Par Eiropas valstu līgumu par starptautiskajām automaģistrālēm (AGR)

Ārlietu ministrijas informācija Rīgā 2013.gada 11.janvārī Par Eiropas valstu līgumu par starptautiskajām automaģistrālēm (AGR) Ārlietu ministrija nosūta publicēšanai 1975.gada 15.novembra Eiropas valstu līguma par starptautiskajām automaģistrālēm (AGR) tulkojumu latviešu valodā (turpmāk tekstā - Līgums).

Līgums stājās spēkā Latvijas Republikā 1997.gada 10.septembrī.

Ministru kabineta rīkojums Nr.131 par Līguma apstiprināšanu publicēts oficiālajā laikrakstā "Latvijas Vēstnesis"

1997.gada 21.martā Nr.79 (794). Līguma teksts līdz šim nav publicēts.

Ārlietu ministrijas Juridiskā departamenta direktore I.Mangule EUROPEAN AGREEMENT ON MAIN INTERNATIONAL TRAFFIC ARTERIES (AGR) THE CONTRACTING PARTIES, CONSCIOUS of the need to facilitate and develop international road traffic in Europe, CONSIDERING that in order to strengthen relations between European countries it is essential to lay down a coordinated plan for the construction and development of roads adjusted to the requirements of future international traffic and the environment, HAVE AGREED as follows:

Article 1Definition and adoption of the international E-road network

The Contracting Parties adopt the proposed road network hereinafter referred to as "the international E-road network" and described in annex I to this Agreement, as a coordinated plan for the construction and development of roads of international importance which they intend to undertake within the framework of their national programmes.

Article 2Creation of a grid system of roads

The international E-road network consists of a grid system of reference roads having a general north-south and west-east orientation; it includes also intermediate roads located between the reference roads and branch, link and connecting roads.

Article 3Construction and development of roads of the international E-road

network The roads of the international E-road network as referred to in article 1 of this Agreement shall be brought into conformity with the provisions of annex II to this Agreement.

Article 4Signing of the roads of the international E-road network

Article 5Procedure for the signature of, and for becoming Party to, this

Agreement 1. This Agreement shall be open until 31 December 1976 for signature by States which are either Members of the United Nations Economic Commission for Europe or have been admitted to the Commission in a consultative capacity in conformity with paragraph 8 of the terms of reference of the Commission.

Article 6Entry into force of this Agreement

Article 7Procedures for amending the main text of this Agreement

The procedure specified in subparagraphs (a) and (b) of paragraph 2 of this article shall be applied in respect of any amendment submitted to the consideration of such a conference.

Article 8Procedure for amending annex I to this Agreement

If such notification is not made within a period of 18 months following the date on which the proposed amendment was communicated to the said competent administration or if, within the period of six months specified above, the competent administration of a Contracting Party directly concerned expresses an objection to the proposed amendment, that amendment shall not be accepted.

Article 9Procedure for amending annexes II and III to this Agreement

Article 10Notification of the address of the administration to which

proposed amendments to the annexes to this Agreement are to be communicated Each State shall, at the time of signing, ratifying, accepting, approving or acceding to this Agreement, inform the Secretary-General of the name and address of its administration to which proposed amendments to the annexes to this Agreement are to be communicated in conformity with articles 8 and 9 of this Agreement.

Article 11Denunciation and cessation of validity of this Agreement

Any Contracting Party may denounce this Agreement by written notification addressed to the Secretary-General. The denunciation shall take effect one year after the date of receipt of the Secretary-General of such notification.

Article 12Termination of this Agreement

This Agreement shall cease to be in force if the number of Contracting Parties is less than eight for any period of 12 consecutive months.

Article 13Settlement of disputes

Article 14Limits to the application of this Agreement

Nothing in this Agreement shall be construed as preventing a Contracting Party from taking such action, compatible with the provisions of the Charter of the United Nations and limited to the exigencies of the situation, as it considers necessary to its external or internal security.

Article 15Declaration concerning article 13 of this Agreement

Any State may, at the time of signing this Agreement or of depositing its instrument of ratification, acceptance, approval or accession, declare that it does not consider itself bound by article 13 of this Agreement. Other Contracting Parties shall not be bound by article 13 with respect to any Contracting Party which has made such a declaration.

Article 16Notifications to Contracting Parties

In addition to the declaration, notifications and communications provided for in articles 7, 8, 9 and 15 of this Agreement, the Secretary-General shall notify the Contracting Parties and the other States referred to in article 5 of the following: (a) signatures, ratifications, acceptances, approvals and accessions under article 5; (b) the dates of entry into force of this Agreement in accordance with article 6; (c) the date of entry into force of amendments to this Agreement in accordance with article 7, paragraph 2(c), article 8, paragraphs 4 and 5 and article 9; (d) denunciations under article 11; (e) the termination of this Agreement under article 12.

Article 17Deposit of this Agreement with the Secretary-General

After 31 December 1976 the original of this Agreement shall be deposited with the Secretary-General of the United Nations, who shall send certified true copies to all the States referred to in article 5 of this Agreement.

IN WITNESS WHEREOF, the undersigned, being duly authorized thereto, have signed this Agreement.

DONE at Geneva, this fifteenth day of November one thousand nine hundred and seventy-five, in a single copy in the English, French and Russian languages, the three texts being equally authentic.

Annex I INTERNATIONAL E-ROAD NETWORK Explanatory notes 1. Reference roads and intermediate roads, called class-A roads, have two-digit numbers; branch, link and connecting roads, called class-B roads, have three-digit numbers.

LIST OF ROADS A. MAIN ROADS

Margrethen - Lauterach - Feldkirch - Imst - Innsbruck - Wörgl

Dubrovnik - Petrovac - Podgorica -Priština - Niš - Dimitrovgrad - Sofia - Plovdiv - Svilengrad - Edirne -Babaeski - Silivri - Istanbul - Izmir - Adapazari - Bolu - Gerede - Ilgaz -Amasya - Niksar - Refahiye - Erzincan - Askale - Erzurum - Ağri -Gürbulak - Iran (Islamic Republic of) E 90 Lisboa - Montijo - Setúbal - Evora - Caia - Badajoz - Madrid - Zaragoza - Lérida

Igoumenitsa - Ioannina - Kozani - Thessaloniki - Alexandropouli - Ipsala - Kesan - Gelibolu ... Lapseki - Bursa - Eskişehir - Sivrihisar - Ankara - Aksaray - Adana -Toprakkale - Gaziantep - S. Urfa - Nusaybin - Cizre - Habur

Amsterdam - Gronningen - Oldenburg - Bremen - Hamburg - Lübeck - Rostock - Stralsund - Sassnitz ... Trellenborg - Malmö - Kalmar - Norköping ... Ventspils - Riga - Rezekne - Velikie Luki - Moskva -Vladimir - Nizhny Novgorod - Kazan - Elabuga - Perm - Ekaterinburg -Tyumen - Ishim E 24 Birmingham - Cambridge - Ipswich E 26 Hamburg - Berlin E 28 Berlin - Szczecin

E 56 Nürnberg - Regensburg - Passau - Wels - Sattledt E 58 Wien - Bratislava

Candido - Spittal - Villach - Klagenfurt - Graz - Veszprém - Székesfehérvár E 68 Szeged - Arad - Ilia - Deva - Sebeş - Sibiu - Veştem - Făgăraş - Braşov E 72 Bordeaux - Toulouse E 74 Nice - Cuneo - Asti - Alessandria E 76 Migliarino - Firenze E 78 Grosseto - Arezzo

Helsingør - København - Koge - Vordingborg - Farø - Nykøbing Falster - Gedser ... Rostock - Berlin - Lübbenau - Dresden -Teplice - Praha- Tábor - České Budĕjovice - Dolni Dvořištĕ - Linz-Salzburg - Villach - Tarvisio - Udine - Palmanova - Mestre (Venezia) -Ravenna - Cesena - Rimini - Fano - Ancona - Pescara - Canosa - Bari -Brindisi ... Igoumenitsa - Preveza - Messolongi - Rion - Patrai - Pyrgos -Kalamata E 65 Malmö -Ystad...

Šwinoujście - Wolin - Goleniów - Szczecin - Šwiebodzin - Jelenia-Góra - Harrachov - Zelezný Brod - Turnov - Mladá Boleslav - Praha - Jihlava - Brno - Břeclav - Bratislava - Rajka - Mosonmagyaróvaŕ - Csorna - Szombathely - Körmend - Zalaegerszeg - Nagykanizsa - Letenye - Zagreb - Karlovac - Rijeka - Split - Metković - Dubrovnik - Petrovac - Podgorica

Bernardino - Bellinzona E 47 Helsingborg...

Helsingør - København - Køge - Vordingborg - Farø - Rodby ...

Lübeck E 49 Magdeburg - Halle

E 73 Budapest - Szekszárd - Mohács - Osijek - Djakovo - Samak - Zenica - Mostar - Metković E 77 Pskov - Riga - Siauliai - Tolpaki - Kaliningrad... Gdańsk - Elblag - Warszawa - Radom - Kraków - Trstená - Ružomberok - Zvolen - Budapest E 79 Miskolc - Debrecen

are based on modem concepts of road construction technology. They do not apply in built-up areas. The latter shall be by-passed if they constitute a hindrance or a danger.

The provisions of this annex take into account various criteria including traffic safety, environmental protection, fluidity of traffic flow and comfort of road users, applied on the basis of economic evaluation. The provisions of this annex concerning tunnels shall apply to tunnels with lengths of over 500 m. Some of these provisions, however, concern long tunnels only.

Countries shall make every possible effort to conform to these provisions both in the construction of new roads and in modernizing existing ones.

II CLASSIFICATION OF INTERNATIONAL ROADS International roads are classed as follows:

International roads should preferably be motorways or express roads.

III GEOMETRIC CHARACTERISTICS III.1 General considerations The choice of geometric characteristics shall be such as to afford to all users proper safety and traffic flow conditions with a minimum of congestion, bearing in mind the function of the road and the general behaviour of drivers.

The general rules of design apply to both the construction of new roads and the modernization of the existing network. In the latter case, however, account shall be taken of special constraints and situations and the basic rules shall be applied flexibly so as to conserve the general consistency of the route.

Less importance may therefore be attached to some basic parameters while upgrading the quality of the alignment and its perception by the driver ("readability" of the road) so as to improve safety.

The progressive improvements to a road shall be effected with particular care so as, at each stage, to respect the general consistency of the route (importance of transitions).

When a motorway or a road with separate carriageways is constructed in stages, involving the initial inauguration of a single two-way carriageway, care shall be taken in designing this first phase so that its two-way nature is clearly recognizable by users and so that it can function as such; this will involve the need to ensure overtaking visibility for traffic in each direction along most of the alignment and, as far as possible, to conceal such installations as must be constructed in their final form from the outset.

The parameters of the design and dimensions depend on the choice of category of road, which is conditioned by its functions, its location (topography, land use, etc.) and the general technical and economic context. The choice of category shall take account of:

Internal consistency (homogeneity) of construction characteristics;

Consistency of the road with the user's perception of it.

It will then be possible to define a consistent overall approach to the development of the route (or section) under consideration, and to decide accordingly on all the components of the project (geometry, signs and equipment, and junctions).

A range of design speed is associated with each category of road.

The design speed is that speed which in a scheme for the improvement or construction of a road is chosen to determine geometric characteristics permitting isolated vehicles to travel at this speed in safety.

The range of recommended design speeds in km/h on international roads is as follows:

Motorways X 80 100 120 140 Express roads 60 80 100 120 X Ordinary roads 60 80 100 X X Design speeds of over 100 km/h should not be selected unless the carriageways are separated and the layout of intersections so permits.

The lowest design speeds (60 km/h for roads or 80 km/h for motorways) may be used on highly restrictive sections.

The design speed may be reduced in exceptional cases on sections of limited length of the road and in difficult topographic and other conditions. Changes from one design speed to another should be applied gradually in such a manner that they can be easily foreseen by the driver.

The concept of "design speed" may not be applicable to certain routes with a difficult topography.

International roads shall present homogeneous characteristics over sufficiently long sections. Changes of category shall be made at points where they are quite clear to users (approaching built-up areas, change in topography, interchanges, toll areas and frontier posts) and particular attention shall be paid to transition zones.

It is also important to verify that minimum conditions of safety are observed at all points on the road, taking into account the actual speeds at which most users travel, in the light of the general configuration of the alignment and the regulations in force.

International roads should provide for traffic of motor vehicles in accordance with national regulations concerning the sizes, total weight and axle load.

III.2 Horizontal and vertical alignment III.2.1. Basic parameters The horizontal and vertical alignment shall be coordinated in such a way that the road is perceived by the driver as being without undue discontinuities of alignment, permits him to anticipate his manoeuvres and to see clearly the critical points, in particular junctions and entrances and exits of interchanges.

The rules for the dimensions of the horizontal and vertical alignment shall be based on conventional traffic engineering parameters (reaction times, friction coefficients, height of obstacle, etc.) for the majority of users.

The recommended minimum values for the parameters of the horizontal and vertical alignment are given in the following table:

Design speed (km/h) 60 80 100 120 140 Minimum radii in plane (corresponding to maximum superelevation 7%) 120 240 450 650 1000 Maximum gradient (percentage not to be exceeded)* 8 7 6 5 4 Maximum longitudinal gradient in new tunnels** 5 5 5 5 5 Minimum radii at the highest point of the vertical alignment (in m) One-way 1500 3000 6000 10000 18000 Two-way 1600 4500 10000 - - Minimum radii at the lowest point of the vertical alignment 1500 2000 3000 4200 6000 * The maximum gradient should be decreased by 1% in the case of express roads and motorways. When the maximum gradient is applied, an additional lane for slow-moving vehicles should be envisaged. ** Unless no other solution is geographically possible. In tunnels with gradients higher than 3%, additional and/or reinforced measures should be taken to enhance safety on the basis of a risk analysis.

The minimum vertical alignment radii shall be avoided at the approaches to critical points (junctions, interchanges, accesses, entries to built-up areas, etc.).

The gradient resulting from longitudinal slope and superelevation shall not exceed 10%.

Horizontal alignment curves shall, when appropriate, be introduced by transition curves.

III.2.2 Conditions of visibility Visibility distances shall be at least equal to stopping distances for obstacles over the whole length of the road.

Minimum values are given for guidance in the table below:

Design speed (km/h) 60 80 100 120 140 Minimum stopping distance (m) 70 100 150 200 300 On two-way roads, the minimum visibility distances required for overtaking shall be provided on as great a percentage of the length of the road and be as uniformly distributed as possible.

Where visibility is insufficient, the construction, on single carriageway two-way roads, of passing areas or judiciously-sited local widening of the road is recommended.

In areas where visibility distances cannot be ensured (permanently or temporarily), appropriate road markings and signs shall prohibit overtaking in a form clear and perceptible to users.

III.3 Cross-section between junctions The formation of international roads shall comprise, in addition to the carriageway or carriageways, verges and possibly a central reserve and special paths for pedestrians and cyclists.

Such special paths shall not be permitted within the formation of motorways and express roads.

The cross-section shall be such as to ensure at all times the smooth flow of current and foreseeable traffic in proper conditions of safety and comfort.

In this respect, tunnels and bridges, structures which are an integral part of the road system, should, to the extent possible, with the exception of the emergency lane, have the same number of traffic lanes as there are before and after these structures. Any change in the number of lanes should occur at a sufficient distance from the entrance to these infrastructures.

For tunnels, the principal criteria to be taken into account in deciding on the number of tubes to build (a single tube or two tubes) are traffic forecasts and safety (taking into account such aspects as the percentage of heavy goods vehicles, gradient and length).

Emergency stopping places (lay-bys) should be provided at least every 1000 m in narrow bidirectional tunnels with heavy traffic.

New tunnels without an emergency lane should as far as possible be provided with emergency walkways, elevated or not, for tunnel users in the event of an incident. In existing tunnels where there is neither an emergency lane nor an emergency walkway, additional and/or reinforced measures should be taken to ensure safety.

III 3.1 Number and width of traffic lanes The choice of the number of lanes shall be based on current and foreseeable flows of traffic. It must ensure that the necessary standard of service is provided, taking into account the economic function of the road.

Operational measures with a view to temporarily increasing capacity, inter alia, counterflow traffic, speed reductions and a reduction in the width of lanes, may also ensure a steady flow of traffic under certain special conditions and during certain periods.

Particular care shall be taken in regard to the construction of three-lane roads and the use of the central lane. The central lane should not be used for overtaking in both directions at the same time.

Separate one-way carriageways are strongly recommended for four-lane roads so as to maintain proper safety standards.

Additional lanes should be considered, especially on gradients when the proportion and speed of slow vehicles lead to unacceptable reduction in service level.

Traffic lanes on a straight alignment should have a minimum width of 3.50 m. Extra width shall be provided in small radius curves so as to make room for the largest authorized vehicles.

The width of supplementary lanes on gradients can be reduced to 3 m.

III 3.2 Shoulders The shoulder can be taken to comprise a stabilized or paved section and a grass or gravel verge.

The recommended minimum width of shoulders is a range from 2.50 m for ordinary roads to 3.25 m for motorways. On difficult sections of mountainous terrain and on sections crossing intensively urbanized areas, with constructions such as fly-overs, viaducts, bridges and tunnels and also on sections equipped with acceleration or deceleration lanes, the width of shoulder can be reduced.

On motorways, the shoulders should normally include a continuous stopping strip (emergency stopping strip) of at least 2.50 m (3 m if heavy vehicle traffic so justifies), stabilized and paved so as to permit stopping.

On ordinary roads, the provision of stabilized lateral strips of at least 0.7 m width, clearly differentiated from the carriageway, is recommended.

For safety reasons, an obstacle-free area of at least 3 m beyond the edge of the running carriageway should be provided, if possible, and obstacles which are too close to the edge of the carriageway shall be isolated by appropriate means.

In the absence of a stopping-strip, parking areas (stopping points) shall be provided at intervals. Where necessary, draw-ins for buses shall also be provided.

When two-wheeled traffic so justifies, special facilities (cycle paths or strips) shall be envisaged. Special facilities for pedestrians shall also be envisaged when their presence makes it necessary.

The verge shall be sufficiently wide to permit clear visibility and provide room for highway equipment (signs, barriers - see chapter IV) where necessary.

III 3.3 Central reserve The recommended minimum width of the central reserve on motorways and roads with separate carriageways is about 3 m. This minimum width may be reduced in highly restrictive areas, although an adequate width must be maintained for the installation of a safety fence. Adequate safety fences shall be provided in such cases (see chapter IV).

The central reserve shall normally be equipped with safety fences (crash barriers or safety barriers) unless it is wide enough to result in little risk of vehicle cross-over accidents.

III 3.4 Crossfall On straight or nearly straight alignments the carriageway crossfall as a rule should be from 2% to 3% to facilitate water runoff. The slope should be from a central crown on two-way roads and slope outwards from the central reserve where there are separate carriageways.

Areas of varied superelevation should be treated with special care to ensure adequate water runoff.

III 4 Overhead clearance Overhead clearance shall be not less than 4.5 m.

III 5 Intersections* An intersection is a point at which two or more traffic flows meet. * Note: This text is based on the assumption that traffic keeps to the right III 5.1 Choice of type of junction The whole of the interchange system shall be treated consistently over the whole route, both in terms of the location and distances between interchange points, and in the choice of facilities which must be clear to all users and so designed as to minimize risks of conflict (particularly in traffic cuts).

The number of interchange points may also be reduced by re-routing some traffic flows to better constructed neighbouring junctions.

International roads shall normally have priority, except at specific points (intersection with another international road, transition zones, roundabouts) where loss of priority may be allowed.

On two-way roads, intersections can either be grade separated or level junctions. Grade-separated junctions may be envisaged for important interchange points if economic conditions so permit, as well as grade separation without interchange for re-establishing certain communications (agricultural traffic, for example).

Roundabouts are a solution under certain conditions (transition areas, outskirts of a built-up area, large-scale interchange movements).

On roads where the carriageways are separated, intersections shall generally be constructed on separate levels (grade-separation of flows), since level junctions with interchanges can be envisaged only under certain specific conditions in which safety criteria can be respected.

Intermediate solutions (grade separation without interchange, no-left-turn half-junction) may be envisaged under certain conditions.

On motorways, grade-separated intersections shall be obligatory.

The use of junctions with traffic light signals (three colour system) outside built-up areas may be envisaged provided that their visibility and successful operation can be ensured without risk to users.

III 5.2 Layout of level junctions Level junctions shall be constructed in accordance with the rules in force on the basis of the following general principles:

Junctions comprising more than four branches shall therefore be simplified by grouping certain traffic streams, or shall be treated as roundabouts;

The choice of the form of interchanges shall be based on the objectives of simplicity and uniformity.

Uniformity shall be taken to be "operational", i.e. linked to the fact that motorway-users "expect" to have to make similar manoeuvres, even in interchanges of different types.

The form of an interchange shall depend on the topography, the relative importance of traffic flows, the type of intersecting road and the possible presence of toll booths.

III 5.3.2 Geometric characteristics Slip roads: It is desirable for slip roads, including lateral markings and shoulders, to have the following minimal widths:

One-way carriageway: 6 m, including horizontal markings and shoulders;

Two-way carriageway: 9 m including horizontal markings and shoulders.

The characteristics of the alignment of slip roads should be as follows (but in exceptional cases the standards below may be reduced):

Weaving sections: It is recommended that weaving sections should be long enough to allow movements to be effected in complete safety.

Divergence of traffic streams: Where a carriageway divides into two other carriageways, the separation of the two traffic streams shall be so effected as to be clearly perceptible.

To this end, the user shall have time to move into the lane most appropriate for the direction he wishes to take, and shall have a sufficiently clear view of the point of divergence. It is therefore also necessary to apply appropriate signs and/or markings.

The less important traffic stream shall be required to leave by the right hand carriageway.

Convergence of traffic streams: Where two carriageways converge to form one single carriageway, the integration of the two traffic streams shall be effected in safe conditions and shall not entail any significant reduction in the speeds of vehicles.

To this end: (a) The drivers in the less important traffic stream shall preferably merge from the right into the more important traffic stream; (b) The drivers who have to merge shall have a good view of the other carriageway before and beyond the point of convergence.

The merging manoeuvre, where appropriate via an acceleration lane, shall not entail any appreciable reduction in the speed of the principal stream. (c) Should the total number of converging traffic lanes be reduced, this reduction should be made at a sufficient distance from the point of convergence.

III 6 Deceleration and acceleration lanes It is recommended that acceleration and deceleration lanes should be provided for access to or exit from the main carriageway at interchanges or related areas. These lanes shall be of constant width and either followed or preceded by a taper.

The length of the acceleration and deceleration lanes shall be calculated in accordance with the design speed or the traffic flow.

III 7 Railway intersections It is desirable for the railway intersections with international roads to be at different levels.

IV EQUIPMENT IV l General considerations The types of road equipment described below constitute an essential element in the functioning of the road network and have an important impact on fluidity and safety of the traffic as well as on the comfort of road users.

Regular checking of the functioning of all such equipment and appropriate maintenance will enable it to ensure maximum efficiency.

IV 2 Vertical signs and road markings IV 2.1 General characteristics of vertical signs and road markings Vertical signs and road markings, in accordance with the principles set out in international conventions and agreements, contribute to the comprehensibility of the road and shall be designed and executed in such a way as to be consistent with each other and with the components of the project in general.

The basic prerequisite for signs shall be homogeneity; they are intended for users moving rapidly and shall therefore be visible from an adequate distance by day or by night, and be immediately comprehensible.

An effort should be made to generalize the use of non-literal messages, with standardized dimensions, symbols and characters, so as to make them easily comprehensible to road users of any country.

Illuminated panels or panels using retro-reflective materials shall be used for signs on roads which are not lit and may also be used on roads which are equipped with permanent lighting. It is recommended that markings on roads without permanent lighting should be executed using retro-reflective materials.

It is also important to avoid having too many signs.

IV 2.2 Road markings Road markings shall be harmonized with vertical signs and the materials used shall have a high skid resistance.

IV 2.3 Vertical signs In view of the international nature of the roads under consideration, particular care shall be taken in the use of indicator panels and the use of the "E" sign.

The effectiveness, and particularly the comprehensibility and readability of the signs depends on a number of conditions, their dimensions and correct sitting, predominance of international symbols over words, brevity of the message conveyed, use of the same alphabet over the entire international network (other alphabets should be used only in conjunction with Latin characters), appropriate sizes for symbols and characters and the suitable proportions in relation to their background and the maximum speed of traffic.

IV 2.4 Roadworks and emergency signs For roadworks, emergencies (accidents) or ongoing operations entailing the closure of carriageways or lanes to traffic, adequate temporary signs shall be installed so as to ensure the safety of users and the personnel involved in such operations.

These signs shall be removed once they are no longer required.

Within an area of road lighting the signs shall be retro-reflective. Where there is no road lighting the signs shall be retro-reflective and, as far as possible, combined with special illuminating guiding devices.

Permanent signs which are in contradiction with the temporary signs shall be removed or concealed.

IV 3 Equipment and user services IV 3.1 Safety fences and barriers Safety fences and barriers are designed to prevent a vehicle accidentally leaving the carriageway or to limit the consequences of its doing so.

The choice of device (guard-rails, crash barriers, safety barriers and fences) and the conditions for their use shall depend on the type of vehicle to be arrested, the cross-section, the possible consequences of vehicles leaving the carriageway, specific problems of visibility and difficulty of maintenance.

Since such devices themselves constitute obstacles, they shall not be installed unless the risk attendant on not doing so justifies them.

Such safety devices shall normally be provided on structures and in their approach zones.

The use of safety devices on the central reserve depends on a number of factors, the most important of which are the volume of traffic and the width of the central reserve itself.

Safety devices shall be provided on shoulders where protruding non-brittle obstructions are situated too near the carriageway, where the height of embankments or the slope of banks constitutes an obvious hazard, or on sections bordered or crossed by a watercourse, a heavily used road, a railway, etc.

IV 3.2 Delineators The installation of delineators (i.e. road studs and hazard marker posts) furnished with retro-reflective devices may considerably improve perception of the alignment.

IV 3.3 Anti-glare devices Outside lighted sections, it might be advisable to install an artificial screen or a hedge on the central reserve of motorways and expressways, or on the shoulder when another road runs along the "E" road. It is advisable to make sure that such arrangements do not obstruct the visibility for road users and do not reduce the efficiency of traffic safety devices installed nearby.

IV 3.4 Arrester beds To ensure the safety of lorries on very long, steep gradients, it may be useful to provide judiciously-placed arrester beds alongside the downhill lane. This facility should, however, be the exception, and be reserved for instances when no other solution can be envisaged.

IV 4 Traffic control and user information IV 4.1 Traffic light signals Traffic light signals shall be used in accordance with the international conventions and agreements in force. Flashing amber lights may be used to indicate a particular hazard (roadworks, toll gates, pedestrian crossings, etc.) thus encouraging users to pay more attention and reduce their speed.

Temporary traffic light signals may be provided in some exceptional cases (e.g. alternating traffic as a result of roadworks or accidents).

IV 4.2 Variable traffic signs Variable traffic signs shall be as comprehensible as static road signs, and be legible by day and night to drivers in all lanes.

IV 4.3 Emergency communication systems The provision of emergency telephone or other communication posts, indicated by specific signs, linked to a centre operating 24 hours a day is recommended on all types of international roads. Such call-points would be installed along the road on the outer verge away from structures, regularly spaced and at reasonably frequent intervals. On motorways an interval of 2 km is recommended. An emergency communication system should include signs (or panels) indicating the direction and distance to the nearest call-point.

Where a special road emergency communication system does not exist on express roads and ordinary roads the general telephone system can be utilized and signs indicating the position of the nearest public telephone would be helpful.

Special allowance can be made for long bridges and tunnels.

The operation of call-points shall be simple, easy for users to understand and preferably explained by symbols or ideograms.

IV 4.4 User information Up-to-date information on road and traffic conditions should be transmitted to road users by appropriate means. Possibility of receiving such information in tunnels is advisable.

IV 5 Road lighting Lighting is desirable at some special areas such as frontier posts, tunnels, adjoining areas, interchanges with other "E" roads, toll areas, etc. When the volume of traffic justifies its installation and operation, homogeneous and adequate road lighting may also be advisable if the road crosses or borders an area in which the lighting may inconvenience traffic on the international road (airports, industrial or heavily built-up areas, etc.).

IV 6 Auxiliary facilities installation IV 6.1 Safety of pedestrians and cyclists On ordinary roads, special paths for pedestrians and cyclists may improve the safety.

The utmost attention shall be paid to crossings for two-wheeled vehicles and pedestrians, especially at junctions.

IV 6.2 Protection of disabled persons Users, whether passengers or drivers, for whom travel is difficult or who are not able to provide for their own immediate needs unaided, shall also be able to use the road with ease.

The design of the road and its equipment must thus be such as to minimize the critical situations in which such users may find themselves.

It is necessary in any case to ensure that the constraints imposed on users, particularly in rest and service areas, are compatible with their capabilities.

IV 6.3 Protection from and of animals In order to protect users from animals adequate fencing shall be provided wherever the topography indicates a risk of animals crossing.

Protective measures must also be taken for the animals themselves, such as over- or under-passes of suitable size and shape.

IV 7 Service facilities Depending on the characteristics of their operation, separate rest areas, service areas, frontier posts, etc., shall be provided along international roads.

IV 7.1 Rest areas Rest areas away from interchanges enable users to stop in an environment which provides a break from the monotony of traffic; in such cases landscaping is of great importance.

Rest areas should be provided at appropriate intervals; a sign indicating the approach to a rest area should also indicate the distance to the next rest or service area.

Water points, tables, shelters and toilets with easy access for physically disabled persons are desirable.

IV 7.2 Service areas Service areas adapted both to the site and to its users (tourists, road hauliers, etc.) and away from interchanges shall provide a minimum of services such as parking, telephone, fuel and toilets with easy access for physically disabled persons.

These areas should be provided at appropriate intervals, taking into account, among other things, the volume of traffic; a sign indicating the approach to a service area should also indicate the distance to the next service area.

All traffic and parking areas shall be separated from the carriageway(s) of the E-road.

IV 7.3 Toll areas Toll areas comprise a progressive widening of the carriageway or interchange loops up to and beyond the control lanes.

The number of control lanes shall be determined in terms of the volume of traffic anticipated.

Toll booths should be situated in open areas; it is not advisable to situate them at the bottom of a descent.

Adequate spaces shall be provided outside the control lanes for the buildings and installations required for collecting tolls, for surveillance and the personnel involved.

IV 7.4 Frontier posts The location, dimensions and form of frontier posts, as well as the type and layout of the installations, buildings, parking areas, etc., shall be selected on the basis of the checks anticipated and the traffic passing through such posts. By means of agreements with the neighbouring States, joint frontier control installations as well as coordinated control services with sufficient personnel shall be aimed at.

The structure and form of a frontier complex and the internal communications network should, with effective signposting that is coordinated among the neighbouring States, make it possible to preselect and separate passenger and goods traffic according to the different kinds of control before they arrive at the buildings and installations. At frontier posts with high lorry-traffic peaks, lorry reception areas for precontrol or preselection according to the kinds of control should be provided for in front of the frontier control installations themselves.

V MANAGEMENT, SAFETY EQUIPMENT AND GENERAL ARRANGEMENTS FOR TUNNELS V l Traffic management systems Tunnels with high traffic volume should be equipped with traffic management systems in order to avoid traffic congestion, particularly in the case of an incident.

In the case of long or short-term closure of tunnels, the best possible alternative itineraries should be planned and indicated to users at diversion locations situated in advance of the tunnel.

In the event of a serious accident, all the affected tubes of the tunnel should immediately be closed to traffic. The traffic should be managed in such a way that unaffected vehicles can quickly leave the tunnel.

V 2 Control centre A control centre should be provided for long tunnels with a heavy volume of traffic. Surveillance of several tunnels may be centralized at a single control centre.

For tunnels starting and ending in different countries or falling under the control of different national regions, one single control centre should be designated as being in control at any given time.

V 3 Emergency exits and access for emergency services The need to provide emergency exits and the distance between them should be decided on the basis of a risk analysis of the tunnel in question. However, in new tunnels, emergency exits should be provided where the traffic volume is higher than an annual daily average of 2000 vehicles per lane.

The maximum distance between two emergency exits should not exceed 500 m.

Shelters without an exit leading to escape routes to the open air should be avoided in future tunnel construction.

In twin-tube tunnels, in the event of an incident in one tube, the other tube may be used as an escape and rescue route. To this effect, the tubes should be connected at regular intervals by cross-connections for pedestrians and by cross-connections allowing the passage of emergency services. In the absence of these, direct connections with the outside or with an emergency gallery should be provided in each tube.

For twin-tube tunnels, wherever geographically possible, crossing of the central reserve (median strip) should be made possible outside each entry and exit allowing the passage of emergency services to gain immediate access to either tube.

V 4 Tunnel equipment All safety installations or facilities for tunnel users, in particular, emergency telephones, fire extinguishers, emergency exits, lay-bys, or the indication of radio frequencies or use of radio should be signalled by means of fully visible signs and panels. The signs and panels to be used are described in the Vienna Convention on Road Signs and Signals of 1968.

The safety equipment required in tunnels should be defined on the basis of a risk analysis of the tunnel under consideration. A list of such equipment is provided below. Some of this equipment is intended mainly for long tunnels and/or tunnels with heavy traffic.

V 4.1 Lighting devices, power supply and electrical circuits Normal lighting to ensure appropriate visibility day and night for drivers;

V 4.2 Emergency provisions

V 4.3 Ventilation systems Appropriate ventilation systems should be provided to ensure the control of pollutants emitted by road vehicles under normal conditions and in the event of an incident, and the control of the air and of smoke in the event of a fire. When mechanical ventilation is necessary, the following recommendations should be observed:

V 4.4 Other safety improvement devices and systems

V 5 Fire resistance of the structure The main structure of tunnels where a local collapse may have catastrophic consequences (for example, an underwater tunnel or a tunnel liable to cause the collapse of large adjoining structures) should ensure a sufficient level of fire resistance.

VI ENVIRONMENT AND LANDSCAPING VI.1 General remarks Roads are a tool for road-users, designed within the framework of town and country planning. They make possible the movement and transport of people and goods and offer access to work, rest and leisure areas. However, in some circumstances they can give rise to various nuisances (noise, pollution, vibrations) both in and outside urban areas; these have taken on anew dimension as a consequence of a considerable increase in road traffic. Taking account of the impact of a road on the environment must therefore be considered carefully with the general aim of maximizing the positive effects on the environment and correcting the negative ones.

The concern to preserve the quality (visual and ecological) of the environment also means that roads must be designed to harmonize with landscapes.

It is therefore important that all administrators should acquaint themselves with the environmental features involved and should subsequently take appropriate measures to inform users of the presence of these features and the regulations protecting them, or should take steps to protect them physically.

VI 2 Integration of roads into the environment When a new project is proposed or existing roads are upgraded, consideration should be given to the direct and indirect effects of the roads and traffic on:

In this regard the following factors should ideally be taken into account:

Good coordination of the alignment and the longitudinal profile, in relation to the elements of the landscape, should ensure not only harmonious integration of the alignment with local topography and land use but also prevent unfavorable impact on the safety of road users.

Acoustic nuisances, vibration and air, water and soil pollution deriving from traffic and from the maintenance and exploitation of roads, should be limited as far as possible by appropriate means, in accordance with the regulations of the countries concerned.

Whenever a new road and the works involved have a great influence on the landscape, it would be better to take care of their quality by creating a new landscape rather than trying to mask it.

VI 3 The main adverse effects of roads on the environment The most acute problems generally arise from water and noise pollution. Water pollution may affect man and his environment, while noise directly disturbs the rhythm of his life and particularly his sleep.

VI 3.1 Water pollution There are four types of pollution caused by roads. As conventional drainage systems can remove only a small fraction of the pollution deposited on the roadway, specific solutions need to be devised for each type of pollution.

VI 3.1.1 Pollution during roadworks On the one hand, there is the erosion by rainwater of the bare soil and embankments, which carries off fine materials. To avoid this, it is important to clear and strip only the surfaces necessary for the work. The temporary installation of desilting or infiltration basins makes it possible to reduce and hold back the waste materials in the most susceptible places. On the other hand, the works vehicles leave behind traces of oil and suspended solids.

VI 3.1.2 Seasonal pollution Seasonal pollution is caused by dissolvable and abrasive de-icing products used in winter maintenance, most of which are based on sodium chloride. This type of pollution can be reduced by salting the roads less and reducing the amount of salt used.

Moreover, it is strongly advised to cover stocks in order to avoid the constant discharge of brine.

VI 3.1.3 Accidental pollution Accidental pollution results from spills following road accidents involving the transport of dangerous goods. Statistics show that such accidents usually take place outside built-up areas. Hydrocarbons are the main cause of this type of pollution.

Solutions to this problem involve both measures to adapt the infrastructure and operational measures. Susceptible environments can be protected by installing crash barriers or embankments or by building a watertight drainage system.

VI 3.1.4 Chronic pollution Chronic pollution describes all the forms of pollution associated with road traffic wear of the roadway, metal corrosion, tyre wear and exhaust emissions. It should be noted that only a small proportion of the amounts emitted is carried off by rainwater to discharge points. However, a rainstorm or mini-flood can drain a sizeable area and thus cause more widespread pollution. The cleansing capacities of ditches and soil should therefore be maximized.

VI 3.2 Noise Road noise is typically a combination of unpleasant and undesirable sounds caused by the passage of light and/or heavy vehicles. The noise level, measured in decibels (dBA), can cause disturbances in people's daily lives and sleeping habits.

The relationship between the noise level experienced and disturbances allows us to define the thresholds above which noise-reduction measures should be taken. These thresholds, which should be set nationally or, failing that, by administrators, vary from country to country.

VI 3.2.1 Factors to be taken into account The following factors concerning noise should be taken into account in environmental impact assessments:

VI 3.2.2 Measures to be taken The measures to be taken are:

VI 4 Taking account of the landscape and the cultural environment Such elements of the landscape that are visible from the road will contribute to traffic safety and to the comfort of road users. They should supplement and reinforce visual guidance and add to the interest of the journey.

The sight of towns, rivers, hills, etc., gives users an opportunity to take their bearings and should be conserved as far as possible.

Plantations (in alignment or other forms) may contribute to improving visual guidance and to breaking the monotony of the road alignment, provided that the conditions of their implementation do not create additional risks.

Landscaping may also contribute to protection against dazzle and against adverse weather conditions (wind, snow, etc.).

When the installation of noise barriers is considered, care should be taken in their construction to ensure that they are integrated to the maximum into the landscape and compensate users for any information hidden.

It is desirable for the cultural heritage of the regions travelled through to be brought to the attention of users by appropriate means: signs, information centres in service and rest areas, etc.

For primarily safety reasons, commercial advertising near roads should be avoided.

VII MAINTENANCE VII 1 General considerations Roads and auxiliary facilities should be maintained as close as possible to their original condition, to preserve their investment value and to ensure constant levels of safety and comfort.

It is advisable that from the initial design and construction stages, account be taken of future maintenance activities, in order to reduce the costs and negative effects on traffic flow and safety.

Complete or partial closure of lanes due to construction or maintenance works planned in advance should always begin outside tunnels.

Maintenance concerns all the elements which make up the road: pavements, structures, embankments and cuts, drainage signs and markings, traffic control systems, landscaping, buildings, etc.

Landscaping should be designed with regard to future maintenance aspects. Growth of trees and bushes should be monitored and action taken if necessary to avoid obscuring signs and the obstructions of safety equipment.

Any special equipment needed for maintenance should not impair the safety of road users and excessively hinder the normal traffic flow and operations.

A systematic and rational approach to maintenance activities can reduce substantially the direct costs of road administration as well as the indirect costs incurred by road users on the given road network. The distinction between preventive maintenance and rehabilitation operations is necessary to optimize the cost-benefit effects of a maintenance program during the decision-making process of an authority.

VII 2 Maintenance management Maintenance management closely related to traffic management should be supported by procedural and technical inspection plans, systematic data collection and analysis, instructions, etc. These measures should be implemented by the road administration as an expedient to road maintenance efficiency and to account for compromise solutions in certain cases.

The operational organization set up to survey the level of maintenance of the actual road facilities and equipment, should have at its disposal an updated and complete inventory of all the elements of the road under consideration. This is an essential part of the operation allowing rapid decisions and action in case of incidents which reduce the traffic flow or in case of accidents.

The planning and budgeting operation, providing priorities for the technical interventions, should be based on results of systematic measurements and observations of pavement conditions, the aspect and visibility of vertical road signing and of horizontal markings (both by day and by night), etc., in the light of international standards requirements. This technical inspection and verification is recommended as essential information for the elaboration of preventive or rehabilitation maintenance in the context of the local transport economy.

The executive organization, responsible for the supervision of maintenance work, should also regulate all temporary measures needed during the maintenance activities, ensuring safety requirements, efficient working and applied technology.

Restrictions, traffic speeds, design characteristics etc., need a consequent scheduled plan of provisions and regulations.

VII 3 Specific aspects of maintenance Maintenance of road elements directly linked to traffic safety should be given maximum priority. These include:

It is essential to ensure the quality of carriageways and road structures at high level through a coherent maintenance policy and to guarantee transport reliability during maintenance operations. Maintenance activities should be executed in good time in order to avoid the mechanism of progressive pavement failure.

The safety of road workers as well as that of road users is to be ensured through adequate protective measures which must be both foreseen in the planning of activities and regularly checked throughout the work.

The provision of road safety equipment, signs and markings is essential on work sites to avoid accidents, traffic delays, etc., and installations must be clearly visible both by day and by night. Systematic inspections should ensure that they are visible and understood according to the requirements of the international conventions in force. Temporary equipment and road signing should also be in conformity with these conventions.

Under winter conditions, through appropriate measures, traffic safety and operation shall be secured to the maximum extent possible. Special attention should be given to maintaining adequate skidding resistant surfaces and to the clearance of snow and ice from road signs. This operation should be considered as an additional maintenance activity for winter conditions.

Annex III IDENTIFICATION AND SIGNING OF E-ROADS 1. The sign to be used for identifying and signing E-roads is rectangular in shape.

EIROPAS NOLĪGUMS PAR GALVENAJĀM STARPTAUTISKAJĀM AUTOMAĢISTRĀLĒM (AGR) Konsolidētā versija LĪGUMSLĒDZĒJAS PUSES, APZINOTIES nepieciešamību Eiropā veicināt un attīstīt starptautisko ceļu satiksmi, ŅEMOT VĒRĀ to, ka, lai stiprinātu attiecības starp Eiropas valstīm, ir nepieciešams izstrādāt koordinētu nākotnes starptautiskās satiksmes un vides prasībām atbilstošu ceļu būvniecības un attīstības plānu, ir vienojušĀs par turpmāko:

1. pantsStarptautiskā E-ceļu tīkla noteikšana un pieņemšana

Līgumslēdzējas puses pieņem ierosināto ceļu tīklu, ko turpmāk tekstā apzīmē ar nosaukumu "starptautiskais E-ceļu tīkls" un kas aprakstīts I pielikumā, lai to izmantotu kā koordinētu plānu starptautiskas nozīmes ceļu būvniecībai un attīstībai, kuru tās apņemas īstenot saskaņā ar savām nacionālajām programmām.

2. pantsCeļu sistēmas izveide

Starptautisko E-ceļu tīklu veido galvenās nozīmes ceļu sistēma ziemeļu-dienvidu virzienā un rietumu-austrumu virzienā; tas ietver arī vidējas nozīmes ceļus, kuri atrodas starp galvenās nozīmes ceļiem, kā arī ceļu atzarus, apvadceļus un pievedceļus.

3. pantsStarptautiskā E-ceļu tīkla ceļu būvniecība un attīstība

Līgumslēdzējas puses nodrošina šā nolīguma 1. pantā minētā starptautiskā E-ceļu tīkla ceļu atbilstību šā nolīguma II pielikumam

4. pantsStarptautiskā E-ceļu tīkla ceļu apzīmēšana

5. pantsProcedūra šā nolīguma parakstīšanai un kļūšanai par tā

Līgumslēdzēju pusi 1. Šis nolīgums līdz 1976. gada 31. decembrim ir atklāts parakstīšanai valstīm, kuras vai nu ir Apvienoto Nāciju Organizācijas Eiropas Ekonomikas komisijas locekles, vai kurām ir atļauts Komisijā piedalīties konsultatīvā statusā atbilstoši Komisijas nolikuma 8. punktam 2. Minētās valstis var kļūt par šā nolīguma Līgumslēdzējām pusēm:

6. pantsŠā nolīguma stāšanās spēkā

7. pantsŠā nolīguma pamatteksta grozīšanas procedūra

8. pantsŠā Nolikuma I pielikuma grozīšanas procedūra

Par blakus esošām valstīm šā punkta nozīmē uzskata arī divas Līgumslēdzējas puses, kuru attiecīgajās teritorijās uz iepriekš minētā starptautiskā A klases ceļa vai ceļiem atrodas jūras satiksmes savienojuma galapunkti.

Ja kādas Līgumslēdzējas puses iestāde paziņo, ka saskaņā ar attiecīgās valsts tiesību aktiem tās piekrišanai ir nepieciešams īpašs likumdevēja pilnvarojums vai apstiprinājums, tad uzskata, ka minētā kompetentā iestāde šā nolīguma I pielikuma grozījumam ir piekritusi tikai tad - un grozījumu pieņem tikai tad -, kad minētā kompetentā iestāde ir informējusi ģenerālsekretāru, ka tā ir saņēmusi nepieciešamo pilnvarojumu vai apstiprinājumu.

Ja šāda informēšana nenotiek 18 mēnešu laikā pēc datuma, kurā grozījuma priekšlikums nosūtīts minētajai kompetentajai iestādei, vai ja iepriekšminētajā sešu mēnešu periodā tieši iesaistītās Līgumslēdzējas puses kompetentā iestāde iesniedz iebildumu pret grozījuma priekšlikumu, tad šis grozījums netiek pieņemts.

9. pantsŠā nolīguma II un III pielikuma grozīšanas procedūra

10. pantsInformēšana par tās iestādes adresi, kurai jānosūta šā nolīguma

pielikumu grozījumu priekšlikumi Katra valsts, parakstot, ratificējot, pieņemot vai apstiprinot šo nolīgumu vai tam pievienojoties, informē ģenerālsekretāru par tās iestādes nosaukumu un adresi, kurai saskaņā ar šā nolīguma 8. un 9. pantu jānosūta grozījumi, kas ierosināti šā nolīguma pielikumiem

11. pantsŠā nolīguma denonsēšana un tā darbības izbeigšana

Jebkura Līgumslēdzēja puse šo nolīgumu var denonsēt ar rakstisku paziņojumu, kas adresēts ģenerālsekretāram. Denonsēšana stājas spēkā pēc viena gada, skaitot no datuma, kad ģenerālsekretārs ir saņēmis šādu paziņojumu.

12. pantsŠī nolīguma izbeigšana

Šis nolīgums zaudē spēku, ja kādā divpadsmit secīgu mēnešu ilgā laika periodā Līgumslēdzēju pušu skaits ir mazāks par astoņām.

13. pantsStrīdu izšķiršana

14. pantsŠā nolīguma piemērošanas ierobežojumi

Nevienu no šā nolīguma noteikumiem nevar interpretēt tādā nozīmē, ka tas liegtu kādai no Līgumslēdzējām pusēm veikt pasākumus, kuri ir saderīgi ar Apvienoto Nāciju Organizācijas Statūtiem un nepārsniedz to, ko prasa attiecīgā situācija, un kurus tā uzskata par nepieciešamiem savai ārējai vai iekšējai drošībai.

15. pantsDeklarācija attiecībā uz šā nolīguma 13. pantu

Jebkura valsts, parakstot šo nolīgumu vai deponējot savu ratifikācijas, pieņemšanas, apstiprināšanas vai pievienošanās instrumentu, var deklarēt, ka tā neuzskata, ka tai ir saistošs šā nolīguma 13. pants. Citām Līgumslēdzējām pusēm 13. pants nav saistošs attiecībā uz jebkuru Līgumslēdzēju pusi, kura izdarījusi šādu deklarāciju.

16. pantsLīgumslēdzēju pušu informēšana

Papildus deklarācijām, informēšanai un paziņojumiem, kas paredzēti šā nolīguma 7., 8., 9. un 15. pantā, ģenerālsekretārs Līgumslēdzējas puses un citas 5. punktā minētās valstis informē par:

17. pantsŠā nolīguma deponēšana ģenerālsekretāram

Pēc 1976. gada 31. decembra šā nolīguma oriģinālu deponē Apvienoto Nāciju Organizācijas ģenerālsekretāram, kurš nosūta apstiprinātus norakstus visām šā nolīguma 5. pantā minētajām valstīm.

TO APLIECINOT, apakšā parakstījušās attiecīgi pilnvarotās personas ir parakstījušas šo nolīgumu.

PARAKSTĪTS Ženēvā tūkstoš deviņi simti septiņdesmit piektā gada piecpadsmitajā novembrī vienā eksemplārā angļu, franču un krievu valodā; visi trīs teksti ir vienlīdz autentiski.

I pielikums STARPTAUTISKAIS E-CEĻU TĪKLS Paskaidrojumi 1. Galvenās nozīmes ceļiem un vidējas nozīmes ceļiem, ko sauc par A kategorijas ceļiem, ir divciparu numuri; ceļu atzariem, apvadceļiem un pievedceļiem, ko sauc par B kategorijas ceļiem, ir trīsciparu numuri.

Vidējas nozīmes ceļiem attiecīgi ir divciparu nepāra un divciparu pāra numuri, kuri izvietoti starp to galvenās nozīmes ceļu numuriem, starp kuriem tie atrodas. B kategorijas ceļiem ir trīsciparu numuri, kuru pirmais cipars sakrīt ar tā tuvākā galvenās nozīmes ceļa numuru, kurš atrodas uz ziemeļiem no attiecīgā B kategorijas ceļa, un otrais cipars sakrīt ar tā tuvākā galvenās nozīmes ceļa numuru, kurš atrodas uz rietumiem no attiecīgā B kategorijas ceļa; trešais cipars ir kārtas numurs.

AUTOCEĻU SARAKSTS A. GALVENIE CEĻI

Šanona - Limerika - Portlīše - Dublina … Liverpūle - Mančestera - Bredforda - Līdsa - Halla … Esbjerga - Koldinga

E 30 Korka - Vaterforda - Veksforda - Roslēra … Fišgvarda - Svonsī

E 50 Bresta - Renna - Lemāna - Parīze - Reimsa - Meca - Sārbrukena

E 70 Koruņa - Oviedo - Bilbao - Sansebastiāna - Bordo - Klermona-Ferāna - Liona - Šamberī - Suza - Turīna - Aleksandrija - Tortona - Breša - Verona - Mestre (Venēcija) - Palmanova - Trieste - Ļubļana - Zagreba - Djakovo - Belgrada

Kaļiņingrada - Tolpaki - Ņesterova - Marijampole - Viļņa - Minska E 32 Kolčestera - Harviča E 34 Zēbrige - Antverpene - Eindhovena - Venlo - Oberhauzena - Dortmunde - Bādeinhauzena E 36 Berlīne - Libenava - Kotbusa - Legņica E 38 Gluhova - Kurska - Voroņeža - Saratova - Uraļska - Aktobe - Karabutaka - Araļska - Novokazalinska - Kzilorda - Šimkenta.

E 42 Denkerka - Lille - Monsa - Šarlruā - Namīra - Lježa - Senvita

E 72 Bordo - Tulūza E 74 Nica - Kuneo - Asti - Aleksandrija E 76 Migliarino - Florence E 78 Groseto - Areco - Sansepolkro - Fano E 82 Porto - Vilareala - Braganca - Samora - Tordesiljasa E 84 Kešana - Tekirdāga - Silivri E 86 Kristalopigi - Florina - Vevi - Jefira E 88 Ankara - Jozgata - Šivasa - Refahije E 92 Igumenica - Janina - Trikala - Volosa E 94 Korinta - Atēnas E 96 Izmira - Ušaka - Afijona - Sivrihisara E 98 Topbogazi - Kirikhana - Reihanli - Džilveģozu - Sīrijas Arābu Republika

Palermo E 35 Amsterdama - Utrehta - Arnhema - Emeriha - Oberhauzena - Ķelne - Frankfurte pie Mainas - Heidelberga - Karlsrūe - Ofenburga - Bāzele - Oltena - Lucerna - Altdorfa - Sengotarda

Rostoka - Berlīne - Libenava - Drēzdene - Teplice - Prāga - Tabora - Česke Budejovice - Dolni Dvoršište - Linca - Zalcburga - Fillaha - Tarvizio - Udīne - Palmanova - Mestre (Venēcija) - Ravenna - Čezēna - Rimini - Fano - Ankona - Peskāra - Kanosa - Bari - Brindisi … Igumenica - Preveza - Messolongija - Riona - Patrasa - Pirgosa - Kalamata E 65 Malmo - Istāde ... Svinoujsce - Volina - Goleņova - Šcecina - Svebodzina - Jeleņa Gura - Harahova - Železni Broda - Turnova

Hanja - Herakliona - Agija Nikolaja - Sitija E 85 Klaipēda - Kauņa - Viļņa - Līda - Slonima - Kobrina - Lucka - Černivci - Sireta - Sučava - Sebeoani - Romāna - Bakeu - Meresešti - Tišita - Buzeu - Urziceni - Bukareste - Džurdžu - Ruse - Bjala - Veliko Tirņava - Stara Zagora - Haskovo - Svilengrada - Ormenio - Kastanija - Didimotiha - Aleksandrupole E 95 Sanktpēterburga - Pleskava - Gomeļa - Kijeva - Odesa ...

Samsuna - Merzifona E 101 Maskava - Kaluga - Brjanska - Gluhova - Kijeva E 105 Kirkenes - Murmanska - Petrozavodska - Sanktpēterburga - Maskava - Orela - Harkova - Simferopole - Alušta - Jalta E 115 Jaroslavļa - Maskava - Voroņeža - Rostova pie Donas - Krasnodara - Novorosijska E 117 Miņeraļnije Vodi - Naļčika - Vladikaukāza - Tbilisi - Erevāna

E 83 Bjala - Plevena - Jablaņica - Botevgrada - Sofija E 87 Odesa - Izmaila - Reņi - Galaca - Tulca - Konstanca - Varna - Burgasa - Marinka - Zvezde - Malko Tarnova - Derekoja - Kirklareli - Babaeski - Havza - Kešana - Gelibolu