made of steel-reinforced concrete cutting, and the span of each 170, 171 of the last span is made of steel-reinforced concrete continuous. The abutment 173 is made of gantry type on driven piles 174, and the other 175 - on drill posts 176. Intermediate supports 177 are columnar, bezstrokovyh on drill posts 178. Overpass 17 is made with expansion joints (not shown) of sections, each of which is made profile of a neoprene elastomer reinforced with metal plates. The upper surface of the sections is equipped with a protective aluminum plate with a grooved surface, and the cone 179 abutments 173 and 175 of at least this overpass are reinforced with volumetric plastic geogrids (not shown in the drawings). The bottom layer of the surface of the cones is made compacted to K _upl = 0.98 with filling the cells with compacted granite crushed stone, and a concrete stop is made around the entire perimeter of the sole of the cones (not shown in the drawings). The geogrid cells adjacent to the abutment are monolithic in concrete, while a separation layer (not shown) of non-woven geotextile material is laid between the lower and upper slope layers. The upper layer of the surface of the cones is interfaced with elements of the cabinet part (not shown in the drawings) of foundations 173 and 175 and is monolithic with concrete filling the geogrid cells.

The overpass 18 at the intersection of the Savelovsky Direction of the Moscow Railway by a ring highway is located in a plan at an angle of 84-89 ^o to the axis of the railway tracks and is made six-span with a monolithic slab 180 of the carriageway under five lanes in each direction. The span of the overpass within half of the spans located above the existing and prospective railways is made of steel-reinforced concrete 181 continuous with a reduced construction height of the span structures. Within the other half of the spans, the span of the overpass is made of reinforced concrete beam 182 temperature-continuous. Spans 183, overlapped by reinforced concrete beams, and the span 184 closest to them, overlapped by a steel-reinforced concrete span, are made equal in length. The other two spans 185 and 186 are equal to each other and each of them has a length not less than 1.28 times the length of each of the four spans mentioned.

 The overpass 18 has a central temperature gap 187 and at least one transverse expansion joint (not shown in the drawings). The abutments 188 are made of gantry type on a pile foundation 189, and the intermediate supports 190 are columnar on a natural foundation and within each support pillars are united by a common foundation 191.

The overpass 19 at the intersection of the Moscow-Kiev Railway by a ring highway is located in a plan at an angle of 90 ^° to the axis of the railway tracks and is made three-span with a plate 192 of the carriageway under five lanes in each direction, extreme spans 193, equal in length, and the average span 194 is 25-30% longer than the length of the last span 193. The span is made of continuous metal beams 195 with an orthotropic plate 196 of the carriageway and a longitudinal central temperature gap (in the drawings e shown). The abutments 197 are made of gantry type on driven piles 198, and the intermediate supports 199 - columnar, bezstrokovye on drill posts 200.

Overpass 24 at the intersection of the ring highway with the highway Moscow - State Farm named after May 1 is located above the ring highway on a vertical convex curve with a radius of 2000 m at an angle to the axis of the ring highway, equal to 52 ^o 45 '. The overpass is made of two-span with spans of equal length 201 and a continuous monolithic span in the form of two massive ribs 202, united by a plate 203 of the carriageway. The surface of the plate is made with a slope on both sides of the axis of passage, comprising 2%. One of the extreme supports 204, located on the regional side of the ring highway, is made in the form of a loose abutment of reinforced concrete, the frontal part 205 and side flaps 206 of which are made of bored piles 207 with a diameter of 1 m and 0.75 m, respectively, and facing them facing the outside monolithic reinforced concrete slab (not shown in the drawings). Another extreme support 208, located on the city side of the ring highway, is made in the form of solid foundation from precast-reinforced concrete with flaps 209 in the form of retaining walls. The foundation of this extreme support is made on a pile foundation 210 of reinforced concrete prismatic piles. The intermediate support 211 is made of a precast-monolithic, rack-mount with a monolithic pile grillage 212 on reinforced concrete prismatic piles 123. The coating, at least on a part of the length of the overpass, is made up of waterproofing 1 cm thick, a protective layer 4 cm thick, 13 cm thick asphalt concrete, or at least part of the length and / or width of the carriageway over the protective layer is laid monolithic reinforced concrete 10 cm thick and sand asphalt 3 cm thick.

Overpass 25 at the intersection of the ring highway with the highway for 76 km of the ring highway is located in the body of the highway. Its left lane 214 is located in the plan on a straight line, and in the longitudinal profile - on slopes of 0.0176; 0.0182; 0.0152. The right lane 215 is located in the plan on a horizontal curve with a radius of 2000 m, and in the longitudinal profile - on a slope of 0.0136. The angle between the axis 216 of the left lane 214 of the ring highway and the axis of 217 st. Kirov is 85 ^o 16'45 ''. The angle between the axis 218 of the right lane 215 of the ring highway and the axis of 217 st. Kirov is 83 ^o 22'13 ''. The span is made single-span from prefabricated reinforced concrete beams 219 with a length of 24 m. The extreme supports 220 are made of monolithic reinforced concrete couches of the type on an armored foundation 221. The expansion joints 222 are closed and located above the extreme supports.

 Overpass 26 at the intersection of the ring highway with the highway. Molokova - Mark is located above the ring highway, in the plan - on a circular curve with a radius of 160 m and a transition curve, and in the longitudinal profile - on convex curves with a radius of 2000 m and a radius of 1500 m. prestressed span. Extreme 223 and middle 224 flights are made equally equal in pairs. Each middle span is made with a length not less than 1.3 times the length of the extreme span. The supporting structures of the spans are made of prestressed beams 225, respectively 22 m and 28 m long, which are combined into a continuous frame system, monolithic with support sections of 2 m wide with the formation of transverse hidden crossbars above the intermediate supports (not shown in the drawings). On the second 226 and fourth 227 bearings, which are installed on the outer sides of the annular highway, the spans are supported on the struts 228 supports through the rubber-metal supporting parts 229. On the middle third support 230, the support section is rigidly combined with the supports of the support. The intermediate supports 226, 227, 230 are made of monolithic, reinforced concrete from the uprights 228 of variable cross-section in height, decreasing downward, with curvilinearly conjugated faces. The racks are supported on a grillage of 231 pile foundations. The extreme supports 232 are made of a rack-and-gantry type on a pile base 233. The expansion joints 234 of the span are located above the extreme supports. The roadway coating is made up of a leveling layer with a thickness of 30 mm, waterproofing with a thickness of 10 mm, a protective layer with a thickness of 40 mm, on top of which asphalt concrete is located.

 Overpass 27 at the intersection of the ring highway with the Podushkino highway - ul. Korneychuk is located above the ring highway, in the plan - on a straight line, and in the longitudinal profile - on a convex curve with a radius of 1600 m. The overpass is made of four-span with two equally spaced long spans 235 and two equally spaced average 236 spans. The average span is 1.5 (5) times the length of the outer span. The overpass span is made of precast-monolithic reinforced concrete, prestressed beams 237 in length corresponding to the span length, and a monolithic slab 238 of the carriageway. The intermediate supports 239 are rack-mounted precast-monolithic on a pile base 240 with prefabricated octagonal columns 241 and column columns 242 and monolithic foundations 243 and crossbars 244. The extreme supports 245 are made of gantry type on a pile base 246 with monolithic and cabinet walls. Expansion joints 247 are located above the extreme supports. The coating on the overpass section of at least 0.27 of its full width is made up of a leveling layer of at least 35 mm thick, waterproofing 5 mm thick, a protective layer 40 mm thick and 110 mm thick asphalt concrete.

 Overpass 28 at the intersection of the ring highway with the Moscow-Moscow highway Levoberezhnaya platform is located above the ring highway on a convex vertical curve with a radius of 10,000 m and is made with a span of prefabricated reinforced concrete beams of 248 I-section with prestressed reinforcement, which are combined into a temperature-continuous system. The extreme supports 249 are made in the form of gantry abutments with a monolithic pile grillage 250 on prismatic piles 251. The intermediate supports 252 are frame-mounted on boring posts 253 with a diameter of 1.5 m and 1.7 m. Bored posts with a diameter of 1.7 m are located urban side of the ring highway, and bored pillars with a diameter of 1.5 m - from the regional side of the ring highway. A leveling layer 30–50 mm thick was made over the span, a 10 mm thick waterproofing layer, a 40 mm thick protective layer, and 110 mm thick asphalt concrete were applied.

The overpass 20 at the intersection of the Sevvodstroy railway line by the ring highway is equipped with left 254 and right 255 broadening parts of the tunnel type for passing at least two lanes in each direction on top. Spans in the plan are located at an angle of 70-71 ^o to the axis of the railway tracks and are made 6.5–7.5 times smaller than its width. The walls 256 of the tunnel type span are made of reinforced concrete, supported on a reinforced concrete slab 257 of the base with the formation of a ballast trough 258 under the railway tracks 259. On the outside of the wall 256, the overpasses are provided with a lining in the form of protective walls made of bricks and sprinkled 261 from drainage soil, mainly reinforced layer by layer over height, at least in the area of the portal sections. In the lower part, a drainage 262 is made in the form of a drainage pipe system.

The overpass 21 at the intersection of the Usovskaya railway branch line with a ring highway is provided with left broadening 263 and right 264 adjacent to the overpass on both sides, consisting of spans for passing at least two lanes in each direction. The spans are located in a plan at an angle of 61 ^o to the axis of the railroad tracks and are made of single-span metal with an orthotropic slab 265 of the carriageway and bezstrokovye monolithic supports 267 on bored piles 268. At the top of the slab, at least every broadened part is waterproofed, asphalt concrete coatings , the lower of which is made of porous asphalt concrete, and the upper is of dense.

The overpass 22 at the intersection of the Chaginskaya railway line by a ring highway is equipped with broadening parts located next to the existing overpass 269 on both sides of the left 270 and right 271, consisting of spans for passing at least two lanes in each direction. The spans are located in the plan at an angle of 72 ^o to the axis of the railway tracks and are made of two-span continuous metal with an orthotropic plate 272 of the carriageway and spans, one 273 of which is 1.4-1.5 times longer than the other 274. The top of the plate of each broadened part is marked waterproofing, coatings from layers of asphalt concrete, the lower of which is made of porous asphalt concrete, and the upper is made of dense.

The overpass 23 at the intersection of the Koksogazovaya branch of the Moscow Railway by a ring highway is made with the left-most 276 and right 277 broadening parts located next to the existing overpass 275 on both sides, consisting of spans for passing at least two lanes in each direction. The spans are located in a plan at an angle of 52 ^o to the axis of the railway tracks and are made with a monolithic slab 278 of the carriageway, a temperature-continuous span, four-span with spans, the first 279, second 280 and fourth 281 of which are made equal in length. The third span 282 is located above the railway tracks and is 1.2 times longer than each of the other spans. The abutments 283 are made of gantry type on the pile foundation 284. The intermediate supports 285 are columnar, prefabricated, reinforced concrete on the pile foundation 286. On top of the monolithic slab of each broadening part, waterproofing is applied, the coating is made of layers of asphalt concrete, the lower of which is made of porous asphalt concrete, and the upper is made of porous dense. A new span is located between the broadening parts, combined with the broadening parts into a single structure and having a central longitudinal temperature gap, waterproofing and roadway coating, which together with the broadening coating covers the carriageway under five lanes in each direction.

 At least the overpasses 287 under the heating mains 288 at the intersections of the ring highway are double-span with a continuous metal span from 85.3 m to 99.05 m long, mainly open type with reinforced concrete monolithic supports 289 on a pile (not shown in the drawings) or natural 290 basis. At least one overpass is designed to pass at least seven pipes of different diameters with abutments 291 in the form of massive reinforced concrete mines.

образной формы в поперечном сечении с наклонными стенками и горизонтальной нижней полкой, снабженные системой внутренних продольных и поперечных ребер и снаружи объединенные монтажными связями жесткости. Ребра образуют несплошные диафрагмы 317

образной формы, по крайней мере, часть которых снабжена в верхней зоне стяжным элементом 318. Верхние торцы стенок диафрагм снабжены продольными опорными полками 319, которые объединены с нижней стороной плиты 315 проезжей части эстакады. Промежуточные опоры 320 выполнены сборно-монолитными стоечного типа, каждая - из двух стоек 321, преимущественно, на свайном основании 322 с опиранием через плиту ростверка 323, и/или, по крайней мере, с частью опор, установленных с опиранием на естественное основание 324 через фундаментную плиту 325, или блок. По крайней мере, две пары стоек, расположенные в зонах размещения деформационных швов пролетного строения эстакады выполнены с уширенным ригелем или сдвоенными и объединены поверху ригелями, преимущественно, железобетонными. Крайние опоры-устои 326 выполнены с бесстоечным опиранием ригелей 316 на поперечный ростверк 323, объединяющий соответствующий опорный куст свай. На концах эстакады и в средней части ее длины оси 327 опор, проходящие через центры поперечных сечений, образующих опору стоек, расположены нормально к вектору сдвигающих, в том числе температурных напряжений и деформаций и нормально или квазинормально к продольной оси эстакады. На участках длины эстакады между указанными опорами оси 328 опор размещены под углом меньшим или большим 90^o к продольной оси эстакады или к касательным к оси в точке ее пересечения с осью опоры. Оси опор отклонены в плане в разные стороны относительно средней опоры, выполненной с неподвижным опиранием пролетного строения. Оголовки стоек в зависимости от места расположения последних в эстакаде снабжены неподвижными 329, или линейно-подвижными 330, или подвижными 331 опорными частями в различных сочетаниях в пределах пар стоек с различной угловой ориентацией вектора возможных перемещений линейно-подвижных опорных частей. Угол α между вектором возможных перемещений линейно-подвижной опорной части и осью опоры, проходящей через центры поперечных сечений образующих опору пары стоек, выполнен для каждой опоры с линейно-подвижной опорной частью соответствующим углу между осью опоры и хордой, проведенной между центрами осей данной опоры и ближайшей неподвижной опорой и в пределах эстакады имеет величину 20^°≤ α ≤ 90^°. Эстакада 311 первого направленного съезда выполнена с восемнадцатью опорами, содержащими каждая не менее двух стоек. Обе стойки третьей, девятой и шестнадцатой опор, считая со стороны въезда на эстакаду, выполнены с неподвижными 329 опорными частями, десятая опора выполнена с одной неподвижной 329, а другой линейно-подвижной 330 опорными частями с вектором возможных перемещений последней, совпадающим с осью, проходящей через центры поперечных сечений стоек опоры. Шестая и четырнадцатая опоры выполнены в зоне деформационных швов пролетного строения с уширенными ригелями или сдвоенными с двумя парами стоек, установленных по обе стороны деформационного шва и объединенных в верхней части ригелями. Все опоры, кроме содержащих стойки с неподвижными опорными частями 329, содержат размещенные в плане с выпуклой стороны эстакады стойки с подвижными опорными частями 331, а с вогнутой в плане стороны эстакады - стойки с линейно-подвижными опорными частями 330. Угол α между вектором возможных перемещений и осью опоры составляет: для первой, второй, пятнадцатой, семнадцатой и восемнадцатой опор - 90^o, для четвертой опоры - 36^o, для пятой опоры - 44,15^o, для шестой опоры - 20,04^o - для стойки, обращенной к третьей опоре, и 60,55^o - для стойки, обращенной к девятой опоре, для седьмой опоры - 53,48^o, для восьмой опоры - 53,67^o, для одиннадцатой опоры - 37,89^o, для двенадцатой опоры - 36,78^o, для тринадцатой опоры - 50,1^o, для четырнадцатой опоры -72,18^o - для стойки, обращенной к десятой опоре, и 41,73^o - для стойки, обращенной к шестнадцатой опоре. Подвижные 329 и линейно-подвижные 330 опорные части выполнены с допустимой амплитудой перемещений по ним ± 150 мм. Путепровод 306 в центре пересечения нижележащей автодороги 293 и магистрали 6 расположен на выпуклой вертикальной кривой R= 10000 м и уклоном 3,1^°/°° и выполнен четырехпролетным с пролетами 18 м, 33 м, 33 м и 18 м. Пролетное строение 332 выполнено неразрезным из монолитного предварительно напряженного железобетона и в поперечном сечении выполнено из двух частей. Каждая часть предназначена для движения в одну сторону и состоит из трех массивных ребер 333, объединенных поверху плитой 334 проезжей части. Опоры моста выполнены сборно-монолитными на свайном основании. Крайние первая и пятая опоры 335 с одной стороны от оси путепровода выполнены козлового типа со свайным ростверком 336, телом 337 опоры, насадкой 338 и шкафной стенкой 339 из монолитного железобетона, а свайное основание - из железобетонных призматических свай или из металлических труб. С другой стороны от оси путепровода - крайние опоры выполнены свайного типа на железобетонных сваях, причем насадка и шкафная стенка также выполнены из монолитного железобетона. Промежуточные опоры 340 - вторая, третья и четвертая выполнены сборно-монолитными, стоечными с монолитным свайным ростверком и сборными массивными стойками с закругленными гранями. Одни путепроводы тоннельного типа 313 размещены в теле нижележащей автодороги 293, расположены в плане частично на круговой кривой R=3000 м, а частично - на переходных кривых, а в продольном профиле - на выпуклой кривой R= 5000 м и выполнены в виде двух однопролетных путепроводов рамной монолитной конструкции. Путепровод 313 под один из дополнительных левоповоротных съездов имеет криволинейное очертание в плане, а другой выполнен косым и пересекает расположенную над ним нижележащую дорогу в плане под углом α = 39^° Фундаменты 341 опор путепроводов выполнены на свайном основании из железобетонных призматических забивных свай 342. Плиты ростверков 343, стены 344 и ригели 345 выполнены из монолитного железобетона. Переходные плиты 346 также выполнены монолитными с опиранием задних концов на щебеночную подушку 347, а между путепроводами переходные плиты 348 имеют переменную длину. Другие путепроводы тоннельного типа 314 размещены в теле кольцевой магистрали 6, расположены в плане на прямой, а в продольном профиле - на вогнутой кривой R=8000 м и выполнены в виде двух однопролетных путепроводов монолитной конструкции. Опоры 349 путепроводов выполнены в виде ряда буровых столбов, омоноличенных железобетоном защитной стенки 350. Фундамент 351 портальных стенок 352 также выполнен на буровых столбах с монолитной железобетонной плитой ростверка. Переходные плиты 353 выполнены монолитными с опиранием задних концов на щебеночную подушку 354 и между путепроводами переходные плиты 355 имеют переменную длину.Transport junction 292 at the intersection of ring highway 6 with the underlying motorway 293 - Yaroslavsky Highway is made four-level with 294-297 located in each of the four sectors, formed by an intersection, left-handed 298-301 and right-hand 302-305 exits adjacent to the intersecting highway 6 and 293, and overpass 306 in the center of the intersection, located on the ring highway 6. Transport junction 292 is equipped with four left-turning directional exits 307-310, two of which 307, 308 are designed for the transfer of counter-directed traffic flows from the underlying road 293 to highway 6. At least on a part of the length, each of them 307, 308 is made in the form of an overpass 311, 312 of variable curvature in plan and in the profile, forming the highest additional level of flow passage transport. The other two 309, 310 are designed to translate oncoming traffic flows from the highway 6 to the underlying road 293, and at least part of the lengths are laid under the highway 6 and the underlying highway 293 in the overpasses of the tunnel type 313, 314, merging with each other in the middle part and dividing at the end sections with the formation of the lowest additional level of passage of traffic flows and separate adjoining by one ends to the right-hand exit 303 behind the underlying road 293, and the other ends to right company exit 305 in a diagonally located sector 297 in front of the underlying road 293 also with separate adjoining. In the other two diagonally located sectors 294, 296, the corresponding left-hinge loop exit 298, 300 and the right-handed exit 302, 304 are adjacent to each other for lengths to form a common carriageway for passing oncoming traffic directions. One overpass 311 sequentially passes over the corresponding right-hand exit 302 of one sector 294, lying on the highway 293, over the highway 6, over the right-right exit 304 of the diagonally located sector 296 and two directional left-hand exits 309, 310 forming the lowest level of traffic flow passage. The other overpass 312 sequentially in the direction of the transport along it passes over the indicated generators the lowest level directional left-hand exits 309, 310, over the right-hand exit 3 04 in the same sector 296, above the underlying motorway 293, above the opening and the adjoining of the left-hand loop exit 301 in the adjacent sector 297, above the highway 6 and above the right-hand exit 302 in the next sector, counting clockwise, 294. The external entry angle in the plan, formed by the projection of the tangent to the axial line of the carriageway of the corresponding flyover 311, 312 at the point of intersection with the first in the direction of movement along the exit 307, 308, the line of the outer edge of the first and second intersected highway 6 and highway 293, respectively, is A first trestle 311 ₁ α = 29-33 ^°, α ₂ = 40-44 ^°, a second trestle 312 to α ₃ = 33,5-38,5 ^°, α ₄ = 33,5-38,5 ^°. The external exit angle, formed in plan by the projection of the tangent to the center line of the carriageway of the corresponding flyover 311, 312 at the point of its intersection with the second in the direction of movement along the exit 307, 308, the line of the outer edge of the first and second intersected highway 6 and highway 293, respectively, is for the first flyover 311 α ₅ = 44-48 ^° , α ₆ = 23-27 ^° , and for the second flyover 312 - α ₇ = 47.5-52.5 ^° , α ₈ = 34.5-39.5 ^° . The platform 311, 312 of each directional exit 307, 308 is located on a vertical convex upward and horizontal convex towards the center of intersection of the underlying motorway 293 and highway 6 curves. The span of the overpass 311 is made of steel-reinforced concrete, with a slab 315 of the carriageway, mainly from monolithic reinforced concrete, supported on metal, mainly steel, crossbars 316

shaped in cross section with inclined walls and a horizontal lower shelf, equipped with a system of internal longitudinal and transverse ribs and externally joined by mounting stiffness ties. Ribs form discontinuous diaphragms 317

shaped, at least part of which is equipped in the upper zone with a clamping element 318. The upper ends of the walls of the diaphragms are provided with longitudinal support flanges 319, which are combined with the bottom side of the plate 315 of the carriageway. The intermediate supports 320 are made of prefabricated monolithic rack-type, each of two racks 321, mainly on a pile base 322 supported by a grill 323 through a plate, and / or, at least, with a part of the supports installed with support on a natural base 324 through foundation plate 325, or block. At least two pairs of struts located in the areas of placement of the expansion joints of the overpass span are made with a broadened crossbar or double and combined on top of the crossbars, mainly reinforced concrete. The extreme supports-abutments 326 are made with the collarless support of the crossbars 316 on the transverse grillage 323, uniting the corresponding supporting bush of piles. At the ends of the flyover and in the middle part of its length, the axes of 327 supports passing through the centers of the cross sections forming the support of the uprights are normal to the shear vector, including temperature stresses and strains, and normal or quasi-normal to the longitudinal axis of the flyover. In sections of the length of the flyover between the indicated supports, the axles 328 of the supports are placed at an angle less than or greater than 90 ^° to the longitudinal axis of the flyover or to tangent to the axis at the point of intersection with the axis of the support. The axis of the supports is deflected in plan in different directions relative to the middle support, made with the fixed support of the span. The head of the struts, depending on the location of the latter in the overpass, is equipped with fixed 329, or linearly movable 330, or movable 331 support parts in various combinations within pairs of racks with different angular orientations of the vector of possible movements of linearly movable support parts. The angle α between the vector of possible displacements of the linearly movable support part and the axis of the support passing through the centers of the cross sections of the pair of struts forming the support is made for each support with a linearly movable support part corresponding to the angle between the axis of the support and the chord drawn between the centers of the axes of the support and the nearest fixed support and within the flyover has a value of 20 ^° ≤ α ≤ 90 ^° . The platform 311 of the first directed congress is made with eighteen supports each containing at least two racks. Both racks of the third, ninth and sixteenth supports, counting from the entrance to the overpass, are made with fixed 329 supporting parts, the tenth support is made with one fixed 329, and the other linearly movable 330 supporting parts with the vector of possible displacements of the latter, coinciding with the axis passing through the centers of the cross sections of the struts of the support. The sixth and fourteenth supports are made in the area of expansion joints of the span with broadened crossbars or double with two pairs of struts installed on both sides of the expansion joint and united in the upper part by crossbars. All supports, except for those containing racks with fixed supporting parts 329, contain racks with movable supporting parts 331 arranged in a plan on the convex side of the flyover, and racks with linearly movable supporting parts 330 located on the convex side of the flyover. Angle α between the vector of possible displacements and the axis of the support is: for the first, second, fifteenth, seventeenth and eighteenth supports - 90 ^o , for the fourth support - 36 ^o , for the fifth support - 44.15 ^o , for the sixth support - 20.04 ^o - for the rack facing the third support, and 60.55 ^o - for the rack facing the ninth support, for the seventh support - 53.48 ^o , for the eighth support - 53.67 ^o , for the eleventh support - 37.89 ^o , for the twelfth support - 36.78 ^o , for the thirteenth support - 50.1 ^o , for the fourteenth support -72.18 ^o - for the rack facing the tenth support, and 41.73 ^o - for the rack facing the sixteenth support. The movable 329 and linearly movable 330 supporting parts are made with a permissible amplitude of movement of ± 150 mm along them. Overpass 306 at the intersection of the underlying road 293 and highway 6 is located on a convex vertical curve R = 10,000 m and a slope of 3.1 ^° / °° and is made four-span with spans of 18 m, 33 m, 33 m and 18 m. continuous from monolithic prestressed reinforced concrete and in cross section made of two parts. Each part is designed to move in one direction and consists of three massive ribs 333, combined on top of the slab 334 roadway. The bridge supports are prefabricated-monolithic on a pile foundation. The extreme first and fifth supports 335, on one side of the viaduct axis, are made of gantry type with a pile grillage 336, a support body 337, a nozzle 338 and a cabinet wall 339 made of reinforced concrete, and the pile base is made of reinforced concrete prismatic piles or metal pipes. On the other hand from the axis of the overpass - the extreme supports are made of pile type on reinforced concrete piles, and the nozzle and cabinet wall are also made of monolithic reinforced concrete. The intermediate supports 340 - the second, third and fourth are made of precast-monolithic, rack-mount with a monolithic pile grillage and prefabricated massive racks with rounded edges. Some tunnel type viaducts 313 are located in the body of the underlying motorway 293, partially planed on a circular curve R = 3000 m, and partially on transition curves, and in a longitudinal profile on a convex curve R = 5000 m and made in the form of two single-span viaducts monolithic frame construction. The overpass 313 under one of the additional left-hand exits has a curved outline, and the other is oblique and crosses the underlying road located above it at an angle α = 39 ^°. The foundations 341 of the overpass supports are made on a pile foundation of reinforced concrete prismatic driven piles 342. Plate grillage 343, walls 344 and crossbars 345 are made of reinforced concrete. The adapter plates 346 are also made monolithic with the rear ends resting on the crushed stone pillow 347, and between the viaducts, the adapter plates 348 have a variable length. Other tunnel overpasses of type 314 are located in the body of the ring highway 6, are arranged in plan on a straight line, and in a longitudinal profile, on a concave curve R = 8000 m and are made in the form of two single-span overpasses of a monolithic design. Supports 349 overpasses are made in the form of a series of drill posts, monolithic reinforced concrete of the protective wall 350. The foundation 351 of the portal walls 352 is also made on drill posts with a monolithic reinforced concrete slab grillage. The adapter plates 353 are made monolithic with the rear ends resting on the crushed stone cushion 354 and the adapter plates 355 have a variable length between the overpasses.

Transport interchange 356 at the intersection of Ring Highway 6 with the upstream motorway 357 - Leningradskoye Shosse is a three-level one with each intersection 358-361, formed by an intersection, loop left-turning 362-365 and right-turning 366-369 exits adjacent to intersecting highway 6 and 357, and overpass 370 in the center of the intersection, located on the upstream highway 357. The traffic intersection is equipped with one left-hand directional exit 371 from the upstream highway 357 to highway 6, on at least part of which is formed as a trestle 372 of variable curvature in plan and a profile, at least along the axial exit line. A right-handed exit 366 and a left-handed directional exit 371 are made with a common unlocking zone and a left-handed directional exit 371 within the sector 358 located in the unlocking zone, passes in the plan between the right-handed 366 and the left-hinged loop 362 exits of this sector 358, and sequentially passes over the highway 6, above the left-hinge loop exit 365 of the adjacent sector 361, located on the other side of the highway 6, above the overlying highway 357 and the left-hinge loop exit 364, located adjacent to the previous they sector 360, and adjacent to the line 6, right turn merging with Congress 368 to form a junction zone to manifold 6 common roadway. At the intersection with the highway, the left-hand directional exit 371 is made with an external angle of entry in the plan formed by the projection of the tangent drawn to the center line of the exit at the point of intersection with the first in the direction of movement along the exit line of the outer edge of the highway 6, which is α ₁ = (86 ^° -89 ^° ), and with an external exit angle formed in terms of the projection of the tangent to the center line of the left-hand directional exit, held at the point of intersection with the second line of the outer edge ali 1, comprising α ₂ = (60 ^° -68 ^° ). At the intersection with the upstream road 357, respectively, with the external angle of entry in the plan formed by the projection of the tangent drawn to the center line of the exit at the point of intersection with the first in the direction of movement along the exit line of the outer edge of the overlying road 357, which is α ₃ = (72- 77 ^° ), and with an external exit angle formed in terms of the projection of the tangent to the center line of the exit drawn at the point of intersection with the second in the direction of movement along the exit line of the outer edge of the overlying motorway 357 of α ₄ = (74-78 ^° ). At least part of the right-hand exits has at least one branch forming an adjoining and / or unlocking. The platform 372 of the directional exit 371 is located on a vertical convex upward and horizontal concave side facing the center of intersection of highway 6 and highway 357, curves. The span 373 of the flyover 372 is made of monolithic reinforced concrete with prestressed reinforcement. Supports 374, 375 are made of monolithic reinforced concrete columnar 376 on a pile base 377. Coating 378 is made in the form of a waterproofing layer, a protective layer with a reinforcing mesh and an asphalt concrete top layer on top of it. Overpass 370 in the center of the intersection of the highway 6 and the highway 357 is made oblique, located in plan at an angle, and has four spans. Extreme spans 379 are 18 m long, and middle spans are 33 m long. Each span is made of pre-stressed beams 381, united along the slab of the carriageway into a temperature-continuous system, with expansion joints 382 on the extreme supports - abutments 383, which are made of gantry piles type. The intermediate supports 384 are prefabricated, rack-mountable on monolithic reinforced concrete foundations 385 and in the upper part have hidden crossbars 386, on which the connecting plate 387 of the roadway rests. Along the overpass in the beams along the axes of support are metal gaskets (not shown in the drawings). Across the overpass, the beams are installed horizontally.

-образных в поперечном сечении контуров 406 и единой монолитной железобетонной плиты 407. По крайней мере, часть опор 408 выполнены монолитными стоечными железобетонным с фундаментом на забивных сваях 409, а часть - вблизи действующего нефтепровода - на буровых столбах 410. Стойки 411 опор выполнены восьмигранной формы, конусно расширяющимися в верхней части 412 и имеющими две просечки, визуально разделяющими стойку на три части. Опоры, косорасположенные относительно оси эстакады, выполнены с ригелем, а деформационные швы (на чертежах не показаны) расположены над опорами.Transport interchange 388 at the intersection of ring highway 6 with the underlying road 389 - Gorkovsky Highway is a three-level one with 390-393 located in each of the four sectors, formed by an intersection, loop left-turning 394-397 and right-turning 398-401 exits adjacent to intersecting highway 6 389, and overpass 402 at the intersection center, located on highway 6. The traffic intersection is provided with one left-hand directional exit 403 from highway 6 to the underlying road 389, at least part of which is made in the form of a flyover 404 of variable curvature in plan and profile, at least along the center line of the congress. Right turn exit 401 and left turn directional exit 403 are made with a common unlocking zone. The left-hand directional exit 403 sequentially passes over the highway 6, the underlying road 389 and the right-hand exit 399 from the highway to the underlying road in the sector 391 of the left-hand directional exit 403 adjoining the underlying road 389. The exit 403 is made at the intersection with the outer main 6 formed by the projection of the tangent drawn to the axial line of the exit 403 at the point of its intersection with the first line of the outer edge of the highway in the direction of movement along the exit, comprising α ₁ = 31-37 ^° , and with an external exit angle formed in plan by a projection of a tangent drawn to the axial line of the exit 403 at the point of its intersection with the second in the direction of movement along exit 403 by the line of the outer edge of the highway 6, comprising α ₂ = 47- 56 ^° . At the intersection with the underlying road 389, respectively, with the external angle of entry in the plan formed by the projection of the tangent drawn to the center line of the exit 403 at the point of intersection with the first in the direction of movement along the exit line of the outer edge of the underlying road 389, which is α ₃ = 49, 5-55,5 ^°, and with an external output angle formed by a plane projection of the tangent to the axial line of exit 403 in its point of intersection with the second direction of travel on the ramp line of the outer edge of the underlying highway 389, compiled conductive α ₄ = 37,5-42,5 ^°. The overpass 404 of the directional exit 403 is located on the circular and transition curves, and in the longitudinal profile - on the vertical convex curve and on the longitudinal slope i = 0,0486. The span 405 is made of steel-reinforced concrete, consisting of two closed metal

-shaped in cross section of loops 406 and a single monolithic reinforced concrete slab 407. At least some of the supports 408 are made of monolithic rack-reinforced concrete with a foundation on driven piles 409, and part near the existing oil pipeline, on drill posts 410. The supports 411 are octagonal , conically expanding in the upper part 412 and having two notches, visually dividing the rack into three parts. The supports, which are oblique relative to the axis of the flyover, are made with a crossbar, and expansion joints (not shown in the drawings) are located above the supports.

Transport junction 413 at the intersection of ring highway 6 with the overlying highway 414 - Rublevsky Highway is made two-level with 415-418 located in each of the four sectors, formed by an intersection, loop left-turning 419-422 and right-turning exits 423-426 adjacent to intersecting highway 6 and highway 414, and overpass 427 at the intersection center, located on the upstream road 414. The traffic intersection is equipped with an additional highway 428, intersecting with highway 6 at an angle of α ₁ = 68-72 ^° and located beneath it, as well as an additional overpass 429 located on highway 6 at the intersection of it with the additional highway 428, four additional left-hinged looped exits 430-433 and four additional right-handed exits 434-437. Additional exits 430-437 are located at the intersection of highway 6 with the additional highway 428 with the formation of at least two additional sectors 438, 439 located on the outside of the additional highway 428. The overlying highway 414 intersects the highway 6 at an angle of α ₂ = 47-52 ^° . The right-hand main 424 and additional 434 exits located on one side of the highway 6 between the upstream 414 and the additional 428 are combined with each other to form the first single right-hinged loop exit 440 adjoining part of its length to one side of the highway 6 and uniting all three motorways 6, 414, 428. Right-hand exits 425, 437 located on the other side of the highway 6 are also combined with each other to form the second single right-hand exit 441, adjacent on the part of its length to the other side of the highway 6 and also uniting all three highways 6, 414, 428. The main right-hand exit 425, which is part of the second single right-hand exit 441, adjoins and merges into parts of its length with the nearby main left-hand loop exit 421 with the formation of the general carriageway, passing into a branch of the road adjacent to these exits, forming a crossroad with them and separate adjoining-unlocking to intersected roads. In the diagonal located relative to the indicated sector 415, the main right-hand exit 423 is adjoined by an additional secondary road with two-way traffic and the possibility of transferring traffic flows from the upstream motorway 414 to the specified additional secondary road and from the latter to highway 6 through the main right-hand exit 423 and onto the overlying 414 additional right-hand exit, which is partly combined with the main right-hand exit 423 of this sector 415 s the formation of a common carriageway for oncoming traffic and separate adjoining to the overlying road 414. One additional right-hand exit 436, located on the other side of the highway 1 from the outer side of the secondary road 428, connecting the additional highway with highway 6, is adjacent to most of its length to the nearby left-hand loop exit 432 and merges with it to form a common carriageway for oncoming traffic branching in the adjoining-unlocking zones to the ones they communicate agistrali 6 and more highway 428. One of overpasses 427 located in plane on a straight line in longitudinal section - a vertical convex curve. The axis of the overpass crosses the highway at an angle of 51 ^o . The span 442 is made of continuous metal with an orthotropic plate 443 of the roadway and contains four spans. Extreme spans 444 have a length of 23.4 m each, and average 445 - 39 m each. Intermediate supports 446 are made of monolithic rack-mount racks on a natural base 447, and the extreme 448 are pile gantry-free piles, while the expansion joints 449 are located above the extreme supports 448. Another overpass 429 is located on a longitudinal slope, made three-span with extreme spans 450 of length 23, 4 m and an average span of 451 39 m long. The span is made of continuous metal with an orthotropic slab 452 of the roadway, the extreme supports of the 453-pile type on reinforced concrete piles 454, and the intermediate 455 - prefabricated mon Natural rack-mount type 456.

 Interchange 457 at the intersection of Ring Highway 6 and the upstream road 458 - Michurinsky Prospekt - Borovskoye Highway is two-level with two left-hinged left-turning 459-462 and two right-handed exits 463-466, and overpass 467 at the intersection of highway 6 and upstream 458, located on the latter. Overlying highway 458, at least within the transport interchange, is bifurcated in the form of two branches 468, 469, designed for one-way traffic in opposite directions. The traffic intersection is equipped with an additional overpass 470 and two additional left-hinged looped exits 471, 472. The corresponding pairs of left-hinged loopback 459-462 and right-handed 463-466 exits are located on the outer sides of the branches 468, 469 of the highway. Each overpass 467, 470 is located on the corresponding branch 468, 469 of the overlying highway. Additional loopback exits 471, 472 connect the branches of the overlying highway and are located on different sides of the highway 6 with the orientation of the convex axes of the carriageway towards the highway. One of the additional loopback exits 472 is longer than the other 471 in length and radius of curvature by no less than 1.35 and 1.15 times, and in conjunction with the main left-hand looping exit 461 closest to it in the direction of movement, forms a right-hand S-shaped exit for transport , turning onto the larger 472 of the additional exits from one of the branches 468 of the overlying highway 458 to highway 6.

 Interchange 473 at the intersection of Ring Highway 6 and the upstream 474 - ul. Moldagulova was made two-level, with two loop left-hand exits 475, 476 located on one side of highway 6 and on different sides of the overlying highway 474, located on opposite sides of intersecting highway 6 and overlying highway 474 with four right-hand exits 487-480, and an overpass in the center of the intersection of the highway and the overlying highway, located on the latter. The overlying highway 474 beyond the intersection zone from the highway 6, the opposite side of it, behind which there are left-turning loopback ramps 475, 476, is made on a part of the length bifurcated with the formation of two branches 482, 483. One branch 482 is made rectilinear, and the other 483 is curved, facing concavity to the rectilinear branch 482. The traffic intersection is equipped with two additional left-hinged left-hand exits 484, 485 located between the branches 482, 483 of the overlying road and forming together with their sections distribution ring 486 for circular traffic, oriented by the major axis along the direction of movement and having a ratio of the major and minor axes in plan, comprising (2.35-2.60): (0.85-1.15). To the convex part of the distribution ring 486, formed by the convex section of the branch 483 of the overlying road, two additional secondary roads are connected, each for movement in both directions and united by the abutment-abutment zones. One right-hand exit 480 adjoins one branch 482 of the overlying road, and another 479 - joins from its other branch 483 with the location of adjoining-unlocking sections in the area of the closest exit center 48, adjacent to the center of the intersection of roads 484. To right-hand exits 477, 478, located on the other side of highway 6, there are two additional secondary roads, one for each exit, and each for movement in both directions. One of these roads is made with combined unlocking and adjoining, and the other with branching of the carriageway for separate unlocking and adjoining. Overpass 481 in the center of the intersection of the highway and the overlying road is four-span with medium spans 487 twice the length of the extreme 488. The span is made of continuous frame reinforced with non-tensile reinforcement. The intermediate supports 489 are made of rack-mountable precast concrete on a natural base 490, and the extreme supports 491 are piled 492.

Transport interchange 493 at the intersection of ring highway 6 with the upstream road 494 - Khovrino - Dolgoprudny is made two-level with 495-498 located in each of the four sectors, formed by the intersection, loop left-turning 499-502 and right-turning 503-506 exits adjacent to the intersecting 6 intersecting highway 494, and overpass 507 in the center of the intersection, located on the upstream road 494. The traffic intersection is made with intersecting at an angle of α ₁ = 69-74 ^° , the overlying road 494 and passing the second underneath it is an additional secondary road 508 and is equipped with an additional overpass 509 located on the upstream 494 at the intersection of it with the secondary road 508, as well as four additional right-handed exits 510-513 and three additional loop left-handed exits 514-516. Two additional right-hand exits 512, 513 are located in one of the sectors 498 and one of them 512 connects the overlying highway 494 with the additional secondary road 508, and the other 513 connects the secondary highway 508 with the main right-hand exit 506 of this sector 498 and through it with the highway 6. crossing overlying 494 at an angle of α ₂ = 48.5-53.5 ^° . The main 506 and additional 513 right-handed exits of this sector 498 merge into part lengths and are combined with a section of the main left-hinge hinge exit 502 located in this sector 498. Three additional hinge left-handed exits 514-516 and two other additional right-handed exits 510, 511 are located in another sector 495, adjacent to the first 498 on the outside of the main right-hand exit 503. Additional left-hand loopback exits 514-516 are located between the overlying highway and the main right-hand exit by congress 503 located in this sector 495 and one of the additional loopback congresses 516 is connected with the main left-hinge looping congress 499, the main right-handed congress 503 of this sector 495 and at least one lane is combined with another additional left-hand looping congress 515, which reports an additional minor road 508 with an upstream road 494. In addition, the aforementioned additional loop exit 516 connecting the main left and right turns 499 and 503, respectively, becomes one right turn of additional conventions 510 to direct traffic flows with it and / or right turn from main exit 503 of the sector 495 into two adjoining additional minor road. In addition, the main right-handed exit 503 of this sector 495 is partly combined with sections of additional left-handed left-handed exits 514, 515. Another additional right-handed exit 511 located outside the main right-handed exit 503 of this sector 495 adjoins it with the possibility of splitting traffic flows and reports two additional minor roads with an overlying road 494 and an additional secondary road 508 passing under it, merging into parts of the length with an additional left-turning loop exit 515, designed to transfer part of the flow of transport from the upstream road 494 to the specified additional secondary road 508.

 Transport interchange 517 at the intersection of the ring highway 6 with a minor overlying 518 - ul. Molodogvardeyskaya is made two-level, with two right-hand exits 519, 520 and two left-hinged looped exits 521, 522 located on the other side of the highway 6, adjacent to each other on a part located on one side of the highway 6 and on opposite sides of the minor overlying highway 518 lengths with the formation of a common carriageway, which is a continuation of the carriageway of the secondary highway 518 and having zones of abstraction-abutment separated by a guide island at the highway, and overpass 5 23 in the center of intersection of highway 6 and the overlying highway 518, located on the latter. The traffic intersection is equipped with two additional left-hinged loopback exits 524, 525. One of them 524 - from highway 6 to the secondary highway 518 - is located on one side of the secondary highway between the highway and one of the right-hand exits 519 and is combined with the latter for the most part of the length sections of abutting from highway 6 and adjoining secondary highway 518. This additional exit 524 and right-hand exit 519 at the association site are made with a common carriageway having at least two lanes for two-way traffic. Another additional left-hand loop exit 525 from the secondary highway to the highway is located on the other side of the secondary highway 518 and on the same side of the highway 6 and has a carriageway for one-way traffic. The ratio of the lengths of left-turning ramps 521, 522, located on one side of the highway, is 1.6-2.9. The traffic intersection is equipped with two additional guide islands located in the adjoining zones - unlocking the additional loop left-hand exit 523 and the right-hand exit 519. The overpass 523 in the center of the intersection is made in the form of a flyover 526 and is located in a longitudinal profile on a vertical convex curve, and in plan - also on the curve. Supports 527 are made columnar on a pile base 528, and at least one of the middle intermediate supports 529 is double.

Interchange 530 at the intersection of Ring Highway 6 with the upstream 531 - Ul. Sayanskaya - Reutovo is made two-level with an overpass 532 on the highway 531, intersecting highway 6 in plan at an angle of 120-140 ^o , two right-turning 533, 534 and two left-turning looped exits 535, 536, located on the outside of highway 6 in pairs opposite on opposite sides of the highway 531, and two right-turning 537, 538 and two left-turning loopback 539, 540 exits located on the inside of highway 6 in pairs opposite to each other on the opposite side of highway 531. At each quarter of the intersection, a right-turning exit 533, 5 34, 537, 538 and the corresponding left-hand exit 535, 536, 539, 540 are combined with the formation of a common carriageway for counter-directional traffic with the possibility of a reversal of transport following in both directions along highway 6 and highway 531. In adjacent quarters of the intersection, located on opposite sides of the highway 6, left-turning ramps 536, 540 are part of the length combined with sections of the highway 531 with the formation of a common carriageway. The highway 531 on the inner side of the highway 6, outside the intersection is equipped with a distribution ring 541 and adjacent to and disconnecting from it on the site to the distribution ring, counting as a branch from the intersection. The distribution ring 541 is also provided with a branch adjacent to and adjacent to it. Part of the highway 531 on the inner side of the highway 6 and the combined right-turning 538 and left-turning 540 ramps adjacent to it on the inner side of the highway are made in the form of a common ramp 542 adjacent to the overpass 532 with a monolithic reinforced concrete span structure 543 with non-tensile reinforced concrete structures 4 545 and a roadway coating consisting of waterproofing 1 cm thick, a protective layer 6 cm thick and asphalt concrete 11 cm thick. Overpass 532 is located on a straight section in lane with the transition to the exits located on the trestle 542, and on a vertical curve with a radius of 3000 m - in a longitudinal profile and made with monolithic reinforced concrete span structure 546 with prestressed reinforcement with monolithic reinforced concrete supports, part 547 of which are made on bored posts 548, and part 549 on a pile foundation 550.

 Transport interchange 551 at the intersection of the ring highway 6 with the underlying road 552 along the Korovinsky highway was made with an overpass 553 on the ring highway 6, three right-handed exits 554-556 and two left-handed 557, 558, located in the right quarters, exits. Left-turn exits 557, 558, on a part of their length, are made combined with the corresponding sections of the corresponding right-hand exits 554, 555 with the formation in these sections of a common carriageway for oncoming traffic and the respective adjoining-unlocking sections spaced from each other, in the areas of which there are guide islands . Left-turn 557 and right-hand turn 554 exits located on the outer side of the ring highway 6 form a continuation of the carriageway of highway 552 in the alignment section, onto which on the outside of the ring highway 6 a lane of a secondary road adjoins and another lane of this road joins, separated by a guide island and merging beyond. One left-hand exit 557 is made with a length of 0.95-1.25 of the length of the other left-hand exit 558.

 Interchange 559 at the intersection of the ring highway 6 with the underlying highway 560 on the street. Ryabinova was made with overpass 561 located on ring highway 6, crossing highway 560 and railway lines 562 of the Kiev direction of the Moscow Railway located behind it, two right-handed exits 563, 564 and two left-handed exits 565, 566, located on one side of highway 560, but on different sides of the highway 6. The right-hand 564 and 566 left-hand exits located on one side of the highway 6 are combined in part length with the possibility of turning vehicles, uschihsya via line 6 in one direction. Right-turning 563 and left-turning 565 exits located on the other side of the highway 6 are also combined on a part of the length with the possibility of turning vehicles moving along the highway 6 in a different direction. Overpass 561 crosses ring highway 6 above railway tracks 562 at right angles, is located in a plan on a straight line, and in profile - on a 1% slope and is made three-span with an average span of 567 lengths that are 1.25-1.27 times the length of each of extreme spans 568. The span is made of metal, continuous beam with an orthotropic slab 569 of the carriageway, and supports 570 are bezstrokovyh on drill posts 571.

 Transport interchange 572 at the intersection of ring highway 6 with 573 underlying Tsaritsyno-Vidnoe highway is made with overpass 574 located on highway 6, two right-hand exits 575, 576, located on opposite sides of highway 6, but on one side of highway 573, and two left-hand loop exits 577, 578, located on the other side of the highway 573 on opposite sides of the highway 6. A lane of a secondary road adjoins one of the right-hand exits 576 from the outside and another lane of this road joins gi separated directional islands and merging beyond.

Traffic interchange 579 at the intersection of ring highway 6 with the upstream Butovo highway 580 was made with overpass 581 on highway 580, crossing highway 6 at an angle of 76 ^o , two right-hand exits 582, 583, located on one side of highway 6 and on one side of highway 580 , two left-hinged loopback exits 584, 585 located on both sides of the highway 6 and on opposite sides of the highway 580, and one directional left-handed exit 586 located on the inside of the highway 6. One of etlevyh levorotatory 584 and directed levorotatory conventions 586 disposed on opposite sides of line 6, together provide the ability to turn the vehicles moving on the highway 6 in one direction. Left-handed directional 586 and 585 loopback exits, located on one side of highway 6, are combined in part of their length to form a common carriageway. These left-turning exits 585, 586 in the alignment section form a continuation of the carriageway of the highway 580, and the sections of their unlocking and adjoining to the highway 6 are separated from each other and separated by a guide island.

 Transport interchange 587 at the intersection of ring highway 6 with the underlying motorway 588 Biryulyovo - Bulatnikovo was made with overpass 589 on ring highway 6, four right-handed 590-593 and three left-handed exits 594-597. One left-hand exit 594, located on the outside of the ring highway 6, is partly aligned with the corresponding right-hand exit 593. Two other left-hand exits 595, 596, located on the inside of the ring highway 6, with the exception of the joining zone, the adjacencies are aligned with the corresponding right-handed exits 591, 592. At least two right-handed exits 590, 592, combined with left-handed 594, 596, are made with the possibility of turning vehicles, driving in both directions along the ring line 6. Overpass 589 is single-span, consisting of the previously existing central part 597 on column supports 598 on a natural base 599 and extension sections 600 of line 6 attached to the central part on both sides of the base, with span structures and adapter plates resting on pile grillages 601.

At the intersection of the ring highway 6 with the upper road 602 along Salome Neris Street, the latter includes an overpass 603 through the ring highway 6. Transport interchange 604 is located outside of highway 6 from the outside. Overpass 603 through the ring highway 6 crosses the highway at an angle to its axis equal to 69-76 ^o , is located in the plan on a part of the length on a horizontal curve with a radius of 500 m and a transition curve, and on the rest of the length - on a straight line, and in the profile - on longitudinal slope of 4%. The overpass is made of seven-span, with a monolithic reinforced concrete span 605 with prestressed reinforcement, supports 606 - monolithic, reinforced concrete columnar with columns 607 expanding upward with a curved concave lateral surface and foundations 608 on bored columns 609.

 Interchange 610 at the intersection of the ring highway 6 with the upstream highway 611 Conversations - Brateevo is made with the overpass 612 located on the highway 611 via the ring highway 6, two right-hand exits 613, 614, located on the outside of the ring main 6 and two left-hand exits on the inside 615,616, some ends of which form spaced apart zones respectively adjacent to and connected to the ring highway 6, and others are combined and form a continuation respectively of the lanes of the highway 611. The highway 611 is equipped with a distribution ring 617 located on the outside of the highway 6, located beyond the adjoining zones of the right-hand exits 613, 614 of the highway 611. The overpass 612 is made of a two-span, located on a convex vertical curve with a radius of 6000 m, with a span of 618 integral beams 619 of I-section with prestressing reinforcement, and supports 620 - on pile bases 621. The covering of the carriageway of the viaduct 612 is made up of a leveling layer 3-5 cm thick, waterproofing 1 cm thick, a protective layer 4 cm thick and asphalt concrete 11 cm thick.

The traffic intersection 622 at the intersection of an annular line 1 with the overlying highway 623 Strogino - Myakinino configured positioned on the road 623 crossing line 6 in terms of an angle of 90 ^o overpass 624, the two right turn 625.626 and two levorotatory congresses 627, 628 disposed on one side of line 6 and pairwise opposite on opposite sides of highway 623, and two right-hand exits 629, 630, located on the other side of highway 6 with an adjunction to and unlocking from it on opposite sides of the highway and 623, which is on the same side line 6 is provided with a distribution ring 631, which adjoins a right turn and exit 629 from which the other right turn unlocks exit 630 as well as two minor roads 632, 633 from the opposite direction of traffic flow. The right-hand turn 625, 626 and the left-hand turn 627, 628 in both quarters are combined on a part of the length with the formation of a common carriageway for counter-directed traffic flows with the possibility of a turn through the left-hand traffic exits 627, 628 of the vehicle moving along the highway 623 in the direction from the distribution ring 631 to line 6. Overpass 624 is located in plan on a straight line, and in a longitudinal profile - on a vertical convex curve with a radius of 1600 m and is made four-span with a frame-continuous span 634 of the national team pre - intense beams 635 of length 20.5 m, 22 m and 28 m, incorporated in a continuous monolithic structure nadopornymi inserts width of 2 m on the middle of the intermediate bearing superstructure 636 is rigidly united with struts 637 support.. On the other intermediate supports 638, the span is supported on racks 637 of supports 638 through rubber-metal supporting parts 639. The intermediate supports 636, 638 are made of monolithic racks with uprights expanding 637 and foundations 640 on pile base 641. One of the intermediate supports 642 is made with foundation 643 on drill poles 644. One extreme support 645 is made of a pile bezverstverkovoy gantry type, and the other 646 is made without bezverstverovoy with a foundation on the drill posts 647. Expansion joints are located above the extreme supports 645, 646. Coatings The roadway is made up of a leveling layer 3 cm thick, waterproofing 1 cm thick, a protective layer 4 cm thick and asphalt concrete 11 cm thick. Within the sidewalks, the coating is made up of a leveling layer 3 cm thick, waterproofing 1 cm thick, monolithic reinforced concrete 1 thick , 99-2,12 cm and cast asphalt 3 cm thick.

 Interchange 648 at the intersection of Ring Highway 6 with an upstream 649 st. Paustovsky - Bachurina was made with overpass 650 on highway 649 via ring highway 1, two right-handed 651, 652 and two loop-left left-handed 653, 654 exits, located on one side of highway 649 and pairwise opposite on opposite sides of highway 6 and located on the other side there are two right-handed exits 655, 656 and one left-handed left hinge 657 from highway 649. One of these right-handed exits 656 is located on one side of highway 6, and the other 655 and left-handed 657 exits are located on the other side Highways 6. In each of the three quarters of the intersection, each left-hand exit 653, 654, 657 and its corresponding right-hand exit 651, 652, 655 are combined to a part of the length with the formation of a common carriageway for oncoming traffic flows with the possibility of turning vehicles, following on highway 6 in one of the directions and on the highway 649 in one of the directions. Overpass 650 is located on a convex vertical curve with a radius of 2500 m and is made four-span with a span 658 of integral beams 659 of I-section with tensioned reinforcement, extreme supports 660 prefabricated reinforced concrete on a pile foundation 661 and intermediate 662 racks on a natural base 663. Passageway covered from a leveling layer with a thickness of 3-5 cm, waterproofing 1 cm thick, a protective layer 4 cm thick and asphalt concrete 11 cm thick.

Interchange 664 at the intersection of Ring Highway 6 and the upstream 665 Street. Svobody - Kurkino is a two-level one with an overpass 666 on highway 665 via highway 6, two right-handed 667, 668 and two loop left-handed 669, 670 exits located on the inner side of the ring highway 6 and pairwise opposite on opposite sides of the highway 665, and located on the outside sides of highway 6 with two right-handed 671, 672 and two loop left-handed exits 673, 674, also oppositely located in pairs on opposite sides of the highway. In each quarter, the left-hand exit 669, 670, 673, 674 and the corresponding right-hand exit 667, 668, 671, 672 for parts of the length are combined with the formation of a common carriageway for oncoming traffic streams and providing the possibility of turning vehicles traveling along the ring highway 6 and highway 665, from any direction to the oncoming one. Overpass 666 crosses line 6 in plan at an angle to its axis of 57.5-59 ^° , is located on a vertical convex curve and is made four-span with a span 675 of prefabricated reinforced concrete beams 676, interconnected by a connecting plate 677 in a temperature-continuous chain . At the ends of the span beams are united by a monolithic bordering beam. The extreme supports 678 are made in the form of prefabricated-monolithic abutments 679 of the gantry type on reinforced concrete piles 680. The intermediate supports 681 are made of prefabricated-monolithic racks on reinforced concrete piles 680. The covering of the carriageway of the middle spans is made of a leveling layer with a thickness of 2.5-6.5 cm , waterproofing 1 cm thick, a protective layer 4-7 cm thick, monolithic reinforced concrete 5-8 cm thick and cast asphalt 3 cm thick. The roadway cover of the extreme spans is made up of a leveling layer 3-6 cm thick, waterproofing is 1 cm thick, 4 cm thick protective layer and 11 cm thick asphalt concrete.

Transport interchange 682 at the intersection of ring highway 6 with the underlying road 683 - Volokolamsk highway was made two-level with overpass 684 on highway 6, crossing highway 683 in plan at an angle of 84 ^o , an additional overpass 685 on highway 6 through the lower lying Riga direction 686 of the Moscow railway 686, intersecting path in terms of well under 84 ^o angle, the two right turn congresses, 687, 688 and two loop levorotatory congresses 689, 690 disposed on the inner side 6 line pairs raznoime but on both sides of the highway 683, two right-handed 691, 692 and two loop left-handed exits 693, 694 located on the outside of the highway 6 are also pairwise opposite on both sides of the highway 683. In both quarters 695, 696 on the inner side of the highway 6 and in one quarters of 697 from the outside of highway 6, each left-hand turn 689, 690, 693 and its corresponding right-hand turn 687, 688, 691 exits to part of the length are combined with the formation of a common carriageway for oncoming traffic and providing the possibility of the collapse of vehicles traveling in both directions along the highway and highway. Highway 6 in the intersection zone and at the approaches to it is made divided into two branches 698, 699 under the corresponding direction of movement for each. The highway 683 from the outside of the highway in the adjoining zone - unlocking of the left-turning exits 693, 694 is made divided into three branches 700-702. The middle branch 701 is designed for counter directional movement, passes over the extreme branch 700 and over the tracks of the Moscow Railway 686 passing under it and is equipped with two loopback ramps 703, 704 located on opposite sides of this branch 701, and also at the intersection with the railway tracks two additional right-handed exits 705, 706 connecting this branch 701 to highway 6. One additional right-handed exit 706, part of the length, is combined with one of the loop reversal exits 704 with the formation of a common roadway and on a part of the length is combined with other additional right turn Congress 705 also common to form the carriageway. Both extreme branches 700, 702 of the road outside the middle 701 are merged to form a common carriageway behind the confluence section under the directional traffic.

The traffic intersection 707 at the intersection of the ring highway 6 with the upstream road 708 Abramtsevo-Golyanovo is made two-level with an overpass 709 crossing the highway 6 in plan at a 90 ^° angle, two right-turning 710, 711 and two left-turning loopback exits 712, 713, located on the outside pairwise opposite on opposite sides of the highway 708, two right-turning 714, 715 and two left-turning looped exits 716, 717 located on the inside of the highway pairwise opposite on opposite sides motorways 708. In three quarters of 718-720, the left-hand exit 712, 716, 713 and the corresponding right-hand exit 710, 714, 711 are combined with the formation of a common carriageway for oncoming traffic and providing the possibility for vehicles to turn in both directions highway 6 and highway 708. Left-turn exits 712, 716 and 713, 717, located on opposite sides of highway 6, are pairwise interconnected by additional lanes combined with highway 708 and forming its broadening in the intersection zone with highway 6. From the inside of highway 6, highway 708 is part of the length aligned with the continuation of one right-hand exit 714, located in one of the quarters 719, with a section of the left-hand exit 717, located in the other quarter 721 and the continuation of the right-hand exit 715, located in the same a quarter 721 with the formation of a common widened carriageway, beyond the widening section of which the highway 708 is equipped with a distribution ring 722 with sections of adjoining-unlocking of secondary roads.

The traffic intersection 723 at the intersection of Ring Highway 1 with the overlying Highway 724 - Shchelkovo Highway is made two-level with an overpass 725, crossing highway 6 in plan at an angle of 80 ^o , two right-handed 726 and two left-hinged loop 727 exits located on the inside of the highway 6 in pairs differentially different sides of the highway 724, and two right-turning 728 and two left-turning loopback 729 exits located on the outside of the highway 6 in pairs opposite on opposite sides of the highway Gi 724 with the provision of a reversal of transport, following in both directions along the highway and highway. Overpass 725 is located in plan on a straight line, and in profile - on a vertical curve with a radius of 10,000 m and is made of four-span with a monolithic reinforced concrete span 730 with prestressed reinforcement, one extreme support 731 on a natural base 732, and other supports 733 on pile bases 734. Supports made of monolithic reinforced concrete. The roadway coating contains waterproofing 10 mm thick, a drainage layer of three layers of dornite, a protective layer 60 mm thick and asphalt concrete 110 mm thick. On the sidewalks, the coating is made of waterproofing with a thickness of 10 mm and sand asphalt with a thickness of 40 mm.

Transport interchange 735 at the intersection of Ring Highway 6 with the underlying motorway 736 - Ostashkovsky Highway is made two-level with an overpass 737 on highway 6, intersecting the motorway in plan at an angle of 76-78 ^o , two right-turning 738 and two left-turning loopback 739 exits located on the inside of the main 6 pairwise opposite on opposite sides of the highway 736, and two right-turning 740 and two left-turning loopback 741 exits located on the outside of the highway 6 are pairwise opposite on different highway sides 736, ensuring transport reversal following in both directions via line 6 and highway 736. The road 736 with the outer and inner sides in the abutment areas - each unlocking right turn Congress 738, 740 is provided with additional abutment portions - unlocking minor roads. Overpass 737 is located in plan on a straight line, and in profile - on a vertical curve with a radius of 8000 m and is made four-span with a span of 742 split, reinforced concrete of prestressed beams 743 with extreme supports 744 of pile-gantry type with monolithic nozzles (not shown in the drawings) and cabinet walls (not shown in the drawings) and prefabricated openers (not shown in the drawings), intermediate supports 745 precast-monolithic rack-mount on a pile base 746 and expansion joints (not shown in the drawings) located on extreme and intermediate supports. The roadway was coated with a leveling layer with a thickness of at least 35 mm, waterproofing with a thickness of 5 mm, a protective layer with a thickness of 40 mm and asphalt concrete 100 mm thick. On the sidewalks, the coating is made containing a leveling layer with a thickness of at least 35 mm, waterproofing with a thickness of 5 mm, cement concrete with a thickness of 120 mm and cast asphalt with a thickness of 30 mm.

Interchange 747 at the intersection of Ring Highway 6 with the underlying highway 748 Kievskoye Shosse - Leninsky Prospekt is made two-level with an overpass 749, crossing highway 6 in plan at an angle of 83.5 -84.5 ^o , two right-handed 750 and two left-hinged loopback 751 exits located from the inner side of the highway 6, pairwise opposite on opposite sides of the highway 748, and two right-handed 752 and two left-hinge looped exits 753 located on the outside of the highway 6 in pairs opposite the right sides of the highway 748, with the provision of a turn of transport following in both directions along highway 6 and highway 748. Overpass 749 is made of four spans with a metal span 754 with an orthotropic plate 755, extreme supports 756 in the form of gantry abutments with a monolithic pile grillage 757 on prismatic piles and intermediate 758 frame-rack supports on 759 bored pillars with a diameter of 1.5 m. The roadway is covered with waterproofing 5-6 mm thick and 110 mm thick asphalt concrete.

Transport interchange 760 at the intersection of the ring highway 6 and the overlying highway 761 - Minsk - Mozhayskoye highway is made two-level with an overpass 762 located in the body of the highway 761, crossing the ring highway 6 in plan at an angle of 88-89 ^o , two right-turning 763 and two left-hinging loop 764 congresses located on the inner side of the highway 6 in pairs opposite to each other on the opposite side of the highway 761, and two right-handed 765, 766 and two left-hinged loopback 767, 768 exits located on the outside of the mage 6 in pairs opposite to each other from highway 761, with the possibility of a turn of transport going in both directions along highway 6 and highway 761. The left-turn exit 768 from the highway to the highway located in one of the quarters from the outside of the highway is equipped with an additional exit 769 from him to the right-handed congress 766, located in the same quarter. The same right-turn exit 766 is equipped with an additional exit 770 from it to the left-left exit 768 located in the same quarter. The overpass 762 is located in plan on a straight line and in a longitudinal profile on a vertical convex curve with a radius of 5000 m and made of four-span, beam made of pre-stressed beams 771, united above the intermediate supports 772 into a temperature-continuous system using rods (not shown in the drawings). The extreme supports 773 are made of precast-monolithic rack-gantry type on a natural base 774, and the intermediate supports 772 are precast-monolithic rack-mounted on piled bases 775. Expansion joints (not shown in the drawings) are located above the extreme supports. The roadway coating is made up of a leveling layer 30-60 mm thick, waterproofing 10 mm thick, a protective layer 40 mm thick and 110 mm thick asphalt concrete, and the sidewalk coating is made up of a leveling layer 26-55 mm thick, 10 mm thick waterproofing layer 40-70 mm thick, monolithic reinforced concrete 80 mm thick and cast asphalt concrete 30 mm thick.

Transport interchange 776 at the intersection of ring highway 6 with the underlying highway 777 - Riga - Troitsa-Lykovo is made two-level with an overpass 778 located in the body of highway 6 crossing the highway, the axis of which in the plan on the section from the inside of the ring highway 6 is with the axis of the last angle of 67-69 ^o, and the outside annular line on the plot - angle 82-84 ^o, the two right turn 779 and loop 780 levorotatory two congresses, disposed on the inner side line 6 mutually oppositely on different ie the part of the highway 777, 781 and two right turn and left turn loop 782 two congresses located on the outside line 6 pairs of oppositely on both sides of the highway 777, ensuring the possibility of a reversal of transport, the next in both directions on the highway and motorway. Overpass 778 is made four-span with a span 783 of prefabricated prestressed beams 784 18 m and 24 m long, combined into a temperature-continuous system along longitudinal seams with expansion joints (not shown in the drawings) located above the extreme supports 785, which are made single-row bezverstverkovymi on pile foundations 786. Intermediate supports 787 are made precast-monolithic rack with foundations 788 on pile foundations 789. The coverage of the carriageway is made up of a leveling about a layer 30 mm thick, waterproofing 10 mm thick, a protective layer 40 mm thick and asphalt concrete 110 mm thick, and pavement coating consisting of a leveling layer 30-60 mm thick, 10 mm waterproofing, paving slabs 120 mm thick and sand asphalt 40 mm.

Transport interchange 790 at the intersection of ring highway 6 with the overlying highway 791 - Ochakovo - Zarechye is made two-level with an overpass 792 on the highway 791, intersecting the highway 6 in the plan at an angle to its axis, comprising 86-90 ^o , two right-turning 793 and two left-turning loopback 794 by congresses located on the inner side of the highway 6 in pairs opposite on opposite sides of the highway 791, and two right-turning 795 and two left-turning loopback 796 exits located on the outside of the highway 6 opposite on opposite sides of the motorway 791. In each quarter, the left-hand exit 794, 796 and its corresponding right-hand exit 793, 795 for parts of the length are combined with the formation of a common carriageway for oncoming traffic streams and providing the possibility of a vehicle turning in both directions along highway and highway. Overpass 792 is made four-span with a span 797 of beams 798 of I-section 33 m and 12 m long, connected above the intermediate supports 799 into a temperature-continuous system using rods (not shown in the drawings). The extreme supports 800 are made monolithic on pile foundations 801, the intermediate supports 799 are prefabricated-monolithic on pile foundations 802. The expansion joints (not shown in the drawings) located above the intermediate supports 799 are closed type with a brass compensator. Expansion joints (not shown in the drawings) located above the extreme supports 800 are made of transflex expansion joints. The roadway coating is made up of a leveling layer with a thickness of 30-50 mm, waterproofing with a thickness of 10 mm, a protective layer with a thickness of 40 mm and asphalt concrete with a thickness of 110 mm.

Transport interchange 803 at the intersection of ring highway 6 with the overlying highway 804 - Kashirskoye - Domodedovo is made two-level with an overpass 805 on highway 804, intersecting ring highway 6 in plan at an angle to its axis of 81-82 ^° , two right-handed 806 and two left-handed loopback 807 exits located on the outside of the highway 6 in pairs opposite on opposite sides of the highway 804, and two right-handed 808 and two left-hinged loopback 809 exits located on the inside The ring highway 6 is opposite in pairs on opposite sides of the highway 804, with the possibility of turning the transport that follows in both directions along highway 6 and highway 804. The left-hand exit from highway 6, located in one of the quarters 810 from the outside of highway 6, is equipped with an additional exit 811 from it to the right-hand exit located in the same quarter of 810, which on the adjoining section of highway 6 is equipped with an additional exit that opens from it. Overpass 805 is located on a vertical curve with a radius of 6000 m and is made double-span with a span 812 of beams 813 33 m long, anchored on the extreme supports 814 using rods (not shown in the drawings). The extreme supports 814 are made in the form of prefabricated-monolithic abutments on pile foundations 815, and the intermediate support 816 - assembled-monolithic struts on the pile foundation 817. A deformation seam (not shown in the drawings) is located above the intermediate support. The roadway coating is made up of a leveling layer with a thickness of 40 mm, waterproofing with a thickness of 10 mm, a protective layer with a thickness of 40 mm and asphalt concrete with a thickness of 110 mm.

The traffic intersection 818 at the intersection of ring highway 6 with the overlying highway 819 - Nosovikhinskoye Highway is made two-level with an overpass 820 on highway 819 that intersects ring highway 6 in plan at an angle to its axis of 77 ^o , two right-hinging 821 and two left-hinging loopback 822 located on the outer side of the highway 6 in pairs opposite on opposite sides of the highway 819, and two right-turning 823 and two left-turning loopback 824 exits located on the inner side of the rings Highway 6 in pairs opposite on opposite sides of the highway 819, with the possibility of a reversal of transport following in both directions along the highway and the highway. Right and left turns located in one of the quarters 825 on the outside of the highway 6 are combined to a part of the length with the formation of a common carriageway for oncoming traffic. The highway 819 in the same quarter of 825, before taking the right turn exit off of it, counting in the direction of movement along it, is equipped with a branch adjacent to it and opening from it with a two-way direction of movement. The right-hand exit located in the right quarter 826 from the inside of the highway 6 is also equipped with a branch adjacent to it and disconnecting from it with two-way traffic. Overpass 820 is located on a convex vertical curve with a radius of 10,000 m and is made four-span with a span 827 of a continuous frame system reinforced with non-tensile reinforcement. The intermediate supports 828 are made of precast concrete with foundations 829 on a natural foundation 830, and the extreme supports 831 are gantry on a pile foundation 832. The roadway is covered with a leveling layer 30 mm thick, waterproofing made of fiberglass, a protective layer 40 mm thick and asphalt concrete 90 mm thick.

The traffic intersection 833 at the intersection of the ring highway 6 with the underlying highway 834 - Staroryazanskoye Highway is made two-level with an overpass 835 on highway 6, intersecting the highway 834 in the plan at an angle of 90 ^o , two right-turning 836 and two left-turning loopback 837 exits located on the inside pairwise opposite on opposite sides of highway 834, and two right-turning 838 and two left-turning loopback 839 exits located on the outside of highway 6 the opposite sides of highway 834, with the possibility of turning vehicles moving in both directions along highway 6 and highway 834. Overpass 835 is made four-span in the form of two width separate viaducts installed relative to each other with a central longitudinal clearance 840 of 2 cm. the structure 841 of each of them is made continuous, monolithic slab with voids, reinforced with frame reinforcement and expansion joints (not shown in the drawings) above the extreme supports 842, which are made of piling 843 mi prefabricated monolithic gantry type. Intermediate supports 844 are made monolithic, expanding upwards, on pile foundations 845. The roadway is covered with waterproofing 10 mm thick, a protective layer 40 mm thick and asphalt concrete 110 mm thick. The pavement is made of waterproofing 10 mm thick, monolithic reinforced concrete 16-22 mm thick and cast asphalt concrete 40 mm thick.

Transport interchange 846 at the intersection of ring highway 6 with the overlying highway 847 - Novoryazanskoye Shosse - Volgogradsky Prospect is made two-level with an overpass 848 on highway 847 that intersects ring highway 6 in plan at an angle to its axis of 43-44 ^o , two right-handed 849 and two right-handed 849 and two left-hinged loopback 850 exits located on the inside of the highway 6 in pairs opposite to each other on the opposite sides of the highway 847, and two right-handed 851 and two left-hinged loopback 852 ramps located and from the outer side of the ring highway 6 in opposite pairs on opposite sides of the highway 847 with the possibility of reversal of transport that follows in both directions along the highway 6 and the highway 847. The left-hand exit from highway 6, located on the inside of the highway 6 in one of the quarters of 853, is equipped with an additional exit 854 from it to the right-hand exit located in the same quarter of 853, which in turn is equipped with a branch connecting to it and opening from it with two-way traffic. Overpass 848 is located on a straight section in the plan and on a vertical curve with a radius of 10,000 m - in a longitudinal profile and is made of four spans with a span of 855 monolithic reinforced concrete with prestressed reinforcement. The intermediate supports 856 are made of monolithic reinforced concrete with upward-extending pillars 857 and foundations 858 on the bored pillars 859. The extreme supports are also made of monolithic reinforced concrete. One of them is 860 on bored poles 861, and the other 862 on pile foundation 863. For laying communications on the overpass 848 behind the railings, two metal pipes with a diameter of 89 mm are located on each side. Under the overpass 848 along the highway 6 from its inner side at a distance of 35 m from the axis of the highway two asbestos-cement pipes with a diameter of 100 mm with reinforcing rods located in them protruding beyond the pipes are laid.

The traffic intersection 864 at the intersection of the ring highway 6 with the underlying highway 865 - Skolkovsky highway was made two-level with an overpass 866 on highway 6, intersecting the highway 865 in plan at an angle of 75 ^o , two right-turning 867 and two left-turning loopback 868 exits located on the inside of the 668 highway pairwise opposite on opposite sides of highway 865, and two right-turning 869 and two left-turning loopback 870 exits located on the outside of highway 6 sides of the motorway 865. In each quarter, the left-hand exit 868, 870 and its corresponding right-hand exit 867, 869 are combined on a part of the length with the formation of a common carriageway for oncoming traffic and providing the possibility of a U-turn for vehicles traveling in both directions along the highway 6 and highway 865. In one of the quarters 871, on the inside of the highway 6, the right-hand exit is equipped with a branch. Overpass 866 is located on a longitudinal slope and is made three-span with a span beam structure 872, combined into a temperature-continuous system using anchors (not shown in the drawings) and rods (not shown in the drawings) and has one expansion joint 873 on one of the extreme supports 874 The overpass is equipped with wedge-shaped gaskets installed along the overpass along the support axes and welded to the beams. Across the overpass, the beams are parallel to the nozzles and equipped with reinforced concrete stops (not shown in the drawings). The intermediate supports 875 are prefabricated, rack-mount on a monolithic reinforced concrete pile grillage 876 with a sheet pile fence 877. The extreme supports 874, 878 are made of monolithic gantry type. The roadway was coated with a leveling layer 30–50 mm thick, 10 mm thick waterproofing, a 40 mm thick protective layer, and 110 mm thick asphalt concrete.

The traffic intersection 879 at the intersection of Ring Highway 6 with the overlying Highway 880 - Dmitrovskoye Highway is made two-level with an overpass 881 on Highway 6, crossing the Highway 880 in plan at an angle of 72-73 ^o , two right-turning 882 and two left-turning loopback 883 exits located on the inside highways 6 in pairs opposite on opposite sides of the highway 880, and two right-turning 884 and two left-turning loopback 885 exits located on the outside of highway 6 in opposite pairs in different ways e side road 880 with providing transport reversal following in both directions via line 6 and road 880. In one of the quarters 886 from the inner side 6 road line 880 and disposed in this quarter provided with additional conventions congresses local entrance. Overpass 881 is located in plan on a straight line, and in profile - on a vertical curve with a radius of 10,000 m and is made of two-span, with frame-continuous beam beam span 887 of prestressed reinforced concrete and expansion joints 888 above the extreme supports, which are made in the form of abutments-walls of monolithic reinforced concrete, one 889 on a prefabricated pile 890, and the other 891 on a natural foundation 892. The intermediate support 893 is made of rack-mount, monolithic reinforced concrete on a pile foundation 894. The roadway is made of waterproofing yatsii thickness of 10 mm, the protective layer 40 mm thick and 110 mm thick asphalt concrete, and the coating sidewalks - consisting of waterproofing 10 mm thick, reinforced concrete thickness of 160- 220 mm and a cast asphalt 30 mm thick.

The traffic intersection 895 at the intersection of Ring Highway 6 with the 896 Overlying Highway - Altufevskoye Highway is made two-level with an overpass 897 on the 896 Highway, intersecting the Highway 6 in the plan at an angle of 89-89.5 ^o , two right-turning 898 and two left-turning loopback 899 exits located with the inner side of the highway 6 in pairs opposite on opposite sides of the highway 896, and two right-turning 900 and two left-turning loop exits 901 located on the outside of the highway 6 in pairs opposite the opposite sides of the 896 motorway with a turn of the motorway going in both directions along the highway 6 and the 896 highway. In two quarters 902, 903 from the inside of highway 6 and in one quarter of 904 from its outside, the right-hand and the corresponding left-hand ramps for parts of the length are combined with the formation of a common carriageway for oncoming traffic. Overpass 897 is made of four-span, consisting of two separate overpasses 905, 906, located with a Central gap 907 relative to each other, equal to 20 mm, and having a prefabricated-monolithic span 908 of prestressed reinforced concrete beams 909, combined into a temperature-continuous system on a plate 910, with expansion joints (not shown in the drawings), extreme supports 911 made by pile 912, prefabricated monolithic gantry type and intermediate 913 prefabricated reinforced concrete rack-mount 914 supports on a pile base Vania 915. Coating carriageway formed consisting of the alignment layer 40 mm thick, 10 mm thick waterproof, protective layer 40 mm thick and 110 mm thick asphalt concrete.

The traffic intersection 916 at the intersection of the ring highway 6 with the overlying highway 917 - Moscow - Kaluga is made two-level with an overpass 918 on the highway 917, intersecting the highway 6 in plan at an angle of 80 ^o , two right-turning 919, 920 and two left-turning loopback 921, 922 exits located from the inner side of the highway 6, pairwise opposite on opposite sides of the highway 917, and two right-turning 923, 924 and two left-turning looped exits 925, 926, located on the outside of the highway 6, pairwise opposite opposite sides of the road 917. In three quarters 927-929, the right-hand turn 919, 924, 923 and the corresponding left-hand turn 921, 926, 925 exits on the part of the length are combined with the formation of a common carriageway for oncoming traffic and providing the possibility of turning vehicles, the following in both directions along highway 6 and highway 917. In one quarter 929, on the outside of highway 6, highway 917 is equipped with an additional right-turning branch 930 located beyond the adjoining zone of the right-hand exit 923. In the right quarter 931, on the inside of the highway 6, the highway 917 in the adjoining zone of the right-turn exit 920 is equipped with a branch 932. The overpass 918 is four-span with a beam span 933, the beams 934 of which are combined into a temperature-continuous system over the intermediate supports 935 using metal rods (on drawings not shown). The extreme supports 936 are made of pile-gantry type, and the intermediate 935 are rack-mounted 937 on a pile foundation 938. The roadway is covered with a leveling layer 30-50 mm thick, waterproofing 10 mm thick, a protective layer 40 mm thick and 110 mm thick asphalt concrete.

The traffic intersection 939 at the intersection of the ring highway 1 with the overlying highway 940 Nemchinovka - Setun is made with an overpass 941 located on the overlying highway 940, at an angle in plan to the axis of the ring highway 6, comprising 69 -71 ^o , and four right-turn exits 942. Overpass 941 made four-span with beam spans 943, combined on intermediate supports 944 in a temperature-continuous system. The extreme supports 945 are made pile 946, and the intermediate 944 - columnar 947 also on the pile base 948. Expansion joints (not shown in the drawings) are located on the extreme supports. The roadway slab coating contains a leveling layer with a thickness of 30-50 mm, waterproofing 10 mm thick, a protective layer 40 mm thick and asphalt concrete 110 mm thick.

 At least seven medium and small bridges 949–955, including four medium ones 949–952, were made along the length of highway 6 as part of artificial structures. Two of them - through the Skhodnya river 949 and through Butakovsky Gulf 950 - are three-span, and the other two - through the Setun 951 and Yauza 952 rivers - are single-span. Three-span bridges 949, 950 are made of prefabricated slab-ribbed reinforced concrete beams 956, interconnected by a connecting plate 957 in a temperature-continuous chain. Bridge 949 across the Skhodnya river is made with extreme 958 precast-monolithic supports of the rack type on reinforced concrete piles 959. Bridge 950 through Butakovsky Bay is made with pile-gantry extreme supports 960 and intermediate supports 961 in the form of walls 962 with an integrated crossbar (not shown in the drawings) . The span of 963 single-span middle bridges 951, 952 is made of prefabricated slab-ribbed reinforced concrete beams 964 and supports 965 pile-gantry type. The bridge 952 across the Yauza River is made with expansion joints 966 on both supports, and the bridge 951 across the Setun River with a expansion joint (not shown in the drawings) on one support 967, and on the other support 968, the span with anchors is combined with a cabinet wall ( not shown) in a system that excludes horizontal movements. Three small bridges 953-955 up to 20.5 m long are located on a section of ring highway 6 between conditional 95 km and 102 km and are made single-span with prefabricated-monolithic reinforced concrete span structure 969 of continuous cross section, gutter abutments 970 on pile foundation 971 with expansion joints (not shown) closed type on abutments 970 or with extreme supports 972 on bored pillars 973 and located on one of the supports 974 along the axes of support of the columns with movable supporting parts (not shown).

образным с соотношением ширин поперечного сечения понизу и поверху, составляющим 1 : (1,1-1,3). Переходов первого типа 1005 выполнено не менее 13 и они размещены соответственно на 21 км, 23 км, 26 км, 28 км, 29 км, 31 км, 32 км, 33 км, 34 км, 36 км, 38 км, 40 км и 61 км кольцевой магистрали 6. Переходов второго типа 1006 выполнено не менее 17 и они размещены соответственно на 11 км, 13 км, 14 км, 16 км, 18 км, 43 км, 44 км, 50 км, 54 км, 55 км, 56 км, 58 км, 59 км, 76 км, 86 км, 89 км, 92 км магистрали 6. Переходов третьего типа 1007 выполнено не менее 14 и они размещены соответственно на 5 км, 6 км, 62 км, 65 км, 67 км, 74 км, 76 км, 78 км, 81 км, 84 км, 93 км, 94 км и 105 км магистрали 6. Широкие переходы 998 размещены соответственно на 10 км, 24 км, 92 км магистрали 6, а деревянные 975, 976 -на 95 км и 102 км магистрали 6.Along highway 6, no less than fifty-seven above-ground and underground (not shown) pedestrian crossings have been completed as part of artificial structures. The number of overpasses is no less than 7 times the number of underground. In the composition of above-ground crossings, at least three crossings (not shown in the drawings) are made wide with a broadening band on which infrastructure objects are located - trade and service. At least two transitions 975, 976 are made with supporting wooden span structures. One of them 975 is made of single-span arch type with inclined metal pendants 978 attached to arches 977 and stiffening beams 979 unfastened by stiffness ties and a flooring and pedestrian floor laid on top, arches 977 inclined to each other at an angle of 68 ^o to the horizontal. The ratio of the boom of the combined arched structure to the span of the pedestrian crossing is 1: (6.3 - 6.5). The pedestrian crossing is made with a translucent fence 980 in the form of an open pipe connected by longitudinal seams of the open part to the outer walls of the beam-puff 979, located in the lower half of the space bounded by inclined arches 977, the extreme supports 981 in the form of towers, the lower supporting part 982, the foundations 983 and a stairway descent 984 of which are made of reinforced concrete, and the supporting part 985 is made of wood, with glazing and a system of internal bearing and enclosing cover structures. Another transition 976 with wooden supporting structures is made of a two-span hanging type with a rigid thread 986, which in spans 987 has a configuration of overturned wooden arches with a ratio of the bending arrow to the span of 1: (2.75 - 2.8), extreme 988 and intermediate 989 supports on a reinforced concrete pile base (not shown in the drawings) with two wooden pylons 990 and two portals 991 located on each of the supports. The supporting structures of the pylons and portals are formed by rigid metal-wooden rods 992, anchored to additional supports 993. The pedestrian crossing zone is equipped with a translucent fence 994 in the form of an open pipe connected by longitudinal edges to the outer edges of the supporting beam 995 of the span structure, which, in turn, is attached to the arches with metal pendants 996. The pylons are paired with each other by stiffness bonds 997. At least one 998 of the widened crossings is made of two-span with a reinforced concrete slab-beam span 999, supported on rubber supporting parts 1000. The extreme supports 1001 are made assembled onolitnymi on concrete pile foundation 1002 and 1003 of the intermediate concrete prefabricated monolithic support as the pile foundation 1005-1007 1004. Other transitions are made of three types. One of them 1005 is made with a monolithic reinforced concrete box-shaped span 1008 of T-section with an upper shelf 1009 and a widened trapezoidally tapering down wall 1010 with an internal cavity of a cylindrical configuration 1011 and external coils 1012 forming mates of a shelf and a wall or in the form of two beams 1013, monolithic between by itself on the slab 1014. Another 1006 is made with a monolithic reinforced concrete trough-like span 1015 with a flat bottom 1016 and walls 1017 curved in a curved cross section. Width ratio the bottom and the total width of the trough support structure is 1: (2.00-2.20). The span 1018 of the third type of pedestrian crossing 1007 is made of metal

figurative with the ratio of the width of the cross section to the bottom and top, component 1: (1.1-1.3). At least 13 transitions of the first type 1005 have been completed and they are located respectively at 21 km, 23 km, 26 km, 28 km, 29 km, 31 km, 32 km, 33 km, 34 km, 36 km, 38 km, 40 km and 61 km of the ring highway 6. No less than 17 transitions of the second type 1006 have been completed and they are located at 11 km, 13 km, 14 km, 16 km, 18 km, 43 km, 44 km, 50 km, 54 km, 55 km, 56 km respectively , 58 km, 59 km, 76 km, 86 km, 89 km, 92 km of highway 6. There are no less than 14 transitions of the third type 1007, and they are located at 5 km, 6 km, 62 km, 65 km, 67 km, 74 respectively km, 76 km, 78 km, 81 km, 84 km, 93 km, 94 km and 105 km of highway 6. Wide crossings 998 are located respectively 10 km, 24 km, 92 km of highway 6, and 975, 976 wooden lines of 95 km and 102 km of highway 6.

A method for regulating and unloading passenger, freight-passenger and cargo flows of a megalopolis transport complex involves the movement of flows of transport units along a radial-ring system of intersecting highways and artificial engineering structures in their composition and the redistribution of flows along highways, including those designed for different speeds. During operation of the transport complex of the metropolis, Moscow, at least periodically without interruption in traffic, reconstructs at least part of the highways of the transport complex and / or constructs new highways and / or artificial engineering structures. At least at one of the stages of operation of the transport complex, reconstruction is carried out, first of all, combining other highways and highways of the outer ring highway - the Moscow Ring Road - with an intersection system and artificial structures in the form of traffic intersections, and / or bridges, and / or overpasses, and / or overpasses, and / or underground and / or elevated pedestrian crossings with the formation along the entire length of at least the ring highway of the carriageway under five lanes of transport but in every direction. During the reconstruction of at least one ring motorway, mainly external, located in the peripheral zone of the metropolis, the number of intersections of this motorway with other roads of the complex takes at least 0.45-0.48 units / km, of which intersections with motorways connecting the metropolis with other metropolitan areas, take at least 22%, and intersections with highways connecting the metropolis with cities and towns adjacent to the metropolis - at least 77%, the number of intersections of this highway with znodorozhnymi highways and branch lines constituting each take not less than 63% of the motorway intersection with connecting metropolis with other metropolitan areas. At least three intersections with coastal shipping lines, at least three bridge crossings at the intersections of the ring highway with coasting shipping lines and at least seven medium and small bridges are reconstructed or rebuilt. The intensity of traffic flows and the corresponding saturation with intersections and man-made structures in different sections of at least the outer ring highway are differentiated by sectors of the metropolis bounded by the outer ring highway, which form the intersection of lines, one of which connects the start point located on the axial line of the outer ring highway conditional "zero" kilometer, located in the traffic intersection zone at the intersection of the Moscow Ring Road Orog and Gorky highway and coinciding with the intersection of the axis of the ring highway with a directed exit of interchange, and a point spaced from the first half the length of the axial line of this highway, and the other connects two points located on the axial line of this highway at the points where it intersects with the line passing through the middle of the first line is normal to her. The ratio of the lengths of the sections of the ring highway along the axial line in each sector l ₁ , l ₂ , l ₃ , l ₄ between the indicated successively located points, counting clockwise from the conditional "zero" kilometer, is taken equal
l ₁ : l ₂ : l ₃ : l ₄ = (1,034-1,039) :( 0.949-0.955) :( 0.961-0.965): 1,
and the saturation with artificial structures per 1 km of the highway in these sections is:
with the length of the section l ₁ = (28.0-28.4) km - by type of structure: medium and small bridges - (0.035-0.045) units / km, railway / road overpasses - (0.14-0.16) / (0.42-0.46) units / km, overpasses - (0.06-0.075) units / km, tunnels - 0 units / km, interchanges - (0.38- 0.42) units / km, above-ground pedestrian crossings - (0.48-0.53) units / km, underground pedestrian crossings - (0.18-0.22) units / km,
with the length of the section l ₂ = (25.7-26.1) km - by type of structure: medium and small bridges - (0.035-0.045) units / km, railway / road overpasses - (0.10-0.12) / (0.32-0.36) units / km, overpasses - 0 units / km, tunnels - 0 units / km, transport interchanges - (0.35-0.39) units / km, elevated pedestrian crossings - (0, 39-0.43) units / km, underground pedestrian crossings - 0 units / km,
with the length of the section l ₃ = (26.7-27.1) km - by type of structure: medium and small bridges - (0.13-0.17) units / km, railway / road overpasses - (0.11-0 , 13) / (0.63-0.69) units / km, overpasses - (0.07-0.09) units / km, tunnels - (0.07-0.09) units / km, transport interchanges - (0.51-0.57) units / km, elevated pedestrian crossings - (0.48-0.52) units / km, underground pedestrian crossings - 0 units / km,
with the length of the section l ₄ = (27.0-27.4) km - by type of structure: medium and small bridges - (0.035-0.045) units / km, railway / road overpasses - (0.065-0.075) / (0.034-0.037 ) units / km, overpasses - (0.065-0.08) units / km, tunnels - (0.10-0.12) units / km, interchanges - (0.17-0.19) units / km, above-ground pedestrian crossings - (0.38-0.40) units / km, underground pedestrian crossings - (0.065-0.075) units / km.

 At least the majority of intersections, including traffic intersections, are multilevel, at least three traffic intersections are configured to redistribute traffic flows at three levels, and at least one traffic intersection is configured to redistribute traffic flows at four levels, and they regulate traffic flows both during the reconstruction process and during operation by fencing off sections along the width of the carriageway for work repair and / or reconstruction with the transfer of traffic to adjacent width sections of the carriageway and / or to additionally arranged bypass sections and the subsequent expansion and improvement of the carriageway of highways, highways and intersections and restoration of traffic with simultaneous unloading of congested sections by increasing bandwidth and load uniformity of the ring highway and the remaining internal and external transport arteries connected with it.

Unloading of traffic flows is ensured by increasing the throughput of highways and artificial structures by increasing the width of the carriageway to five lanes in each direction during reconstruction and / or operation, with broadening being located mainly on both sides of the existing subgrade and roadway, mainly , symmetrically relative to the longitudinal axis of the highway with the formation of a five-lane roadway in each direction of movement, consisting of four main 3.75 m wide lanes and a fifth transitional-speed lane with a width of at least 20% greater than the width of each of the other lanes, and a dividing strip with a width of not less than 1.3 times is placed between the carriageways of the highway with an oncoming traffic direction exceeding the width of each of the main four lanes, and from the outer edge of each side of the roadway, at least in the areas between the artificial structures, a roadside is made with a width of at least 80% of the width of each of the main four lanes, while not less than 40% of the width of the curb from the side adjacent to the broadening of the roadway, and / or sections of the straightening of the route, and / or its branching, and / or transitional sections, perform reinforced. Pavement clothing is multi-layered, containing a lower frost protection layer of sand with a filtration coefficient of at least 2 m / day with crushed stone embedded on top, two layers of rolled cement concrete, with a layer of bitumen emulsion or milled between them, and a multi-layer asphalt concrete coating, the lower layer of which is made highly porous of hot fine-grained asphalt mixture of type B grade I on granite crushed stone M-800, and the upper - dense of hot fine-grained asphalt mix of type A grade I, containing: gabbro-diabase and / or granite or limestone fractions of 12-18 mm and 5-12 mm fractions, a mixture of natural sand with screening crushing of gabbro-diabase and / or granite or limestone crushed stone of fraction 4.0-8.0 mm and fractions up to 4.0 mm, limestone mineral powder, polymer-bituminous binder and cationic additive of the amine type in the following ratio of components in wt.%:
Gabbro-diabase gravel and / or granite or limestone:
fractions 12-18 mm - 1.0-1.5
fractions of 5-12 mm - 27-41
A mixture of natural sand with screening crushing gabbro-diabase, and / or granite, or limestone crushed stone:
fractions 4.0-8.0 mm - 15-29.5
fractions up to 4 mm - 26-29
Limestone Mineral Powder - 8-12
Polymer-bitumen binder - 4.5-5
Amine type cationic additive by weight of binder - 0.6-0.8
A layer of bitumen emulsion or ground is also placed between each coating layer. The composition of the polymer-bitumen binder mainly uses viscous oil road viscous grades BND according to GOST 22245-90, and / or bitumen grades BN, polymers: block copolymers of butadiene and styrene like SBS in the form of powder or chips, and / or DST-30-01 I groups according to TU 38 103267-80, and / or DST-30R-01 I groups according to TU 38 40327-90 of the Voronezh Synthetic Rubber Plant, and / or their foreign analogues: Finapren 502 or Finapren 411 from Petrofina, and / or Kraton D 1101, and / or Kraton D 1184, Kraton D 1186 of Shell company, and / or Europen Sol T 161 of Enikem company, and / or Kalpren 411 of Repsol company; plasticizers: industrial oils of grades I-20A, and / or I-30A, and / or I-40A, and / or I-50A according to GOST 20799-88, raw materials for the production of viscous petroleum road bitumen according to TU 38 101582-88 or a mixture oils and raw materials, and in the composition of the asphalt-concrete mixture, a polymer-bitumen binder is used with physical and mechanical properties, respectively, for binder grades 300, 200, 130, 90, 60, 40:
needle penetration depth 0.1 mm:
at 25 ^o C - not less than 300, 200, 130, 90, 60, 40, respectively;
at 0 ^o C - not less than 90, 70, 50, 40, 32, 25, respectively;
softening temperature on the ring and the ball, ^o C:
not lower than 45, 47, 49, 51, 54, 56, respectively;
elongation, cm:
at 25 ^o C - not less than 30, 30, 30, 30, 25, 15, respectively;
0 ^o C - not less than 25, 25, 20, 15, 11, 8, respectively;
fragility temperature, ^o С:
not higher than -40, -35, -30, -25, -20, -15, respectively;
elasticity,%:
at 25 ^o C - at least 85, 85, 85, 85, 85, 80, 80, respectively;
at 0 ^o C - not less than 75, 75, 75, 75, 75, 70, 70, respectively;
softening temperature change after heating, ^o C:
no more than 7, 7, 6, 6, 5, 5, respectively;
flash point, ^o C:
not lower than 220, 220, 220, 220, 230, 230, respectively.

As a cationic additive, an adhesive additive Interlene JN / 400-R of the company "Herchimica" is used in the form of a viscous liquid with a density at 15 ^o C 1.01-1.03 g / cm ³ , a flash point not lower than 180 ^o C, Angler viscosity at 50 ^o C 9.0-10.0 ^o E in an amount of 0.6-0.8% by weight.

The subgrade, at least in part of the length of the broadening portions, and / or straightening portions, and / or branching portions, and / or transitional portions, mainly passing in the embankment, is made of compacted sand or non-porous sandy soil, and pavement of sequentially from the bottom up laid on the prepared - planned in the recesses or compacted and aligned in the embankments base layers:
frost-resistant sand with a filtration coefficient of at least 2 m / day with a thickness of 0.5-0.8 m with a layer of crushed stone embedded in its upper part, mainly limestone, of a grade of at least M-600 with a thickness of at least 0.10 m;
rolled layer of cement concrete of the M-100 brand on crushed stone, mainly of limestone brand of at least M-600, with a thickness of at least 0.15 m;
a layer of bitumen emulsion or ground;
rolled layer of cement concrete of grade M-100 on crushed stone, mainly limestone, grade not less than M-600 with a thickness of not less than 0.07 m;
a layer of highly porous asphalt concrete from hot fine-grained macadam mixture of grade I mainly on granite macadam of grade M-800 with a thickness of at least 0.07 m;
a layer of dense asphalt from hot fine-grained crushed stone mixture of type A grade I on crushed sand, modified bitumen and crushed stone, mainly on granite, grade no lower than M-1200 with a thickness of at least 0.05 m.

The compaction of the subgrade is carried out by light, medium and heavy vibratory rollers: trailed, towed by a tractor on a caterpillar or pneumatic wheel 1019, and self-propelled. Sandy soils are compacted with both light and medium and heavy rollers, while clay soils, including lumpy and high humidity, are densified mainly by heavy rollers, mainly cam, with the following parameters of cam ledges: working surface area - 100-150 cm ³ , height -70- 130 cm. Compaction of sandy and clay soils with a moisture content not exceeding permissible, as well as the upper layers of the embankments, are carried out by vibratory rollers with a smooth roller 1020. Simultaneously with the compaction, the compaction surface is leveled. forward primer. Compaction parameters, namely, the thickness of the compacted layer and the density of the soil at the optimum performance of the roller, are obtained in the range of operating speeds of its movement, which is 1.5 - 2.5 km / h with 4 to 8 passes along one track. At positive air temperatures, sandy soils, mainly uniform in particle size distribution, compact soils with a moisture content of 6-10.5%. At negative temperatures, sandy soils, including one-dimensional ones in terms of particle size distribution, condense, mainly with a moisture content of less than 8%, increasing the number of passes of the rink along one track compared to that required for positive temperatures by 1.5-2 times. In all cases, before compaction, the moisture content of the soil to be compacted is controlled and regulated, and if there is insufficient moisture, the soil is humidified to the required humidity, which ensures optimal resource consumption of the compaction equipment and the required degree of compaction. Humidification of sandy soil is carried out immediately before vibration compaction with a gradual distribution of water over the entire surface of the layer prepared for rolling. The specific consumption of water for humidification per 1 m ^{3 of} soil of the working grab is determined from the dependence:
Q = ρ _{d max} • K _y (W _opt -W _e ) • α,
where Q is the required specific consumption of water, t / m ³ ;
ρ _{d max} - the maximum standard density of the soil, g / cm ³ ;
To _y - the required degree of compaction of the soil;
W _opt - optimum soil moisture, fraction of a unit;
W _e - natural soil moisture before compaction, fractions of a unit;
α - coefficient taking into account losses and amounting to 1.05-1.15,
and the thickness of the compacted soil layer is set based on the mass of the trailed smooth-roller compactor 1020, or the masses of the vibrating module of the self-propelled smooth-compactor 1020 and the required degree of compaction and the number of passes
for dusty sand: at К _у = 0.95 and the number of passes 4 - 8 with a mass of vibroskating roller 3-4 t - 0.3-0.4 m, with a mass of vibroskating roller 6-8 t - 0.5-0.8 m , with the mass of the vibratory roller> 12 t - 1.0-1.2 m; with K _y = 0.98 - 1.0 and the number of passes 6 - 10 with a mass of vibratory roller 3-4 t - 0.2-0.3 m, with a mass of vibratory roller 6-8 t - 0.4-0.7 m , with the mass of the vibratory roller> 12 t - 0.6-0.7 m;
for fine sand homogeneous with natural moisture content W _e = 3-6%:
at К _у = 0.95 and the number of passes 3 - 4 with a mass of vibroskating roller 3-4 t - 0.3-0.35 m, with a mass of vibroskating roller 6-8 t - 0.4 -0.55 m, with a mass of vibroskating roller > 12 t - 0.65-0.7 m; when K _y = 0.98 - 1.0 and the number of passes 4 - 6 with a mass of the vibratory roller 3-4 t - 0.2-0.25 m, with a mass of the vibratory roller 6-8 t - 0.3-0.35 m , with the mass of the vibratory roller> 12 t - 0.4-0.45 m;
for fine fine sand with natural moisture content W _e = 6-8%:
when K _y = 0.95 and the number of passes 4 - 6 with a mass of the vibratory roller 3-4 t - 0.4-0.45 m, with a mass of the vibratory roller 6-8 t - 0.6-0.75 m, with the mass of the vibratory roller > 12 t - 0.8 - 0.9 m; when K _y = 0.98 - 1.0 and the number of passes 6 - 8 with a mass of the vibratory roller 3-4 t - 0.25-0.3 m, with a mass of the vibratory roller 6-8 t - 0.4 - 0.6 m , with the mass of the vibratory roller> 12 t - 0.5-0.6 m,
and for rollers with a cam roller, the indicated thicknesses of the sealing layer are increased by 5-10 cm.

When compacting low-moisture homogeneous fine and medium-sized sands with W _e <4%, the number of passes of the vibratory roller along one track takes no more than four. To prevent the formation of underconsolidated layers along the height of the subgrade, taking into account the effect of near-surface unconsolidation in the upper part of the vibrocompaction layer, the thickness of each layer that is next highest in height and to be compacted is reduced by an amount equal to the thickness of the unconsolidated zone of the previous layer, which is 6-8 tons when the rollers are working - 0.1-0.15 m, and when vibroskating rinks weighing 12-15 tons - 0.2-0.25 m. In the upper closing layer of the subgrade, deconsolidation of the surface zone is prevented by additional itelnym or decreasing humidifying vibrating compactor masses, applied at least at the final stage of the sealing layer, or interlayer vtaplivaniem process of crushed stone or gravel, and compacting this layer Pneumatic rollers weighing 12-15 tons, or use a combination seal with compulsory moistening surface. The compaction is started by the smooth-roll vibratory roller 1020, and then the compaction is continued by the cam roller with the vibrator turned off and the speed of the cam roller 2.5-3 km / h. When compaction of clay soils, taking into account their plasticity and water content, the number of passes of the skating rink is increased by 1.5-2 times in comparison with the same parameters of vibration compaction of sand. The thickness of the compacted layer is reduced and accepted based on the mass of the vibratory roller, the required degree of compaction and the number of passes
for light sandy loam, light silty clay loam
at a moisture content of 0.8 - 0.9 W _opt , K _у = 0.95 and the number of passes 6 - 8: with a mass of the vibratory roller 6-8 t - 0.45-0.6 m, with a mass of the vibratory roller> 12 t - 0 , 4-0.5 m; with a moisture content of 0.95 - 1.15 W _opt , K _у = 0.98 - 1.0 and the number of passes 8 - 10: with a mass of the vibratory roller 6-8 t - 0.3-0.4 m, with a mass of the vibratory roller> 12 t - 0.4-0.5 m,
and for heavy loam, heavy silty clay, clay
with a moisture content of 0.85 - 0.9 W _opt , K _у = 0.95 and the number of passes 8-10: with a mass of the vibratory roller 6-8 t - 0.2-0.25 m, with a mass of the vibratory roller> 12 t - 0 , 3-0.35 m; at a moisture content of 0.95 - 1.05 W _opt , K _у = 0.98 - 1.0 and the number of passes 10 - 12: with a mass of the vibratory roller 6-8 t - 0.3-0.4 m, with a mass of the vibratory roller> 12 t - 0.45 -0.55 m;
moreover, with an initial degree of compaction of the soil K _at ≤ 0.9, compaction begins without vibration with at least two passes along one track, then 2-4 passes are performed at an increased vibration frequency of 30-40 Hz. In subsequent passes, the vibration frequency is reduced to 25-33 Hz, and the speed of the roller is 1.5-2.5 km / h. When working in winter conditions, or at least at negative temperatures, the soil is compacted in the same way, but at the same time the compaction is completed before the freezing of the soil begins. The thickness of the compacted layer and the length of the grapple are assigned taking into account the performance of the roller, and the time during which it is necessary to complete the compaction of the soil, and the length of the working grab are taken depending on the outdoor temperature as follows: at a temperature of -5 ^o C and the time before freezing of the soil after excavation from the quarry 85-90 min: 60-65 min and 100-120 m, respectively; at a temperature of -10 ^o C and the time before freezing of the soil after excavation from the quarry 55-60 minutes: respectively 40-45 minutes and 60-80 m; at a temperature of -20 ^o C and the time before freezing of the soil after excavation from the quarry 35-40 min: 25-30 min and 40-50 m, respectively; at a temperature of -25 ^o C and the time before the start of soil freezing after excavation from the quarry 15-20 min: 12-15 min and 20-25 m, respectively.

 The base of the pavement on the reconstructed parts of the highway is multilayered of “lean” concrete, for which two layers of cement concrete mix M- (75-125) are laid in series, mainly on limestone of M- grade (400-700). The lower layer is made thinner than the upper one with a difference in thickness of at least 10% of the total thickness of the cement concrete base. On top of the lower layer, a technological and waterproofing layer is made of bitumen emulsion or ground, in the process of laying each of the layers, the preparation, distribution and consolidation of the cement-concrete mixture are performed. Distribution is carried out by equipped with automatic leveling systems with a profiler, distributor, paver, or universal automatic pavers like DS-199, and / or "Titan" from ABG-Ingersol Rand and / or Blau Knox (not shown in the drawing), or using medium and heavy graders (not shown in the drawing). Compaction of the cement-concrete mixture is carried out mainly by the link of the rollers, consisting of a smooth-rolled vibration roller 1020 weighing 6-7 tons, operating with a vibration frequency of 30-50 Hz, and smooth-rolled 1020 or combined vibration roller 1021 weighing 12-16 tons, operating with a vibration frequency of 30-45 Hz, or from a pneumatic tire roller 1019 weighing 20-24 tons and one smooth-drum vibration roller 1020 weighing 9-10 tons, operating with a vibration frequency of 30-45 Hz. The cement-concrete mixture is laid over the entire width of the base or concreted in separate strips 1022-1026 with the completion of the entire width of the base within one working day. With longer time gaps, the laying of adjacent strips is resumed after concrete has set at least 70% of the design strength in the laid strips. The movement of technological transport, including for laying the upper layer of the base, is carried out either on the day of laying the lower layer with a speed limit of 10 km / h, or after concrete has set at least 70% of the design strength in the laid strips. Before concreting, the longitudinal (lateral (not shown)) and transverse joints (not shown) are cleaned, the crushed stone base and the joints are wetted with water. The unloading of the first two machines that delivered the cement concrete mixture is carried out on the right and left in front of the auger of the distributing machine. The remaining machines are unloaded in a checkerboard pattern from the axis of each concrete strip, providing an initial allowance for compaction of the mixture in the amount of 20-30% of the design thickness of the corresponding base layer, from the side of the free edge increase by 25 cm relative to the calculated width of the concrete strip, and the distribution speed of the mixture is taken no more than 5 m / min. The capture length is 20-30 m, and the mixture is compacted, depending on the ambient temperature, for no more than three hours. To maintain the specified thickness of the layer performed by the profiler (not shown) or paver 1027 with automatic transverse slope systems, a copier string 1028 is pulled parallel to the axis of the concrete strip. If there are no automatic systems and the paver or distributor works, two copier strings are used to seal the mixture in the base starts from the curb, the initial 2-4 passes are performed in static mode without vibration with a roller of 6-7 tons mass. At each subsequent pass of the roller, the trace of the previous one is covered by at least 10% of the width of the drive roller, the subsequent compaction is performed in 4-6 passes with vibration, of which the first two or three passes are performed with a vibration frequency of up to 30 Hz and a maximum amplitude. Then, the frequency is increased to 50 Hz, and the amplitude is reduced to a minimum, or heavier rollers weighing 9-10 tons are used for compaction, and they make three or four passes without vibration and 8-10 with vibration from 30-35 Hz at the beginning of the period up to 45-50 Hz in the second half of the period, the compaction is completed with a roller weighing 12-16 tons in 6-8 passes along one track with vibration, of which the first 3-4 passes are made at a vibration frequency of 30-35 Hz, and the subsequent ones at 40 -50 Hz, or final compaction is performed in 8-10 passes with a pneumatic tire roller weighing 20-24 tons. The speed of the rollers during compaction, depending on the mass of the rollers and the type of compaction, is taken for rollers weighing 6-7 tons without vibration - 2-4 km / h; rollers weighing 6-7 tons with vibration - 1.5-2 km / h; rollers weighing 12-16 tons with vibration - 2-3 km / h: pneumatic tire rollers -5-8 km / h; rollers weighing 9-10 tons without vibration - 2-3 km / h; rollers weighing 9-10 tons with vibration - 1.5-2 km / h.

 If the calculated length of the gripper is determined by the technological parameters of the distributing and sealing machines, namely, the reduced speed and the number of passes of the latter, one or more additional roller links are used. The process of vibration compaction of a freshly laid cement-concrete mixture is carried out continuously in a direction parallel to the axis of the road, vibration on and off, as well as transition from strip to strip, are carried out outside the compacted layer, and if necessary, an emergency stop on the rolled-up layer is turned off in 1.5-2, 0 meters to a car stop. The zones of joints and interfaces are additionally compacted with a vibrating plate. Before a break in concreting or in front of bridges and viaducts, work or expansion joints are arranged respectively, for which they clean the weld place from excessive concrete mix, install and fix a stop bar (not shown) on the base with stability or a metal formwork (not shown in the drawing) ) to the height of the layer to be sealed, taking into account the seal allowance, fill the sinuses with concrete mix in front of the timber or formwork with seal allowance and seal the concrete mixture in the weld zone, mainly vibrating plate. Care for freshly laid concrete when concreting the lower layer is carried out if the upper layer of the base is arranged with a time gap of more than four hours. Accordingly, care for freshly laid concrete during concreting of the upper layer is carried out if the asphalt concrete pavement 3 is arranged with an interval of more than four hours after concrete is laid. To protect fresh concrete, film-forming materials are used: bitumen emulsion, or constantly moistened sand, or polyethylene film, or bituminized paper, which is applied or laid immediately after finishing the surface of the concrete layer, and concrete care is stopped when laying the overlying layer or upon completion of set concrete of design strength, while in the process of performing work on the foundation device, the geometric and strength parameters of each layer are controlled.

When performing the lower layer of asphalt concrete coating 2-3 hours before laying asphalt, the underlying layer is cleaned and washed from dust and dirt. Then put on it a bitumen emulsion with a flow rate of 0.3-0.4 l / m ² . At the same time, the emulsion or liquefied bitumen is treated with a previously evenly cut side edge of the old coating in the area adjacent to the new one. Laying the bottom layer of asphalt concrete pavement is carried out immediately on the entire width of the carriageway by at least two pavers 1027 and 1029, operating using at least one pre-tensioned tracer string 62 for each paver 1027 and 1029. Copier strings 1028 are installed at least with two sides - along the longitudinal edge of the old coating and from the side of the curb. In the process of laying asphalt concrete from a porous mixture, the specified level of the surface of the laid layer is provided on one side of the first along the paver 1029, laying a strip 6 m wide, from the carbon string 1028 brought into contact with it, and on the other hand, the specified level is supported by a transverse slope sensor 1030 On the one hand, the second along the asphalt paver 1027, laying a strip of 8.25 m wide, the specified level is provided by the carbon string 1028 brought into contact with it, and on the other hand, from the small carbon ski 1031, the asphalt paver is moved along the layer laid in front by the walking asphalt paver 1029. During the laying of asphalt concrete from a dense mixture, the specified level of the surface of the laid layer is provided on one side of the first along the asphalt paver 1027, laying a strip of 8.25 m wide, from the carbon string 1028, and on the other - from a long ski 1032, moved along the previously laid underlying layer of asphalt concrete pavement. On the one side of the second paver asphalt paver 1029 laying a strip 6 m wide, a predetermined level is provided from the tracer string 1028, and on the other hand, from the small tracer ski 1031 moving along the layer laid in front of the paver asphalt paver 1027. Asphalt pavers are installed before the paver starts. in the initial position, and also set the working body of each paver 1027 and 1029 at a given thickness of the stacked layer, equal to the design, increased by the size of the allowance for compaction, set yglazhivayuschuyu plate with angle of attack 2-3 ^o, set up an automated system to ensure evenness and transverse slope, adjusted modes of tamper (not shown) and a screed plate (not shown) mounted tamper stroke, preferably equal to 4 mm. During the laying process, the distance between the working pavers 1027 and 1029 is taken to be 10-15 m, but not more than 30 m. The speed of laying asphalt concrete is within 2-3 m / min, the allowance for compaction of the asphalt concrete mixture is specified during the test compaction and taken equal to 15- 20% of the design layer thickness. At the beginning of the shift or when laying is continued after a break, the transverse joint 1033 is heated by installing an apron paver 1027 and 1029 over the edge of the previously laid asphalt and fill the screw chamber (not shown) with a mixture. The top of the coating in the area of the transverse junction 1033 is preheated with a linear heater with infrared irradiators (not shown in the drawing). Before resuming the laying of asphalt concrete, the installation level of the working body (not shown) of the asphalt paver 1027 and 1029 is maintained or set to the same level as before the laying interval and at least two meters from the transverse adjacency, the machine is carried out in manual mode. Compaction of the asphalt mix is carried out in the temperature range of 140-90 ^o C and begin with the compaction of the transverse conjugation. Then the mixture is compacted with smooth-rolling rollers 1020 weighing 8-10 tons without vibration, while the pneumatic tires of the combined 1021 and pneumatic-wheeled 1019 rollers are heated on the first 30-50 meters, after which the asphalt concrete mixture is compacted by the indicated rollers directly behind the paver, moving the combined rollers with wheels forward. The final compaction is carried out by smooth-roller rollers 1020, while pneumatic wheels 1019 and combined 1020 rollers carry out at least 6-8 passes along one track, the first 3-4 of which are carried out by combined-action rollers without vibration, and the next ones with vibration of 30-50 Hz and maximum amplitude. Asphalt concrete is rolled with pneumatic wheels 1019 at an operating speed of 4-6 km / h, and combined rollers 1021 at a speed of up to 5 km / h without vibration and up to 2 km / h with vibration. When compacting asphalt, smooth-rolled rollers 1020 also make at least 6-8 vibration passes along one track, and in the first 3-4 passes, set the vibration mode to 30-50 Hz, the maximum amplitude, and the speed of movement is taken to a minimum of 2 km / h. In the second half of the rolling cycle, smooth-roller rollers are given a vibration frequency of 40-45 Hz at a minimum amplitude with an increase in travel speed up to 4 km / h. Complete the coating compaction with a heavy roller (not shown) of type VSH-105 or a similar model. The longitudinal joint of the web of the reconstructed highway is sealed with the same roller, and the sealing is carried out sequentially with stripes from the edges to the middle with overlapping layers of 20-30 cm.The movement of the rollers on the mixture being compacted is carried out continuously and uniformly without changing the direction of movement of the roller on an uncompressed and non-cooled layer. The roller is moved from one strip to another and vibration is switched on outside the sealing strip. Each subsequent track of the roller in the direction of compaction is shifted relative to the longitudinal axis of the web, preferably by an amount equal to or comparable to the diameter of the roller or pneumatic wheels. During the work, the temperature of the asphalt concrete mixture in each vehicle that delivered it to the place of installation is controlled, and at least every 100 m of the laid layer, the layer thickness, lateral and longitudinal slope of the blade and compaction modes are controlled: mixture temperature, speed of rollers, frequency and amplitude vibrations. The final parameters of the laid and compacted coating layer are checked on samples that are taken in the form of cores or cuttings from the specified coating layer 1-3 days after its construction.

The top layer of the asphalt concrete pavement of the reconstructed highway is made of hot type A asphalt concrete mix of grade I on a polymer-bitumen binder with a thickness of mainly 6 cm, over the entire width of the carriageway in one direction, combining the broadening sections newly constructed during reconstruction and the existing highway carriageway. Before laying the asphalt concrete mixture, preparatory work is carried out, including profiling the lower layer of the asphalt concrete coating on both the existing and the newly erected strip under the milling cutter marks (not shown in the drawing) with an automatic leveling system, the leveling layer is made of hot type B asphalt mixture with selection the maximum grain size of the aggregate depending on the thickness of the leveling layer, patching, installation on the lower or leveling layer of asphalt ton coating of crack-breaking nets, cleaning, washing from dust and dirt and drying the lower layer of asphalt concrete coating before priming, priming no later than 2-3 hours before laying the upper coating layer, which is carried out by applying bitumen emulsion with a flow rate of 0.3-0, 4 l / m ² and obtaining a transparent brown layer, which is maintained until the water evaporates from the emulsion and its color changes from brown to black. Cross mates perform perpendicular to the axis of the highway. The ends of the previously laid strip are cut vertically without chips and lubricated with a bitumen emulsion. Along the line of transverse joints 1033, a coating is cut through the entire thickness of the upper layer with a cutter (not shown) with diamond disks. Then, a cold milling cutter (not shown in the drawing) removes excess material in the prepared zone behind the junction line. At the end of the interchangeable gripper, the layer of the laid coating is cut along one line over the entire width of the laying. The junction of the barrier fence and the side stone to the asphalt coating layer is treated with bitumen or bitumen emulsion. Laying the top layer of asphalt concrete pavement is carried out simultaneously by three pavers 1027, 1027 and 1029 immediately over the entire width of the roadway. The adjoining strip to the concrete barrier fence is laid by an asphalt paver equipped with a sliding working body. When arranging the top layer of the coating, an “echelon” strip laying scheme is used, in which the pavers have a step, with the paver near the curb working first along the way. Copier string 1028 for the automatic system is installed on both sides of the coating to be arranged: on the shelf of the concrete barrier fence and on the side of the curb. On a removable gripper, racks with downward marks (not shown in the drawing) are pre-installed and the carbon string 1028 is pulled, and the distance between the racks is selected from the condition for excluding the sagging of the carbon string, but not more than 8 m. The operation of the automatic system for ensuring the evenness of the paver 1029, near to the side of the road, carried out on one side of the carbon string, and on the other, from a long ski 66, moved along the underlying layer. Automation of the second asphalt paver is carried out on the one side of the shoe, (short ski 1031) that tracks the edge of the strip laid by the first asphalt paver, and on the other hand, from the long ski 1032. The base of the automatic asphalt paver system at the concrete guard from the side of the barrier is a copy machine a string 1028, and on the other hand, a “shoe” - a short ski 1031, moved along a strip laid by a second stacker. The transverse slope of the pavement ensures the operation of the automatic system on all three pavers. Before starting paving, the pavers are set to their initial position and prepared for work in the following sequence: install a screed (not shown in the drawing) on the starting blocks (not shown in the drawing) taking into account the thickness of the coating and the seal allowance, and the angle of attack of the screed is taken zero; establish a smoothing plate (not shown in the drawing) with an angle of attack of 2-3 ^o ; set up an automatic system for ensuring evenness and lateral slope; warming the smoothing plate (not shown in the drawing) for 10-40 minutes, depending on weather conditions before laying, to the temperature of the asphalt mixture being laid; set the operating modes of the tamper beam (not shown in the drawing), mainly the 4 mm stroke, and the screed (not shown in the drawing), observing the distance between simultaneously working pavers equal to 10-15 m, but not more than 30 m.

When unloading the mixture, the dump truck is stopped 30-60 cm before the paver without being installed on the hand brake (not shown in the drawing) with the possibility of the paver being pushed forward. During the unloading of dump trucks, the paver is moved at a working speed not lower than the speed of the dump trucks. The speed of laying the coating is taken within 2-4 m / min. The asphalt mix is uniformly delivered to all pavers to ensure their continuous movement at a constant speed. During operation, the paver maintains the same level of mixture in the screw chamber (not shown in the drawing), reaching the axis of the screw shaft (not shown in the drawing). With short interruptions in the delivery of the mixture, the latter in an amount of not less than 25% of the capacity of the paver's hopper is left in the hopper (not shown in the drawing), and during long interruptions the entire mixture is produced, which is in the hopper, screw chamber and under the stove (not shown in the drawing) . The allowance for compaction of the asphalt mixture using a polymer-bitumen binder is taken, mainly 15-20%, and is specified during the test compaction. At the beginning of the shift and after a long break, the transverse joint 1033 is heated, installing the stacker so that the vibrating plate (not shown in the drawing) is completely above the edge of the previously laid layer, and fill the screw chamber with the mixture. The top of the coating in the area of the transverse joint is heated by a linear heater with infrared burners (not shown in the drawing). When performing transverse abutment at the beginning of a shift, the level of installation of the working body of the paver is set to the same as at the end of the previous shift in the same strip, while at least two meters from the abutment are in manual mode without automation, and, if necessary, they are adjusted angle of attack of the screed. With a longitudinal slope of more than 70 ^° / °°, the laying and compaction of the asphalt concrete coating is carried out from the bottom up. With a longitudinal slope of less than 70 ^° / °°, the asphalt concrete pavement is laid and compacted both on the slope and up the slope, and the asphalt concrete mixture is compacted immediately after laying, starting from the transverse mating seal, which is carried out by the roller passes both in the longitudinal direction, and along the seam. In the first case, the roller of the roller is completely led out of the seam line onto the sealing layer, and in the second, when compaction along the seam, the roller of the roller is brought to the compacted coating by 20-30 cm and the asphalt mixture is compacted in the temperature range from 150 to 80 ^o C. The compaction process is carried out according to one of the following schemes: the first scheme - rollers of different types - pneumatic wheels 1019, combined action 1021 and vibration 1020 - are moved apart from each other in different compaction bands; or the second scheme: the rollers of different types move the link along the same track in the track or for both schemes provide two options for arranging the rollers during rolling: when the pneumatic wheel roller 1019 or the combined roller 1021, moving the pneumatic tires forward, are placed first, or when the leading one is the smooth-roll roller 1020. At the beginning of laying, regardless of the compaction scheme, packing starts with the passage of one or two smooth-drum rollers 1020 without vibration, and after compaction of the first two strips, 2-4 pass on one track - with their transition to the third strip, a first sealing strip begin Pneumatic rollers 1019 and / or combined action of the roller 1021 and is carried out during warm-compacting tires to asphalt mix temperature to avoid its sticking to the pneumatic tire. Then, the pneumatic roller 1019 compacts the coating immediately behind the paver. The compaction according to the first scheme is carried out as follows: the pneumatic-wheel roller 1019 carries out two passes forward and backward along the first and second stripes of laying, after it moves to the third strip in the first strip, the combined-action roller 1021 is moved, after the pneumatic-wheel roller 1019 is moved to the fifth strip, and combined action roller 1021 — the smooth roller roller 1020 is moved to the third lane in the first lane in vibration mode, and after the pneumatic wheel roller 1019 has passed through the last sealing strip for a certain m asphalt paver, it is again transferred to the front lane and the compaction cycle is repeated. The compaction according to the second scheme is carried out by three links of rollers, each of which is moved across the entire width of the compacted coating, after sealing the coating by the first link of rollers along the entire width, laid first along the paver, move it to the seal of the coating laid by the second paver, at the same time the second the roller link begins to compact the coating behind the first paver, and after the transition of the first link to the area of the third paver, and the second link to the area of the second paver, the third link rollers begin compaction of the coating for the first paver, and then the entire compaction cycle is repeated. For the rink 1019 on pneumatic tires at the initial roll-in, a speed of 3.0-4.0 km / h and the number of passes are 2-4, and with the main roll-in at the first stage, a speed of 4.0-6.5 km / h and the number of 5-6 passes, and in the second stage - a speed of 6.5-11.5 km / h and the number of passes 2-3. For a vibratory roller, including combined 1021, during initial rolling, the speed is 3.0-4.0 km / h and the number of passes is 2-4, and for basic rolling - at the first stage - a speed of 4.0-5.5 km / h and the number of passes 5-6 at a vibration frequency of 30 Hz, and in the second stage - a speed of 4.0-5.5 km / h and the number of passes 5-6 at a vibration frequency of 45 Hz. For a smooth-drum compactor 1020 of static action, at the initial roll-in, the speed is 3.0-4.0 km / h and the number of passes 1-2, and with the main roll-up at the first stage, the speed is 4.0-6.5 km / h and the number 5-6 passes, and in the second stage - a speed of 6.5-8.0 km / h and the number of passes 3-4. Vibration on the rollers when moving back include only the second stage of the main stage of compaction. The seizure length of the seal - the length of the area on which the seal must be completed before the mixture cools down at least 80 ^o C is taken at an ambient temperature of 10 ^o C - 50-60 m, and at a temperature of 20 ^o C - 90-100 m, but no more 150 m. To seal the coverage areas adjacent directly to the curb, smooth-rolling 1020 static rollers of the DU-48B type are used. Pre-compaction pneumatic wheeled roller 1019 is positioned as close as possible to the paver, taking into account the temperature of the asphalt mix. When compacting type A asphalt mix, the pressure in the tires of the pneumatic wheel is mainly 0.8 MPa. To prevent cooling of the tires of the roller, it is not allowed to move it to the cooled coating, with the exception of cases of the start of rolling and filling the roller. During the operation of different types of rollers, one after the other, one after the other, in order to comply with the speed regime, the entire link is moved at the speed of the vibratory roller, and the distance between the individual link rollers during movement is taken to be 2-3 m, ensuring the same sealing force during rolling width of rolled sheet. When the smooth-roll 1020 rollers are in vibration mode, the rolling operations include vibration on both rollers of the roller. Compaction of the coating begins with strips from the edges to the middle with overlapping tracks of 20-30 cm. The first pass is started, departing from the edge of the coating by 10-15 cm, and the edges are compacted after the first pass of the roller over the entire width of the stacked strip. Longitudinal conjugation is compacted by rollers from the paver squad going behind, and during compaction of the mixture, the rollers are kept in continuous and uniform motion, and rollers are prevented from stopping on an unconsolidated and non-cooled layer or a sharp change in the direction of movement of the roller. Moving the roller from one strip to another is carried out only on a previously compacted coating, and vibration is included outside the sealing strip on a moving roller. When compaction, the roller is moved parallel to the axis of the road, and to prevent wave formation, each subsequent track of the roller is placed further than the previous one in the direction of rolling by the value of the diameter of the roller or pneumatic wheels, while the temperature of the asphalt mixture in each vehicle that delivers it to the place of work is checked. In the process of laying, the thickness of the laid layer is monitored after 100 m, the evenness and transverse slope is not less than 20 m, and in the process of compaction, compliance with the specified mode of compaction of the mixture is monitored. Correction of irregularities by rolling is carried out on a hot surface at a temperature below 80 ^o C, while the quality control of asphalt concrete is carried out by cores or cuttings from the top layer of the coating in three places at 7000 m 1 to 3 days after its installation.

 Regulation and unloading of traffic flows in the metropolis in the area of bridge crossings, mainly large bridges, is carried out by erecting a new bridge near the existing bridge under five lanes, temporarily transferring traffic flows in both directions from the existing bridge to it, partially or completely disassembling the existing bridge and its reconstruction or construction of a new bridge and transfer to a reconstructed or newly constructed bridge of traffic flows in the same direction, leaving the first Om newly built bridge traffic flows in the opposite direction. In the areas of the bridge crossings over the Moscow River on the ring highway near the village of Besedy and the village of Spas, new bridges are being built next to the existing bridges, the existing bridges are being reconstructed, and in the zone of the bridge crossing over the Canal named after Moscow on the ring highway near Khimki near the existing bridge, a new bridge is being built, and the existing bridge is dismantled and a new bridge is being built in its place. In the areas of intersection of the ring highway by the Smolensky and Paveletsky directions of the Moscow Railway, the regulation and unloading of traffic flows is carried out by at least preparatory work related to the reconstruction and broadening of the ring highway, the construction of a new overpass on the bypass during the reconstruction, and transfer to a new one overpass of railway flows, the subsequent dismantling of existing railways and overpasses and completion of work on the widening of the carriageway of the ring highway in the zones of intersections with the formation of the carriageway of five traffic lanes in each direction. Regulation and unloading of traffic flows of a megalopolis in the zones of intersection of the Riga, Gorkovsky, Ryazan, Yaroslavl, Kursk, Savelovsky directions of the Moscow railway and the Oktyabrskaya and Moscow-Kiev railways by the ring highway are carried out by predominantly bilateral broadening of the existing carriageway, at least by embankments of approaches and overpasses in the zones of intersections with the formation of the carriageway under the five-lane traffic in each direction, for which the widening parts of the viaducts are erected on both sides of the overpasses existing at the intersections, temporarily transfer the traffic flows of the corresponding directions to them, then reconstruct the existing viaducts or dismantle them and erect new viaducts in their place to form, together with the broadening parts, a unified wider roadway under Five lanes of traffic in each direction.

 Regulation and unloading of traffic flows of a megalopolis at the intersection of the Moscow Ring Road and the Yaroslavl Highway is carried out by at least partial redistribution of transport from the ring highway to the Yaroslavl Highway and from the Yaroslavl Highway to the ring highway in both directions in four levels, in the zones of intersection of the ring highway with the overlying highway - Leningradskoye Shosse, as well as with the underlying road - Gorky Shosse - at three levels, and at the intersection with the road - Ru Levski highways, roads Michurinsky Avenue - Borovskoe highway, street. Moldagulova, Khovrino-Dolgoprudny, ul. Molodogvardeiskoy, st. Sayanskoy - Reutovo, Korovinsky highway, st. Ryabinovaya, Tsaritsyno - Vidnoe, Shabolovka - Butovo, Biryulyovo - Bulatnikovo, ul. Salamei Neris, Conversations - Brateevo, Strogino - Myakinino, ul. Svobody - Kurkino, Volokolamsk highway, Abramtsevo - Golyanovo, Schelkovo highway, Ostashkov highway, Kiev highway - Leninsky prospect, Minsk - Mozhaysky highway, Riga - Troitsa-Lykovo, Ochakovo - Zarechye, Kashirsky highway - Domodedovo, Nosovikhinsky highway, Novoryazan highway - Volgogradsky Prospekt, Skolkovsky highway, Dmitrov highway, Altufevsky highway, Moscow - Kaluga, Nemchinovka - Setun - on two levels.

- образным с соотношением ширин поперечного сечения понизу и поверху, составляющим 1 : (1,1- 1,3). Переходов первого типа выполняют не менее 13 и их размещают соответственно на 21 км, 23 км, 26 км, 28 км, 29 км, 31 км, 32 км, 33 км, 34 км, 36 км, 38 км, 40 км и 61 км кольцевой магистрали, переходов второго типа выполняют не менее 17 и их размещают соответственно на 11 км, 13 км, 14 км, 16 км, 18 км, 43 км, 44 км, 50 км, 54 км, 55 км, 56 км, 58 км, 59 км, 76 км, 86 км, 89 км, 92 км магистрали, а переходов третьего типа выполняют не менее 14 и их размещают соответственно на 5 км, 6 км, 62 км, 65 км, 67 км, 74 км, 76 км, 78 км, 81 км, 84 км, 93 км, 94 км и 105 км магистрали. Широкие переходы размещают соответственно на 10 км, 24 км, 92 км магистрали, а деревянные - на 95 км и 102 км магистрали.In areas with intense pedestrian flows crossing the ring highway, uninterrupted continuous safe traffic is ensured by the construction of elevated and underground pedestrian crossings. At least fifty-seven above-ground and underground pedestrian crossings are performed along the length of the ring highway as part of artificial structures. The number of overpasses is assumed to be at least 7 times the number of underground and in the composition of aboveground crossings at least three crossings are wide with a broadening band on which the infrastructure objects are located - trade and service. At least two transitions are performed with load-bearing wooden span structures, one is single-span arched type with inclined metal pendants attached to arches and unfastened braces with stiffness ties and a flooring and pedestrian floor laid on top, for arches inclined to each other at an angle of 68 ^o to the horizon, and the ratio of the boom of the combined arched structure to the span of the pedestrian crossing, comprising 1: (6.3 - 6.5), a translucent fence in the form of an open pipe connected by with single seams of the open part with the outer walls of the tightening beam, located in the lower half of the space bounded by inclined arches, extreme supports in the form of towers, the lower support part, the foundations and stairway of which are reinforced concrete, and the support part is wooden, with glazing and an internal system load-bearing and enclosing cover structures, and another transition with wooden load-bearing structures is performed by a two-span hanging type with a hard thread, which in spans has a tilting configuration wooden arches with a bending arrow to span ratio of 1: (2.75 - 2.8), extreme and intermediate supports on a reinforced concrete pile base with two wooden pylons and two portals located on each of the supports, the supporting structures of which form rigid metal-wooden rods, anchored on additional supports, moreover, the pedestrian crossing zone is provided with a translucent fence in the form of an open pipe connected by longitudinal edges to the outer edges of the carrier beam of the superstructure, cat The yoke, in turn, is attached to the arches with metal pendants, and the pylons are pairwise unfastened between each other by stiffness bonds. At least one of the broadened transitions is double-span with a reinforced concrete slab-beam span supported by rubber supporting parts, extreme supports that are made of precast-monolithic reinforced concrete on a pile foundation and an intermediate reinforced concrete precast-monolithic support also on a pile foundation. The remaining transitions are carried out in three types, one of which is with a monolithic reinforced concrete box-shaped span structure of the T-section with an upper shelf and a widened trapezoidally tapering downward wall with an internal cavity of a cylindrical configuration and external coils forming mates of a shelf and a wall or in the form of two beams, monolithic to each other along a roadway slab, the other with a monolithic reinforced concrete trough-like span with a flat bottom and curved walls curved in cross section with the corresponding the width of the bottom and the total width of the trough-like supporting structure, component 1: (2.00 - 2.20), and the span of the pedestrian crossing of the third type is metal -

- shaped with the ratio of the width of the cross section to the bottom and top, component 1: (1.1-1.3). The first type of crossings is performed by at least 13 and they are placed respectively at 21 km, 23 km, 26 km, 28 km, 29 km, 31 km, 32 km, 33 km, 34 km, 36 km, 38 km, 40 km and 61 km at least 17 roundabouts, junctions of the second type are performed and placed at 11 km, 13 km, 14 km, 16 km, 18 km, 43 km, 44 km, 50 km, 54 km, 55 km, 56 km, 58 km respectively , 59 km, 76 km, 86 km, 89 km, 92 km of highway, and the third type of crossings is performed at least 14 and they are placed at 5 km, 6 km, 62 km, 65 km, 67 km, 74 km, 76 km, respectively , 78 km, 81 km, 84 km, 93 km, 94 km and 105 km of highway. Wide crossings place respectively on 10 km, 24 km, 92 km of trunk, and wooden - on 95 km and 102 km of trunk.

 Regulation and unloading of traffic flows during the operation of highways is carried out with the provision of year-round, uninterrupted and safe functioning of highways by periodically cleaning dust, dirt, snow, ice of the roadway, road signs, maintaining all types of alarms, including regulation systems, in working condition traffic flows, operations to repair and / or reconstruct, and / or restore subgrade, and / or pavement, and / or covered I of the carriageway and / or artificial structures as part of the road, drainage and lighting systems, platforms and stops for transport, ensuring the smooth operation of the road service, traffic safety inspection services and surveillance systems, restriction, and / or temporary transfer, and / or temporary blocking of traffic flows in the event of extreme situations, maintaining the required, including environmental conditions, conditions of slopes, including those reinforced by grass sowing and / or artificial elements. When operating the Moscow Ring Road, at least four road maintenance departments with a set of road maintenance equipment are constructed and / or equipped on it, based on the relative location of intersections of the ring highway with the main radial roads of the metropolis at interconnected distances and the length of the highway as (1.89-1.93): 1: (1.19-1.23): (1.56-1.60): 5.7, counting along the length of the highway clockwise from the location control closest to the start point at a zero kilometer, erect and / or equip with each management a production base, including a parking lot of vehicles, mainly irrigation and / or garbage collection and / or snow removal equipment, and / or for the removal of land, garbage, snow from the highway and / or artificial structures, consumable warehouses of granite chips, and / or sand, and / or salt, and / or substances and compositions replacing it, which accelerate the melting of snow and ice on the roadway, warehouses for the preparation of liquid reagents for road processing coating, premises for road repair equipment and spare parts for road equipment, production and administrative buildings, equip the production base with road repair equipment and perform urgent and / or scheduled cleaning and / or repair, and / or reconstruction operations, and / or restoration of the subgrade, and / or pavement, and / or coating, artificial structures and traffic control systems. The ring road is equipped with meteorological stations, the average saturation of which for 1 km of roads takes at least 0,055 units / km, which provide operational meteorological service of the highway, including the provision of road maintenance offices and traffic participants, information about the condition of the carriageway in individual sections of the highway and information about possible , including the nearest changes in the meteorological conditions on the highway, directly affecting traffic safety, and, as a result of which, road exploitation translational control prepare and / or send proper road equipment on sections of the pipeline and perform the necessary operations for clearing and / or restoration suitable for safe operation of the road status portion. In the process of operation, the main lines are reconstructed and / or erected new traffic police posts, including main and departure ones, and the saturation of the main highway with the main traffic police posts located on the highway with its external or internal to the city’s megalopolis takes at least 0.013 units / km, and the saturation of the highway with the traffic police checkpoints located on the side of the metropolis on roads crossing the ring highway takes at least 0.14 units / km.

 During the operation of the highway, regular checks are made of the condition of the highway, its roadway, roadsides, man-made structures as part of the highway, including road interchanges at intersections with other highways, and defects are detected and eliminated by means of minor or ongoing repairs, which are carried out without interruption transport by blocking the areas to be repaired, transferring traffic to adjacent lanes and restoring traffic after completion of zvodstva work and perform regular work on the cleaning of roadway line and structures in its structure, technological complex which is administered in accordance with the season of operation, and is divided into winter and summer harvesting. At least at one of the stages of reconstruction of the highway, at least at one of its sections, the Boschung de-icing system is mounted, providing protection of the coating against icing over its entire width on a section of at least 450 m in length.

Winter cleaning of the highway is carried out by treating the roadway with chlorides and / or shifting snow from the roadway to the roadsides, and when treating the roadway with chlorides, the time length of the main technological cycles is taken to be no more than 1.0 hour with an average processing density per cycle of 35- 45 g / m ² and a working speed of harvesting machines of 35-45 km / h. When shifting snow, the length of time of the main technological cycles is assumed to be no more than 2.0 hours at a working speed of harvesting machines of 35-45 km / h. Processing of the carriageway with anti-icing materials is performed by KUM 5551 spreaders, snow is shifted from the carriageway to the roadsides with a Schmidt wide-snow plow on the MAZ-63035 chassis. Snow removal of continuous dividing walls, including those with curved side elements, as well as snow and dirt removal of the barrier fencing during the winter thaws, is carried out with a spreader with plow brush equipment of the UNIMOG-1250 type with equipment for vertical cleaning. Processing the left chute and moving snow from the dividing wall or strip onto the roadway before the wide-snow plows begin to work, as well as forming a snow shaft in the trays in areas where the side stone is installed, moving snow from the curbs to the slopes of the embankment, removing snow from the treatment with chlorides, shifting and sweeping sedimentary platforms for vehicles, shifting and sweeping snow, cleaning the entrances to the road infrastructure is carried out with a spreader with plow-brush equipment of the UNIMOG-1250 type. Transfer of snow from trays to embankment slopes, loading of snow into dump trucks in places where it is impossible to transfer it to embankment slopes, is carried out by the R-400 milling-rotor snow plow. Snow shifting and sweeping on the landing sites of bus stops and when cleaning the entrances to infrastructure facilities is carried out using pavement harvesters of the Multikar-26 type. The road is treated with chlorides by units of at least two cars in a link along the entire width of the carriageway in one passage of cars. Complete processing of the section of the road assigned to the link is carried out with a one-time loading of the body with chlorides, without stopping work and a trip to the chloride storage base for refueling. Snow is shifted from the roadway by a column of wide-spread snowplows along the entire width of the carriageway in one pass of cars. A full range of snow removal works on the roadway, including cleaning the separation walls, processing the left trays, forming snow shafts, moving and throwing snow in the right trays, is carried out with minimal traffic, mainly on the night shift and on weekends. When snowfalls pass during the daytime under conditions of maximum traffic intensity, only two technological operations are carried out - treating the road with chlorides and moving snow from the roadway with wide-spread snowblowers. In places inaccessible and inaccessible to mechanisms, including at stops, slop areas, when cleaning road signs, manual cleaning is performed, including using small-scale mechanization. Summer road cleaning is carried out by washing the asphalt concrete pavement of the carriageway, which is carried out on a night shift from 23 hours to 7 hours in the morning with a break from 2 ^x to 3 ^x hours with a water consumption when washing the carriageway 1 l / m ² , and when washing trays - 2 l / m ² , in addition, at least twice a day they sweep and at least once a day - they remove waste from containers and ballot boxes, which are produced mainly in the daytime. The washing of the carriageway, including the settling platforms, ramps is carried out by water-jetting machines of the type KO-713. Sweeping trays and cleaning the access roads to the infrastructure of the road - with KUM-5551 sweepers. Cleaning the dividing walls, including those with curved side elements, washing of road signs and signs, cleaning and washing of barrier fences - with UNIMOG-1450 sweepers. Cleaning of landing sites at stops, including washing and sweeping, as well as cleaning of driveways to road infrastructure and mowing and cleaning of grass cut in the right-of-way: a pavement-type cleaning machine of the Multikar-26 type with sweeping equipment and a mowing device grass in horizontal areas. Mowing and harvesting the mound of grass mowed on the slopes - with a UNIMOG-1250 type sweeper with equipment for mowing grass and shrubs on the slopes. Waste containers and bins are cleaned up by teams of two workers in garbage trucks of the MKZ-10 type.

 Tables N 1 and 2 give examples of the implementation of a dense, hot, fine-grained asphalt mixture and the properties of the resulting asphalt concrete.

Claims (25)

1. The transport complex of the metropolis, including a system of intersecting motor, tram, trolleybus, railway lines, metro lines, including radial-ring structures, bridge crossings, overpasses at intersections of highways, traffic intersections, elevated bridges, bus stations and train stations for other types transport, airports, characterized in that the transport complex is made with at least two ring highways, at least the outer one of which is located in The megalopolis’s feeder zone contains at least 0.45–0.48 units. / km of intersections with other roads of the complex, of which at least 22% are intersections with motorways connecting the metropolis with other megacities, and at least 77% are intersections with motorways connecting the metropolis with cities and towns adjacent to the metropolis, and the transport complex also contains intersections with highways and railway lines, the number of each of which is at least 63% of the number of intersections with highways connecting the metropolis with each other E metropolitan areas as well as at least three crossings with lines coasting, at least three bridges at intersections with lines ring road coasting, at least seven small and medium
bridges, overhead and underground pedestrian crossings, while the intensity of traffic flows and the corresponding saturation with intersections and artificial structures in different sections of at least the outer ring highway are differentiated by sectors of the metropolis bounded by the outer ring highway and formed by the intersection of lines, one of which connects the center line of the outer ring motorway, the point of origin of the conditional “zero” kilometer and the point half the distance from the first in length centerline of the pipeline, and the other connecting two points on the centerline of the motorway in the field intersection with a line passing through the midpoint of the first line normal thereto, wherein the ratio of lengths of the sections annular line along the axial line in each sector l _1, l ₂ , l ₃ , l ₄ between the indicated successively located points, counting clockwise from the conditional "zero" kilometer, is
l ₁ : l ₂ : l ₃ : l ₄ = (1.034 - 1.039): (0.949 - 0.955): (0.961 - 0.965): 1,
and the saturation with artificial structures per 1 km of the highway in these sections is:
with the length of the section l ₁ = 28.0 - 28.4 km by type of structure: medium and small bridges - 0.035 - 0.045 units / km, railway / road overpasses - (0.14 - 0.16) / (0.42 - 0.46) units / km, overpasses - 0.06 - 0.075 units / km, tunnels - 0 units / km, transport interchanges - 0.38 - 0.42 units / km, elevated pedestrian crossings - 0 , 48 - 0.53 units / km, underground pedestrian crossings - 0.18 - 0.22 units / km;
with the length of the section l ₂ = 25.7 - 26.1 km by type of structure: medium and small bridges - 0.035 - 0.045 units / km, railway / road overpasses - (0.10 - 0.12) / (0.32 - 0.36) units / km, flyovers - 0 units / km, tunnels - 0 units / km, transport interchanges - 0.35 - 0.39 units / km, elevated pedestrian crossings - 0.39 - 0 , 43 units / km, underground pedestrian crossings - 0 units / km;
with the length of the section l ₃ = 26.7 - 27.1 km - by type of structure: medium and small bridges - 0.13 - 0.17 units / km, railway / road overpasses - (0.11 - 0.13) / (0.63 - 0.69) units / km, overpasses - 0.07 - 0.09 units / km, tunnels - 0.07 - 0.09 units / km, transport interchanges - 0.51 - 0.57 units / km, elevated pedestrian crossings - 0.48 - 0.52 units / km, underground pedestrian crossings - 0 units / km;
with the length of the section l ₄ = 27.0 - 27.4 km - by type of structure: medium and small bridges - 0.035 - 0.045 units / km, railway / road overpasses - (0.065 - 0.075) / (0.034 - 0.037) units. / km, overpasses - (0.065 - 0.08) units / km, tunnels - 0.10 - 0.12 units / km, transport interchanges - 0.17 - 0.19 units. / km, elevated pedestrian crossings - 0.38 - 0.40 units / km, underground pedestrian crossings - 0.065 - 0.075 units / km, and the saturation per 1 km of the highway with at least traffic intersections, medium and small bridges and elevated and underground pedestrian crossings totals 0.945 - 0.955 units / km, the saturation with traffic intersections along the length of the highway is at least 0.36 - 0.37 units / km, the saturation with pedestrian crossings is not less than 0.515 - 0.525 units / km, with the ratio the number of underground and aboveground of them 1: (6.120 - 6.140 units / km, respectively, and the saturation at least 0.06 - 0.07 units / km are taken by days and small bridges, and at least most of the intersections, including transport interchanges, are multilevel, at least three traffic interchanges are made with the possibility of redistributing traffic flows at three levels and at least one traffic intersection is configured to redistribute traffic flows at four levels.  2. The transport complex of the metropolis according to claim 1, characterized in that the complex is a complex of the metropolis of Moscow, and its external ring motorway located in the peripheral zone of the metropolis forms the Moscow ring road with a length of 108.2 km, counting clockwise from the point of origin zero "kilometer, located in the traffic intersection zone at the intersection of the ring highway and the Gorky highway and coinciding with the intersection of the axis of the ring highway with the directional exit of the junction.  3. The transport complex of the metropolis according to claim 2, characterized in that the bridge over the Moskva River on the ring highway near the village of Besedy is made in the form of a new bridge and an existing reconstructed bridge located next to it, and the new bridge is made for five three-span unidirectional lanes with equal extreme spans and an average span, whose length is 1.80 - 1.85 times the length of each extreme span, and the span of this bridge is made of continuous metal with an orthotropic plate with monolithic reinforced concrete supports on a pile base from prismatic piles and expansion joints on the extreme supports, and the reconstructed existing bridge was also made under five lanes of unidirectional traffic by a three-span arched with an average span exceeding 1.80 - 1.85 times the length of each extreme one. moreover, the span is made with reinforced metal and reinforced concrete arches, included in the joint work with arches with an orthotropic plate of the carriageway, expansion joints and reinforced supports .  4. The transport complex of the metropolis according to claim 2, characterized in that the bridge over the Moscow River on the highway highway near the village of Spas is made in the form of adjacent bridges for five unidirectional traffic lanes each, one of which, newly built, is made three-span with two extreme equal spans and an average span, which is 1.8 (3) times longer than the length of the extreme span, and the span is made of continuous metal beam of constant height with an orthotropic plate, the supports are monolithic on a pile foundation from prismatic piles, and the abutments are monolithic on a pile foundation with a combination of communications and expansion joints, and the other bridge - a reconstructed existing one - is made by an arch-cantilever non-support system with a ride on top, two spans of 98 m and a navigable zone, formed by two parts of spans facing each other and having a width determined by the distance between the intermediate supports, moreover, this bridge is made with reinforced arches, the cavities of which are filled with concrete, reinforcement a rod reinforcement, and the bridge is equipped with an additional longitudinal plate located at the top of the puffs, which is made with prestressed reinforcement in the form of prestressing strands of beams, and the roadway plate is also reinforced with prestressed reinforced strands of strands, and racks, crossbars, cornice block, supports, cabinet walls of the extreme supports and the castle hinge are also made reinforced.  5. The transport complex of the metropolis according to claim 2, characterized in that the bridge over the canal them. Moscow on the highway highway near the city of Khimki is made in the form of adjacent bridges, each under five lanes of unidirectional traffic, moreover, one of the bridges is made of three-span with equal extreme spans and an average span, the length of which is twice the length of each extreme span, and the bridge span is made of continuous continuous metal beam with an orthotropic plate, monolithic reinforced concrete supports on a pile foundation, with expansion joints at the extreme supports And the second bridge is located on the site of pre-existing bridge, and is configured similarly to the first re-constructed bridge. 6. The transport complex of the metropolis according to claim 2, characterized in that the overpass at the intersection of the ring highway by the Smolensk route of the Moscow Railway is located on a bypass, crosses the highway in plan at an angle of 90 ^o and is four-span with spans, the middle of which are not less than 2.6 times the length of the extreme spans designed to pass two railway tracks, and the spans are made of continuous metal in the form of a beam structure, consisting in transverse a cross-section of two I-beams with a length of not more than 30 m and an assembly weight of not more than 40 t, combined by mounting plates on high-strength bolts with the formation of a trough-like section with a distance between the main beams 1.15-1.25 times higher than the building height of the span, and consoles, the length of which is 0.65 - 0.85 of the building height of the span, and the upper belt of the block is formed by a two-tier orthotropic plate of the ballast trough, the longitudinal ribs of which are supported by transverse beams aligned with the vertical stiffened ribs of the main beam, rigidly connected with the lower belt, which is made composite in thickness mainly from two sheets with the formation of a single diaphragm, and these diaphragms are installed along the length of the span with a step of 1.65 - 1.8 of the building height of the span, at the same time, at least the coating of the ballast trough for each path is layered in the form of a protective metallization-paint composition, including a metallization, mainly zinc-aluminum coating, on top of orogo impregnant applied epoxy coating, which is coated with epoxy
a polyurethane compound, on top of which two layers of quartz sand are applied, a protective-leveling layer of asphalt concrete and ballast from crushed stone under the railway track, while the supports are made separate for each railway track, pile with monolithic grouts, the average support is made on bored piles, the length of which is not less than three times the length of the piles of the remaining supports, and the diameter is 1/14 - 1/16 of their length, and the piles of the remaining supports are driven by prismatic, and movable supports are installed on the abutments s side, on one of the intermediate supports - the fixed support portions, while the remaining intermediate supports - respectively movable and fixed support portions, wherein the intermediate supports are installed on the mast catenary supply rolling stock; the overpass at the intersection of the ring highway by the Paveletsky route of the Moscow Railway is located on a bypass, on a curve in plan with a radius of at least 800 m and with a longitudinal slope of 8.9 ^° / °°, designed to pass at least three railway tracks, crosses the ring line in terms of the angle 76 ^o and is formed with four-span span, the average of which have a length of not less than 2.7 times the length of the outer spans, the spans are made of metal split single-track in the form of a beam structure made in cross section of two I-beams with a length of not more than 30 m and an assembly weight of not more than 40 tons, combined by mounting plates on high-strength bolts with the formation of a trough-like section with a distance between the main beams of 1.15 - 1.25 times the building height of the span, and consoles, whose length is 0.65 - 0.85 of the building height of the span, and the upper belt of the block is formed by a two-tier orthotropic plate of the ballast trough, longitudinal ribs the second are supported on transverse beams combined with vertical
stiffening ribs of the main beam, rigidly connected to the lower belt, which is made composite in thickness mainly from two sheets with the formation of a single diaphragm, and these diaphragms are installed along the length of the span with a step of 1.65 - 1.8 of the building height of the span, this at least the coating of the ballast trough for each path is layered in the form of a protective metallization-paint composition, including a metallization, mainly zinc-aluminum coating, on top of which An impregnating epoxy coating is coated, which is coated with an epoxy-polyurethane compound, on top of which two layers of quartz sand are laid, a protective-leveling layer of asphalt concrete and ballast from crushed stone under the railway track, while the supports are made separate for each railway track, pile with monolithic grouts, medium the support is made on bored piles, the length of which is not less than three times the length of the piles of the remaining supports, and the diameter is 1/14 - 1/16 of their length, and the piles of the remaining supports are made us precast prismatic and abutments mounted on the movable support portion on one of the intermediate supports - the fixed support portions, while the remaining intermediate supports - respectively movable and fixed support portions, wherein the intermediate supports are installed on the mast catenary supply rolling. 7. The transport complex of the megalopolis according to claim 2, characterized in that at the intersection with the ring highway of the Riga route of the Moscow railway and the Volokolamsk highway, the section of the ring highway in the intersection zone is divided into two branches for oncoming traffic flows, one of the branches being laid on a flyover made of six-span with a span length ratio, counting along the ring in a clockwise direction, comprising (0.85 - 0.97): (1.45 - 1.57): (1.15 - 1.21): 1: (0.46 - 0.52): 1, while the overpass ra is put in terms of the curve radius of 2000 m and a vertical curve radius of 10000 meters, the fifth passage is located above the existing railway tracks, and the axis of the passage of the supports located in the plan angles to the axis line, respectively 83 ^o 37 '- 83 ^o 41' and 83 ^o 20 '- 83 ^o 22', and in the fourth and sixth spans, reserved sections are reserved for prospective railway tracks, at least one in each of these spans, while in the third span an additional flyover with a driveway is adjacent to the main flyover T-shaped part, intended for two-way traffic, with the formation of an adjoining and unlocking section, respectively, for opposing traffic flows along it, and in the first and second spans, a subgrade is prepared for passing the road, the axis of which is combined with the axis of the support common for these spans, located in the plan under angle 83 ^o, more trestle shestiproletnoy also formed with a longitudinal line from the ring-down and cross slope of the carriageway and the ratio of the lengths of spans of 0.55: 0.6: 1: 1: 1: 1, n and the repeated span of the additional flyover is not less than three times the repetitive span of the main flyover, and the width is not less than 1.75 times less than the width of the latter, the intermediate supports of the main flyover are made rack-mount on bored piles joined by a monolithic grillage, and at least two racks are installed without alignment with the piles, while the spans are beam, and the carriageway is with a one-sided transverse slope. 8. The transport complex of the metropolis according to claim 2, characterized in that the overpass at the intersection of the Gorky direction of the Moscow Railway by the ring highway is located in a plan at an angle of 70 ^o to the axis of the railway tracks and is made three-span with extreme spans equal to each other in length and with an average span , whose length is 1.3 (3) times greater than the length of the last span, and the span is made with a monolithic reinforced concrete slab of the carriageway under five lanes in each direction and a reinforced concrete beam span structure in the form of two separate temperature-continuous beam spans made of reinforced concrete beams with developed upper shelves adjoining side edges to each other, gutters are made of gantry type on a pile foundation, and intermediate supports are made of reinforced concrete columnar on a pile foundation; the overpass at the intersection of the Ryazan direction by the ring railway of the Moscow Railway is located in a plan at an angle of 75 - 77 ^o to the axis of the railway tracks and is made three-span with a monolithic slab of the carriageway under five lanes in each direction, with extreme spans of the same length, one of which is designed for passing under it a promising railway track, and another for passing under it a promising metro line, and a middle span located above the existing four railway tracks with holes and a length of 1.5-1.20 times the length of the extreme span, moreover, the span structure is multi-beam cut with a central temperature gap, the abutments are gantry type on a pile base, and the intermediate supports are reinforced concrete columnar on a pile base; the overpass at the intersection of the Yaroslavl direction of the Moscow Railway by the ring railway is located in a plan at an angle of 90 ^o to the axis of the railway tracks and is made in the form of two separate continuous spans from prestressed reinforced concrete beams, combined on pillars with hidden crossbars and a monolithic slab for five lanes in each direction, and spans
made of three-span with spans with equal spans and an average span, the length of which is 1.45-1.50 times the length of the last span, gantry abutments are made on driven piles, and the intermediate supports are columnar on a pile base, and the distance between poles within the same support no more than 3.5 times the width of the column in the cross section of the overpass, and the size of the cross section of the column along the overpass is 2.9 times less than its width. 9. The transport complex of the metropolis according to claim 2, characterized in that the overpass at the intersection of the Oktyabrskaya Railway by the ring highway is located in plan at an angle of 60 - 62 ^o to the axis of the railway tracks and is made with a monolithic slab of the carriageway under five lanes in each direction four-span, with three spans of the same length and one span of length 1.25 - 1.35 times the length of each of the three spans, and the span is made of continuous steel-reinforced concrete with a reduced construction height from g the barite of approaching the spans over the main railway line equal to 6.4 m and the central temperature gap, the gutters are made of gantry type on a pile base from prismatic piles, an intermediate support between the first and second span exceeding the first in length - columnar on drill posts with a diameter 1.7 m, and the remaining intermediate supports - columnar with foundations on a natural basis; the overpass at the intersection of the Kursk direction of the Moscow Railway by a circular highway is located in a plan at an angle of 90 ^° to the axis of the railway tracks and is made three-span with a monolithic slab of the carriageway under five lanes in each direction, with one extreme span having a length twice that of the other extreme span, and an average span of 2.7 times the length of the smaller of the extreme spans, and the span of the middle span is made of steel-reinforced concrete cutting, and the span with the construction of each extreme span is made of steel-reinforced concrete continuous, one gantry abutment is made on driven piles, and the other on drill posts, and the intermediate supports are columnless bezrotekovye on drill posts, and the overpass is made with expansion joints from sections, each of which is made of profile a neoprene elastomer reinforced with metal plates, the upper surface of the sections provided with a protective aluminum plate with a grooved surface, and the cone of the abutments of at least this viaducts are reinforced with volumetric plastic geogrids, the bottom cone surface layer being compacted to K _upl = 0.98 with filling the cells with compacted granite crushed stone and a concrete stop is made around the entire perimeter of the cones sole, and the geogrid cells adjacent to the stop are monolithic with concrete, while between the lower and the upper layers of the slope laid the separation layer of non-woven geotextile material, the upper layer of the surface of the cones is interfaced with the elements of the cabinet part of the abutments and monolithic concrete filling i geogrid cells; the overpass at the intersection of the Savelovsky Direction of the Moscow Railway by a circular highway is located in a plan at an angle of 84 - 89 ^o to the axis of the railway tracks and is made six-span with a monolithic slab of the carriageway under five lanes in each direction, and the span of the overpass within half the spans located over existing and promising railways, made of reinforced concrete, continuous, with a reduced construction height of span structures, and within the second half of the spans - reinforced concrete beam temperature-continuous, and spans blocked by reinforced concrete
beams, and the span closest to them, covered by a steel-reinforced concrete span, is made equal in length, and the other two spans are equal to each other and each of them has a length of at least 1.28 times the length of each of the four spans mentioned, with an overpass has a central temperature gap and at least one transverse expansion joint, and the abutments are made of gantry type on a pile base, and the intermediate supports are columnar on a natural base and within each pillar support are united m foundation. 10. The transport complex of the metropolis according to claim 2, characterized in that the overpass at the intersection of the Moscow-Kiev Railway by the ring highway is located in a plan at an angle of 90 ^° to the axis of the railway tracks and is made three-span with a roadway slab for five lanes in each direction , with extreme spans equal in length and an average span 25-30% longer than the length of the last span, and the span is made of continuous metal beams with an orthotropic plate of the carriageway, etc. with a single central temperature gap, the abutments are made of gantry type on driven piles, and the intermediate supports are made with columnless beamless on drill posts. 11. The transport complex of the metropolis according to claim 2, characterized in that the overpass at the intersection of the ring highway with the highway Moscow - State Farm named after May 1 is located above the ring highway on a vertical convex curve with a radius of 2000 m at an angle to the axis of the ring highway 52 ^o 45 'and is made two-span with equal spans and continuous solid span structure in the form of two massive ribs connected by a roadway plate, the surface of which is made with a slope on both sides of the axis of passage, comprising 2%, one of the extreme supports located on the regional side of the ring highway is made in the form of a loose bed of monolithic reinforced concrete, the frontal part and side The new openings of which are made of bored piles with a diameter of 1 and 0.75 m, respectively, and a facing monolithic reinforced concrete slab covering them from the outside, and the other extreme support located on the city side of the ring highway is made in the form of a loose foundation from precast-monolithic reinforced concrete with openings in the form retaining walls, and the foundation of this extreme support is made on a pile foundation of reinforced concrete prismatic piles, and the intermediate support is made of a precast-monolithic rack-mount with a monolithic pile growth lump on reinforced concrete prismatic piles, while the coating at least on the part of the length of the overpass is made up of waterproofing 1 cm thick, a protective layer 4 cm thick, asphalt concrete 13 cm thick or at least part of the length and / or width of the carriageway over the protective layer monolithic reinforced concrete 10 cm thick and sand asphalt 3 cm thick laid; the overpass at the intersection of the ring highway with the road on the 76th kilometer of the ring highway is located in the body of the highway, with its left lane located in plan on a straight line and in the longitudinal profile on slopes of 0.0176; 0.0182; 0.0152, and the right lane - in plan on a horizontal curve with a radius of 2000 m, and in the longitudinal profile - on a slope of 0.0136, the angle between the axis of the left lane of the ring highway and the axis of the street. Kirov is 85 ^o 16'45 '', and the angle between the axis of the right lane of the ring highway and the axis of the street. Kirova - 83 ^o 22'13 '', with the span made of single-span prefabricated reinforced concrete beams 24 m long, the extreme supports - monolithic reinforced concrete sofa-type on an armored foundation, and the expansion joints are closed and located above the extreme supports; overpass at the intersection of the ring highway with the highway st. Molokova - Mark is located above the ring highway, in plan - on a circular curve with a radius of 160 m and a transition
curve, and in the longitudinal profile - on convex curves with radii of 2000 and 1500 m and made four-span with precast-monolithic frame-continuous reinforced concrete prestressed span, with the extreme and middle spans made pairwise equal, with each middle span made at least 1.3 times the length of the extreme span, the supporting structures of the spans are made of prestressed beams with a length of 22 m and 28 m, respectively, which are combined into a continuous frame system, ohm they are faced with support sections of 2 m width with the formation of transverse hidden crossbars above the intermediate supports, while on the second and fourth supports that are installed on the outer sides of the annular highway, the spans are supported on the support pillars through rubber-metal supporting parts, and on the middle, third, support the support the section is rigidly combined with the pillars of the support, the intermediate supports are made of monolithic reinforced concrete from the racks of variable cross section in height, decreasing downward, with curvilinearly conjugated faces, with the rack volume is supported on the pile foundation grillage, and the extreme supports are made of rack-gantry type on the pile foundation, while the spans of the span are located above the extreme supports, the carriageway is coated with a leveling layer 30 mm thick, 10 mm thick waterproofing, and a protective layer with a thickness 40 mm, on top of which asphalt concrete is located; overpass at the intersection of the ring highway with the highway Podushkino - st. Korneychuk is located above the ring highway, in plan on a straight line, and in the longitudinal profile - on a convex curve with a radius of 1600 m and is made four-span with two equally spaced extreme spans and two equally spaced middle spans, and the average span is 1.5 (5 ) times exceeds the length of the extreme span, while the span of the overpass
made of prefabricated monolithic reinforced concrete prestressed beams with a length corresponding to the span length and a monolithic slab of the carriageway, intermediate supports made of precast monolithic on a pile base with prefabricated octagonal pillars and column columns and monolithic foundations and crossbars, and the extreme supports are made of gantry type on pile foundation with monolithic and cabinet walls, and expansion joints are located above the extreme supports, while the coating on the overpass section is m is not less than 0.27 of its full width, made of a leveling layer thickness of not less than 35 mm, thickness waterproofing 5 mm, the protective layer 40 mm thick and 110 mm thick asphalt concrete; viaduct at the intersection of the ring highway with the Moscow highway - Levoberezhnaya platform is located above the ring highway on a convex vertical curve with a radius of 10,000 m and is made with a span of prefabricated reinforced concrete beams of I-section with prestressed reinforcement, which are combined into a temperature-continuous system, with extreme supports made in the form of gantry abutments with a monolithic pile grillage on prismatic piles, and intermediate supports - frame-rack-mounted on borer columns with a diameter of 1.5 and 1.7 m, with bored pillars with a diameter of 1.7 m located on the city side of the ring highway, and bored pillars with a diameter of 1.5 m located on the regional side of the ring highway, with a leveling layer with a thickness of over 30 - 50 mm, a waterproofing layer 10 mm thick, a protective layer 40 mm thick and 110 mm thick asphalt concrete were applied. 12. The transport complex of the metropolis according to claim 2, characterized in that the overpass at the intersection of the Sevvodstroy railway line with the ring highway is equipped with left and right broadening parts of the tunnel type for passing at least two traffic lanes in each direction on top, and the span structures are located under angle of 70 - 71 ^o to the axis of the railway track and executed length 6.5 - 7.5 times smaller than its width, wherein the walls of the superstructure are made of reinforced concrete tunnel type simply supported on a reinforced concrete slab Ba with the formation of a ballast trough under the railroad tracks, and on the outside of the overpass wall are provided with a lining in the form of protective walls made of bricks and sprinkled with drainage soil, mainly reinforced in layers at least in the area of the portal sections, and in the lower part there is a drain in the form drainage pipe systems; the viaduct at the intersection of the Usovskaya railway line by a ring highway is equipped with left and right broadening parts located next to the existing viaduct on both sides, consisting of spans for passing at least two lanes in each direction, and spans are located in a plan at an angle of 61 ^o to the axis of the railway tracks and are made of single-span metal with an orthotropic slab of the carriageway and bezstrokovye monolithic supports on bored piles, on top of s at least part of each broadened applied waterproofing coating of asphalt concrete layers, the lower of which is made of porous asphalt concrete and the upper - of thick; the viaduct at the intersection of the Chaginskaya branch line by a ring highway is equipped with left and right broadening parts located next to the existing viaduct on both sides, consisting of spans for passing at least two traffic lanes in each direction, and spans are located in plan at an angle of 72 ^o to the axis of the railway tracks and are made of two-span continuous metal with an orthotropic plate
roadway and spans, one of which is 1.4-1.5 times longer than the other, waterproofing is applied on top of the slab of each expandable part, coatings are made of layers of asphalt concrete, the lower of which is made of porous asphalt concrete, and the upper is made of dense; the overpass at the intersection of the Koksogazovaya branch of the Moscow Railway by a ring highway is made with the left and right extreme parts located next to the existing viaduct on both sides, consisting of spans for passing at least two lanes in each direction, with spans located in plan under 52 ^o angle to the axis of the railway track and formed with a monolithic slab of the carriageway temperature- uncut spans, four-span to span, the first WTO the fourth and fourth of which are made equal in length, and the third span is located above the railway tracks and made 1.2 times longer than each of the other spans, the gutters are made of gantry type on a pile foundation, and the intermediate supports are columnar precast concrete on a pile base, on top of the monolithic slab of each broadening part, waterproofing is applied, the coating is made of layers of asphalt concrete, the lower of which is made of porous asphalt concrete, and the top is made of dense, between the broadening h styami located new superstructure combined with broadened portions into a unitary structure and having a central longitudinal expansion gap, coating and waterproofing carriageway together forming a coated broadening parts roadway under five lanes in each direction.  13. The transport complex of the metropolis according to claim 2, characterized in that at least overpasses under the heating mains at the intersections of the ring highway are double-span with a metal continuous span with a length of 85.3 to 99.05 m, mostly open, with reinforced concrete monolithic supports pile or natural foundation, and at least one overpass is made to pass at least seven pipes of different diameters with abutments in the form of massive reinforced concrete mines. 14. The megalopolis transport complex according to claim 2, characterized in that the traffic intersection at the intersection of the ring highway with the underlying road - the Yaroslavl Highway, is made four-level with each of the four sectors formed by the intersection, loop left and right turns, adjacent to the intersecting highway and road, and overpass in the center of intersection, located on the ring highway, and the traffic intersection is equipped with four left-turning directional two of which are designed to transfer opposite-directional traffic flows from the underlying road to the highway, and at least part of the length, each of them is made in the form of an overpass of variable curvature in plan and profile, forming the highest additional level of traffic flow passage, and the other two are designed to transfer the oncoming traffic flows from the highway to the underlying road and at least part of the length laid under the highway and the underlying road in the overpasses t of the tunnel type, merging with each other in the middle part and separating at the end sections with the formation of the lowest additional level of passage of traffic flows and separate adjoining by one ends to the right-hand exit for the underlying road, and the other ends to the right-hand exit in a diagonally located sector in front of the underlying road also with separate adjoining, and in two other diagonally located sectors corresponding left-hinge loop exit and right-handed exit on part of the length adjoin each other with the formation of a common
carriageway to pass oncoming traffic flows, with one overpass passing over the corresponding right-hand exit of one sector, the underlying road, over the highway, over the right-hand exit of a diagonally located sector and two directional left-turning congresses forming the lowest level of traffic flow, and the other overpass sequentially in the direction of transport along it passes over the indicated generators the lowest level directed at the right-hand exit in the same sector, over the underlying motorway, over the open and close of the left-hand loop exit in the adjacent sector, over the highway and over the right-hand exit in the next sector, counting clockwise, the external entrance angle, in the plan formed by the projection of the tangent to the center line of the carriageway of the corresponding flyover at the point of its intersection with the first in the direction of movement along the exit line of the outer edge of the first and second intersected ma highways and roads, for the first flyover, α ₁ = 29 ÷ 33 ^° , α ₂ = 40 ÷ 44 ^° , and for the second flyover, α ₃ = 33.5 ÷ 38.5 ^° , α ₄ = 33.5 ÷ 38.5 ^° , and the external exit angle, formed in plan by the projection of the tangent to the axial line of the carriageway of the corresponding flyover at its intersection with the second in the direction of movement along the ramp, the line of the outer edge of the first and second intersected highways and highways for the first flyover is α ₅ = 44 ÷ 48 ^° , α ₆ = 23 ÷ 27 ^° , and for the second flyover, α ₇ = 47.5 ÷ 52.5 ^° , α ₈ = 34.5 ÷ 39.5 ^° , while the overpass of each directional exit yes it is located on a vertical convex upward and horizontal convex towards the center of intersection of the underlying road and the highway of curves, while the span structure of the flyover is made of steel-reinforced concrete with a slab of the carriageway mainly of monolithic reinforced concrete, supported mainly on metal
steel crossbars

shaped in cross section with inclined walls and a horizontal lower shelf, equipped with a system of internal longitudinal and transverse ribs and externally joined by mounting stiffness connections, the ribs forming non-continuous diaphragms

shaped, at least part of which is equipped with a clamping element in the upper zone, and the upper ends of the walls of the diaphragms are equipped with longitudinal support flanges, which are combined with the lower side of the plate of the carriageway of the flyover, the intermediate supports are prefabricated monolithic rack type, each of two racks, mainly on a pile foundation supported by a grillage plate, and / or with at least part of the supports mounted on a natural foundation through a foundation plate or block, with at least two The racks of racks located in the areas of the expansion joints of the overpass span structure are made with a broadened crossbar or double and are joined on top of the crossbars, mainly reinforced concrete, and the extreme support supports are made with the beamless support of the crossbars on a transverse grillage, uniting the corresponding supporting bush pile, while the ends of the trestle and in the middle part of its length, the axis of the supports passing through the centers of the cross sections that form the support of the two columns are located normally to the shear vector, including the temperature urnyh stress and strain and normal or quasi-normal to the longitudinal trestle axis and on the trestle length portions between said support axis poles arranged at an angle less or greater than 90 ^o to the longitudinal axis of the trestle or to the tangents to the axis at the point of its intersection with the axis of the support, wherein the axes of the supports are deflected in plan in different directions relative to the middle support made with the span fixed, and the head of the struts, depending on the location of the latter in the overpass, are equipped with fixed, or linearly movable, or movable supporting parts in various combinations within pairs of struts with different angular
the orientation of the vector of possible displacements of the linearly movable support parts, the angle α between the vector of possible displacements of the linearly movable support part and the axis of the support passing through the centers of the cross sections forming the support of the pair of struts, is made for each support with a linearly movable support part corresponding to the angle between the axis of the support and the chord drawn between the centers of the axes of the support and the nearest fixed support, and within the flyover, has a value of 20 ^° ≤ α ≤ 90 ^° , while the flyover of the first directional exit is made and with eighteen supports each containing at least two racks, both racks of the third, ninth and sixteenth supports, counting from the entrance to the overpass, are made with fixed support parts, the tenth support - with one fixed and the other linearly movable support parts with with the vector of possible movements of the latter, coinciding with the axis passing through the centers of the cross sections of the struts of the support, the sixth and fourteenth supports are made in the area of expansion joints of the span with broadened crossbars or doubled with two pairs racks installed on both sides of the expansion joint and joined in the upper part with crossbars, and all supports, except for those containing racks with fixed supporting parts, contain racks with movable supporting parts placed in plan from the convex side of the flyover, and racks with concave side of the flyover with linearly movable support parts, the angle α between the vector of possible displacements and the axis of the support is 90 ^o for the first, second, fifteenth, seventeenth and eighteenth supports, 36 ^o for the fourth support, 44.15 ^o for the fifth, and sixth for the fifth - 20.04 ^o for the rack facing the third support, and 60.55 ^o for the rack facing the ninth support, for the seventh support - 53.48 ^o , for the eighth - 53.67 ^o , for the eleventh - 37.89 ^o , for the twelfth - 36.78 ^o , for the thirteenth
- 50.1 ^o , for the fourteenth - 72.18 ^o for the rack facing the tenth support, and 41.73 ^o for the rack facing the sixteenth support, and the movable and linearly movable support parts are made with an allowable amplitude of movement along them ± 150 mm, and the overpass in the center of intersection of the underlying road and highway is located on a convex vertical curve R = 10,000 m and a slope of 3.1 ^° / °° and is made four-span with spans of 18, 33, 33 and 18 m, while the span structure continuous from monolithic prestressed concrete and in cross-section is made of two parts, each of which is designed to move in one direction and consists of three massive ribs, united on top of the slab of the carriageway, and the bridge supports are prefabricated-monolithic on a pile base, with the extreme first and fifth supports on one side of the overpass axis is made of a gantry type with a pile grillage, a support body, a nozzle and a cabinet wall made of monolithic reinforced concrete, and the pile base is made of reinforced concrete prismatic piles or metal pipes, and on the other hand on the axis of the overpass, the extreme supports are made of pile type on reinforced concrete piles, and the nozzle and cabinet wall are also made of monolithic reinforced concrete, and the intermediate supports, the second, third and fourth, are made of monolithic rack-mount with a monolithic pile grillage and prefabricated massive racks with rounded edges, at the same time, some tunnel-type viaducts are located in the body of the underlying road, located in plan partly on a circular curve R = 3000 m, and partially on transition curves, and in the longitudinal profile on a bulge curve R = 5000 m and made in the form of two single-span viaducts of a monolithic frame construction, while the viaduct under one of the additional left-hand ramps has a curved shape in plan, and
the other is oblique and crosses the underlying road located above it in the plan at an angle α = 39 ^° , and the foundations of the viaduct supports are made on a pile foundation of reinforced concrete prismatic driven piles, while the grillage plates, walls and crossbars are made of reinforced concrete, adapter plates are also made monolithic with the rear ends resting on the crushed stone pillow, and between the viaducts the adapter plates are of variable length, and other tunnel-type viaducts are placed in the body of the ring highway, wives in the plan on a straight line, and in a longitudinal profile - on a concave curve R = 8000 m and made in the form of two single-span overpasses of a monolithic structure, while the overpass supports are made in the form of a series of drill posts, monolithic with reinforced concrete of the protective wall, and the foundation of the portal walls is also made on drill posts with a monolithic reinforced concrete grillage plate, adapter plates are made monolithic with the rear ends resting on the crushed stone pillow and adapter plates have a variable length between viaducts. 15. The transport complex of the metropolis according to claim 2, characterized in that the traffic intersection at the intersection of the ring highway with the overlying highway - the Leningradskoye Shosse, is three-level with the intersections located in each of the four sectors, looped left-right and right-hand exits adjacent to the intersecting highway and road, and overpass in the center of the intersection, located on the overlying road, and the traffic intersection is equipped with one left-hand directional exit with the overlying highway to the highway, at least part of which is made in the form of an overpass of variable curvature in plan and profile at least along the center line of the exit, while the right-hand exit and left-left directional exit are made with a common unlocking zone and left-turn directional exit within the sector, located in the unlock zone, passes in the plan between the right and left-hinge looped congresses of this sector and sequentially passes over the highway, above the left-hand looped congress of the adjacent th sector, located on the other side of the highway, above the overlying motorway and left-hand loop exit, adjacent to the previous sector, and adjoins the highway, merging with the right-hand exit to form a common carriageway in the area adjacent to the highway, and at the intersection with the highway left-handed directional exit is made with an external angle of entry, in plan formed by a projection of a tangent drawn to the center line of the exit at the point of intersection with the first one in the direction of movement tions on the ramp line of the outer edge line constituting α ₁ = 86 ^° ÷ 89 ^° and with an external output angle formed by a plane projection of the tangent to the centerline of the left turn directional Congress held at a point of intersection with the second direction of movement on the ramp line of the outer edge line , component α ₂ = 60 ^° ÷ 68 ^° , and at the intersection with the overlying highway, respectively, with an external angle of entry, in plan formed by the projection of the tangent drawn to the center line of the exit at the point of intersection with the first direction the movement along the ramp by the line of the outer edge of the overlying road, component α ₃ = 72 ÷ 77 ^° , and with the external exit angle, formed in plan view by the projection of the tangent to the center line of the ramp, drawn at the point of intersection with the second, in the direction of travel along the ramp, line of the outer edge of the overlying roads constituting α ₄ = 74 ÷ 78 ^°, wherein at least a portion right turn convention has at least one branch forming an abutment and / or Unlocking, wherein the trestle is located at Congress directed vertical convex and a horizontal top with the concave side facing the center line of intersection and roads, curves, wherein
the span structure of the flyover is made of reinforced concrete with pre-stressed reinforcement, the supports are made of monolithic reinforced concrete columns on a pile foundation, and the coating is in the form of a waterproofing layer, a protective layer with reinforcing mesh and an asphalt concrete top layer located on top of it, with an overpass at the intersection of the highway and the road made oblique, located in plan at an angle, and has four spans, the last of which is 18 m long, and the middle - 33 m long, and each span is made of pre conjugated beams, united along the slab of the carriageway into a temperature-continuous system, with expansion joints on the extreme supports - abutments that are made of gantry type piles, and the intermediate supports are prefabricated, rack-mount on monolithic reinforced concrete foundations and in the upper part have hidden crossbars on which the connecting plate of the carriageway is supported, while along the overpass in the beams along the supporting axes there are metal gaskets, and the beams are installed horizontally across the overpass; the traffic intersection at the intersection of the ring highway with the underlying road - the Gorky Highway is made three-level with located in each of the four sectors formed by the intersection, loop left and right turns, adjacent to the intersecting highway and highway, and the overpass in the intersection center, located on the interchange is equipped with one left-hand directional exit from the highway to the underlying road, at least part of which is made and in the form of a flyover of variable curvature in plan and profile, at least along the center line of the exit, the right-hand exit and the left-hand directional exit are made with a common unlocking zone, and the left-hand directional exit sequentially passes over the highway,
the underlying road and the right-hand exit from the highway to the underlying road in the sector of adjacency of the left-hand directional exit to the underlying road and is made at the intersection with the highway with an external angle of entry in the plan formed by the tangent projection drawn to the center line of the exit at the point of intersection with the first movement on the ramp line of the outer edge line constituting ₁ α = 31 ÷ 37 ^°, and with an external output angle, formed by the projection in the plane tangent to the centerline Do ii exit at the intersection point it with the second direction of movement on the ramp line of the outer edge line constituting the α ₂ = 47 ÷ 56 ^°, and at the intersection portion to the underlying highway - respectively with the external angle of entering the plane formed by the projection of the tangent to the centerline the exit line at the point of intersection with the first in the direction of movement along the exit line of the outer edge of the underlying road, component α ₃ = 49.5 ÷ 55.5 ^° , and with an external exit angle formed in plan by a tangent projection drawn to the center line yes, at the point of its intersection with the second direction of movement along the ramp, the line of the outer edge of the underlying road, comprising α ₄ = 37.5 ÷ 42.5 ^° , while the ramp of the directional ramp is located on the circular and transition curves, and in the longitudinal profile on the vertical convex curve and on a longitudinal slope i = 0,0486, the span is made of steel-reinforced concrete, consisting of two closed metal

cross-sectional contours and a single monolithic reinforced concrete slab, with at least part of the supports made of monolithic rack reinforced concrete with a foundation on driven piles, and part near the existing oil pipeline - on drill posts, and the support posts are octagonal, expanding conically in the upper part and having two notches that visually divide the rack into three parts, while the supports oblique relative to the axis of the flyover are made with a crossbar, and the expansion joints are located above the supports. 16. The megalopolis transport complex according to claim 2, characterized in that the traffic intersection at the intersection of the ring highway with the overlying highway - Rublevskoye Shosse is made two-level with the intersections located in each of the four sectors, loop left and right turns, adjacent to the intersecting highway and road, and overpass in the center of the intersection, located on the overlying road, and the traffic intersection is equipped with an additional road intersecting with m line at an angle α ₁ = 68 ÷ 72 ^° , and located beneath it, as well as an additional overpass located on the highway at the intersection of it with the additional highway, four additional left-hinged looped ramps and four additional right-handed ramps, with additional ramps located at the intersection of the highway with the additional highway with the formation of at least two additional sectors located on the outside of the additional highway, while the overlying highway crosses the highway at an angle α ₂ = 47 ÷ 52 ^° , right-turning main and secondary exits, located on one side of the highway between the overlying highway and the secondary road, are combined with each other with the formation of the first single right-hand loop exit, adjoining on part of its length to one side of the highway and combining all three roads, and located on the other to the side of the highway, the right-hand congresses are also interconnected with the formation of the second single right-hand congress, adjacent to its length to the other goy side line and also combining all three road, the main right turn Congress, constituting a single portion of the second exit right turn abuts and
merges into parts of its length with the nearby main left-hinge loop exit with the formation of a common carriageway, turning into a road branch adjacent to these exits, forming a crossroad with them, and separate adjoining-joining to intersected roads, and in the diagonal located relative to the indicated sector to the main right-hand the congress is adjoined by an additional secondary highway with two-way traffic and the possibility of transferring traffic flows from an upstream highway and the specified additional minor and from the last to the highway through the main right-hand exit and to the overlying highway through the additional right-hand exit, which is partly combined with the main right-hand exit of this sector with the formation of a common carriageway for oncoming traffic and separate adjoining to the overlying highway, and one an additional right-hand exit located on the other side of the highway from the outside of the additional highway reporting additional the main road with the highway, for the most part of its length adjoins the nearby left-hand loop exit and merges with it to form a common carriageway for oncoming traffic, branching in the adjoining-unlocking zones to the mains and the additional highway reported by them, while one of the overpasses is located in plan in a straight line, in a longitudinal profile - on a vertical convex curve, and the axis of the overpass crosses the highway at an angle of 51 ^o , the span is made of continuous metal with an orthotropic slab of the carriageway and contains four spans, the last of which are 23.4 m long each, and the middle ones are 39 m each, and the intermediate supports are prefabricated monolithic rack-mounts on a natural base, and the extreme ones are pile gillless gantry type, with
deformation seams are located above the extreme supports, and the other overpass is located on a longitudinal slope, made of three-span with extreme spans 23.4 m long and an average span of 39 m long, and the span is made of continuous metal with an orthotropic plate of the carriageway, the extreme supports are of pile type on reinforced concrete piles, and intermediate ones - precast-monolithic rack-type on a natural basis; the traffic intersection at the intersection of the ring highway with the overlying highway - Michurinsky Prospekt - Borovskoye Highway is made two-level with two left-hinged and two right-turn exits located on both sides of the highway and an overpass at the center of the intersection of the highway and the overlying highway, located on the last at least within the transport interchange, it is bifurcated in the form of two branches intended for one-way traffic in in the opposite directions, while the traffic intersection is equipped with an additional overpass and two additional left-hinge exits, with the corresponding pairs of left-hinge and right-handed exits located on the outer sides of the road branches, each overpass is located on the corresponding branch of the overlying highway, and additional loop exits and connect located on different sides of the highway with the orientation of the convexity of the axes of the carriageway to the sides near the highway, and one of the additional loopback congresses is longer than the other in length and radius of curvature by no less than 1.35 and 1.15 times, and together with the main left-hand looping congress closest to it in the direction of movement, forms a right-handed S-shaped ramp for transport turning onto the larger of the additional exits from one of the branches of the overlying highway to the highway; traffic intersection
at the intersection of the ring highway with an overlying highway - st. Moldagulova is a two-level one with two left-hinged exits located on one side of the highway and on opposite sides of the overlying motorway, four right-handed exits located on different sides of the intersecting highway and overlying motorway, and an overpass in the center of the intersection of the main and overlying motorways moreover, the overlying highway beyond the intersection zone from the side of the highway, opposite to its side, behind which there is a left turn e looping exits, made on a part of the length bifurcating with the formation of two branches, one of which is made rectilinear, and the other is curved, facing concave to a rectilinear branch, and the traffic intersection is equipped with two additional looped, left-turning ramps located between the branches of the overlying road and forming together with their sections, a distribution ring for circular traffic, oriented by a larger axis along the direction of movement and having a ratio of greater and the smaller axes in the plan (2.35 - 2.60): (0.85 - 1.15), and two additional minor roads are adjacent to the convex part of the distribution ring formed by the convex section of the branch of the overlying road, each for movement in both directions, united by the zones of joining-joining, and one right-hand exit adjoins one branch of the overlying road, and the other joins from its other branch with the location of the sections of the joining-joining in the area of the closest to the center of the intersection of roads additional entrance, while the right-hand exits located on the other side of the highway, adjoin two additional secondary roads, one to each exit and each for movement in both directions, and one of these
the roads are made with a combined open-junction, and the other with a branching of the carriageway for a separate open-junction, while the overpass in the center of intersection of the highway and the overlying road is four-span with middle spans two times longer than the outer spans, and the span is made of frame-continuous, reinforced non-tensile reinforcement, intermediate supports are made of precast reinforced concrete on a natural base, and the extreme supports are pile; the traffic intersection at the intersection of the ring highway with the overlying highway Khovrino - Dolgoprudny is made two-level with located in each of the four sectors formed by the intersection, the loop left and right turns, adjacent to the intersecting highway and highway, and the overpass in the center of the intersection located at the intersection located at the intersection located on the highway transport interchange is made with crossing at an angle α ₁ = 69 ÷ 74 ^° the overlying road and an additional secondary road passing under it and is equipped with an additional overpass located on the overlying road at the point where it intersects with the secondary road, as well as four additional right-hand exits and three additional left-hand exit congresses, two additional right and left right-hand exit one of them connects the overlying highway with an additional secondary highway, and the other is secondary th highway - with the main right turn Congress of the sector and therethrough to the backbone, overlying intersecting angle α ₂ = 48.5 ÷ 53.5 ^° , while the main and additional right-handed congresses of this sector merge into parts of length and are combined with a section of the main left-hinge looped congress located in this sector, and three additional loopback
the left-hand exit and two other additional right-hand exit congresses are located in another sector adjacent to the first one, on the outside of the main right-hand exit, and additional left-hand turn exits are located between the upstream motorway and the main right-hand exit located in this sector, and one of the additional loop exits is connected with the main left-hand loop exit, the main right-hand exit of this sector and at least one lane combined with another m left-hand loop exit, which communicates an additional secondary road with an overlying road and, in addition, the mentioned additional loop exit connecting the main left and right-hand exits, goes into one of the additional right-hand exits with the possibility of directing traffic flows from it and / or from the main a right-handed congress of this sector for two adjoining additional secondary roads, and, in addition, the main right-handed congress of this sector in parts of It is combined with sections of additional loop left-hand exit, and another additional right-hand exit located outside the main right-hand exit of this sector adjoins it with the possibility of dividing traffic flows and communicates two additional secondary roads with a higher road and an additional secondary road passing under it, merging into parts of length with a section of an additional left-hinge looped exit designed to transfer part of the sweat ka Transportation on the road with overlying said additional secondary roads; transport interchange at the intersection of the ring highway with a secondary overlying highway ul. Molodogvardeiskaya is a two-level one
side of the highway and on different sides of the secondary overlying highway with two right-handed exits and two left-hinged looped exits located on the other side of the highway, adjacent to each other on a part of the length with the formation of a common carriageway, which is a continuation of the carriageway of the secondary road and having separate guides an island of the abstraction-abutment zone near the highway, and an overpass in the center of the intersection of the highway and the overlying highway, located on the last moreover, the traffic intersection is equipped with two additional left-hinged loopback exits, one of which - from the highway to the secondary highway - is located on one side of the secondary highway between the highway and one of the right-hand exit and is combined with the latter for most of the length, with the exception of sections of disconnection from the highway and adjoining a secondary highway, and this additional and right-hand exit at the association site is made with a common carriageway having at least two there is an olos for two-way traffic, and another additional left-hinge exit from the secondary highway to the highway is located on the other side of the secondary highway and on the same side of the highway and has a carriageway for one-way traffic, while the ratio of the lengths of left-turning ramps located on one side of the highway is 1.6 - 2.9, and the traffic intersection is equipped with two additional guide islands located in the adjoining-unlocking areas of the additional of the left-hand exit and the right-hand exit associated with it, while the overpass in the center of the intersection is made in the form of a flyover and is located in the longitudinal profile on the vertical convex curve, and in the plan also on the curve, while the supports are made columnar on the pile base, and at least at least one of the middle intermediate supports is double; transport interchange on
the intersection of the ring road with the upstream st. Sayanskaya - Reutovo is made two-level with an overpass on the highway crossing the highway in the plan at an angle of 120 - 140 ^o , by two right-turning and two left-turning loopback exits located on the outer side of the highway in pairs opposite on opposite sides of the road, and two right-turning and two left-turning looped exits located on the inside of the highway in pairs opposite on opposite sides of the highway, and at each quarter of the intersection the corresponding left-hand exit is combined with the formation of a common carriageway for oncoming traffic with security the possibility of a reversal of transport that follows in both directions along the highway and the road, and in adjacent quarters of the intersection located on opposite sides of the highway, left-hand ramps for parts of the length are combined with sections of the road with the formation of a common carriageway, and the highway on the inside of the highway outside the intersection is equipped the distribution ring and adjacent to and disconnecting from it on the site to the distribution ring, counting from the intersection, a branch, and distribution The e-ring is also equipped with a branch adjoining to it and detaching from it, while part of the road from the inside of the highway and the combined right- and left-turn ramps adjacent to it from the inside of the highway are made in the form of a common overpass adjacent to the overpass with a monolithic reinforced concrete span with non-tensile reinforcement, cast-in-place reinforced concrete supports on pile foundations and a roadway coating consisting of waterproofing 1 cm thick, a protective layer 6 cm thick and asphalt concrete t lschinoy 11 cm and an overpass located on a straight section in terms of the transition to conventions disposed on the viaduct, and 3,000 m in a vertical longitudinal profile curve radius and formed with a monolithic
reinforced concrete span with prestressed reinforcement with monolithic reinforced concrete supports, some of which are made on bored pillars, and part - on a pile foundation; transport interchange at the intersection of the ring highway with the underlying road along the Korovinsky highway was made with an overpass on the ring highway, three right-turn exits and two left-right exits located in the right quarters, and the left-right exits at their lengths are made combined with the corresponding sections of these right-right exits sections of the general carriageway for oncoming traffic and spaced apart adjoining-unlocking sections, in the zones of which there are guide islands, the left-turning and combined right-turning exits located on the outer side of the ring highway form a continuation of the carriageway of the highway on the alignment section, to which a strip adjoins on this section from the outer side of the ring highway of a secondary road and another lane of this road unlocks, separated by a guiding island and merging outside it, while one left-hand exit is made in length constituting 0.95 - 1.25 of the length of another left-hand exit; traffic intersection at the intersection of the ring highway with the underlying road on the street. Ryabinova was made with an overpass located on the ring highway crossing the road and the railways of the Kiev direction of the Moscow Railway located behind it, with two right-handed exits and two left-handed exits located on one side of the highway, but on different sides of the highway, and located on one side the motorways of the right- and left-turning congresses are combined in parts of the length with the possibility of turning vehicles moving along the highway in
one direction, and the right- and left-turn exits located on the other side of the highway are also combined in parts of the length, making it possible to turn vehicles moving along the highway in the other direction, and the overpass crosses the ring highway above the railway tracks at right angles, is located in the plan on a straight line, and in the profile - on a 1% slope, and is made three-span with an average span of 1.25-1.27 times the length of each of the extreme spans, and the span is made of metal nical beamed uncut with orthotropic carriageway slab and support - bezrostverkovymi on drilling pillars; the traffic intersection at the intersection of the ring highway with the Tsaritsyno-Vidnoe highway is located with an overpass located on the highway, two right-hand exits located on different sides of the highway, but on one side of the highway, and two left-hand loop exits located on the other side of the highway on different sides of the highway , moreover, a lane of a secondary road adjoins one of the right-hand exits from the outside and another lane of this road is divided, divided by ulation island and merging beyond; transport interchange at the intersection of the ring highway with the upstream Butovo highway was made with an overpass on the highway crossing the highway at an angle of 76 ^o , two right-handed exits located on one side of the highway and one side of the road, two left-hinged looped exits located on both sides of the highway and on opposite sides of the highway, and one directional left-handed exit located on the inside of the highway, and one of the loop-left and directional left-hand exits located on opposite sides of the highway, in total, provide the possibility of a U-turn
funds moving along the highway in one of the directions, and the left-turning directional and loopback exits located on one side of the highway are combined to part of their length with the formation of a common carriageway, and these left-turning exits on the combination section form a continuation of the carriageway of the road, and their sections openings-junctions to the highway are separated from each other and separated by a guide island; transport interchange at the intersection of the ring highway with the underlying Biryulyovo-Bulatnikovo highway was made with an overpass on the ring highway, four right and three left-turning ramps, and one left-side ramp located on the outside of the ring highway is combined with its right-and-left ramp for part of its length other left-hand exit, located on the inner side of the ring highway, along the entire length with the exception of the open-adjoining zone combined with appropriate right-handed exits, and at least two right-handed exits combined with left-handed ones are made with the possibility of turning vehicles moving in both directions along the ring highway, and the overpass is made single-span, consisting of the previously existing central part on columnar supports on a natural basis adjoined to the central part on both sides of the sections of the broadening of the highway with the support of span structures and adapter plates on pile growth verka; at the intersection of the ring highway with the overlying road along Salome Neris Street, the latter contains an overpass through the ring highway, and the traffic intersection is located outside the highway from the outside, and the overpass through the ring highway crosses the highway at an angle of 69 - 76 ^o to its axis, is located in the plan on a part of the length on a horizontal curve with a radius of 500 m and a transition curve, and on the rest of the length
- on a straight line, and in the profile - on a longitudinal slope of 4% and made of seven-span with a monolithic reinforced concrete span with prestressed reinforcement, supports - monolithic reinforced concrete columnar with pillars expanding upward with a curved concave side surface and foundations on bored posts; the traffic intersection at the intersection of the ring highway with the Beseda-Brateevo overhead highway is made with an overpass located on the highway through the ring highway, two right-hand exits located on the outside of the ring main, and located on the inside with one right and one left-hand exits, one end of which forms from each other, respectively, adjoining and disconnecting from the ring highway, and the others are combined and form a continuation of of the lanes of the road, and the road is equipped with a distribution ring located on the outside of the highway, located beyond the adjoining zones of the right-hand ramps, and the overpass is made of two-span, located on a convex vertical curve with a radius of 6000 m, with a span made of solid-beam double-tee beams with cross-section and the supports are on pile foundations, moreover, the covering of the roadway of the overpass is made of a leveling layer with a thickness of 3-5 cm, waterproofing thickness Noah 1 cm, a protective layer 4 cm thick and asphalt concrete 11 cm thick; The traffic intersection at the intersection of the ring highway with the overlying Strogino-Myakinino highway is made with the highway intersecting the highway in a plan at an angle of 90 ^o overpass, two right and two left turn exits, located on one side of the highway and pairwise opposite on opposite sides of the road, and two right turn
by congresses located on the other side of the highway with adjoining and unlocking from it on different sides of the highway, which is equipped with a distribution ring on the same side of the highway, to which one right-hand exit adjoins and from which the other right-hand exit adjoins, as well as two secondary roads with the opposite direction of traffic flows, and the right- and left-turn exits in both quarters are combined on a part of the length with the formation of a common carriageway for opposite directions transport currents with the possibility of a turn through left-hand exits of vehicles moving along the road in the direction from the distribution ring to the highway, and the overpass is located in plan on a straight line and in a longitudinal profile on a vertical convex curve with a radius of 1600 m and made four-span with a frame-continuous passage a structure of prefabricated prestressed beams with a length of 20.5; 22 and 28 m, united in a continuous structure by monolithic supporting supports with a width of 2 m, moreover, on the middle intermediate support, the span is rigidly combined with the support pillars, and on the other intermediate supports, the span is supported on the support pillars through rubber-metal supporting parts, the intermediate supports are made of monolithic rack-mount with racks and foundations expanding upwards on a pile foundation, and one of the intermediate supports is made with a foundation on drill posts, while one extreme support is made a pile bezverstverkovoy gantry type, and the other bezversterovoy with a foundation on the drill posts, and expansion joints are located above the extreme supports, and the roadway cover is made of a leveling layer with a thickness of 3 cm, waterproofing 1 cm thick, a protective layer 4 cm thick and 11 cm thick asphalt concrete and within the pavement
made of a leveling layer with a thickness of 3 cm, waterproofing with a thickness of 1 cm, monolithic reinforced concrete with a thickness of 1.99 - 2.12 cm and cast asphalt with a thickness of 3 cm; traffic intersection at the intersection of the ring highway with the upstream st. Paustovsky-Bachurina was made with an overpass on the highway through the ring highway, two right and two left-hinged left exits, located on one side of the highway and pairwise opposite on opposite sides of the highway, and two right-side exits and one loop left and right located on the other side of the highway the right-hand exit is located on one side of the highway, and the other and the left-hand exit - on the other side of the highway, while in each of the three quarters sections, each left-hand exit and its corresponding right-hand exit are combined into parts of the length with the formation of a common carriageway for oncoming traffic flows with the possibility of turning vehicles traveling along the highway in one of the directions and along the highway in one of the directions, and the overpass is located on a convex vertical curve with a radius of 2500 m and is made four-span with a span of seamless beams of I-section with prestressing reinforcement, extreme ramie, precast concrete pile at the base and intermediate rack mounted on a natural basis, the coating formed from the roadway leveling layer thickness of 3 - 5 cm, 1 cm thickness waterproofing, a protective layer thickness of 4 cm and 11 cm thick asphalt concrete; traffic intersection at the intersection of the ring highway with the upstream st. Svobody - Kurkino is made two-level with an overpass on the highway through the highway, two right-handed and two loop left-handed exits, located on the inner side of the ring highway and pairwise opposite on opposite sides of the road, and located
the outer side of the highway with two right-handed and two loop left-handed exits that are also pairwise opposite on opposite sides of the road, and in each quarter the left-handed exit and its corresponding right-handed exit for parts of the length are combined with the formation of a common carriageway for oncoming traffic streams and providing the possibility of a U-turn vehicles traveling along the ring highway and highway from any direction to the oncoming one, with the overpass crossing the magis trawl in plan at an angle of 57.5 - 59 ^o its axis is located on a vertical convex curve and is made four-span with a span of prefabricated reinforced concrete beams joined together by a connecting plate in a temperature-continuous chain, and at the ends of the span beams are joined by a monolithic bordering beam, the extreme supports are made in the form of prefabricated-monolithic abutments gantry type on reinforced concrete piles, and intermediate supports - precast-monolithic rack-mounted on reinforced concrete piles, and the covering of the carriageway of middle spans is made of high leveling layer 2.5 - 6.5 cm thick, waterproofing 1 cm thick, protective layer 4 - 7 cm thick, monolithic reinforced concrete 5 - 8 cm thick and cast asphalt 3 cm thick, and the covering of the carriageway of extreme spans is made of a leveling layer with a thickness 3 - 6 cm, waterproofing 1 cm thick, a protective layer 4 cm thick and asphalt concrete 11 cm thick; transport interchange at the intersection of the ring highway with the underlying road - Volokolamsk highway was made two-level with an overpass on the highway crossing the road in plan at an angle of 84 ^o , an additional overpass on the highway through the lower lying directions of the Riga direction of the Moscow railway, crossing the routes in the plan also
at an angle of 84 ^o , two right-handed exits located on the inside of the highway in pairs opposite to each other on both sides of the road, two right-handed and two loop left-handed exits located on the outside of the highway are also pairwise opposite on both sides of the highway, and in both quarters on the inside of the highway and in one quarter from the outside of the highway, each left-turning and its corresponding right-turning exits on a part of the length are combined with the formation of a common carriageway for meetings the directional movement of vehicles and the possibility of a turn of vehicles following in both directions along the highway and the road, the highway in the intersection zone and at the approaches to it being made divided into two branches for the corresponding direction of movement for each, and the highway from the outside of the highway in the adjoining-unlocking zone of the left-turn exits, it is divided into three branches, the middle of which is designed for counter-directional movement, passes over the extreme branch and above the tracks of the Moscow Railway passing under it and at the intersection with the railway tracks, it is equipped with two loop-through turn exits located on opposite sides of this branch, as well as two additional right-turn congresses connecting this branch to the highway, and one additional right-turn congress for part of the length is combined with one of the looping roundabouts with the formation of a common carriageway, and in part of the length combined with another additional right-wing exit also with the formation the common carriageway, and both extreme branches of the road outside the middle are made merging with the formation of the common carriageway behind the merger site for oncoming traffic; transport interchange at the intersection of the ring highway with the upstream highway Abramtsevo - Golyanovo
two-level with an overpass crossing the highway in the plan at an angle of 90 ^o , two right-handed and two left-hinged looped exits located on the outer side of the highway in pairs opposite on opposite sides of the road, two right-handed and two left-hinged looped exits located on the inside of the highway in pairs opposite on opposite sides of the highway, and in each quarter the left and right exit the right-hand exit is combined with the formation of a common carriageway for oncoming traffic and ensuring the possibility of the turn of vehicles traveling in both directions along the highway and the road, while left-hand exits located on opposite sides of the highway are pairwise interconnected by additional lanes combined with the highway and forming its broadening in the zone of intersection with the highway, while on the inside highway part of the length combined with the continuation of one right-hand exit located in one of the quarters, a section of the left-hand exit located in the other four and continuation right turn and exit arranged in the same quarter, to form a total broadened carriageway for road portion broadening which is provided with a distribution ring portions abutting-unlocking secondary roads; the traffic intersection at the intersection of the ring highway with the overlying highway - Shchelkovo highway is a two-level one with an overpass crossing the highway in plan at an angle of 80 ^o , by two right-turning and two left-turning loopback exits located on the inside of the highway in pairs opposite to each other on the opposite sides of the road, and two right-turning and two left-turning loopback exits located on the outside of the highway in pairs opposite on opposite sides of the highway with a turn
transport that follows in both directions along the highway and the road, and the overpass is located in plan on a straight line, and in the profile on a vertical curve with a radius of 10,000 m and is made four-span with a monolithic reinforced concrete span with prestressed reinforcement, one extreme support on a natural base and other supports on pile foundations, and the supports are made of reinforced concrete, and the roadway coating contains waterproofing 10 mm thick, a drainage layer of three layers of dornite, a protective layer of thicknesses hydrochloric asphalt 60 mm and 110 mm, and on sidewalks waterproofing coating is 10 mm and the sand asphalt 40 mm thick; transport interchange at the intersection of the ring highway with the underlying road - Ostashkovskoye Highway is made two-level with an overpass on the highway crossing the road in plan at an angle of 76 - 78 ^o , two right-handed and two left-hinged looped exits, located on the inside of the highway in pairs opposite on opposite sides of the road, and two right-handed and two left-hinged looped exits, located on the outside of the highway in pairs opposite on opposite sides of the highway, ensuring that the vehicle turns in both directions along the highway and highway, and the highway from the external and internal sides in the adjoining-unlocking zones of each right-hand exit from is lined with additional adjoining-unlocking sections of minor roads, and the overpass is located in plan on a straight line and in the profile on a vertical curve with a radius of 8000 m and is made four-span with a span structure of split reinforced concrete from prestressed beams, extreme supports of pile-gantry type with monolithic nozzles and cupboard walls and prefabricated openers, intermediate supports, prefabricated monolithic racks on a pile foundation, and deformation
seams located above the extreme and intermediate supports, while the roadway coating contains a leveling layer with a thickness of at least 35 mm, waterproofing 5 mm thick, a protective layer 40 mm thick and asphalt concrete 100 mm thick, and on the sidewalks the coating contains a leveling layer with a thickness of at least 35 mm, waterproofing 5 mm thick, cement concrete 120 mm thick and cast asphalt 30 mm thick; traffic intersection at the intersection of the ring highway with the underlying highway Kievskoye Shosse - Leninsky Prospekt is made two-level with an overpass crossing the highway in plan at an angle of 83.5 - 84.5 ^o , two right-handed and two left-hinged looped exits, located on the inside of the highway in pairs opposite on opposite sides of the road, and two right-handed and two left-hinged looped exits, located on the outside of the highway in pairs opposite on opposite sides of the highway, ensuring that the vehicle turns in both directions along the highway and highway, and the overpass is made of four-span with a metal span with an orthotropic plate, extreme and supports in the form of gantry abutments with a monolithic pile grillage on prismatic piles and intermediate frame-rack supports on bored pillars with a diameter of 1.5 m, and the coating of the roadway is made of waterproofing with a thickness of 5 - 6 mm and asphalt concrete 110 mm thick; the traffic intersection at the intersection of the ring highway and the Minsk – Mozhayskoye highway is two-level with an overpass located in the body of the road crossing the ring highway in the plan at an angle of 88–89 ^o , by two right-turning and two left-turning loopback exits located on the inside of the highway in pairs opposite to each other from different sides of the road, and two right-turning and two left-turning
loop exits located on the outer side of the highway in pairs opposite to opposite on different sides of the road with the possibility of turning the transport that follows in both directions along the highway and the road, and the left-hand exit from the highway to the highway located in one of the quarters on the outside of the highway is equipped with an additional exit from it to the right-handed congress located in the same quarter, and the same right-handed congress is equipped with an additional congress from it to located in this the quarter is a left-turn exit, and the overpass is located in a plan on a straight line, and in a longitudinal profile on a vertical convex curve with a radius of 5000 m and is made of four-span beam from prefabricated prestressed beams, united over the intermediate supports in a temperature-continuous system using rods, the extreme supports are made prefabricated monolithic rack-mount gantry type on a natural base, and intermediate supports - prefabricated monolithic rack-mount gantry type on pile foundations, and expansion joints are located above the extreme with supports, the carriageway cover consists of a leveling layer 30–60 mm thick, 10 mm thick waterproofing, a 40 mm thick protective layer and 110 mm asphalt concrete, and sidewalk coverings are a 26–55 mm thick leveling layer, 10 mm waterproofing, a protective layer 40 - 70 mm thick, monolithic reinforced concrete 80 mm thick and cast asphalt concrete 30 mm thick; the traffic intersection at the intersection of the ring highway with the Riga – Trinity-Lykovo highway is a two-level one with an overpass located in the body of the highway crossing the highway, the axis of which in the plan on the section from the inside of the ring highway makes an angle of 67–69 with the axis of the latter ^o , and on the site from the outside of the ring highway - the angle 82 - 84 ^o two
right and two left-hinge looped exits located on the inside of the highway in pairs opposite to each other on the opposite sides of the road, and two right-handed and two left-hinged looped exits located on the outside of the highway in pairs opposite to each other on the opposite sides of the highway with the possibility of turning the vehicle in both directions in both directions highway and highway, and the overpass is four-span with a span of prefabricated prestressed balloons 18 and 24 m long, combined into a temperature-continuous system along longitudinal seams of monolithic with expansion joints located above the extreme supports, which are made of single-row bezstrokovyh on pile foundations, and the intermediate supports are precast-monolithic rack-mount with foundations on pile bases, covering the roadway - from the leveling layer 30 mm thick, waterproofing 10 mm thick, the protective layer 40 mm thick and asphalt concrete 110 mm thick, and the pavement coating - from the leveling layer thickness 30–60 mm thick, 10 mm thick waterproofing, 120 mm thick paving slabs and 40 mm thick sand asphalt; the traffic intersection at the intersection of the ring highway with the overlying Ochakovo-Zarechye highway is a two-level one with an overpass on the highway crossing the highway in plan at an angle of 86 - 90 ^o to its axis, two right-handed and two left-hinge looped exits, located on the inside of the highway in pairs opposite to each other on the opposite sides of the road, and two right-handed and two left-hinged looped exits located on the outside of the highway in pairs opposite to opposite on opposite sides of the highway, and in each quarter the left-hand exit and the corresponding right-hand exit on a part of the length are combined with the formation of a common carriageway for oncoming traffic flows software
the possibility of turning vehicles traveling in both directions along the highway and the road, moreover, the overpass is four-span with a span structure of 33 and 12 m long I-beams joined above the intermediate supports in a temperature-continuous system using tie rods, and the extreme supports are made monolithic on pile bases, intermediate supports - prefabricated-monolithic on pile bases, while the expansion joints located above the intermediate supports are closed type with a brass comp with a sensor, expansion joints located above the extreme supports are made of transflex expansion joints, and the carriageway is covered with a leveling layer 30–50 mm thick, 10 mm thick waterproofing, 40 mm thick protective layer and 110 mm thick asphalt concrete; the traffic intersection at the intersection of the ring highway with the Kashirskoye Shosse - Domodedovo highway is a two-level one with an overpass on the highway crossing the ring highway in the plan at an angle of 81 - 82 ^o to its axis, two right-handed and two left-hinge looped exits, located on the outer side of the highway in pairs opposite to each other on the opposite sides of the road, and two right-handed and two left-hinged looped exits located on the inside of the ring highway in pairs opposite to opposite on opposite sides of the highway with the possibility of turning the transport following in both directions along the highway and highway, and the left-hand exit from the highway, located in one of the quarters with on the other side of the highway, it is equipped with an additional exit from it to the right-hand exit located in the same quarter, which is equipped with an additional exit that is detached from it at the adjoining section of the highway, and the overpass is located on a vertical curve
with a radius of 6000 m and a two-span structure with a span of 33 m long beams anchored on the extreme supports using rods, the extreme supports are made in the form of prefabricated-monolithic abutments on pile foundations, and the intermediate support is prefabricated-monolithic support on a pile foundation, and deformation the seam is located above the intermediate support, and the roadway cover is made of a leveling layer with a thickness of 40 mm, waterproofing with a thickness of 10 mm, a protective layer with a thickness of 40 mm and asphalt concrete with a thickness of 110 mm; the traffic intersection at the intersection of the ring highway with the overlying highway - Nosovikhinsky highway is made two-level with an overpass on the highway crossing the ring highway in plan at an angle of 77 ^o to its axis, two right-handed and two left-hinge looped exits, located on the outer side of the highway in pairs opposite to each other on the opposite sides of the road, and two right-handed and two left-hinged looped exits located on the inside of the ring highway in pairs opposite to opposite on opposite sides of the highway with the possibility of turning the transport following in both directions along the highway and the motorway, with the right and left turns located in one of the fourth on the outside of the highway, combined into parts of the length with the formation of a common carriageway for oncoming traffic, and the highway in the same quarter before joining the right-hand exit, counting in the direction of movement along it, is equipped with adjoining to it and disconnecting from it a branch with a two-way direction, and the right-hand exit located in the right quarter on the inside of the highway is also equipped with a branch connecting to it and disconnecting from it from the two-way These direction of traffic, and the overpass is located on the convex vertical curve radius
10000 m and is made four-span with a span structure of a continuous frame system reinforced with non-tensile reinforcement, the intermediate supports are made of precast reinforced concrete with foundations on a natural foundation, and the extreme supports are gantry on a pile foundation, and the roadway is coated with a leveling layer 30 mm thick waterproofing from fiberglass, a protective layer 40 mm thick and asphalt concrete 90 mm thick; transport interchange at the intersection of the ring highway with the underlying road - Staroryazanskoye Highway is made two-level with an overpass on the highway crossing the road in plan at an angle of 90 ^o , two right-handed and two left-hinge looped exits located on the inside of the highway in pairs opposite to each other on the road, and two right-handed and two left-hinged looped exits located on the outside of the highway in pairs opposite to each other on the highway with the possibility of turning vehicles moving in both directions along the highway and highway, moreover, the overpass is made four-span in the form of two width of separate overpasses, mounted relative to each other with a central longitudinal clearance of 2 cm, the span structure of each of them is made of continuous monolithic slab with voids, reinforced with frame reinforcement and expansion joints above the extreme supports, which are made of prefabricated monolithic gantry type, and the intermediate supports are monolithic expanding up , on pile foundations, the roadway is covered with waterproofing 10 mm thick, the protective layer 40 mm thick and 110 mm thick asphalt concrete, and the pavement coating is made from a guide waterproofing with a thickness of 10 mm, monolithic reinforced concrete with a thickness of 16 - 22 mm and cast asphalt concrete with a thickness of 40 mm; junction at the intersection
of the ring highway with the overlying highway Novoryazanskoye Shosse - Volgogradsky Prospect is made two-level with an overpass on the highway crossing the ring highway in plan at an angle of 43 - 44 ^o to its axis, two right-handed and two left-hinge looped exits, located on the inner side of the highway in pairs opposite to each other on the opposite sides of the road, and two right-handed and two left-hinged looped ramps located on the outside of the ring highway in pairs opposite on opposite sides of the highway with the possibility of turning the transport following in both directions along the highway and the road, and the left-hand exit from the highway, located on the inside of the mage we traveled in one of the quarters, equipped with an additional exit from it to the right-hand exit located in the same quarter, which is equipped with a branch with two-way traffic adjacent to it and unlocking from it, and the overpass is located on a straight section in plan and on a vertical curve with a radius of 10,000 m in a longitudinal profile and is made four-span with a span, monolithic reinforced concrete with prestressed reinforcement, intermediate supports are made monolithic reinforced concrete with expanding up with crowns and foundations on bored pillars, the extreme supports are also made of reinforced concrete, one of them on bored pillars, and the other on a pile foundation, two metal pipes 89 mm in diameter are located on each overpass behind the railings, and under the overpass along the highway on its inner side at a distance of 35 m from the axis of the highway, two asbestos-cement pipes with a diameter of 100 mm are laid with reinforcing rods located in them, protruding beyond b;
transport interchange at the intersection of the ring highway with the underlying road - Skolkovsky highway is a two-level road with an overpass on the highway crossing the road in plan at an angle of 75 ^o , by two right-turning and two left-turning looped exits located on the inside of the highway in pairs opposite to each other on the opposite sides of the road, and two right-turning and two left-turning looped exits located on the outside of the highway in pairs opposite on opposite sides of the highway, and in each quarter the left and right exit the right-hand exit is combined into parts of the length with the formation of a common carriageway for oncoming traffic and providing the possibility of a reversal of transport that follows in both directions along the highway and the road, while in one of the quarters on the inside of the highway the right-turn exit is equipped with a branch, and the overpass is located on a longitudinal slope and is made three-span with a span beam structure combined into a temperature-continuous system help anchors and rods, and has one expansion joint on one of the extreme supports, and the overpass is equipped with wedge-shaped gaskets installed along the overpass along the axes of the supports welded to the beams, and across the overpass, the beams are parallel to the nozzles and equipped with reinforced concrete stops, the intermediate supports being prefabricated rack-mounted on a monolithic reinforced concrete pile grillage with sheet piling, and the extreme supports are prefabricated-monolithic gantry type, while the roadway covering contains an alignment 30–50 mm thick layer, 10 mm thick waterproofing, 40 mm thick protective layer and 110 mm thick asphalt concrete; The traffic intersection at the intersection of the ring highway with the overlying highway - Dmitrovskoye Highway is a two-level one with an overpass on the highway crossing the highway in plan at an angle of 72 - 73 ^o two right-handed
and two left-hinged looped exits located on the inside of the highway in pairs opposite to each other on opposite sides of the road, and two right-handed and two left-hinged looped exits located on the outside of the highway are pairwise opposite on opposite sides of the highway, with the vehicle turning in both directions along the highway and road, and in one of the quarters on the inner side of the highway the motorway and exits located in this quarter are equipped with additional congresses of the local entrance, and the overpass is located in the plan on a straight line, and in the profile on a vertical curve with a radius of 10,000 m and is made of two-span with a continuous frame beam span of prestressed reinforced concrete and expansion joints over the extreme supports, which are made in the form of abutment walls of monolithic reinforced concrete, one on a precast pile, and the other on a natural base, and the intermediate support is made of rack-mount monolithic reinforced concrete on a pile base, and the roadway coating is made of a guide oizolyatsii thickness of 10 mm, the protective layer 40 mm thick and 110 mm thick asphalt concrete, and the coating pavements - waterproofing of 10 mm thick, reinforced concrete thickness of 160 - 220 mm and a cast asphalt 30 mm thick; the traffic intersection at the intersection of the ring highway with the overlying highway - Altufevskoye Highway is made two-level with an overpass on the highway crossing the highway in the plan at an angle of 89 - 89.5 ^o , two right-handed and two left-hinged looped exits, located on the inside of the highway in pairs opposite on opposite sides of the road, and two right-handed and two left-hinged looped exits, located on the outside of the highway in pairs opposite on opposite sides of the highway, ensuring that the vehicle turns in both directions
along the highway and the road, moreover, in two quarters on the inside of the highway and one quarter on its outside, the right-turn and corresponding left-turn ramps for part of the length are combined with the formation of a common carriageway for oncoming traffic, and the overpass is four-span, consisting of two separate viaducts located with a central gap relative to each other equal to 20 mm and having a precast-monolithic span of prestressed reinforced concrete beams combined in a temperature-continuous system along a slab with expansion joints, extreme supports made of prefabricated monolithic gantry type piles, and intermediate precast reinforced concrete rack supports on a pile base, and the roadway coating is made of a leveling layer with a thickness of 40 mm, waterproofing with a thickness of 10 mm, protective layer 40 mm thick and asphalt concrete 110 mm thick; the traffic intersection at the intersection of the ring highway with the Moscow-Kaluga overlying highway is two-level with an overpass on the highway crossing the highway in plan at an angle of 80 ^o , two right-handed and two left-hinged looped exits located on the inside of the highway in pairs opposite to each other on the opposite sides of the road, and two right-handed and two left-hinged looped exits located on the outside of the highway are pairwise opposite on opposite sides of the highway, and in each quarter the right and corresponding left-turn exits on part of the length combined with the formation of a common carriageway for oncoming traffic and providing m the possibility of a turn of vehicles traveling in both directions along the highway and the road, and in one quarter of the outside of the highway the road is equipped with a right-hand exit located adjacent to the adjoining zone
an additional right-handed branch, and in the right quarter, on the inside of the highway, the right-handed exit is equipped with a branch, the overpass is four-span with a beam span, the beams of which are combined into a temperature-continuous system over the intermediate supports using metal rods, the extreme supports are made of a pile-gantry type, and intermediate - rack-mount on a pile foundation, and the roadway coating is made of a leveling layer with a thickness of 30-50 mm, waterproofing thicknesses oh 10 mm, a protective layer 40 mm thick and asphalt concrete 110 mm thick; transport interchange at the intersection of the ring highway with the Nemchinovka-Setun highway — Setun is made with an overpass located on the overlying highway at an angle of 69 to 71 ^o to the axis of the ring highway, and four right-turn exits, and the overpass is made of four-span with beam spans, united on intermediate supports in a temperature-continuous system, the extreme supports are made of piles, and the intermediate ones are columnar on the pile base, and the expansion joints are located on the extreme supports, and the carriageway slab coating contains a leveling layer with a thickness of 3-50 mm, waterproofing 10 mm thick, a protective layer 40 mm thick and asphalt concrete 110 mm thick.  17. The megalopolis transport complex according to claim 2, characterized in that at least seven medium and small bridges are made along the length of the highway as part of the artificial structures, including four medium ones, two of which are three-span across the Skhodnya River and Butakovsky Bay the other two - through the Setun and Yauza rivers - are single-span, with three-span bridges made of prefabricated slab-ribbed reinforced concrete beams, interconnected by a connecting plate into a temperature-continuous chain, while the bridge over the Skhodnya river is made with with prefabricated monolithic rack-type supports on reinforced concrete piles, and the bridge over Butakovsky Bay with pile-gantry extreme supports and intermediate supports in the form of walls with a built-in crossbar, and the span of single-span middle bridges is made of prefabricated slab-ribbed reinforced concrete beams and pile supports - gantry type, with the bridge over the Yauza River made with expansion joints on both supports, and the bridge over the Setun River with an expansion joint on one support, and on the other support the span with anchors combined with a cupboard wall in a system that excludes horizontal movements, and three small bridges up to 20.5 m long are located on a section of a ring highway between conditional 95th and 102nd kilometers and are made single-span with a precast-monolithic reinforced concrete span structure of a continuous section, abutments gantry type on a pile foundation with closed expansion joints on abutments or with extreme supports on bored pillars and movable supporting parts located on one of the supports along the axes of support of the columns. 18. The transport complex of the metropolis according to claim 2, characterized in that at least 57 overhead and underground pedestrian crossings are made along the length of the highway as part of artificial structures, while the number of overpasses is less than 7 times the number of underground and in the composition of aboveground crossings at least three transitions are made wide with a broadening band on which infrastructure objects are located - trade and service, while at least two transitions are made with supporting wooden span structures and, one - a single-span arch type with tilted metal pendants attached to arches and a beam fixed with stiffness bonds - a puff and a floor and floor laid for pedestrian access, arches tilted to each other at an angle of 68 ^o to the horizontal, and the ratio of the combined arched boom the design and length of the span of the pedestrian crossing 1: (6.3 - 6.5), respectively, with a translucent fence in the form of an open pipe connected by longitudinal seams of the open part to the outer walls of the drawbar, laid in the lower half of the space, limited by inclined arches, extreme supports in the form of towers, the lower supporting part, the foundations and staircase of which are made of reinforced concrete, and the supporting part - wooden, with glazing and a system of internal load-bearing and enclosing structures of the coating, and another transition with wooden the supporting structures are made of a two-span hanging type with a rigid thread, which in spans has the configuration of overturned wooden arches with a ratio of the bending arrow and the span length of 1: (2.75 - 2.8) accordingly, extreme and intermediate supports on a reinforced concrete pile base with two wooden pylons and two portals located on each of the supports, the supporting structures of which are formed by rigid metal-wooden rods, anchored on additional supports, and the pedestrian crossing area is equipped with a translucent fence in the form of an open pipe, connected by longitudinal edges to the outer edges of the supporting beam of the span, which is attached to the arches with metal pendants, and pylons in pairs bonded together by stiffness bonds; at least one of the broadened transitions is made of two-span with a reinforced concrete slab-beam span supported by rubber bearings, extreme supports made of precast-monolithic reinforced concrete on a pile foundation, and an intermediate precast-monolithic support also on a pile foundation, and the remaining transitions are made of three types, one with a monolithic reinforced concrete box-shaped span of the T-section with an upper shelf and a widened trapezoid
a wall tapering downward with an internal cavity of cylindrical configuration and external gangs forming the interface between the shelf and the wall, or in the form of two beams, monolithic to each other along the slab of the carriageway, the other with a monolithic reinforced concrete trough-like span with a flat bottom and walls curved in a curved cross section with a ratio of the width of the bottom and the total width of the trough-like supporting structure 1: (2.00 - 2.20), respectively, and the span of the third type of pedestrian crossing is made of metal

figurative with the ratio of the width of the cross section to the bottom and top 1: (1.1 - 1.3), respectively, while the transitions of the first type are made at least 13 and they are placed at 21, 23, 26, 28, 29, 31, 32, respectively 33, 34, 36, 38, 40, and 61st kilometers of the ring highway, junctions of the second type were completed at least 17 and they are located at 11, 13, 14, 16, 18, 43, 44, 50, 54, 55, 56, respectively , 58, 59, 76, 86, 89 and 92nd kilometers of the highway, and at least 14 junctions were completed and they were placed at 5, 6, 62, 65, 67, 74, 76, 78, 81, 84, respectively 93, 94 and 105th kilometers of the highway; wide crossings are located on the 10th, 24th and 92nd kilometers of the highway, and wooden - on the 95th and 102nd kilometers of the highway. 19. A method for regulating and unloading passenger, cargo-passenger and cargo flows of a megalopolis transport complex, including the movement of flows of transport units along a radial-ring system of intersecting highways and artificial engineering structures in their composition and redistribution of flows along highways, including those intended for different speeds, characterized in that during the operation of the transport complex of the metropolis Moscow at least periodically without interruption reconstruction of at least part of the highways of the transport complex and / or construction of new highways and / or artificial engineering structures, and at least at one of the stages of operation of the transport complex, reconstruction of the external ring highway, the Moscow Ring Road, which combines other highways and roads, is carried out Roads - with a system of intersections and artificial structures in the form of traffic intersections, and / or bridges, and / or overpasses, and / or overpasses, and / or underground and / or elevated pedestrian crossings with the formation along the entire length of at least a ring highway of a carriageway under five traffic lanes in each direction, and during the reconstruction of at least one ring highway, mainly external, located in the peripheral zone of the metropolis, the number of intersections of this highways with other roads of the complex take at least 0.45 - 0.48 units / km., of which intersections with highways connecting the metropolis with other megacities take at least 22%, and intersections with motorways connecting the metropolis with cities and towns adjacent to the metropolis - at least 77%, the number of intersections of this motorway with highways and railway lines each take at least 63% of the number of intersections with highways connecting the metropolis with other megacities, and at least reconstruct or erect at least three intersections with coastal shipping lines, at least three bridge crossings at the intersections of tsevoy motorway with short sea shipping lines, and at least seven small and medium bridges, and the intensity of transport flows and the corresponding saturation of intersections and man-made structures in different parts of at least the outer ring road are differentiated by
sectors of the metropolis bounded by the outer ring highway, which form the intersection of lines, one of which connects the start point of the conditional “zero” kilometer located on the center line of the outer ring highway, located in the traffic intersection at the intersection of the Moscow Ring Road and the Gorkovsky Highway and coinciding with the intersection the axis of the ring highway with a directed exit of the interchange, and a point spaced from the first half the length of the axial line of this highway, and the other connects all points located on the axial line of this highway at the points of its intersection with the line passing through the middle of the first line are normal to it, and the ratio of the lengths of sections of the ring highway along the axial line in each sector is l ₁ , l ₂ , l ₃ , l ₄ between the indicated successively located points, counting clockwise from the conditional "zero" kilometer, take equal to l ₁ : l ₂ : l ₃ : l ₄ = (1,034 - 1,039): (0,949 - 0,955): (0,961 - 0,965): 1, and the saturation with artificial structures per 1 km of the highway in these sections is
with the length of the section l ₁ = 28.0 - 28.4 km - by type of structure: medium and small bridges - 0.035 - 0.045 units / km, railway / road overpasses - (0.14 - 0.16) / (0, 42 - 0.46) units / km, overpasses - 0.06 - 0.075 units. / km, tunnels - 0 units / km, transport interchanges - 0.38 - 0.42 units. / km, elevated pedestrian crossings - 0.48 - 0.53 units / km, underground pedestrian crossings - 0.18 - 0.22 units / km;
with the length of the section l ₂ = 25.7 - 26.1 km - by type of structure: medium and small bridges - 0.035 - 0.045 units / km, railway / road overpasses - (0.10 - 0.12) / (0, 32 - 0.36) units / km, overpasses - 0 units / km, tunnels - 0 units. / km, transport interchanges - 0.35 - 0.39 units / km, elevated pedestrian crossings - 0.39 - 0.43 units / km, underground pedestrian crossings - 0 units / km;
with the length of the section l ₃ = 26.7 - 27.1 km - by type of structure: medium and small bridges - 0.13 - 0.17 units / km, railway / road overpasses - (0.11 - 0.13) / (0.63 - 0.69) units / km, flyovers 0.07 - 0.09 units / km, tunnels - 0.07 - 0.09 units / km, transport interchanges - 0.51 - 0 , 57 units / km, elevated pedestrian crossings - 0.48 - 0.52 units / km, underground pedestrian crossings - 0 units / km;
with the length of the section l ₄ = 27.0 - 27.4 km by type of structure: medium and small bridges - 0.035 - 0.045 units / km, railway / road overpasses - (0.065 - 0.075) / (0.034 - 0.037) units / km, overpasses - 0.065 - 0.08 units / km, tunnels - 0.10 - 0.12 units / km, transport interchanges - 0.17 - 0.19 units / km, elevated pedestrian crossings - 0.38 - 0.40 units / km, underground pedestrian crossings - 0.065 - 0.075 units / km, and at least most of the intersections, including transport interchanges, are multilevel, at least three traffic interchanges can be redistributed with traffic at three levels and at least one traffic interchange is performed with the possibility of redistributing traffic flows at four levels and regulating traffic flows both during reconstruction and during operation by blocking sections along the width of the carriageway for repair and / or reconstruction with the transfer of traffic to adjacent width sections of the roadway and / or to additionally arranged bypass sections and subsequent expansion and improvement of the passage part of roads, highways and intersections and restoration of traffic with simultaneous unloading of congested sections by increasing the throughput and uniform loading of the ring highway and the remaining internal and external traffic arteries connected with it.  20. The method according to claim 19, characterized in that the unloading of traffic flows is achieved by increasing the throughput of highways and artificial structures by increasing the width of the carriageway to five lanes in each direction during reconstruction and / or operation, and the broadening is predominantly with both sides of the existing subgrade and roadway are mostly symmetrical about the longitudinal axis of the highway with the formation of a five-lane roadway in each direction a section consisting of four main lanes with a width of 3.75 m and a fifth transitional-speed lane with a width of at least 20% greater than the width of each of the other lanes, and a dividing strip with a width of not less than 1.3 times the width of each of the main four lanes, and from the outer edge of each side of the carriageway, at least in the areas between the artificial structures, a shoulder with a width of at least 80% of the width of the shoulder on the side n bridging to the broadening of the roadway, and / or straightening sections of the track, and / or its branching, and / or transitional sections, is strengthened, and the pavement is multi-layer, containing a lower frost protection layer of sand with a filtration coefficient of at least 2 m / day with flooded on top of crushed stone, two layers of rolled cement concrete with an interlayer of bitumen emulsion or ground between them and a multi-layer asphalt coating, the lower layer of which is made of highly porous hot fine-grained asphalt concrete cold mixture of type I mark B on a granite gravel M-800, and the upper - of the dense fine-grained hot asphalt mix type A brand I, containing rubble
 gabbro-diabase and / or granite or limestone fractions 12-18 mm and fractions 5-12 mm, a mixture of natural sand with screening crushing of gabbro-diabase and / or granite or limestone crushed stone fractions 4-8 mm and fractions up to 4 mm, limestone mineral powder, polymer-bituminous astringent and cationic additive of the amine type in the following ratio of components, wt.%:
 Gabbro-diabase gravel and / or granite or limestone fractions
 12 - 18 mm - 1.0 - 1.5
 5 - 12 mm - 27 - 41
 A mixture of natural sand with screening crushing gabbro-diabase, and / or granite, or limestone crushed stone fraction
 4 - 8 mm - 15 - 29.5
 up to 4 mm - 26 - 29
 Limestone mineral powder - 8 - 12
 Polymer-bitumen binder - 4.5 - 5.0
 Amine type cationic additive by weight of binder - 0.6 - 0.8
 moreover, between each coating layer there is also a layer of bitumen emulsion or grinded, while the composition of the polymer-bitumen binder mainly uses viscous oil road viscous grades BND according to GOST 22245-90, and / or bitumen grades BN, polymers: block copolymers of butadiene and styrene type SBS in the form of powder or crumbs, and / or DST-30-01 group according to TU 38 103267-80, and / or DST-30R-01 group I according to TU 38 40327-90 of the Voronezh synthetic rubber plant, and / or their foreign analogues : Finapren 502 or Finapren 411 from Petrofina, and / or Kraton D 1101, and / or Kra tone D 1184, Kraton D 1186 of the Shell company, and / or Europren Sol T 161 of the Enikem company, and / or Kalpren 411 of the Repsol company; plasticizers: industrial oils of grades I-20A, and / or I-30A, and / or I-40A, and / or I-50A according to GOST 20799-88, raw materials for the production of viscous petroleum road bitumen according to TU 38 101582-88 or a mixture oils and raw materials, moreover, in the composition of the asphalt concrete mixture, a polymer-bitumen binder is used with physical and mechanical properties, respectively, for binder grades 300, 200, 130, 90, 60, 40:
 needle penetration depth 0.1 mm:
 at 25^oC - not less than 300, 200, 130, 90, 60, 40, respectively;
 at 0^oC - not less than 90, 70, 50, 40, 32, 25, respectively;
 softening temperature along the ring and ball,^oWITH:
 not lower than 45, 47, 49, 51, 54, 56, respectively;
 elongation, cm:
 at 25^oC - not less than 30, 30, 30, 30, 25, 15, respectively;
 at 0^oC - not less than 25, 25, 20, 15, 11, 8, respectively;
 fragility temperature^oWITH:
 not higher than -40, -35, -30, -25, -20, -15, respectively;
 elasticity,%:
 at 25^oC - not less than 85, 85, 85, 85, 80, 80, respectively;
 at 0^oC - not less than 75, 75, 75, 75, 70, 70, respectively;
 softening temperature change after warming up,^oWITH:
 no more than 7, 7, 6, 6, 5, 5, respectively;
 flash point^oWITH:
 not lower, respectively 220, 220, 220, 220, 230, 230;
 as a cationic additive use an adhesive additive Interlene JN / 400-R firm "Herchimica" in the form of a viscous liquid with a density at 15^oC 1.01 - 1.03 g / cm₃, flash point not lower than 180^oC, Angler viscosity at 50^oS 9 - 10^oC in an amount of 0.6 - 0.8% by weight; at least part of the length of the sections of broadening and / or sections of straightening and / or sections of branching and / or transitional sections, mainly passing in embankments, are made of compacted sand or non-porous sandy soil, and road pavement from successively from the bottom up laid on the prepared - planned in the recesses or compacted and leveled in mounds base, layers:
 frost-resistant sand with a filtration coefficient of at least 2 m / day with a thickness of 0.5 - 0.8 m with a layer of crushed stone embedded in its upper part, mainly limestone, of a grade of at least M-600, with a thickness of at least 0.10 m;
 rolled layer of cement concrete of grade M-100 on crushed stone, mainly limestone, grade not less than M-600, thickness not less than 0.15 m;
 a layer of bitumen emulsion or ground;
 rolled layer of cement concrete of grade M-100 on crushed stone, mainly limestone, grade not less than M-600, thickness not less than 0.07 m;
 a layer of highly porous asphalt concrete from hot fine-grained macadam mixture of grade I mainly on granite macadam of grade M-800 with a thickness of at least 0.07 m;
 a layer of dense asphalt from hot fine-grained crushed stone mixture of type “A” grade I on crushed sand, modified bitumen and crushed stone, mainly granite, grade not lower than M-1200, with a thickness of at least 0.05 m;
 the compaction of the subgrade is carried out by light, medium and heavy vibratory rollers: trailed, towed by a tractor on a caterpillar or pneumatic wheel, and self-propelled, moreover, sandy soils are compacted by both light and medium and heavy rollers, and clay soils, including lumpy ones and high humidity - mainly heavy rollers, mainly cam, with the following parameters of the cam ledges: the area of the working surface is 100 - 150 cm², height - 70 - 130 cm, and the compaction of sandy and clay soils with humidity not exceeding permissible, as well as the upper layers of the embankments, are performed by vibrating rollers with a smooth drum, while at the same time the surface of the compounded soil is smoothed out, moreover, the compaction parameters, namely the thickness of the compacted layer and the density of the soil, with optimal performance of the roller, is obtained in the range of operating speeds of its movement 1.5 0 2.5 km / h with 4 to 8 passes along one track, while at positive temperatures the air sandy soils, which are mostly uniform in particle size distribution, compact with a moisture content of 6–10.5%, and at negative temperatures, sandy soils, including one-dimensional ones in terms of particle size distribution, condense mainly with a moisture content of less than 8%, increasing the number of passes of the skating rink along one track compared to 1.5 - 2 times required for positive temperatures, while in all cases, the moisture of the soil to be compacted is controlled and regulated before compaction, and if the humidity is insufficient, the soil is moistened to rebuemoy humidity, ensuring optimal sealing equipment and resource consumption required degree of compaction, moisturizing sandy ground vibration produced immediately before sealing with gradual distribution of water across the surface of the layer prepared by rolling of, the specific water consumption for humidification is 1 m³ the working working soil is determined from
 Q = ρ_d max• K_y(W_opt-W_e) • α,
 where Q is the required specific consumption of water, t / m³;
 ρ_d max - maximum standard soil density; g / cm³;
 K_y - the required degree of compaction of the soil;
 W_opt - optimum soil moisture, fraction of a unit;
 W_e - natural soil moisture before compaction, fraction of a unit;
 α - coefficient taking into account losses and amounting to 1.5 - 1.15,
 and the thickness of the compacted soil layer is determined based on the mass of the trailed smooth-roller compactor or the masses of the vibrating module of the self-propelled smooth-compactor roller and the required degree of compaction and the number of passes
 for dusty sand:
 at K_y = 0.95 and the number of passes 4 - 8 with the mass of the vibratory roller;
 3 - 4 t - 0.3 - 0.4 m
 6 - 8 t - 0.5 - 0.8 m
 > 12 t - 1.0 - 1.2 m
 at K_y = 0.98 - 1.0 and the number of passes 6 - 10 with the mass of the vibratory roller:
 3 - 4 t - 0.2 - 0.3 m
 6 - 8 t - 0.4 - 0.7 m
 > 12 t - 0.6 - 0.7 m
 for fine fine sand with natural moisture content W_e = 3 - 6%:
 K_y = 0.95 and the number of passes 3 - 4 with the mass of the vibratory roller;
 3 - 4 t - 0.3 - 0.35 m
 6 - 8 t - 0.4 - 0.55 m
 > 12 t - 0.65 - 0.7 m
 at K_y = 0.98 - 1.0 and the number of passes 4 - 6 with the mass of the vibratory roller:
 3 - 4 t - 0.2 - 0.25 m
 6 - 8 t - 0.3 - 0.35 m
 > 12 t - 0.4 - 0.45 m
 for fine fine sand with natural moisture content W_e = 6 - 8%:
 K_y = 0.95 and the number of passes 4 - 6 with the mass of the vibratory roller;
 3 - 4 t - 0.4 - 0.45 m
 6 - 8 t - 0.6 - 0.75 m
 > 12 t - 0.8 - 0.9 m
 at K_y = 0.98 - 1.0 and the number of passes 6 - 8 with the mass of the vibratory roller:
 3 - 4 t - 0.25 - 0.3 m
 6 - 8 t - 0.4 - 0.6 m
 > 12 t - 0.5 - 0.6 m
 and for rollers with a cam roller, the indicated thicknesses of the compacted layer are increased by 5 - 10 cm, while compacting low-moisture homogeneous small and medium-sized sands with W_e <4%, the number of passes of the vibratory roller along one track is taken no more than four, while to prevent the formation of under-compacted layers along the height of the subgrade, taking into account the effect of near-surface decompression in the upper part of the vibrating-compacted layer, the thickness of each layer that is next to be filled and to be compacted is reduced by a value equal to the thickness of the decompressed zone of the previous layer, which is when the vibratory rollers weighing 6 - 8 - 0.1 - 0.15 m, and when the vibratory rollers weighing 12 - 15 t - 0.2 - 0.25 m, and in the upper closing layer of the subgrade, the deconsolidation of the surface zone is prevented by additional wetting or by reducing the mass of the vibratory roller used at least at the final stage of compaction of this layer, or by implanting the technological layer of crushed stone or gravel and compaction of this layer by pneumatic wheel rollers weighing 12 - 15 tons, or use a combined seal with obligatory wetting of the surface, while starting to seal with a smooth-roll vibratory roller, and then continue to densify the cam roller when the vibrator is off and the speed of the cam roller is 2.5 - 3 km / h, and when compacting clay soils, taking into account their plasticity and water content, the number of passes of the roller increases by 1.5 0 2 times in comparison with the same parameters of sand compaction , and the thickness of the compacted layer is reduced and taken based on the mass of the vibratory roller, the required degree of compaction and the number of passes:
 for light sandy loam, light silty clay loam
 with humidity 0.8 - 0.9 W_opt K_y = 0.95 and the number of passes 6 - 8 with the mass of the vibratory roller:
 6 - 8 t - 0.45 - 0.6 m
 > 12 t - 0.4 - 0.5 m
 with humidity 0.95 - 1.15 W_opt K_y = 0.98 - 1.0 and the number of passes 8 - 10 with the mass of the vibratory roller:
 6 - 8 t - 0.3 - 0.4
 > 12 t - 0.4 - 0.5 m
 and for heavy loam, heavy silty clay, clay
 with humidity 0.85 - 0.9 W_opt K_y = 0.95 and the number of passes 8 - 10 with the mass of the vibratory roller:
 6 - 8 t - 0.2 - 0.25 m
 > 12 t - 0.3 - 0.35 m
 at a moisture content of 0.95 - 1.05 W_opt K_y = 0.98 - 1.0 and the number of passes 10 - 12 with the mass of the vibratory roller:
 6 - 8 t - 0.3 - 0.4
 > 12 t - 0.45 - 0.55 m
 moreover, with an initial degree of compaction of soil K_y ≤ 0.9, the compaction begins without vibration with at least two passes along one track, then 2 - 4 passes are performed at an increased vibration frequency of 30 - 40 Hz, and in subsequent passes the vibration frequency is reduced to 25 - 33 Hz, and the roller speed is adopted 1.5 - 2.5 km / h, and when working in winter conditions or at least at low temperatures, the soil is compacted in the same way, but at the same time the compaction is completed before the soil freezes, while the thickness of the compacted layer and the length of the grapple are assigned taking into account productivity ice rink, and time, in t whose importance must be complete compaction of soil, and the length of the working zahvatki take depending on the outdoor temperature as follows:
 at -5^oFrom the time before the freezing of the soil after excavation from the quarry 85 - 90 min - 60 - 65 min and 100 - 120 m, respectively;
 at - 10^oFrom and the time before the freezing of the soil after excavation from the quarry 55 - 60 minutes - respectively 40 - 45 minutes and 60 - 80 m;
 at -20^oFrom the time before the freezing of the soil after excavation from the quarry 35 - 40 minutes - respectively 25 - 30 minutes and 40 - 50 m;
 at -25^oFrom and the time before the freezing of the soil after excavation from the quarry 15 - 20 minutes - respectively 12 - 15 minutes and 20 - 25 m;
 the base of the pavement on the reconstructed parts of the highway is multilayered of “lean” concrete, for which two layers of cement concrete mix M- (75 - 125) are laid successively mainly on limestone gravel of grade M- (400 - 700), and the lower layer is made thinner, than the top with a difference in their thicknesses of not less than 10% of the total thickness of the cement concrete base, a technological and waterproofing layer of bitumen emulsion or grinded over the bottom layer, during the laying of each layer, preparation y, the distribution and compaction of the cement-concrete mixture, and the distribution is carried out equipped with automatic leveling systems with a profiler, distributor, paver or universal pavers like DS-199, and / or "Titan" from ABG-Ingersol Rand and / or Blau Knox ", or using medium and heavy graders, and the cement-concrete mixture is densified mainly by the roller link, consisting of a smooth-rolled vibration roller with a mass of 6 - 7 tons, operating with a vibration frequency 30 - 50 Hz, and a smooth-rolled or combined vibration roller weighing 12 - 16 tons, operating with a vibration frequency of 30 - 45 Hz, or from a pneumatic tire roller weighing 20 - 24 tons, and one smooth-rolling vibration roller weighing 9 - 10 tons, operating with a frequency vibrations of 30 - 45 Hz, the cement-concrete mixture is laid over the entire width of the base or concreted in separate strips with the completion of the entire width of the base within one working day, with longer breaks in time, the laying of adjacent strips is resumed after boron with concrete in the laid strips is not less than 70% of the design strength, the movement of technological transport, including for laying the upper layer of the base, is carried out either on the day of laying the lower layer with a speed limit of 10 km / h, or after concrete is laid in the laid strips not less than 70% of the design strength, longitudinal and transverse joints are cleaned before concreting, the crushed stone base and joints are wetted with water, the first two machines that delivered the cement concrete mixture are unloaded, left and right in front of the screw lump of the dispensing machine, the remaining machines are unloaded in a checkerboard pattern from the axis of each concrete strip, providing the initial allowance for compaction of the mixture in the amount of 20 - 30% of the design thickness of the corresponding
 of the base layer, from the side of the free edge, increase by 25 cm relative to the estimated width of the concrete strip, and the distribution speed of the mixture is taken no more than 5 m / min, while the capture length is 20 - 30 m, and the mixture is not densified depending on the ambient temperature more than 3 hours; to maintain the specified thickness of the layer, performed by a profiler or paver with automatic transverse slope systems, a carbon string is pulled parallel to the axis of the concrete strip, and in the absence of automatic systems and work by a paver or spreader, two copier strings, the mixture at the base starts from the curb, the initial 2 - 4 passes are performed in a static mode without vibration with a roller weighing 6 - 7 tons, with each subsequent pass of the roller, the track of the previous one is covered no less than 10% of the width of the drive roller, the subsequent compaction is performed in 4-6 passes with vibration, of which the first two or three passes are performed with a vibration frequency of up to 30 Hz and a maximum amplitude, then the frequency is increased to 50 Hz, and the amplitude is reduced to a minimum, or use heavier rollers with a weight of 9 - 10 tons for compaction and perform three to four passes without vibration and 8 - 10 with vibrations from 30 - 35 Hz at the beginning of the period to 45 - 50 Hz in the second half of the period, complete the compaction with a roller of mass 12 - 16 tons in 6 - 8 passes on one track with vibration, of which the first 3–4 passes are made at a vibration frequency of 30–35 Hz, and the subsequent ones at 40–50 Hz, or the final seal is made in 8–10 passes by a pneumatic tire roller weighing 20–24 tons, and the speed of the rollers during compaction, depending on the mass rollers and type of compaction are accepted for rollers weighing 6 - 7 tons without vibration - 2 - 4 km / h; rollers weighing 6 - 7 tons with vibration - 1.5 - 2 km / h; rollers weighing 12 - 16 tons with vibration - 2 - 3 km / h; pneumatic tire rollers - 5 - 8 km / h; rollers weighing 9 - 10 tons without vibration - 2 - 3 km / h;
 rollers weighing 9 - 10 tons with vibration - 1.5 - 2 km / h; when exceeding the calculated length of the grab, determined by the technological parameters of the distributing and sealing machines, namely the reduced speed and the number of passes of the latter, one or more additional roller links are used; the process of vibration compaction of the freshly laid cement concrete mixture is carried out continuously in the direction parallel to the axis of the road, vibration on and off, as well as transition from strip to strip, are carried out outside the compacted layer, and if necessary, an emergency stop on the rolled layer vibration is turned off for 1.5 - 2, 0 m to the car stop; the joints and junctions are additionally compacted with a vibrating plate, before the break in concreting, or before bridges and overpasses, respectively, work or expansion joints are arranged, for which they clear the joint from excessive concrete mix, install and fix the stop bar or metal formwork on the base to the height of the seal layer, taking into account the seal allowance, is filled with sinus concrete mixture in front of the timber or formwork with seal allowance and the concrete mixture is compacted in the weld zone vibroplate, and care for freshly laid concrete when concreting the lower layer is carried out if the upper layer of the base is arranged with a time gap of more than 4 hours, respectively, care for freshly laid concrete when concreting the upper layer is performed if the asphalt concrete cover is arranged with an interval of more than 4 hours after concrete is laid at the same time, film-forming materials are used to protect fresh concrete: bitumen emulsion, or constantly moistened sand, or plastic film, or bituminized paper, which matured applied or placed immediately after closure
 surface finishing of the concrete layer, and concrete care is stopped when the overlying layer is laid upon completion of the design strength set by concrete, while in the process of performing work on the foundation, the geometric and strength parameters of each layer are controlled; when performing the lower layer of asphalt concrete coating 2 to 3 hours before laying asphalt concrete, the underlying layer is cleaned and washed of dust and dirt, then a bitumen emulsion is applied to it with a flow rate of 0.3 - 0.4 l / m², simultaneously treated with an emulsion or liquefied bitumen, a previously evenly cut side edge of the old coating in the adjoining zone of the new one, laying of the lower layer of asphalt concrete coating is carried out immediately over the entire width of the carriageway with at least two pavers working with at least one pre-stretched carbon string for each paver, and the copier strings are installed at least from two sides - along the longitudinal edge of the old coating and from the side otherwise, in the process of laying asphalt concrete from a porous mixture, the specified level of the surface of the laid layer is provided on the one side of the first paver along the way laying a strip of 6 m wide from the carbon string that comes into contact with it, and on the other hand, the specified level is supported by a transverse slope sensor, with on one side of the second paver along the way, laying a strip with a width of 8.25 m, the specified level is provided by a carbon string introduced into contact with it, and on the other hand, from a small carbon ski, which they move along the layer laid in front by a walking paver, and in the process of laying asphalt concrete from a dense mixture, a predetermined surface level of the laid layer is provided on one side of the first in-line paver laying a strip of 8.25 m wide from the carbon string, and
 on the other hand, from a long ski moving along the previously laid underlying layer of asphalt concrete pavement, on the one side of the second downstream paver laying a strip of 6 m wide, the specified level is provided from the carbon string, and on the other hand, from the small carbon ski moving along the layer laid in front by a walking paver, while before starting the installation of asphalt pavers, the pavers are set to their original position, and also the working body of each paver is set to a predetermined thickness at bias towards the layer equal to the design, the size of an enlarged allowance for seal mounted screed angle of attack with 2 - 3^o, set up an automatic system for ensuring evenness and a transverse slope, set the operating modes of the tamper and screed, establish the course of the tamper mainly 4 mm, during the laying process, the distance between the working asphalt pavers is 10-15 m, but not more than 30 m, and the speed of laying asphalt concrete - within 2 - 3 m / min, the allowance for compaction of the asphalt concrete mixture is specified during the test compaction and taken equal to 15 - 20% of the design layer thickness, at the beginning of the shift or when laying After a break, the transverse joint is heated by installing an asphalt paver over the edge of the previously laid asphalt concrete and fill the auger chamber with mixture, and the top of the coating in the transverse joint zone is preheated with a linear heater with infrared irradiators, and the installation level of the paver paver is maintained or set to the same level as the paver before the laying break, and at least 2 m from the transverse adjacency, carry out the machine in manual mode, asphalt concrete compaction si produce in the temperature range 140 - 90^oC and start with a cross-link seal, then seal
 the mixture is smooth-rolled rollers weighing 8 - 10 tons without vibration, while the pneumatic tires of combined and pneumatic wheels are heated on the first 30 - 50 m, after which the asphalt concrete mixture is compacted with the indicated rollers directly behind the paver, moving the combined rollers with wheels forward, and the final compaction is carried out by smooth-rolled rollers at the same time, pneumatic wheels and combined rollers carry out at least 6 - 8 passes along one track, the first 3 - 4 of which are carried out by rollers combined about actions without vibration, and the subsequent ones with vibration of 30 - 50 Hz and maximum amplitude, asphalt concrete is rolled with pneumatic wheels at a working speed of 4 - 6 km / h, and with combined rollers - at a speed of up to 5 km / h without vibration and up to 2 km / h with vibration, when rolling asphalt concrete with smooth-rolled rollers, they also make at least 6 - 8 vibration passes on one track, and on the first 3 - 4 passes, set the vibration mode to 30 - 50 Hz, the maximum amplitude, and the movement speed is assumed to be minimal - up to 2 km / h, and in the second p half of the rolling cycle, the smooth-roller rollers are given a vibration frequency of 40 - 45 Hz at a minimum amplitude with an increase in travel speed of up to 4 km / h, the coating is consolidated with a heavy roller of the VSH-105 type or a similar model, the longitudinal joint of the reconstructed line canvas is sealed with the same roller, and the seal they are made sequentially by strips from the edges to the middle with overlapping layers of 20-30 cm, the movement of the rollers on the compacted mixture is carried out continuously and uniformly without changing the direction of movement of the roller to non a non-cooled layer, and the roller is moving from one strip to another and vibration is switched on outside the sealing strip, and each subsequent track of the roller in the direction of sealing is displaced relative to the longitudinal axis of the web
 mainly by an amount equal to the diameter of the roller or pneumatic wheels or commensurate with them, while during the work the temperature of the asphalt concrete mixture in each vehicle that delivered it to the place of installation is controlled, and the thickness of the layer, transverse and longitudinal, is controlled at least every 100 m of the laid layer web slopes and compaction modes: mixture temperature, speed of rollers, frequency and amplitude of vibration, and the final parameters of the laid and compacted coating layer are checked on samples that are taken ayut in the form of cores or cuttings from the specified coating layer 1 to 3 days after its installation; the top layer of the asphalt concrete pavement of the reconstructed highway is made of type I hot asphalt mix of type A on a polymer-bitumen binder with a thickness of mainly 6 cm over the entire width of the carriageway of this direction, combining the broadening sections newly constructed during reconstruction and the existing roadway carriageway, while before laying asphalt concrete mixture carry out preparatory work, including profiling the bottom layer of the asphalt concrete coating on both the existing and the newly built to a suitable strip under the cutter marks with an automatic leveling system, performing an equalizing layer of hot type B asphalt mix with selection of the maximum size of aggregate grains depending on the leveling layer thickness, patching, installing crack-breaking grids on the lower or leveling asphalt coating, cleaning, washing from dust and dirt and drying the lower layer of asphalt concrete coating before priming, priming no later than 2 to 3 hours before laying the upper loya coating, which is produced by applying a bitumen emulsion with a flow rate of 0.3 - 0.4 l / m² and obtaining a transparent brown layer, which is maintained until the evaporation of water from the emulsion and
 its color changes from brown to black, the transverse mates are perpendicular to the axis of the highway, while the ends of the previously laid strip are cut vertically without chips and smeared with bitumen emulsion, cutting the coating over the entire thickness of the upper layer with a cutter with diamond disks is performed along the transverse joints, and then a cold milling cutter removes excess material in the prepared zone behind the joint line, and at the end of the interchangeable gripper, the layer of the laid coating is cut along one line over the entire laying width, etc. what is the place where the barrier fence and the side stone adjoin the asphalt concrete coating layer is treated with bitumen or bitumen emulsion, the top layer of the asphalt concrete coating is laid simultaneously with three asphalt pavers at once over the entire width of the carriageway, and the adjoining strip to the concrete barrier fence places the asphalt paving device with the asphalt in this case, when arranging the top layer of the coating, a “layered” strip laying scheme is used, in which the pavers are placed they are led by a step, with the stacker working along the curb first, the carbon string for the automatic system to work is installed on both sides of the coating to be arranged - on the shelf of the concrete barrier fence and on the side of the curb, and on the removable gripper, racks with marks taken down to the bottom are pre-installed and the copier is pulled the string, and the distance between the uprights is selected from the condition of exclusion of the sagging of the carbon string, but not more than 8 m, the operation of the automatic system to ensure the evenness of the paver close to the curb, carried out on the one hand from the carbon string, and on the other from a long ski moving along the underlying layer, the automation of the second asphalt paver is carried out on the one hand from the “shoe” tracking the edge of the strip laid by the first paver, and on the other hand, from the long skiing, with the base of work
 the automatic paver system at the concrete fence on the side of the barrier is a tracing string, and on the other hand, a “shoe” that moves along the strip laid by the second paver, and the transverse slope of the pavement ensures the operation of the automatic system on all three pavers, before paver pavers are installed in the original position and prepare for work in the following sequence: set the screed on the starting blocks, taking into account the thickness of the coating and the allowance for the seals , The angle of attack of the screed take zero; set a screed with an angle of attack of 2 to 3^o; set up an automatic system for ensuring evenness on a cross slope; warm the screed for 10 to 40 minutes depending on weather conditions before laying to the temperature of the asphalt mixture to be laid; set the operating modes of the tamper, mainly the 4 mm stroke, and the screed with the observance of the distance between simultaneously working pavers of 10-15 m, but not more than 30 m, when unloading the mixture, the truck is stopped 30-60 cm to the paver without installing the hand brake with the possibility of the stacker hitting while moving forward on it, during unloading of dump trucks, the paver is moved at a working speed not lower than the speed of the dump trucks, the laying speed is taken within 2 - 4 m / min, and asfa the concrete mixture is uniformly delivered to all pavers to ensure their continuous movement at a constant speed, and during operation, the paver maintains the same level of the mixture in the screw chamber, reaching the axis of the screw shaft, with short interruptions in the delivery of the mixture in the amount not less than 25% of paver hopper capacities,
 leave in the bunker, and with long breaks, the entire mixture is produced, which is in the bunker, auger chamber and under the stove, while the allowance for compaction of the asphalt concrete mixture using a polymer-bitumen binder is taken mainly 15 - 20% and specified during the trial compaction, and at the beginning of the shift and after a long break, the transverse joint is heated by installing the stacker so that the vibrating plate is completely above the edge of the previously laid layer, and the screw chamber is filled with mixture, with the top of the coating in the area of the transverse joint they are heated with a linear heater with infrared burners, and when performing transverse abutment at the beginning of the shift, the installation level of the paver’s working body is set to the same level as at the end of the previous shift in the same strip, at least 2 m from the abutment point are run manually automation, and if necessary, adjust the angle of attack of the screed, and with a longitudinal slope of more than 70^°/ °° laying and compaction of the asphalt concrete coating is carried out from the bottom up, with a longitudinal slope of less than 70^°/ °° laying and compaction of the asphalt concrete pavement is carried out both downhill and uphill, moreover, the asphalt concrete mix is compacted immediately after paving, starting from the transverse mating seal, which is carried out by rollers both in the longitudinal direction and along the seam, in the first In this case, the roller of the roller is completely led out of the seam line to the layer being compacted, and in the second, when compacting along the seam, the roller of the roller is brought to the compacted coating by 20-30 cm and the asphalt mix is compacted in the temperature range 15 0 - 80^oC, and the compaction process is carried out according to one of the following schemes:
 the first scheme: rollers of different types - pneumatic, combined action and vibration - are moved across different compaction bands, or
 second scheme: rollers of different types move the link along the same track in the track or for both schemes provide two options for arranging the rollers during rolling: when the pneumatic wheel roller or the combined roller moving along the pneumatic tires forward is placed first, or when the smooth roller is leading moreover, at the beginning of laying, regardless of the compaction scheme, packing starts with the passage of one or two smooth-drum rollers without vibration, and after compaction of the first two strips - 2 - 4 passes, one at a time th track - at their transition to the third lane. In the first lane, compaction begins with a pneumatic wheel and / or combined-action roller and the tires are heated to the temperature of the asphalt mixture in the process of compaction to prevent it from sticking to the pneumatic tire, then the pneumatic wheel is compacted immediately after the paver, and the compaction according to the first scheme is as follows : a pneumatic-wheeled roller carries out two passes forward and backward along the first and second lanes of laying, after its transition to the third lane at the second lane, the combined action roller is moved, after moving the pneumatic wheel to the fifth lane, and the combined action roller to the third lane in the first lane, the smooth roller is moved in vibration mode, and after the pneumatic wheel passes through the last sealing strip behind a certain paver, it is again transferred to the first lane and the compaction cycle is repeated, and compaction according to the second scheme is carried out by three links of rollers, each of which is moved across the entire width of the sealing coating n After sealing the coating with the first link of the rollers over the entire width, laid first by
 go asphalt paver, move it to the seal of the coating laid by the second paver, at the same time, the second roller link begins to compact the coating behind the first paver, and after the first link goes into the area of the third paver, and the second link to the second paver zone the third roller link begins to seal the coating after the first paver and in the future, the entire compaction cycle is repeated, moreover, for a roller on pneumatic tires, at the initial rolling, a speed of 3-4 km / h and your passes are 2 - 4, and with the main rolling in the first stage - a speed of 4.0 - 6.5 km / h and the number of passes 5 - 6, and in the second stage - a speed of 6.5 - 11.5 km / h passages 2 - 3; for a vibratory roller, including combined, at the initial rolling, the speed is 3-4 km / h and the number of passes is 2-4, and for the main rolling at the first stage, the speed is 4.0-5.5 km / h and the number of passes 5 - 6 at a vibration frequency of 30 Hz, and in the second stage - a speed of 4.0 - 5.5 km / h and the number of passes 5 - 6 at a vibration frequency of 45 Hz, and for a roller with a smooth-rolling static action during initial rolling, take 3 - 4 km / h and the number of passes 1 - 2, and with the main rolling in the first stage, 4.0 - 6.5 km / h and the number of passes 5 - 6, and on T The second stage is a speed of 6.5 - 8.0 km / h and the number of passes 3 - 4, while the vibration on the rollers when moving back include only the second stage of the main stage of compaction, the length of the seal grip is the length of the section on which the compaction should be completed until the mixture cools at least 80^oC, taken at an ambient temperature of 10^oFrom 50 to 60 m, and at 20^oC - 90 - 100 m, but not more than 150 m, and for compacting the coating zones adjacent directly to the curb, smooth-rolling static rollers of the DU-48 B type are used, and the pneumatic wheeled roller performing preliminary compaction is located as close as possible to the paver with
 taking into account the temperature of the asphalt mix, moreover, when compacting type A asphalt mix, the pressure in the tires of the pneumatic wheel is mainly 0.8 MPa, while to prevent the tires from cooling, they are not allowed to move to the cooled coating, except when rolling and refueling is started, and when the operation of different types of rollers simultaneously one after another on the same track to comply with the speed regime, the movement of the entire link with the speed of the vibratory roller, the distance between the individual rollers the links during the movement take 2 - 3 m with the provision when rolling the application of the same sealing force over the entire width of the rolled fabric, while when working smooth-roller rollers in vibration mode, the rolling includes vibration on both rollers of the roller, the sealing of the coating begins with stripes from the edges to the middle with overlapping traces of 20-30 cm, and the first pass begins, departing from the edge of the coating by 10-15 cm, and the edges are compacted after the first pass of the roller over the entire width of the strip to be laid, while the longitudinal mating is sealed attacks from the asphalt paver’s detachment going behind and during compaction of the mixture, the rollers are kept in continuous and uniform motion, and the rollers are prevented from stopping on the unconsolidated and uncooled layer or a sharp change in the direction of movement of the roller, and the roller is moved from one strip to another only on the previously compacted the coating, and vibration is turned on outside the sealing strip on the moving roller, while compaction, the roller is moved parallel to the axis of the road and each subsequent a conductive trace on the roller preceding in the direction of rolling on the value of the roller diameter or pnevmokoles, while checking the temperature of the bituminous mixture in each vehicle, delivers it to the work site, during laying controlled thickness stacked layer through 100 m, smoothness and
 the transverse slope is not less than 20 m, and during the compaction process, compliance with the specified mode of compaction of the mixture is monitored, and irregularities are corrected by rolling by hot coating at a temperature of at least 80^oC, while the quality control of asphalt concrete is carried out by cores or cuttings from the top layer of the coating in three places at 7000 m 1 to 3 days after its installation. 21. The method according to p. 19, characterized in that the regulation and unloading of traffic flows of the metropolis in the area of bridge crossings, mainly large bridges, is carried out by erecting a new bridge near the existing bridge under five lanes, temporarily transferring traffic flows in both directions to it from an existing bridge, partial or complete dismantling of an existing bridge and its reconstruction or the construction of a new bridge and transfer to a reconstructed or newly constructed bridge of traffic flows direction with the left on the first newly built bridge traffic flows in the opposite direction, and in the areas of bridge crossings over the Moscow River on the ring highway at the village of Besedy and at the village of Spas, new bridges are erected next to the existing bridges, the existing bridges are being reconstructed, and in the location zone bridge over the canal. Moscow, on the ring highway near Khimki, a new bridge is being built next to the existing bridge, and the existing bridge is being dismantled and a new bridge is being built in its place; in the areas of intersection of the ring highway by the Smolensky and Paveletsky directions of the Moscow Railway, the regulation and unloading of traffic flows is carried out by performing at least preparatory work related to the reconstruction and broadening of the ring highway, erecting a new overpass on the bypass during the reconstruction process, transferring flows to a new overpass railway transport subsequent
dismantling of existing railways and overpasses and completion of work to broaden the carriageway of the ring highway in the intersection zones with the formation of the carriageway of five traffic lanes in each direction; and the regulation and unloading of traffic flows of a megalopolis in the zones of the intersection of the Riga, Gorkovsky, Ryazan, Yaroslavl, Kursk, Savelovsky directions of the Moscow railway and the Oktyabrskaya and Moscow-Kiev railways through the ring highway is carried out by predominantly bilateral broadening of the existing carriageway, at least on embankments approaches and overpasses in the zones of intersections with the formation of the carriageway under the five-lane traffic in each direction, for which the widening parts of the viaducts are erected on both sides of the viaducts existing at the intersections, temporarily transfer the traffic flows of the respective directions to them, then reconstruct the existing viaducts or dismantle them and erect new viaducts in their place with the formation of the combined broadened roadway under Five lanes of traffic in each direction. 22. The method according to claim 19, characterized in that the regulation and unloading of traffic flows of the metropolis at the intersection of the Moscow Ring Road and the Yaroslavl Highway is carried out by at least partially redistributing the transport from the ring highway to the Yaroslavl Highway and from the Yaroslavl Highway to the ring highway in both directions in four levels, at the intersection of the ring highway with the overlying highway - Leningradskoye Highway, as well as with the underlying road - Gorkovsky Highway - at three levels, and areas of intersection with the highway - Rublevsky highway, the roads of Michurinsky Prospekt - Borovsky highway, st. Moldagulova, Khovrino - Dolgoprudny, ul. Molodogvardeiskaya, st. Sayanskaya - Reutovo, Korovinskoe highway, st. Ryabinovaya, Tsaritsyno - Vidnoe, Shabolovka - Butovo, Biryulyovo - Bulatnikovo, ul. Salomei Neris, Conversations - Brateevo, Strogino - Myakinino, ul. Svobody - Kurkino, Volokolamsk highway, Abramtsevo - Golyanovo, Schelkovo highway, Ostashkov highway, Kiev highway - Leninsky prospect, Minsk - Mozhaysk highway, Riga - Trinity-Lykovo, Ochakovo - Zarechye, Kashirsk highway - Domodedovo, Nosovikhinsky highway, Staroryazansk highway, highway - Volgogradsky Prospekt, Skolkovskoe highway, Dmitrovskoe highway, Altufevskoe highway, Moscow - Kaluga, Nemchinovka - Setun - at two levels, and in areas with intense pedestrian flows crossing the highway, uninterrupted continuous safety The traffic is ensured by the construction of elevated and underground pedestrian crossings, and at least 57 elevated and underground pedestrian crossings are performed along the length of the ring highway as part of artificial structures, while the number of elevated crossings is assumed to be no less than 7 times the number of underground and elevated transitions of at least three transitions are performed wide with a broadening band on which the infrastructure objects are located - trade and service, with at least two lanes moves operate with bearing wooden untrapped constructs, one - a single-span arch-type fixed to the arches inclined metal pendants and unfastening bracings beam-tightening and stacked on top floor and the floor for pedestrians, arches, inclined to each other at an angle of 68 ^o to the horizontal, and the ratio of the boom of the combined arched structure and the span of the crosswalk 1: (6.3 - 6.5), respectively, with a translucent fence in the form of an open pipe connected by longitudinal sh s open side with the outer walls of the beam-tightening situated in
the lower half of the space bounded by inclined arches, the extreme supports in the form of towers, the lower supporting part, the foundations and stairway of which are reinforced concrete, and the supporting part - wooden, with glazing and a system of internal bearing and enclosing structures of the coating, and another transition with wooden supporting structures perform a two-span hanging type with a hard thread, which in spans has the configuration of overturned wooden arches with a ratio of the bend arrow and the span length of 1: (2.75 - 2.8), respectively o, extreme and intermediate supports on a reinforced concrete pile foundation with two wooden pylons and two portals located on each of the supports, the supporting structures of which are formed by rigid metal-wooden rods, anchored on additional supports, and the pedestrian crossing area is provided with a translucent fence in the form of an open pipe, connected by longitudinal edges to the outer edges of the supporting beam of the span, which is attached to the arches with metal pendants, and the pylons are unfastened in pairs between themselves stiffness bonds; at least one of the broadened transitions is double-span with a reinforced concrete slab-beam span supported by rubber bearings, extreme supports that are made of precast-monolithic reinforced concrete on a pile foundation and an intermediate reinforced concrete precast-monolithic support also on a pile foundation, and the remaining transitions perform three types, one with a monolithic reinforced concrete box-shaped span of the T-section with an upper shelf and a widened trapezoidally tapering wall to the bottom with an inside renney cavity and the external cylindrical configuration vutami forming conjugation shelves and walls, or in the form of two beams omonolichennyh interconnected by plate roadway, the other - with a monolithic reinforced concrete trough spans with
walls with a flat bottom and walls curved in cross section with a ratio of the width of the bottom and the total width of the trough-like supporting structure of 1: (2.00 - 2.20), respectively, and the span of the third type of pedestrian crossing is made of metal

figurative with the ratio of the widths of the cross section to the bottom and top 1: (1.1 - 1.3), respectively, while the transitions of the first type are performed at least 13 and they are placed respectively on 21, 23, 26, 28, 29, 31, 32, 33, 34, 36, 38, 40, and 61st kilometers of the ring highway, transitions of the second type are performed at least 17 and they are placed at 11, 13, 14, 16, 18, 43, 44, 50, 54, 55, 56, respectively , 58, 59, 76, 86, 89, and 92nd kilometers of the highway, and transitions of the third type are performed at least 14 and they are placed respectively on 5, 6, 62, 65, 67, 74, 76, 78, 81, 84, 93, 94 and 105th kilometers of the highway; wide crossings are located on the 10th, 24th and 92nd kilometers of the highway, and wooden ones on the 95th and 102nd kilometers of the highway. 23. The method according to claim 19, characterized in that the regulation and unloading of traffic flows during the operation of transport highways is carried out to ensure year-round uninterrupted and safe functioning of the highways by periodically cleaning dust, dirt, snow, ice of the roadway, road signs, maintaining the working condition of all types of signaling, including traffic control systems for traffic flows, repair and / or reconstruction, and / or restoration of the subgrade a, and / or pavement, and / or coverings of the carriageway, and / or man-made structures as part of the road, drainage systems and lighting of platforms and stops for vehicles, ensuring the smooth operation of the road service, traffic safety inspection services and surveillance systems, restriction , and / or temporary transfer, and / or temporary blocking of traffic flows in the event of extreme situations, maintaining the required, including environmental conditions, conditions of slopes, including reinforced grass sowing and / or artificial elements, moreover, during the operation of the Moscow Ring Road, at least four road maintenance departments with a set of road maintenance equipment are built and / or equipped on it based on the mutual location of intersections of the ring highway with the main radial roads of the metropolis at distances from each other, correlated with each other and the length of the highway as (1.89 - 1.93): 1: (1.19 - 1.23): (1.56 - 1.60): 5.7, counting along the length highways clockwise from the location The management closest to the start point of the conditional zero kilometer builds and / or equips at each management a production base, including parking of vehicles, mainly irrigation and / or garbage collection, and / or with snow removal equipment, and / or for the removal of land, garbage, snow from the highway and / or artificial structures, granite crumb consumables, and / or sand, and / or salt, and / or substances and compositions replacing it, accelerating the melting of snow and ice on the roadway, storage warehouses ju liquid reagents for the processing of pavement, premises for road repair equipment and spare parts for road equipment, production and administrative buildings, complete the production base with road repair equipment and perform urgent and / or scheduled cleaning, and / or repair operations, and / or reconstruction, and / or restoration of the subgrade, and / or pavement, and / or pavement, artificial structures and traffic control systems, while the ring road is equipped with weather stations, average the saturation of which per 1 km of the road takes at least 0,055 units / km, which provide operational meteorological service of the highway, including the provision of road
operating departments and traffic participants with information about the condition of the carriageway in certain sections of the highway and information about possible, including the nearest, changes in the meteorological situation on the highway, directly affecting traffic safety and as a result of which the road maintenance departments prepare and / or send the appropriate road equipment to sections of the highway and perform the necessary operations to clear and / or restore a condition suitable for safe operation roadway: in doing so, during the operation of the highway, new traffic police posts are reconstructed and / or erected, including main and departure ones, and the saturation of the highway with the main traffic police posts located on the highway with its external or internal to the city’s megalopolis takes at least 0.013 units / km, and the saturation of the highway with the traffic police checkpoints located on the side of the megalopolis on the roads crossing the ring highway take at least 0.14 units / km.  24. The method according to claim 19, characterized in that during the operation of the highway, regular checks are made of the condition of the highway, its roadway, roadsides, artificial structures as part of the highway, including transport interchanges at intersections with other highways, to identify and eliminate detected defects by making minor or ongoing repairs, which are carried out without interruption in the movement of vehicles by screening out areas to be repaired, transferring traffic to adjacent lanes and restoring traffic transport vehicles after completion of work, and also carry out regular work on cleaning the roadway of the line of artificial structures in its composition, the technological complex of which is assigned in accordance with the operating season and is divided into winter and summer cleaning, and at least at one of the stages of reconstruction of the highway at least one of its sections is mounted anti-icing system company "Boschung", providing protection of the coating from icing over its entire width in a section of at least 450 m 25. The method according to claim 19, characterized in that the winter cleaning of the highway is carried out by treating the carriageway with chlorides and / or shifting snow from the carriageway to the curbs, and when processing the carriageway with chlorides, the length of time of the main technological cycles is not more than 1 hour at medium density processing for one cycle of 35 - 45 g / m ² and the operating speed of the harvesting machine 35 - 45 km / h, and when snow is slid along the length of time the basic technological cycles take no more than 2 hours at a operating speed harvester m Tire 35 - 45 km / h, and the processing roadway deicing materials produce spreaders type "PCC 5551", with shifting of snow to the sides of the roadway - shirokozahvatnymi snowplow type "Schmidt" MAZ-63035 chassis; snow is removed from the solid separation walls, including with curved side elements, and snow and dirt are removed from the barrier fencing during the winter thaws by a spreader with plow-brush equipment of the Unimog-1250 type with vertical cleaning equipment, processing of the left tray and shifting the snow from the dividing wall or strip onto the roadway before the wide-snow plows begin to work, as well as the formation of a snow shaft in the trays in the areas where the side stone is installed, shift snow digging from roadsides to embankment slopes, snow removal during chloride treatment, shifting and sweeping sedimentation areas for vehicles, snow shifting and sweeping, access roads to road infrastructure facilities are scattered with Unimog-1250 plow-brushing equipment; Snow is transferred from trays to embankment slopes, snow is loaded onto dump trucks in places where it cannot be transferred to embankment slopes, by using the R-400 Roller milling and rotary snow blower, and snow is moved and swept at the landing sites of bus stops and when cleaning entrances infrastructure objects are produced by paving machines of the Multikar-26 type, while the road is treated with chlorides by units of at least two cars in a link along the entire width of the carriageway in one passage of cars, and complete processing at a section of the road assigned to the link, they carry out a one-time loading of the body with chlorides without stopping work and travel to the chloride storage base for refueling, snow is removed from the roadway by a column of wide-grip snowplows along the entire width of the carriageway in one pass of cars, while a full range of snow removal works the carriageway, including cleaning the separation walls, processing the left trays, the formation of snow shafts, shifting and throwing snow in the right trays, is carried out at a minimum rate of The traffic is more prevalent during the night shift and on weekends, and when snowfalls pass during the daytime under conditions of maximum traffic intensity, only two technological operations are carried out - treating the road with chlorides and moving snow from the carriageway with wide-spread snow blowers, and in places inaccessible and hard to reach for mechanisms , including at stops, slop areas, when cleaning road signs, manual cleaning is performed, including using small-scale mechanization; summer road cleaning is carried out by washing the asphalt concrete pavement of the carriageway, which is performed on the night shift from 23 hours to 7 hours in the morning with a break from 2 to 3 hours with a water consumption when washing the carriageway 1 l / m ² ,
and when
washing trays - 2 l / m ² , in addition, at least twice a day, sweep and at least once a day clean containers and bins from garbage, which is performed mainly in the daytime, while washing the roadway, including sedimentation areas, ramps are produced by KO-713 type water-jetting machines, sweeping trays and cleaning the access roads to the infrastructure of the road - KUM-5551 type sweeping machines, cleaning dividing walls, including with curved side elements, washing road signs and decrees spruce, cleaning and washing of barrier fences - with Unimog-1450 sweepers, cleaning of landing sites at stops, including washing and sweeping, as well as cleaning of entrances to road infrastructure and mowing and cleaning of grass cut in the right of way - pavement harvester type "Multikar-26" with sweeping equipment and a device for mowing grass in horizontal sections, mowing and cleaning the grass mowed on the slopes - sweeping machine type "Unimog-1250" with equipment for grass and shrubs on the slopes, and containers and bins are cleaned from garbage by teams of two people in garbage trucks of the MKZ-10 type.

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