Deep rubble on the road. Spikes and rings. Terms and Definitions

The problem of the formation of a gauge on the road worries the overwhelming majority of motorists, because the formed "koleism" becomes the cause of accidents, and with quite serious consequences. It is believed that motorists themselves, who "shove" their vehicles in studded tires, are the belief that the main culp. But, is it really that way?

The main causes of the gauge

Pitch from spikes is formed as a small narrow band, but formed wider stripes, most likely appear from a large amount of large transport and flow. And, most likely, precisely for this reason and appears "coleism" with elevations and depressions.

One conclusion is in total that the main reason for which the problem of the formation of a gauge is arising on the road is rather not properly carried out by road works, as well as the extremely low quality of the coating and material itself. If you pay attention to technical documentation Coatings, we will find a clear wording that the canvas are required to lay in two layers. Moreover, the time period between them should be at least three days. But, as a rule, on domestic roads, even one layer cannot be conscientious. And rarely, it corresponds to even minimal indicators, and according to experts, most of the roads in Russia are intended for use with intensity road Not more than 500 cars per day.

NOTE
In addition, even if the asphalt is placed on technology, adhering to norms and order, then they do not even give him to the day and day. Often, they immediately open the movement at the not yet formed canvase, from which the differences and gates appear.

There is another reason that is hidden in poor-quality repairs. Surely everyone noticed that when repairing a portion of the road, where there are already depressions, they simply remove the top layer of the canvas, without additional processing and strengthening the foundation. That is, the problem remains, and it is falling asleep with a new asphalt. Of course, this type of "repair" is much cheaper, but also a sense from his holding, as we see, little.

NOTE
It is not enough to remove the old coating layer, because when used, not only the top canvas is deformed, but also the whole "pillow". Therefore, it is necessary to build the base again to avoid the appearance of a gauge. Interesting fact About the construction of roads in Europe, there is already quite a long time "meal" and superficial repairs are prohibited.

Therefore, it is clear that the low quality indicator of the material itself is not due official duties And it becomes a fundamental reason for the appearance of a gauge. The role of the workers and managers themselves is of great importance, because the quality of the work performed will allow the way to remain smooth a long decades. But, still a large percentage of people sees the culprit of the problem of spikes, even referring to the experience of their colleagues from Germany.

NOTE
Indeed, in Germany since 1975, a ban on the use of any spiked tires was introduced, but this is not due to the damage to the canvas, but with a large braking and inertia of such cars.

There is a categorical question, and is it possible to completely remake the disgusting roads in good? Of course, experience shows that all this is real, but you need to take into account local specifics. For example, high road loading, street layouts, with long-term repairs form the most real collapse. But, at the same time, the surface repair will not give any positive results, the road will shine only the first year, and maybe much less. Therefore, it is much cheaper to completely block the section of the road and carry out overhaul than to carry out annual work every year.

NOTE
Today, officials prefer to choose a smaller negative - bad roads. Summing up, I would like to recall again that no role is played in the destruction and formation of collaps. It is not high-quality work and material.

Methods that can be eliminated by the problem of the formation of a gauge on the road

As already found out, it is important for quality repairs not only to eliminate the king itself, but also to remove the fundamental reason. Therefore, it is important to carry out not only superficial repairs, but also carefully conduct a revision of the "pillows". Identify deficiencies, determine the level of work and conduct relevant activities.

In the companies engaged in road laying, repairs are divided into two main subspecies:

1. Asphalt repair.
2. Concrete repair.

In the first case, the process involves the use of two technologies:

1. Repair is made with cutting roadmap, that is, such work allows you to completely remove the destroyed and damaged coating, followed by the base analysis. If the "pillow" is ready to serve another season, then an asphalt mixture is poured into the seed places. Often use cold type, because the hot asphalt on small segments is quite difficult to seal.
2. The second type of work takes into account the absence of a card cutting, as such. The technology involves pouring the canvas by cast mixture. Such a mixture does not even require a mandatory compaction.

In the second case, the use of two technologies is also meant:

1. In the same way, part of the canvase is cut out, the so-called "card", after which the reinforcement is stacked, in the pre-sliced \u200b\u200bgrooves. Before installing, reinforcement, coating, the base is thoroughly processed and cleaned. After that, only proceed to the immediate fill.
2. Repair without cutting "Maps" is performed using special putty. That is, the river is cleaned, the garbage is removed, dust, the surface layer is removed, as a rule, not more than 0.2 mm. After that, processed by special solutions and cement-based emulsions.

Prevention of the formation of a gauge

In Europe, for example, the main reasons for the occurrence of the rut is caused by the fall of water, followed by the destruction of the canvas. Of course, in our country there are also areas of roads that are built in accordance with all the rules. Therefore, it would be reasonable to carry out the prevention of destruction, save the layer using a variety of technologies.

The problem of the formation of a gauge on the road can be solved with the help of special emulsions, which are poured into the formed pores and provide protection against moisture. The disadvantages of this method include only the need to restore the protective layer periodically once every two years.

In addition to the use of various solutions and emulsions, another, so-called wear layer is used. This is a layer of asphalt fabric consisting of 1 cm. Asphalt and 1 cm. The rubble is recessed in the canvas. Such a coating protects the road from moisture, and also contributes to improved clutch with wheels. According to mine technical parameters, this type allows you to save initial View Roads, but provided that initially work on the arrangement of the roadway was carried out with regard to all norms and rules.

GOST 32825-2014

Interstate standard

Road roads common use

Road coatings

Methods for measuring the geometric sizes of damage

Automobile Roads of General Use. Pavelments. Methods of Measurement of the Geometric Dimensions of Damages

ISS 93.080.01

Date of introduction 2015-07-01

Preface

Objectives, basic principles and the main procedure for working on interstate standardization GOST 1.0-92 "Interstate standardization system. Basic provisions" and GOST 1.2-2009 "Interstate standardization system. Standards interstate, rules and recommendations on interstate standardization. Development rules, adoption, Applications, updates and cancellation "

Information about standard

1 Developed by the Limited Liability Company "Center for Metrology, Testing and Standardization", Interstate Technical Committee on Standardization of MTC 418 "Road Economy"

2 introduced by the Federal Agency for Technical Regulation and Metrology

3 Adopted by the Interstate Council for Standardization, Metrology and Certification (Protocol of June 25, 2014 N 45)

For the adoption voted:

4 by the order of the Federal Agency for Technical Regulation and Metrology dated February 2, 2015 N 47-stage Interstate Standard GOST 32825-2014 was enacted as a national standard Russian Federation From July 1, 2015 with the right of early application

5 introduced for the first time


Information on the changes to this standard is published in the annual information indicator "National Standards", and the text of the amendments and amendments are in the monthly information indicator "National Standards". In case of revision (replacement) or the cancellation of this Standard, the appropriate notification will be published in the National Standards Monthly Information Index. Relevant information, notification and texts are also placed in information system General use - on the official website of the Federal Agency for Technical Regulation and Metrology on the Internet

1 area of \u200b\u200buse

1 area of \u200b\u200buse

This standard applies to methods for measuring the geometric dimensions of damage to road surfaces affecting the safety of the road, on the automotive roads of general use at the stage of their operation.

2 Regulatory references

This standard uses regulatory references to the following interstate standards:

GOST 427-75 Metal measuring rules. Technical conditions

GOST 7502-98 Rulets measuring metal. Technical conditions

GOST 30412-96 Roads automobile and airfields. Methods for measuring irregularities and coatings

Note - When using this standard, it is advisable to check the action of reference standards in the public information system - on the official website of the Federal Agency for Technical Regulation and Metrology on the Internet or on the National Standards Annual Information Signal, which is published as of January 1 of the current year, and on issues of the monthly information pointer "National Standards" for the current year. If the reference standard is replaced (changed), then when using this standard should be guided by replacing (modified) standard. If the reference standard is canceled without replacement, the position in which the reference is given to it is applied in a portion that does not affect this link.

3 Terms and Definitions

This standard applies the following terms with the corresponding definitions:

3.1 vertical shift of road plates: The shift of the road plates of cement concrete coating relative to each other in the vertical direction.

3.2 wave (comb): Alternation of depressions and protrusions on the road surface in the longitudinal direction in relation to the axis car expensive.

3.3 wpadina: Local deformation having a view of a smooth deepening of the road surface without destruction of the coating material.

3.4 pothole: Local destruction of the road surface, having a type of deepening with sharply defined edges.

3.5 darking: Surface destruction of the road surface as a result of separation of grains mineral material From the coating.

3.6 snacking: Speech Exterior binding to the surface of the road surface with a change in texture and color of the coating.

3.7 program: Local deformation having a species of smooth elevation of the road surface without destruction of the coating material.

3.8 roadwear: The structural element of the automotive road, which perceives the load from vehicle and transmitting it to the earthly canvas.

3.9 road covering: The upper part of the road clothing, suitable on the road ground, directly perceiving the load from vehicles and intended to ensure the specified operational requirements and protecting the road ground from the effects of weather and climatic factors.

3.10 quay: Smooth cross-profile cargo distortion, localized along the row bands.

3.11 rightness non-repairs: Elevation or deepening repair material relative to the surface of the road surface in places of repair.

3.12 road Damage: Violation of integrity (continuity) or road surface functionality caused by external influences, or due to violations of road construction technology.

3.13 package strip: Longitudinal strip on the surface of the roadway of the automotive road, corresponding to the trajectory of the movement of vehicles moving along the traffic strip.

3.14 break: Complete destruction of the road surface on the whole thickness, having a type of deepening with sharply defined edges.

3.15 the destruction of the edge of the coating: Chopping asphalt concrete or cement concrete from the edges of the road surface with a violation of its integrity.

3.16 drawer: The deformation of road clothing, having a type of deepening with smoothly defined edges, without the destruction of the coating material.

3.17 grid cracks: Interconnecting longitudinal, transverse and curvilinear cracks that divide the surface of a previously monolithic coating on cells.

3.18 shift: The local deformation of the asphalt concrete coating, which has the type of protrusions and depressions with a smoothly defined edges, formed due to the shear of the coating layers on the base or the upper coating layer in the underlying.

3.19 complete destruction of the road surface: The state of the road surface on which, with a visual estimate, the area of \u200b\u200bdamage is more than half of the total area of \u200b\u200bthe estimated area of \u200b\u200bthe coating.

3.20 crack: The destruction of the road surface manifested in the violation of the coating continuity.

4 Measurement Requirements

4.1 When measuring the geometric dimensions of damage, the following measurements are applied:

- three-meter rail with a wedge jersey according to GOST 30412;

- metal line according to GOST 427 with a division of 1 mm;

- Roulette metal according to GOST 7502 with a nominal length of at least 5 m and the class of accuracy 3;

- A device for measuring the distance with the measurement error of distances not more than 10 cm.

It is allowed to use other means of measurements with an accuracy that is not inferior to the above parameters.

4.2 It is allowed to apply automated accuracy equipment with measurement accuracy not inferior to 9.1. When measuring the beacon with automated equipment, the measurement method is according to the manufacturer's instructions.

5 Methods of measurements

5.1 Method of measuring the quailence value

The essence of the method consists in measuring by a wedge jersery or a metal line of the maximum lumen under the three-meter rail, laid on the road surface perpendicular to the axis of the automotive road.

5.2 Method of measuring shift values, waves and comb

The essence of the method is to measure the length of damage in the direction parallel to the axis of the automotive road and the measuring with a wedge jersery or the metal line of the maximum lumen under the three-meter rail laid onto the road surface in the direction parallel to the axis of the automotive road.

5.3 Method for measuring the magnitude of the geometric dimensions of pyles, break and drawdowns

The essence of the method consists in measuring the area of \u200b\u200bdamage corresponding to the area of \u200b\u200bthe rectangle with the sides parallel and perpendicular to the axis of the roadway of the automotive road described around the damaged place, and determine the depth of damage by measuring with a wedge jersery or a metal line of maximum lumen under the three-meter rail.

5.4 Method of measuring the magnitude of the elevation or deepening of the irregularity of displacement

The essence of the method consists in measuring by a wedge jersery or a metal line of maximum lumen under the three-meter rail, laid in places of repair of road surface damage.

5.5 Method for measuring the magnitude of the geometric sizes of the grid of cracks, peeling, chipping and lifting

5.6 Method for measuring the magnitude of the vertical shift of road plates

The essence of the method is to measure the value of the surface of the cement concrete coating road plates relative to each other in the vertical direction.

5.7 Method for measuring the magnitude of the geometric size of the destruction of the edge of the coating

The essence of the method consists in measuring the length of damage in the direction parallel to the axis of the automotive road.

5.8 Method for measuring the magnitude of the geometric sizes of continuous destruction of the road surface

The essence of the method consists in measuring the area of \u200b\u200bdamage corresponding to the area of \u200b\u200bthe rectangle with the sides parallel and perpendicular to the axis of the roadway described around the damaged place.

5.9 Method for measuring the magnitude of the geometric size of the crack

The essence of the method consists in measuring the length of the crack and the determination of its direction relative to the axis of the automotive road (longitudinal, transverse, curvilinear).

6 Safety requirements

6.1 Measurement venues and traffic management scheme for the time of measurements should be coordinated with the authorities responsible for organizing road safety.

6.2 When conducting stationary measurements of the geometric sizes of damage, the venues of the measurements should be fenced with the help of temporary technical means of organizing motion. When measuring measurements by moving installations, they must be indicated by signal signs that provide information on road work participants.

6.3 Experts conducting measurements must comply with labor protection instructions that establish rules for behavior and work on roads.

6.4 Experts conducting measurements must have personal protective equipment providing increased visibility in the conditions of work on roads.

7 Requirements for measurement conditions

Measurements are not allowed in the presence of snow cover and ice on the coverage of the road in the locations of the direct measurement.

8 Preparation for measurements

8.1 When preparing for measuring the geometric sizes of damage, it is necessary to determine the visual form of damage to the road surface and carry out its binding relative to the road section.

8.2 When measuring the quailenence value, it is necessary to determine the boundaries and the length of the independent area, at which, when visual assessment, the quaile content is the same. The length of the independent section may be up to 1000 m. In the event that the length of the independent section is more than 100 m, the independent portion must be divided into measuring areas with a length of (100 ± 10) m. If the total length of the independent section is not equal to an integer number of measuring sections of software (100 ± 10 ) M each, allocate an additional shortened measuring site. In case the length of the independent section is less than 100 m, this area is one measuring site.

On each measurement site, five points of measurement of the quaolery value are distinguished, at an equal distance from each other, which are assigned numbers from 1 to 5.

9 Measurement Procedure

9.1 Method of measuring Karaity

a) Set the three-meter rail to the road surface in the direction perpendicular to the automotive axis in such a way that it overlap the measured rut on both bands. If it is impossible to overlap the trimmetic rack at the same time on both bands, move the rail in the direction perpendicular to the axis of the automotive road and the measurement is measured on each row band within the measured strip of movement separately;

b) measured by a wedge jersery or a metal ruler maximum lumen under a three-meter rail with an accuracy of 1 mm;

c) the data obtained is made in the statement of measuring the quailence value;

d) repeat the actions specified in the lists a) -B) at each point of measurement of the quailence value.

The statement of measuring the quailence value is given in Appendix A.

The graphic diagram of the measurement is presented in Figure 1.

h and H - the maximum lumens under the three-meter rail on the right and left stripes of the russum, mm

Figure 1 - Scheme of measuring the quailence value

NOTE - If at the measurement point of the quailence value there is a different damage to the road surface, affecting the value of the measured parameter, move the rail along the road axis to such a distance to exclude the effect of this damage to the read parameter.

9.2 The method of measuring the magnitude of the shift, waves and comb

During measurements, the following operations perform:

- measured by a tape measure or a distance measuring device maximum size Damage in the direction parallel to the axis of the automotive road up to 10 cm;



- Measure the wedge jersery or metal ruler maximum lumen under the three-meter rail with an accuracy of 1 mm.

Note - If due to the sizes of damage, it is not possible to measure the maximum lumen under the three-meter rail, only the maximum damage size in the direction parallel to the axis of the automotive road is measured.


The graphical diagram of measurements is presented in Figure 2.

but h. - Maximum clearance under the three-meter rail, mm

Figure 2 - Scheme of measurements of shift values, waves and comb

9.3 Method of measuring the magnitude of the geometric dimensions of pyles, break and drawdowns

During measurements, the following operations perform:

- Measure with a tape measure or a ruler maximum damage in the direction parallel to the axis of the automotive road with an accuracy of 1 cm;

- measured by a tape measure or a ruler maximum damage to the direction perpendicular to the axis of the automotive road with an accuracy of 1 cm;

- set a three-meter rail to the road surface in the direction parallel to the axis of the automotive road in such a way as to overlap the measured damage;

- The maximum lumen is measured with a three-meter rail with an accuracy of 1 mm.

Note - If due to the sizes of damage, it is not possible to measure the maximum lumen under the three-meter rail, only the maximum dimensions of damage in directions parallel and perpendicular to the axis of the automotive road are measured.


The graphic diagram of the measurement is presented in Figure 3.

h. - maximum lumen under the three-meter rail, mm; but - maximum damage in the direction parallel to the axis of the automotive road, see; b.

Figure 3 - diagram of measuring the magnitude of the geometric dimensions pyles, breakdown and drawdowns

9.4 Method for measuring the elevation size or recess of the irregularity of the patch repair

During measurements, the following operations perform:

- set a three-meter rail to the road surface in the direction parallel to the axis of the automotive road in the repair places of damage to the road surface;

- The maximum lumen is measured with a three-meter rail with an accuracy of 1 mm. In the case of measuring the elevation of the repair material, if both ends of the rails do not concern the coating, both lumens are measured along the edge of damage repair places from two sides of the rail and fix the maximum lumen. If, due to the small size of the place of repair of damage, one end of the rail is based on the coating, and the other does not concern it, the lumen is measured along the edge of the repair point of damage from the end of the rail, which is covered.

Graphic measurement schemes are presented in Figures 4-6.

h. and h. - Maximum lumens under the three-meter rail from one and the other edge of the place of repair of damage, mm

Figure 4 - diagram of measurements of the elevation of the elevation of the pamper

h.

Figure 5 - diagram of measurements of the magnitude of the elevation of the irregularity of the patch repair

h. - Maximum lumen under the three-meter rail at the edge of the place of repair of damage, mm

Figure 6 - diagram of measurements of the size of the recess of the patch repair

9.5 Method for measuring the magnitude of the geometric sizes of the grid of cracks, peeling, chipping and lifting

During measurements, the following operations perform:

- Measure the tape measure or another device for measuring the distance the maximum damage size in directions parallel and perpendicular to the axis of the automotive road with an accuracy of 10 cm.

The graphic diagram of the measurement is presented in Figure 7.

but - maximum damage in the direction parallel to the axis of the automotive road, see; b. - the maximum amount of damage in the direction perpendicular to the axis of the automotive road, see

Figure 7 - Diagram of measurements of the magnitude of the geometric size of the grid of cracks, peeling, chipping and lifting

9.6 Method for measuring the magnitude of the vertical shift of road plates

When measuring measurements, the metal line is measured by the magnitude of the maximum vertical offset of the road plates relative to each other with an accuracy of 1 mm.

The graphical diagram of measurements is presented in Figure 8.

h. - Maximum vertical shift of road plates relative to each other, mm

Figure 8 - diagram of measurements of the magnitude of the vertical shift of road plates

9.7 Method of measuring the geometric sizes of the destruction of the edge of the coating

When measuring measurements, measured with a tape or another device for measuring the distance the maximum damage size in the direction parallel to the automotive axis with an accuracy of 10 cm.

The graphical diagram of measurements is presented in Figure 9.

but - Maximum damage in the direction parallel to the axis of the automotive road, see

Figure 9 - diagram of measuring the magnitude of the geometric size of the destruction of the edge of the carriageway

9.8 Method of measuring the geometric sizes of continuous destruction of the road surface

When measuring, measurements are measured by a tape measure or another device for measuring the distance maximum damage size in directions parallel and perpendicular to the axis of the automotive road with an accuracy of up to 10 cm.

The graphic diagram of the measurement is presented in Figure 10.

but - maximum damage in the direction parallel to the axis of the automotive road, see; b. - the maximum amount of damage in the direction perpendicular to the axis of the automotive road, see

Figure 10 - diagram of measurements of the magnitude of the geometric size of continuous destruction of the road surface

9.9 Method of measuring geometric crack size

During measurements, the following operations perform:

- determines the direction of the crack relative to the axis of the automotive road (longitudinal, transverse, curvilinear);

- Measure the tape measure or another device to measure the distance of the damage length with an accuracy of 10 cm.

The graphic diagram of the measurement is presented in Figure 11.

but - Damage length, see

Figure 11 - scheme for measuring the magnitude of the geometric sizes of the crack

10 Processing measurement results

10.1 Method of measuring the quailence value

For the calculated value of the quailence value, the maximum value is taken, measured on each measuring site.

The calculated value of the quailence value on an independent section is calculated as the arithmetic average of all calculated values \u200b\u200bof the quailenence in measuring areas by the formula

where h. - the calculated value of the quaile content of the measuring section, mm;

n. - The number of measuring sites.

10.2 3A The value of the size of the shear, waves and combs are made of damage measured in the direction parallel to the axis of the automotive road. For the value of the shift, waves and combs of each individual damage, the magnitude of the maximum lumen is taken under the three-meter rail.

10.3 Area potholes, breakdown and drawdowns are calculated by the formula

S \u003d A · B, (2)

where but - maximum damage measured in the direction parallel to the axis of the automotive road, see;

b. - Maximum damage measured in the direction perpendicular to the axis of the automotive road, see

For the value of the depth of potholes, break and drawdowns take the magnitude of the maximum lumen under the three-meter rail.

10.4 For the value of the geometric dimensions of the irregular repairs, the magnitude of the maximum lumen under the three-meter rail is taken.

10.5 The area of \u200b\u200bthe grid of cracks, peeling, chipping and bubbling is calculated by formula (2).

10.6 For the value of the vertical offset of cement concrete slabs, the maximum stove displacement is taken relative to each other in the vertical direction.

10.7 3A The value of the size of the destruction of the edge of the coating is made of the damage measured in the direction parallel to the axis of the automotive road.

10.8 The area of \u200b\u200bcontinuous destruction of the coating is calculated by formula (2).

10.9 For the value of the fracture, its length is accepted.

11 Registration of measurement results

The measurement results are made in the form of a protocol that must contain:

- the name of the organization conducted;

- Name of the highway;

- road index;

- Room of the highway;

- binding to kilometer;

- travel strip number;

- date and time of measurements;

- type of damage;

- results of measuring geometric damage parameters;

- reference to this standard.

12 Monitoring the accuracy of measurement results

The accuracy of measurement results is provided:

- compliance with the requirements of this Standard;

- carrying out a periodic assessment of the metrological characteristics of measuring instruments;

- carrying out periodic certification of equipment.

The measurement person must be familiar with the requirements of this Standard.

Appendix A (Reference). Characterity measurement statement

Appendix A.
(Reference)

UDC 625.09: 006.354 μs 93.080.01

Keywords: road surface, geometrical dimensions damage, beacon, pothole, drawdown
_________________________________________________________________________________________

Electronic document text
prepared Codex JSC and drilled by:
official edition
M.: Standinform, 2015

The most terrible B. winter - not at all unwillingness (although at the moment is not so cold). And not even ice. The worst is a rin, and now in the city - almost any street. What is dangerous garbageing a river - a car can easily turn out, throw away to the oncoming card either on the side of the road, and if there is a tight flow? Or a tram parallel, or is it much worse - a counter course?

Why is this happening?

If you move on the rear-wheel drive car, the rear wheels pushed the car, and the front of the rut is not able to leave, because they sculp from the walls. In this case, the rear axle demolides, the routing of the car begins.

If on, then the foreframes easily get out of the rut, but the rear remains there, the car instantly puts sidewaysAnd it is spinning - also absolutely nothing good. Truth, front-wheel drive In this case, it is preferable because the leading wheels are simultaneously controlled.

But the process is usually developing so rapidly that the driver does not have time to respond. therefore in the icing track, it is necessary to move strictly on its axis. And before departure from the rut, it is reduced to the minimum and pull out the car under a very sharp angle. At high speed on smooth steering movements, the car may not pay attention, but the sharp guaranteed will lead to the consequences described above.

At all, when the width of the roadway allows you to move much better not in a ripple, leaving the embedded grooves between the wheels, but in this case it is also necessary to be very careful in order not to break in it, or on the right row, it is usually not so driven (any better snow coverage than gauges).

For the sake of justice it should be noted that in such a situation, you can also be in the summer on the country trackWhen the right wheels moved from asphalt to the roadside. In this case, the rule is the same - in a small speed, carefully under the sharp angle to stick the car back to the asphalt.

And one more thing: on such slippery roads the side interval between the machines becomes very important, especially on the intersections. This summer, you can get up "prompt", and now when you start from the place at the front-wheel drive car, you can drag the fear of the front, in the rear-wheel drive - feed, so it is necessary to touch carefully, and the side interval is to leave more, and in case it is impossible, it is better to leave The second, the second, rather than squeezed into a narrow lumen in the first row.

Naturally, it is better not to fall into an accident, but in case, thanks to the ice rips, your car still spokes and you hooked someone else, then completely will be perfectwhich, by the way, is obliged to clean the roads from snow and ice just six hours after the end of the snowfall. And if the cause of an accident in the improper condition of the road surface, then those who are responsible for the state of the road are obliged to compensate for the damage.

Therefore, even if you drove into a pillar and traffic police inspectors say that you incorrectly chosen the speed of movement slipping road, insist that the rules you did not violate, but in an accident only because of ice on the road. At the same time, it is necessary to attract witnesses who can confirm that the road was ice and ruts on the road, and take a picture of the road, since after an accident only after a few hours of road builders can remove all the snow and ice, and it will be very difficult to prove their guilt. Well, and then, if the road builders refuse to reimburse the damage, then you need to go to court.

Quite often, you can meet drivers who firmly fall on the road and are trying to leave it unsuccessfully without resorting to. Unfortunately, it is not always possible, especially if the motorist makes incorrect actions, and its car sits deeper. Optimal option In such a situation, it is to contact other drivers who could help you leave the rut.

But people are not always there are people, so you need to learn to overcome such an obstacle yourself in order not to feel helpless in an extreme situation. Another point is the security that is not everyone is able to secure himself. We will try to figure out how to leave the rut, not harming yourself, your car and other drivers.

What is a track

As practice shows, many do not even know what a car track is. And how can you deal with what is unfamiliar to you? Therefore, to begin with, we recommend to understand what is this mysterious river.

A huge number of cars are moving daily on the roads. They ride almost non-stop, and at any time of the day. And this is not only "cars", but also big trucks With a luggage in several tons, regular buses, special equipment, etc. In this regard, the asphalt coating is presented and a rinse is formed.

What to do in such a situation? First of all, you need to pay off the amplitude of such a oscillation. Slow rotations of the steering wheel will not help here. It is recommended to cuddle with the wheel as close as possible to the side of the gauge - in the other side where you are going to leave. For example, if you want to get out of the "Kappan" in the direction of the left - squeeze to the left side.

Only after that quickly and confidently scroll the steering wheel in the required side and return it to initial position. In this way, you can align the car by putting the wheels straight. A similar maneuver will help to avoid long-term with the edge and, accordingly, reduce the risk of departure from the rut.

Also do not continuously put pressure on gas. If, with the first attempt, the car will not be able to overcome the obstacle, then the wheels will slip on the spot. It will only aggravate and without the unfailing situation. It is better to slowly rock the car, carrying out smooth movements forward-back. Gradually, the acceleration of the car will increase, and you can easily get out of the gauge.

Use sand

On the video told how to ride in a ride:

It happens that none of the above-described actions leads to the desired result. In this case, you need to use other methods, but for this you should be in advance in a small amount of sand. The granite crumb is also suitable. If necessary, one of these materials can be, then the clutch of the wheels with an expensive will improve significantly, which will increase the chances of exemption from the rut.

You can also take a shovel and try to increase the rut. But this method is not universal. If on the street, frost and king opelaned, then only scrap can help here. Therefore, in this case, it is also advisable to apply the granite crumb.

Modern drivers are not necessarily carrying sand. Today, special plates are sold. They were created precisely to overcome ice obstacles and interfere with slipping. If you get into a rut, you just need to put on the tires and smoothly move. Typically, such plates are very effective in winter.

Riding in the snow

If you plan to go to just a snow-covered road, first weigh the possibilities of your car. Over the virgin, it is necessary to move extremely carefully, because under the snow layer, stumps, stones, etc., can be caught up with the elevated places, and move the corner at the pedestrian trails. Welcome on tires special chains that interfere with slipping. But do it only on hard-to-reach areas.

On the video - an accident occurred due to the fact that the driver could not leave the rut in the winter:

Overcoming snowdrifts

Optimal - with overclocking. If the machine is forced, then you need to go back on the same trajectory and try again. Just in case, take with you a shovel so that you can dig a snowdrift.

Potions

Overcome the lifts at the lowest gear, but with overclocking. If the area is unfamiliar to you, then it is better to check the lifts, walking on foot. As a rule, in such places a lot of snow, and in it can easily be stuck.

Now you know how to overcome any obstacle on the road. Use the knowledge gained not only for yourself, but also to help other drivers. If you see a motorist stuck in a rut, think about what you could be in his place.

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