Restoring the road axle estimate. Restoration and securing of the right-of-way and road axis on the ground

2. The cost of producing second reductions with repeated control measurements of angles and lines on the sides of the construction grid or along the points of the main axes of buildings and structures is determined according to the corresponding prices of this table using a coefficient of 1.3.

3. The cost of laying out a geodetic construction grid or laying out the main axes of buildings and structures without making control measurements is determined according to the prices of this table using a coefficient of 0.7.

4. The cost of a detailed breakdown of the axes of buildings and structures is determined at the prices of § 4, 8, 12 of this table using the following coefficients:

1.2 - when the length of the sides of the grid or the distance between the markers of the alignment line is less than 20 m;

1.5 - when the length of the sides of the grid or the distance between the markers of the alignment line is less than 10 m.

11. Prices for restoration and consolidation on the ground of sections of routes of linear structures for the construction of railways and highways, main pipelines, canals, collectors, power and communication lines, etc. are given for the following categories of complexity of work.

	Flat terrain with calm terrain, partially dissected by gullies and ravines, or hilly terrain with isolated hills. Floodplains of rivers with oxbow lakes and channels	Hilly and foothill terrain. Mountain plateaus. Floodplains of rivers with a large number of oxbow lakes and channels. Mountain river valleys	Mountainous and highland areas with slope steepness of 15° or more. Narrow valleys of mountain rivers (gorges, pressures, landslides, etc.)
Forest cover	The area is open or forested up to 20%	Terrain with terrain of I category of complexity, up to 70% forested. Terrain with terrain of II category of complexity, forested up to 20%	The terrain has a terrain of I category of complexity - completely forested.
Swampiness, tundra	Swamps are easily passable, open or overgrown up to 20%	Easily passable overgrown swamps or medium passable swamps overgrown up to 50%. Plavni. Tundra is not swampy	The swamps are impassable and overgrown. Marie. Swampy tundra or forest-tundra cut through by a large number of channels
Semi-deserts and deserts	Smooth and finely hilly sands. Lumpy and ridged fixed sands	Lumpy and ridged loose sands	Dunes. Dunes
Built up	Built-up areas with a building density of up to 30%.	Built-up areas with building density St. 30 to 60%.	Large cities with suburban areas with a building density of over 60%.
	Streets and driveways with little traffic. Small industrial and construction sites. Territories of rural settlements with regular or sparse development (farm type)	Streets and driveways with heavy traffic. Large industrial and construction sites with a developed communications network and heavy traffic. Territories of rural settlements with a complex layout, with dense, unsystematic buildings. Territories of intermediate, sectional and passenger zone railway stations	City highways with very heavy traffic. Large industrial areas and construction sites with a complex network of communications and very intense traffic. Sanitary resort areas. Territories of marshalling, junction, technical and large passenger railway stations
Intersections with existing communications	One intersection per 1 km of the designed route with a railway, highway, pipeline or overhead line 35-1150 kV, main communication line and up to 5 intersections with other linear structures	Number of intersections 2-3 per 1 km of the route with railways, roads, pipelines or overhead lines 35-1150 kV, main communication line, etc. and over 5 to 8 intersections with other linear structures	More than three intersections per 1 km of the route with a railway, highway, pipeline or overhead line 35-1150 kV, main communication line, etc. and more than 8 intersections with other linear structures
Road network, see note 2	The road network is well developed. Movement of wheeled vehicles is difficult in some places	The movement of wheeled vehicles is possible only in certain directions. In some areas it is necessary to use tracked vehicles	Wheeled vehicles are not allowed. It is necessary to use tracked or pack transport. It is possible to travel along rivers

2. The sign "Road network" is auxiliary. If the category of complexity in terms of the characteristics of the road network and the difficulty of movement in the area of ​​the route exceeds the category established by the main characteristic, taking into account an adjustment for forest cover, then the average category is applied.

12. Prices for restoration and consolidation on the ground of sections of routes of linear structures for the construction of railways and highways, main pipelines, canals, collectors, power and communication lines, etc. are shown in Table 16 and take into account the costs of reconnaissance of the section of the route subject to restoration and consolidation , instrumental restoration of turning angles and intermediate points with pillars securing route points along axes and callouts outside the construction work zone, measuring angles and lengths of lines with a breakdown of picketage, cross-sections, curves and centers of turnouts (for railways), technical leveling along the picketage of route axes and cross-sections, determining on the ground and fixing installation sites for power transmission and communication line supports, drawing up field journals with calculation of coordinates and heights of route points with the compilation of a catalog, route plan, longitudinal profile and cross-section profiles, statements and diagrams of layout and fixing of route points; delivery of the restored and secured section of the route to the customer according to the act.

Table 16

Izmerikm

	Name of works
	Restoring a railway or highway route
	The same, the main pipeline and its branches
	The same, main and inter-farm routes of canals and collectors
	Securing the routes of railways and highways, main pipelines, canals and collectors
	Laying out and securing in-plant and station railway tracks
	The same, intra-factory highways
	Determination and securing of installation locations for supports along the routes of 3-20 kV overhead lines and trunk communication lines
	The same, overhead line 35-1150 kV

Notes: 1. The cost of restoring and securing routes up to 10 km in length is determined according to the prices in this table using the following coefficients:

1.2 - with a route length of up to 5 km;

1.1 - the same, St. 5 to 10 km.

2. The cost of restoring and securing the axes of embankment dams and water pipelines is determined at the prices of § 3 and 4 using a coefficient of 0.8.

3. The cost of laying out and securing the routes of railways and roads during the reconstruction of track and road facilities is determined at the prices of § 1, 4-6 using a coefficient of 1.2.

4. The cost of identifying and securing installation locations for overhead line supports in difficult areas (with three extension signs) is determined at the prices of § 7-8 using a coefficient of 1.2.

5. The cost of manufacturing and laying permanent ground benchmarks at prices in § 4-8 is not taken into account and is determined additionally at the prices of the corresponding tables of this Handbook.

6. The cost of creating geodetic network points is not taken into account by the prices of this table and is determined additionally by the prices of the corresponding tables in the Directory.

PART III. BASIC PRICES FOR MEASUREMENT WORK

GENERAL PROVISIONS

1. This part provides basic prices for geodetic work related to construction measurements to determine the geometric parameters of buildings and structures, pipelines, electrical networks and hydraulic structures.

2. The prices do not include the costs of inspecting buildings and structures, drawing up defect reports, digging and backfilling pits, drainage, opening structures and sealing them, measuring structures under water, constructing scaffolding, scaffolding, stepladders with their subsequent dismantling. The cost of these works is determined additionally.

3. When carrying out measurement work in difficult conditions, the following coefficients are applied to prices:

Production conditions and types of measurement work	Coefficient
Measurements in buildings with a large amount of equipment (saturation over 60%), cluttered or darkened, with difficult-to-reach approaches to measurement sites
Measurements from scaffolds or stepladders
Measurements for drawing up repeating floor plans with the same layout for all subsequent floors except the first
Measurements for drawing up plans, sections and facades of civil buildings (to the corresponding base prices for industrial buildings)

________________

* - The correction factor does not apply to measurements of structural elements that are not affected by equipment saturation.

CHAPTER 4. MEASUREMENTS OF INDUSTRIAL AND CIVIL BUILDINGS,

STRUCTURES AND THEIR INDIVIDUAL STRUCTURAL ELEMENTS

1. This chapter provides basic prices for measurements of industrial and civil buildings and their individual structural elements (foundations, beams, racks and columns, rafters, etc.) with the preparation of off-scale sketches of measured objects, suitable for the subsequent preparation of measurement drawings.

2. Prices for drawing up measurement drawings are given in Chapter 8 “Drawing up measurement drawings”.

3. Prices are given for the following categories of complexity of measurement work:

a) Industrial buildings - one- and two-story rectangular in plan, free-standing, light, with the same type of structures, without utility rooms, with up to 2 different spans, without cranes, with a small number of partitions, with free passages inside the buildings and saturation of equipment up to 25% of the entire building area;

b) civil buildings are rectangular in plan, with the same type of premises within the floor and with a simple structural design.

a) Industrial buildings, consisting of several rectangles in plan, with a number of different spans up to 3, with the presence of cranes, with internal load-bearing columns and partitions of various types, with the presence of utility rooms. Buildings with a saturation of equipment (up to 40% of the total area of ​​the building), which does not impede access to the structures being measured;

All land plots allocated during the construction period for roadside reserves, temporary structures and buildings are subject to return to the land user after completion of construction in a condition suitable for agriculture, i.e. it is necessary to carry out land reclamation. The dimensions of the right-of-way are determined by the width of the base of the embankment and the size of the excavations on top, as well as the width of the side and behind-the-bank ditches, banks and safety strips (1 m on each side).

The technology of preparatory work is based on the sequence of execution of individual groups and types, namely:

Restoration and consolidation of the route;

Allocation and assignment of land for permanent and temporary use;

Clearing the right of way (relocating utilities, clearing old buildings, removing the vegetation layer);

Marking works;

Construction of drainage ditches and drainages.

1. Clearing the road strip before constructing the roadbed (from bushes, stumps, stones): brush cutters, bulldozers, uprooters - collectors, you can use special gripping devices.

2. Removal, movement and diking (storage) of the plant (fertile) layer: crawler bulldozer and pneumatic wheeled tractors, front-end loaders, dump trucks.

3. Loosening of soils in reserves and excavations: rippers on tractors or the use of the drilling-explosive method for rocky soils.

4. Demolition and relocation of buildings and structures: bulldozers, excavators, truck cranes, front-end loaders.

5. Preparation of earth-carrying roads: motor graders, scrapers, rollers, cars - dump trucks.

3.1.1 Restoration and consolidation of the route. Scheme of work.

The position of the road (route) axis on the ground is established and fixed during the survey work. However, from the time of the survey to the start of construction of the road, time passes, during which the conditions of use of the land allocated for the construction of the road may change, sometimes individual signs indicating the position of the route may be damaged, etc. Therefore, before starting construction work, it is necessary to renew clarify the position of the road on the ground and restore the alignment of the route (Figure 9).

1 - border of the right of way; 2 - pickets (point and guardhouse with an inscription); 3 - outrigger stakes

Figure 9 – Scheme for fixing the road axis

Intermediate points on the curves are divided every 5, 10 or 20 m, corresponding to curve radii up to 100, from 100 to 500 and more than 500 m.

1-outrigger post with mark; 2-the border of the right-of-way; 3-way right of way; 4-points with guards; 5-tangent to the curve; 6 is the vertex of the angle.

Figure 10 – Fixing the road axis on a curve

The apexes of the angles of rotation (AU) are secured by installing pillars, which are buried at a distance of 0.5 m from the actual apex of the angle along the continuation of its bisector. On these posts the serial number of the angle, radius, tangent and bisector of the curve are written down.

On bends, transition curves, stretches, and serpentines, the road axis is fixed in accordance with the location and terrain.

Elevation marks are fixed with benchmarks every 1000-2000 m, depending on the terrain. In addition, benchmarks must be installed at intersections with other roads or railways, near small artificial structures, at river crossings (on both banks), at high embankments (height more than 5 m) and deep excavations (depth more than 5 m). Benchmarks are installed to the side of the road, dug in shallow grooves and covered with earth in the form of a cone. Building plinths, bridge supports, large stones and rocks can be used as reference points.

Route - this is a line that determines the position on the ground of the geometric axis of the road. The route may be higher than the earth's surface in places of embankments, and below it in places of excavations. The route is marked using benchmarks located near the future roadbed (a benchmark is a permanent point fixed in place, with a known mark).

The construction contractor responsible for the construction of the highway organizes a geodetic service that carries out all geodetic alignment work throughout the construction of the road.

The customer organization, no less than 10 days before the start of work, transfers to the contracting organization all the necessary design documentation and data on the geodetic base representing the reference network, i.e. the set of all benchmarks and all points with known coordinates (control points) installed on areas during survey work. The customer organization, using its geodetic service, restores the support network on the ground and transfers it to the geodetic service of the construction organization.

Restoring the route consists of marking the main axes of structures on the ground, as well as developing (condensing points) a support network with restoring and securing all points and axes of both the roadbed and all road structures.

To save all points before the start of construction work, they are fixed on the ground. On straight sections of the road, fastening is carried out at the boundaries of homogeneous design sections.

The apexes of the rotation angles (AU) are secured by installing pillars, which are buried at a distance of 0.5 m. from the actual vertex of the angle along the continuation of its bisector.

On these posts the serial number of the angle, radius, tangent and bisector of the curve are written down.

The heights of the points are fixed with benchmarks installed every 1000-2000 m, depending on the terrain. In addition, benchmarks must be installed at intersections with other roads or railways, near artificial structures, at river crossings (on both banks), at high embankments (more than 5 m in height) and deep excavations (more than 5 m in depth). Benchmarks are installed to the side of the road, dug in shallow grooves and covered with earth in the form of a cone. Building plinths, bridge supports, large stones and rocks can be used as reference points.

When restoring the route, additional land plots are secured on the ground, allocated for reserves and quarries, for various production enterprises and for the location of road and transport services. During these works, the boundaries of land plots are marked by furrows, pillars, narrow clearings, and marks on individual trees.

The allocation of land for temporary and permanent use is carried out taking into account nature protection, the use of unnecessary land, rational accounting of agricultural land and natural resources.

The assigned road lane is drawn up in the form of a plan of allocated land with an attachment of a registration log and is approved by the relevant organizations. If there are buildings and structures within the intended permanent right of way, then additional drawings and regulations are drawn up on them, characterizing their design and condition.

For gardens, crops, etc., to be destroyed, acts are drawn up jointly with the land user.

The temporary right of way, which is necessary for the work and is slightly wider than the permanent right of way, is established depending on the nature and value of roadside lands, the type of machines used, methods of work and the need to place access roads on each side of the constructed roadbed for the delivery of soil and materials, passage during the period of technological closure of traffic on the road (hardening of cement concrete, asphalt concrete, etc.), as well as in places of artificial structures under construction

Based on the construction design of the existing road, it is necessary to find the vertices of the turning angles or re-fix them. We fix the angles of rotation of the route with four signs: at the top of the corner (at the place where the theodolite is installed), we hammer in a secret peg flush with the surface of the earth and around it we dig a groove 10-15 cm deep, with a radius of 0.7 m. At a distance of 0.5 m in the direction of the outer bisector corner we bury a corner identification post. On the continuation of the sides of the corner, outside the upcoming excavation work, we bury two more identification pillars. We tie the vertex of the turning angle (AU) to two or three permanent terrain objects.

In the absence of permanent terrain objects, the vertex of the corner is fixed depending on the radius of the curve.

The layout of the route is shown on sheet 1 “Route Plan”.

Fixing route elevations

To fix the elevation marks of the route, benchmarks are used, which must be at such a distance from it that they remain intact during the entire construction period.

The project provides for the laying of 7 benchmarks. The type of each benchmark, its location along the length of the route, distance from the axis and elevation are recorded in a special list of benchmarks, Table 9.

Fastening points on straight sections

To secure individual sections of the route to the ground, axial guide posts should be installed at the ends of each of them. On long straight sections of the same slope, it is recommended to thicken them by installing additional guide posts within visual visibility. All main points of the route should be secured across the work area with outrigger posts and stakes. Leaders must be made with a theodolite perpendicular to the axis in the form of alignments from two pillars or stakes at a distance of 30-50 m from the axis to the nearest pillar or stake.

TYPICAL TECHNOLOGICAL CARD (TTK)

GEODETIC LEVELING WORKS DURING CONSTRUCTION OF HIGHWAYS

I. SCOPE OF APPLICATION

I. SCOPE OF APPLICATION

1.1. A standard technological map (hereinafter referred to as TTK) is a comprehensive regulatory document that establishes, according to a specific technology, the organization of work processes for the construction of a structure using the most modern means of mechanization, progressive designs and methods of performing work. They are designed for some average operating conditions. The TTK is intended for use in the development of Work Projects (WPP) and other organizational and technological documentation, as well as for the purpose of familiarizing (training) workers and engineers with the rules for carrying out geodetic marking work during the construction of a highway.

1.2. The map shows a diagram of the technological process, outlines optimal solutions for the organization and technology of geodetic marking work during the construction of a highway using rational means of mechanization, provides data on quality control and acceptance of work, industrial safety and labor protection requirements during geodetic work.

1.3. The regulatory framework for the development of technological maps is: SNiP, SN, SP, GESN-2001 ENiR, production standards for material consumption, local progressive standards and prices, labor cost standards, material and technical resource consumption standards.

1.4. The purpose of creating the TC is to describe solutions for the organization and technology of geodetic marking work during the construction of a highway in order to ensure their high quality, as well as:

- cost reduction;

- reduction of construction duration;

- ensuring the safety of work performed;

- organizing rhythmic work;

- rational use of labor resources and machines;

- unification of technological solutions.

1.5. On the basis of the TTK, as part of the PPR (as mandatory components of the Work Project), Working Technological Maps (RTK) are being developed for the implementation of certain types of geodetic marking work during the construction of a highway. The design features of geodetic marking work during the construction of an access road are decided in each specific case by a working design. The composition and degree of detail of materials developed in the RTK are established by the relevant contracting construction organization, based on the specifics and volume of work performed. Working flow charts are reviewed and approved as part of the PPR by the head of the General Contracting Construction Organization, in agreement with the Customer's organization, the Customer's Technical Supervision.

1.6. The technological map is intended for surveyors performing geodetic alignment work during the construction of a highway, as well as technical supervision workers of the Customer and is designed for specific conditions of work in the third temperature zone.

II. GENERAL PROVISIONS

2.1. A working technological map has been developed for a complex of geodetic alignment works during the construction of a highway.

2.2. Work on geodetic breakdown is carried out in one shift, the duration of working hours during the shift is:

Where 0.06 is the coefficient of production reduction compared to an 8-hour work shift.

2.3. The technological map provides for the work to be carried out by an integrated geodetic unit with electronic total station Cokkia SET 230 RK, as the main measuring tool.

Fig.1. Electronic total station Cokkia SET 230 RK

2.4. The work performed during geodetic alignment of a highway includes the following technological operations:

- control of the geodetic alignment base;

- breakdown of picketage, curves;

- breakdown of transverse profiles of the subgrade;

- road pavement breakdown;

- breakdown of the culvert.

2.5. Work should be performed in accordance with the requirements of the following regulatory documents:

- SP 48.13330.2011. Organization of construction;

- SNiP 3.01.03-84. Geodetic work in construction;

- SNiP 12-03-2001. Occupational safety in construction. Part 1. General requirements;

- SNiP 12-04-2002. Occupational safety in construction. Part 2. Construction production.

III. ORGANIZATION AND TECHNOLOGY OF WORK EXECUTION

3.1. In accordance with SP 48.13330.2001 “Construction Organization”, before the start of construction and installation work at the site, the Contractor is obliged to obtain design documentation and permission to perform construction and installation work from the Customer in the prescribed manner. Carrying out work without permission is prohibited.

3.2. Before the start of geodetic work, it is necessary to carry out a set of organizational and technical measures, including:

- appoint persons responsible for the safe performance of work, as well as their control and quality of execution;

- conduct safety training for team members;

- prepare equipment, devices and means for safe work;

- provide workers with tools and personal protective equipment;

- provide communication for operational dispatch control of work;

- install temporary inventory household premises for storing building materials, tools, equipment, heating workers, eating, drying and storing work clothes, bathrooms, etc.;

- draw up an act of readiness of the facility for work;

- obtain permission to carry out work from the Customer’s technical supervision.

3.3. Staking out geodetic work is carried out in the following sequence:

- preparatory work;

- restoration of the access road route and structure axes;

- restoration of construction support networks and transfer of the main axes of the access road and designed structures to the area;

- detailed layout work.

3.4. During the preparatory work it is necessary:

- accept from the General Contractor, no later than 10 days before the start of construction, a geodetic alignment basis, in the scope of Chapter 9 SP 11-104-97;

- study design materials containing initial data for breakdown;

- choose a measurement technique;

- draw up layout diagrams, drawings and a calendar plan for geodetic work at the site;

- visually inspect the road construction route.

3.4.1. After the design organization has completed the survey, the Contractor, in the presence of the Customer, carries out field acceptance of the highway route taken out and fixed with geodetic signs on the ground. The acceptance and transfer of the assigned route is documented in an Act with the necessary statements and logs attached to it. When accepting the altitude justification, they check with the catalog and specify in situ the location of the points of the state leveling network used by prospectors. Marks of the route picketage and control points are subject to random checks. All points to be fixed and taken out are entered into the route fixation scheme.

3.4.2. When transferring the gas and gas distribution equipment, the General Contractor transfers the following points and signs fixed on the ground outside the work area:

- boundaries of the land right of way;

- planned road signs, fixed at least every 0.5 km, defining the axis, beginning, end of the road and intermediate points;

- turn control, points NK, KK, SK;

- benchmarks along the road - at least every 2.0 km (see Fig. 2);

- axes of artificial structures;

- placement of embankments and excavations.

The general contractor also provides the following technical documentation:

- schemes for securing the right of way on straight and curved sections, executed on the scale of the general construction plan;

- statements: linear measurements of the road; securing the road axis; rappers; rotation angles; straight and curved; coordinates;

- catalogs of coordinates, heights and outlines of all GRO points.

Fig.2. Permanent geodetic signs - benchmarks

A) - a concreted piece of metal pipe; b) - steel pin; c) - piece of rail

1 - planned point; 2 - steel pipe with a cross-shaped anchor; 4 - steel pipe; 5 - freezing limit

3.5. Restoration and securing of the right-of-way and road axis on the ground

3.5.1. To transfer the points of the road plan designed and presented on the drawings to the terrain, it is necessary to have the same permanent objects both on the plan and on the ground. These objects can be triangulation points, intersection points with roads (edge ​​of the roadway), communication lines, power lines, etc. The breakdown data, which is taken from the project, is attached to them, and a breakdown is made from them, the process of which is as follows:

- according to the plan, the distance from these points to permanent objects located on the plan and on the ground is determined, and the actual distance is determined on the accepted scale;

- poles give the direction of the road, and then correct the layout;

- the resulting points on the ground are secured with pegs and guards (callouts).

3.5.2. After establishing the compliance of the design data with local conditions, work is carried out to restore and secure the route. This work is carried out in several stages:

3.6. Before cutting the plant layer of soil:

- visually check the road axis;

- secure picketage;

- establish the boundaries of plant soil and its placement in side dumps.

The cutting boundaries are secured with poles 3.0 m long, and the dumps with pegs, along the line of intersection of the bottom of their slopes with the ground surface.

3.7. After cutting the plant layer of soil:

3.7.1. Restoring and securing the boundaries of the right-of-way

The boundaries of the right-of-way are secured with outrigger poles 50 cm high, measuring 7.0x5.0 cm. From the poles at a distance of 10-20 m (in alignment with the poles), stakes 1.0 m high are driven in, on which the height () along the axis of the road is indicated, picket number, distance to the route axis, location (left or right), benchmark mark.

3.7.2. Checking the marks of existing benchmarks

The discrepancy between the values ​​of benchmark marks tested by double leveling and the design data should not exceed (in mm), (in km).

3.7.3. Installation of additional benchmarks

Additional benchmarks are installed at the locations of artificial structures. Benchmarks should be installed outside the right of way, in places that are not flooded, not subject to erosion and landslides; in places that ensure their safety until the completion of all construction work. Between the benchmarks, double leveling is carried out with the compilation of a list of the altitude alignment of the benchmarks. The location of the benchmarks is recorded in the list of benchmarks. The place where the slats are placed on the benchmark must be marked with a crutch, a nail, or marked with paint.

3.8. Restoration and consolidation of the road route:

3.8.1. The restoration of the route is carried out in order to fix on the ground all the main points that determine the position of the design road line. In this case, they are guided by the documents of the working design: the plan and profile of the route, a list of straight lines and curves, and a scheme for securing the route. The route restoration work includes:

- instrumental restoration of picketage with control measurements of lines and angles and with detailed breakdown of curves;

- securing the route with the removal of fastening signs outside the excavation area;

- control leveling along the picket line with additional thickening of the network of working benchmarks;

- possible adjustment and local improvement of the route.

3.8.2. Restoring the route begins with finding the vertices of the turning angles on the ground. Individual peaks on which fastening marks have not been preserved are found by taking measurements from permanent local objects according to the outlines of their binding or by straight notching at the design angles from two adjacent peaks of the route. Simultaneously with the restoration of the vertices, the rotation angles of the route are measured and the obtained values ​​are compared with the design ones. If significant discrepancies are detected, the direction of the route on the ground is not changed, but the value of the design angle of rotation is corrected and all elements of the curves are recalculated using the corrected angle.

3.8.3. Then they begin the control measurement of the lines with a picket breakdown. Pickets and points where the route intersects watercourses and highways are installed in the alignment using tools. If during measurement a discrepancy with the old (survey) picketing is detected by more than 1 m, so-called chopped pickets in order to ensure that points on the ground correspond to points on the designed longitudinal profile.

3.8.4. If there are no securing signs along a significant length of the route, such a section is laid anew in accordance with the design data. The accumulated residuals are distributed proportionally to the lengths of the lines with the opposite sign.

3.8.5. All points restored along the route axis are securely secured with outrigger posts. Anchoring signs are installed perpendicular to the axis of the road behind the edge of the ditch of the existing road or outside the excavation work.

3.8.6. On straight sections, securing signs should be installed so that, having installed the tool on one of the alignment signs, two more signs of other alignments are visible. On straight sections, securing signs - outrigger posts are placed depending on the terrain every 200-400 m, between which intermediate outrigger stakes are placed perpendicular to the route. The track axis is secured with firmly driven stakes and high poles (3.0-4.0 m long), as well as pegs with their removal outside the machine operating area, indicating the distance of the extension. At the same time, on long straight sections, high milestones are installed every 0.5-1 km. On straight sections, the same milestones are placed at points corresponding to the tangents of the curves (see Fig. 3).

Fig.3. Scheme for fixing the road axis on a straight section of road

3.8.7. On curved sections of the route, outrigger poles are placed every 100 m, i.e. at each picket, on a line perpendicular to the tangent to the curve (see Fig. 4).

Fig.4. Scheme of fixing the road axis on a curved section of the road

Remote intermediate stakes are installed at distances that make it possible to conveniently break the curve. The beginning and end of the route, as well as its entire measurement, are linked to the existing mileage. The tops of the turning corners of the route are secured with firmly dug corner posts with an inscription (with a diameter of at least 10 cm and a height of 0.5-0.7 m). Fix the starting and ending points of transition curves. The pillars are placed on the continuation of the bisector of the angle 0.5 m from its apex. The inscription is directed towards the top, which is marked with a peg. On curves with small bisectors, two milestones are installed on the continuation of the tangents (outside the machine work area) 20 m from the top (see Fig. 4), and a list of fixing the route on the section is drawn up (Table 1).

Sheet for fixing the route on the site

Table 1

N sign of the leniya	Pinned point position			Binding				Description of the fastening sign	Sign sketch	Note
				Distance from axis, m		Marking of outrigger poles, m

The position of the road axis on the ground is established and fixed during the survey work. However, from the time of surveying to the start of road construction, sometimes a significant period of time passes, during which the conditions for the use of land allocated for road construction may change, and individual signs indicating the position of the route are often damaged. Therefore, before starting construction work, it is necessary to again clarify the position of the road on the ground and restore the alignment of the route.

Restoring and securing the route is carried out in the following sequence (Fig. 3.1.1):

They find, and if lost, restore, the angles of rotation. The apexes of the angles of rotation (AU) are secured by installing pillars, which are buried at a distance of 0.5 m from the actual apex of the angle along the continuation of the bisector. On these posts the serial number of the angle, radius, tangent and bisector of the curve are written down;

On straight sections, the center line of the route is secured with pillars every 200...400 m, depending on the terrain. On curved sections, outrigger poles are placed every 100 m;

A control measurement of the center line is carried out with the installation of additional plus points and the transverse profiles are divided for a more accurate calculation of the volume of excavation work. Intermediate points on the curves are divided by 5; 10 or 20 m depending on the radius of the curve (up to 100 m, from 100 to 500 and more than 500 m);

Longitudinal and transverse leveling and shooting of transverse profiles are carried out.

Rice. 3.1.1. Fixing the road route:
a - on a straight section; b - on the curve;
1 - extension column with a mark; 2 - outrigger stakes; 3 - border of the right of way; 4 - road axis; 5 - pickets; B is the width of the right of way; NK - beginning of the curve; CC - end of the curve; VU - vertex of the corner; T - tangent of the curve; R - curve radius; K - tangent to the curve

Elevation marks are fixed with benchmarks every 1000...2000 m, depending on the terrain. In addition, benchmarks must be installed at intersections with other roads or railways, near small artificial structures, at river crossings, at high embankments and deep excavations (more than 5 m). Benchmarks are installed to the side of the road, dug in shallow grooves and covered with earth in the form of a cone. Bridge supports, large stones, etc. can be used as reference points.

Securing the road axis involves moving pickets and plus points outside the right-of-way. The picketing is secured with guards, on which the distances of the leader are indicated (a log of the picketing is kept). If there is a discrepancy from the survey picketing by more than 1 m, chopped pickets are installed to link the points with the design longitudinal profile.

Drainage ditches are secured with pegs along their axes, indicating the depth in the places where they are installed. Reserves are marked with pegs along the edges every 10...50 m. With wide reserves, pegs are installed not only along the edges, but also along the axis, indicating the depth of development on them.