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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 1
Definition 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 2
Creation 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 3
Construction 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 4
Signing of the roads of the international E-road network
1. The roads of the international E-road network shall be
identified and signed by means of the road sign described in
annex III to this Agreement.
2. All signs used to designate E-roads, which are not in
conformity with the provisions of this Agreement and its annexes
shall be removed within three years from the date of entry into
force of this Agreement for the State concerned, in accordance
with article 6.
3. New road signs conforming to that described in annex III to
this Agreement shall be placed on all roads of the international
E-road network within four years from the date of entry into
force of this Agreement for the State concerned, in accordance
with article 6.
4. The provisions of this article shall not be subject to any
limitations which may result from the national programs referred
to in article 1 of this Agreement.
Article 5
Procedure 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.
2. Those States may become Parties to this Agreement by:
(a) signature not subject to ratification, acceptance or
approval
(b) signature subject to ratification, acceptance or approval,
followed by ratification, acceptance or approval; or
(c) accession.
3. Ratification, acceptance, approval or accession shall be
effected by the deposit of an instrument in good and due form
with the Secretary-General of the United Nations.
Article 6
Entry into force of this Agreement
1. This Agreement shall enter into force 90 days after the
date on which the Governments of eight States have either signed
it not subject to ratification, acceptance or approval or have
deposited an instrument of ratification, acceptance, approval or
accession provided that one or more roads of the international
E-road network link, in a continuous manner, the territories of
at least four of the States which have so signed or which have
deposited such an instrument. If this condition is not fulfilled,
the Agreement shall enter into force 90 days after the date
either of the signature not subject to ratification, acceptance
or approval or of the deposit of the instrument of ratification,
acceptance, approval or accession, whereby the said condition
will be satisfied.
2. For each State which deposits its instruments of
ratification, acceptance, approval or accession after the
commencement of the period of 90 days specified in paragraph 1 of
this article, the Agreement shall enter into force 90 days after
the date of deposit of the said instrument.
3. Upon its entry into force, this Agreement shall terminate
and replace in relations between the Contracting Parties the
Declaration on the Construction of Main International Traffic
Arteries signed at Geneva on 16 September 1950.
Article 7
Procedures for amending the main text of this Agreement
1. The main text of this Agreement may be amended by either of
the procedures specified in this article.
2. (a) Upon the request of a Contracting Party, any amendment
proposed by it to the main text of this Agreement shall be
considered in the Working Party on Road Transport of the Economic
Commission for Europe (ECE).
(b) If adopted by a two thirds majority of those present and
voting and if such a majority includes a two thirds majority of
the Contracting Parties present and voting, the amendment shall
be communicated by the Secretary-General to all Contracting
Parties for acceptance.
(c) If the amendment is accepted by two thirds of the
Contracting Parties, the Secretary-General shall so notify all
Contracting Parties and the amendment shall come into force 12
months after the date of such notification. The amendment shall
come into force with respect to all Contracting Parties except
those which, before it comes into force, make a declaration that
they do not accept the amendment.
3. Upon the request of at least one third of the Contracting
Parties, a conference to which the States referred to in article
5 shall be invited, shall be convened by the Secretary-General.
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 8
Procedure for amending annex I to this Agreement
1. Annex I to this Agreement may be amended by the procedure
specified in this article.
2. Upon the request of a Contracting Party, any amendment
proposed by it to annex I to this Agreement shall be considered
in the Working Party on Road Transport of the Economic Commission
for Europe (ECE).
3. If adopted by the majority of those present and voting and
if such majority includes the majority of the Contracting Parties
present and voting, the amendment shall be communicated by the
Secretary-General to the competent administrations of the
Contracting Parties directly concerned. The following shall be
considered Contracting Parties directly concerned:
(a) In the case of a new, or the modification of an existing
class A international road, any Contracting Party whose territory
is crossed by that road;
(b) In the case of a new, or the modification of an existing,
class-B international road, any Contracting Party contiguous to
the requesting country, whose territory is crossed by the class-A
international road or roads with which the class-B international
road, whether new or to be modified, is connected. Two
Contracting Parties having in their respective territories the
terminal points of a sea link on the class-A international road
or roads specified above shall also be considered contiguous for
the purposes of this paragraph.
4. Any proposed amendments communicated in accordance with
paragraph 3 of this article shall be accepted if within a period
of six months following the date of its communication none of the
competent administrations of the Contracting Parties directly
concerned notify the Secretary-General of their objection to the
amendment. If the administration of a Contracting Party states
that its national law obliges it to subordinate its agreement to
the grant of a specific authorization or to the approval of a
legislative body, the competent administration shall not be
considered as having consented to the amendment to annex I to
this Agreement, and the proposed amendment shall not be accepted,
until such time as the said competent administration notifies the
Secretary-General that it has obtained the required authorization
or approval.
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.
5. Any amendment accepted shall be communicated by the
Secretary-General to all the Contracting Parties and shall come
into force for all the Contracting Parties three months after the
date of its communication.
Article 9
Procedure for amending annexes II and III to this Agreement
1. Annexes II and III to this Agreement may be amended by the
procedure specified in this article.
2. Upon the request of a Contracting Party, any amendment
proposed by it to annexes II and III to this Agreement shall be
considered in the Working Party on Road Transport of the Economic
Commission for Europe (ECE).
3. If adopted by the majority of those present and voting, and
if such majority includes the majority of the Contracting Parties
present and voting, the amendment shall be communicated by the
Secretary-General to the competent administrations of all
Contracting Parties for acceptance.
4. Such amendment shall be accepted if during a period of six
months from the date of notification, less than one third of the
competent administrations of the Contracting Parties notify the
Secretary-General of their objection to the amendment.
5. Any amendment accepted shall be communicated by the
Secretary-General to all Contracting Parties and shall come into
force three months after the date of its communication with
respect to all Contracting Parties except those which, during the
six-month period referred to in Article 9.4, make a declaration
that they do not accept all or part of the amendment.
Article 10
Notification 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 11
Denunciation 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 12
Termination 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 13
Settlement of disputes
1. Any dispute between two or more Contracting Parties which
relates to the interpretation or application of this Agreement
and which the Parties in dispute are unable to settle by
negotiation or other means of settlement shall be referred to
arbitration if any of the Contracting Parties in dispute so
requests and shall, to that end, be submitted to one or more
arbitrators selected by mutual agreement between the Parties in
dispute. If the Parties in dispute fail to agree on the choice of
an arbitrator or arbitrators within three months after the
request for arbitration, any of those Parties may request the
Secretary-General of the United Nations to appoint a single
arbitrator to whom the dispute shall be submitted for
decision.
2. The award of the arbitrator or arbitrators appointed in
accordance with paragraph 1 of this article shall be binding upon
the Contracting Parties in dispute.
Article 14
Limits 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 15
Declaration 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 16
Notifications 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 17
Deposit 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.
2. North-south orientated reference roads have two-digit odd
numbers terminating in the figure 5 and increasing from west to
east. East-west orientated reference roads have two-digit even
numbers terminating in the figure 0 and increasing from north to
south. Intermediate roads have respectively two-digit odd and
two-digit even numbers comprised within the numbers of the
reference roads between which they are located. Class-B roads
have three-digit numbers, the first digit being that of the
nearest reference road to the north of the B-road concerned, and
the second digit being that of the nearest reference road to the
west of the B-road concerned; the third digit is a serial
number.
3. North-south oriented class A roads located eastward from
road E 99 have three-digit odd numbers from 101 to 129. Other
rules mentioned in paragraph 2 above apply to these roads.
4. Branch, link and connecting roads located eastwards of E
101 have 3-digit numbers, beginning with 0, from 001 to 099.
LIST OF
ROADS
A. MAIN ROADS
(1) West-east orientation
(a) Reference
roads
E 10
Ǻ - Narvik -
Kiruna - Luleå
E 20
Shannon - Limerick
- Portlaoise - Dublin ... Liverpool - Manchester -Bradford -
Leeds - Hull ... Esbjerg - Kolding - Middelfart - Odense
-Korsør-Køge - København - Malmö - Helsingborg - Halmstad
-Göteborg - Orebro - Arboga - Eskilstuna- Södertälje -
Stockholm ... Tallin - St. Petersburg
E 30
Cork - Waterford -
Wexford - Rosslare... Fishguard - Swansea - Cardiff-Newport -
Bristol - London - Colchester - Ipswich - Felixstowe ... Hoek
van Holland - Den Haag - Gouda - Utrecht - Amersfoort -
Oldenzaal-Osnabrück - Bad Oeynhausen - Hannover -
Braunschweig - Magdeburg -Berlin - Świebodzin - Poznań -
Łowicz - Warszawa - Brest - Minsk -Smolensk - Moskva - Rjazan
- Penza - Samara - Ufa - Chelyabinsk -Kurgan - Ishim -
Omsk
E 40
Calais - Oostende
- Gent - Bruxelles - Liège - Aachen - Köln - Olpe -Giessen -
BadHersfeld - Herleshausen - Eisenach - Erfurt - Gera
-Chemnitz - Dresden - Görlitz - Legnica - Wroclaw - Opole -
Gliwice -Kraków - Przemyśl - Lvov - Rovno - Zhitomir - Kiev -
Kharkov - Rostov -ná-Donu - Lougansk - Volgograd - Astrakhan
- Atyrau - Beineu - Kungrad - Nukus - Dasshaus - Buchara -
Nawoy - Samarkand - Dihzak -Tashkent - Shymkent - Taraz -
Bishkek - Almaty - Sary-Ozek -Taldykorgan - Ucharal -
Taskesken - Ayaguz - Georgiyevka - Ust-Kamenogorsk -
Ridder
E 50
Brest - Rennes -
Le Mans - Paris - Reims - Metz - Saarbrücken - Mannheim -
Heilbronn - Nürnberg - Rozvadov - Plzeň - Praha - Jihlava
-Brno - Trencin - Prešov - Košice - Vyšné Nemecké - Uzhgorod
- Mukačevo - Stryei - Ternopol - Khmelnitski - Vinnitza -
Uman - Kizovograd - Dnepropetrovsk - Donetsk - Rostov-ná-Donu
- Armavir - Mineralijnie Vodi - Makhachkala
E 60
Brest - Nantes -
Tours - Orléans - Courtenay - Beaune - Besançon -Belfort -
Mulhouse - Basel - Zürich - Winterthur - St. Gallen - St.
Margrethen - Lauterach - Feldkirch - Imst - Innsbruck - Wörgl
- Rosenheim - Salzburg - Linz - Wien - Nickelsdorf -
Mosonmagyaróvár - Györ - Budapest - Püspökladány - Oradea -
Cluj Napoca - Turda - Tîrgu-Mureş - Braşov - Ploieşti -
Bucureşti - Urziceni - Slobozia - Hârşova - Constanţa -
Agigea ... Poti - Samtredia - Khashuri - Tbilisi - Gandja
-Evlak - Baku... Turkmenbashi - Gyzylarbat - Ashgabat -
Tedjen - Mary - Chardzhu - Alat - Buchara - Karshi - Guzai -
Sherobod - Termis -Dushanbe - Jirgatal - Sary Tash -
Irkeshtam
E 70
La Coruña - Oviedo
- Bilbao - San Sebastián - Bordeaux - Clermont-Ferrand - Lyon
- Chambéry - Susa - Torino - Alessándria - Tortona -Brescia -
Verona - Mestre (Venezia) - Palmanova - Trieste - Ljubljana
-Zagreb - Djakovo - Beograd - Vršac - Timişoara - Caranşebeş
- Drobeta Tumu Severan - Craiova - Alexandria- Bucureşti -
Giurgiu - Ruse -Razgrad - Shoumen - Varma... Samsun - Ordu -
Giresun - Trabzon -Batumi - Poti
E 80
Lisboa - Santarem
- Leiria - Coimbra - Aveiro (Albergaria) - Viseu -Guarda -
Vilar - Formoso - Salamanca - Burgos - San Sebastián - Pau
-Toulouse - Narbonne - Nîmes - Aix-en-Provence - Nice -
Vintimiglia -Savona - Genova - La Spezia - Migliarino -
Livorno - Grosseto -Civitavecchia - Roma - Pescara ...
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
- Barcelona ... Mazara del Vallo - Alcamo - Palermo -
Buonfornello Messina ... Reggio di Calabria - Catanzaro -
Crotone - Sibari - Metaponto - Taranto - Brindisi ...
Igoumenitsa - Ioannina - Kozani - Thessaloniki -
Alexandropouli - Ipsala - Kesan - Gelibolu ... Lapseki -
Bursa - Eskişehir - Sivrihisar - Ankara - Aksaray - Adana
-Toprakkale - Gaziantep - S. Urfa - Nusaybin - Cizre - Habur
- Iraq
(b) Intermediate
roads
E 04
Helsingborg -
Jönköping - Norrköping - Södertälje - Stockholm -Sundsvall -
Umeå - Luleå - Haparanda - Tornio
E 06
Trelleborg - Malmö
- Halmstad - Göteborg - Oslo - Lillehammer -Trondheim -
Narvik - Olderijord - Karasjok - Kirkenes
E 08
Tromsø -
Nordkjosbotn - Skibotn - Kilpisjärvi - Tornio - Oulu - Vaasa
Turku
E 12
Mo i Rana -
Umeå... Vaasa - Tampere - Helsinki
E 14
Trondheim -
Storlien - Östersund - Sundsvall
E 16
Londonderry -
Belfast... Glasgow - Edinburgh ... Bergen - Fagernes -
Oslo
E 18
Craigavon -
Belfast - Larne ... Stranraer - Gretna -Carlisle - Newcastle
... Kristiansand - Oslo - Örebro - Arboga - Västerås -
Stockholm/Kapellskär... Mariehamn ... Turku/Naantali -
Helsinki - Vaalimaa - St. Petersburg
E 22
Holyhead - Chester
- Warrington - Manchester - Leeds - Doncaster -Immingham ...
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
- Goleniów - Koszalin - Gdańsk... Kaliningrad - Tolpaki -
Nesterov - Marijampole - Vilnius - Minsk
E 32
Colchester -
Harwich
E 34
Zeebrugge -
Antwerpen - Eindhoven - Venlo - Oberhausen - Dortmund - Bad
Oeynhausen
E 36
Berlin - Lübbenau
- Cottbus - Legnica
E 38
Glukhov - Kursk -
Voronezh - Saratov - Uralsk - Aktobe - Karabutak -Aralsk -
Novokazalinsk - Kzylorda - Shymkent
E 42
Dunkerque - Lille
- Mons - Charleroi - Namur - Liège - St. Vith - Wittlich -
Bingen - Wiesbaden - Frankfurt am Main - Aschaffenburg
E 44
Le Havre - Amiens
- Charleville-Mézières - Luxembourg - Trier - Koblenz -
Giessen
E 46
Cherbourg - Caen -
Rouen - Reims - Charleville - Mézières - Liège
E 48
Schweinfurt -
Bayreuth - Marktredwitz - Cheb - Karlovy Vary - Praha
E 52
Strasbourg -
Appenweier - Karlsruhe - Stuttgard - Ulm - München -
Salzburg
E 54
Paris - Chaumont -
Mulhouse - Basel - Waldshut - Lindau - München.
E 56
Nürnberg -
Regensburg - Passau - Wels - Sattledt
E 58
Wien - Bratislava
- Zvolen - Košice - Uzhgorod - Mukacevo - Halmeu - Suceava -
Iasi - Sculeni - Kishinev - Odessa - Nikolaev - Kherson -
Melitopol - Tagonrog - Rostov-na-Donu
E 62
Nantes - Poitiers
- Mâcon - Genève - Lausanne - Martigny - Sion - Simplon -
Gravellona Toce - Milano - Tortona - Genova
E 64
Torino - Milano -
Brescia
E 66
Fortezza - St.
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
- Sansepolcro - Fano
E 82
Porto - Vila Real
- Bragança - Zamora - Tordesillas
E 84
Kesan - Tekirdag -
Silivri
E 86
Krystalopigi -
Florina - Vevi - Yefira
E 88
Ankara - Yozgat -
Sivas - Refahiye
E 92
Igoumenitsa -
Joannina - Trikala - Volos
E 94
Corinthos -
Athinai
E 96
Izmir - Uşak -
Afyon - Sivrihisar
E 98
Topbogazi -
Kirikhan - Reyhanli - Cilvegözü - Syrian Arab Republic
(2) North-south orientation
(a) Reference
roads
E 05
Greenock - Glasgow
- Gretna - Carlisle - Penrith - Preston - Warrington
-Birmingham - Newbury - Southampton... Le Havre - Paris -
Orléans - Tours -Poitiers - Bordeaux - San Sebastián - Burgos
- Madrid - Cordóba - Sevilla - Cádiz - Algeciras
E 15
Inverness - Perth
- Edinburgh - Newcastle - Scotch-Corner - Doncaster -London -
Folkestone - Dover ... Calais - Paris - Lyon - Orange -
Narbonne - Gerona - Barcelona - Tarragona - Castellón de la
Plana - Valencia - Alicante - Murcia - Algeciras
E 25
Hoek van Holland -
Rotterdam - Gouda - Utrecht - 's-Hertogenbosch -Eindhoven
- Maastricht - Liège - Bastogne - Arlon - Luxembourg - Metz
-St. Avold - Strasbourg - Mulhouse - Basel - Olten - Bern -
Lausanne -Genève - Mont-Blanc - Aosta - Ivrea - Vercelli -
Allessandria - Genova... Bastia - Porto Vecchio - Bonifacio
... Porto Torres - Sassari - Cagliari ... Palermo
E 35
Amsterdam -
Utrecht - Arnhem - Emmerich - Oberhausen - Köln - Frankfurt
am Main - Heidelberg - Karlsruhe - Offenburg - Basel - Olten
- Luzern - Altdorf - S. Gottardo - Bellinzona - Lugano -
Chiasso - Como - Milano -Piacenza - Parma - Modena - Firenze
- Arezzo - Roma
E 45
Karesuando -
Gällivare - Storuman - Östersund - Mora - Grums - Trollhättan
- Göteborg ... Frederikshavn - Aalborg - Ǻrhus - Vejle
-Kolding - Frøslev - Flensburg - Hamburg - Hannover -
Göttingen - Kassel - Fulda - Würzburg - Nürnberg - München -
Rosenheim - Wörgl - Innsbruck - Brenner-Pass/Passo del
Brennero - Fortezza - Bolzano - Trento - Verona - Modena -
Bologna - Cesena - Perugia - Fiano (Roma) - S. Cesareo (Roma)
- Napoli - Salerno - Sicignano - Cosenza - Villa S. Giovanni
... Messina - Catània - Siracusa - Gela
E 55
Helsingborg ...
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
- Bijelo Polje - Skopje - Kicevo - Ohrid - Bitolj - Niki -
Vevi -Kozani - Lárissa - Domokos - Lamia - Brallos - Itea -
Antirrion ... Rion - Egion - Korinthos - Tripoli -
Kalamata... Kissamos - Chania
E 75
Vardø - Utsjoki -
Ivalo - Sodankylä - Rovaniemi - Kemi - Oulu - Jyväskylä -
Lahti - Helsinki ... Gdańsk - Świecie - Krośniewice - Lódź -
Piótrkow Trybunalski - Katowice - Č. Tĕšin - Žilina -
Bratislava - Györ - Budapest - Szeged - Beograd - Niš -
Kumanovo - Skopje - Gevgelija - Evzoni - Thessaloniki -
Lárissa - Almyros - Lamia - Athinai... Chania - Iraklion -
Agios Nikolaos - Sitia
E 85
Klaipéda - Kaunas
- Vilnius - Lida - Slonim - Kobrin - Luck - Černovcy - Siret
- Suceava - Săbăoani - Roman - Bačau - Mărăşeşti - Tişiţa -
Buzău - Urziceni - Bucureşti - Giurgiu - Ruse - Bjala -
Veliko Tarnovo - Stara Zagora - Haskovo - Svilengrad -
Ormenio - Kastanies - Didymoteicho - Alexandropouli
E 95
Sankt Petersburg -
Pskov - Gomel - Kiev - Odessa... Samsun - Merzifon
E 101
Moskva - Kaluga -
Brjansk - Glukhov - Kiev
E 105
Kirkenes -
Murmansk - Petrozavodsk - Sankt Petersburg - Moskva - Orel -
Kharkov - Simferopol - Alushta - Yalta
E 115
Yaroslavl - Moskva
- Voronezh - Rostov-na-Donu - Krasnodar - Novorossijsk
E 117
Mineraljnie Vodi -
Naljchik - Vladikavkaz - Tbilisi - Yerevan - Goris -
Megri
E 119
Moskva - Tambov -
Povorino - Volgograd - Astrakhan - Makhachkala - Kuba - Baku
- Alyat - Astara
E 121
Samara - Uralsk -
Atyrau - Beineu - Shetpe - Zhetybai - Fetisovo - Bekdash -
Turkmenbashi - Gyzylarbat - Border of Iran (Islamic Republic
of)
E 123
Chelyabinsk -
Kostanay - Zapadnoe - Buzuluk - Derzhavinsk - Arkalyk -
Zhezkazgan - Kyzylorda - Shymkent - Tashkent - Aini -
Dushanbe - Nizhny Pyanj
E 125
Ishim -
Petropavlovsk - Kokshetau - Shchuchinsk - Astana - Karagandy
-Balkhash - Burubaytal - Almaty - Bishkek - Naryn -
Torugart
E 127
Omsk - Pavlodar -
Semipalatinsk - Georgiyevka - Maikapshagai
(b) Intermediate
roads
E 01
Larne - Belfast -
Dublin - Wexford - Rosslare... La Coruña - Pontevedra -
Valença - Porto - Aveiro (Albergaria) - Coimbra - Lisboa -
Setúbal - Faro - Vila Real de Santo António - Huelva -
Seville
E 03
Cherbourg - Rennes
- Nantes - La Rochelle
E 07
Pau - Jaça -
Huesca - Zaragoza
E 09
Orléans - Limoges
- Toulouse - Barcelona
E ll
Vierzon -
Montluçon - Clermont Ferrand - Montpellier
E 13
Doncaster -
Sheffield - Nottingham - Leicester - Northampton -
London
E 17
Antwerpen - Gent -
Kortrijk - Cambrai - Reims - Beaune
E 19
Amsterdam - Den
Haag - Rotterdam - Breda - Antwerpen - Bruxelles - Mons -
Valenciennes - Paris
E 21
Metz - Nancy -
Dijon - Genève
E 23
Metz - Nancy -
Besançon - Vallorbe - Lausanne
E 27
Belfort - Bem -
Martigny - Grand-Saint-Bernard - Aosta
E 29
Köln - Luxembourg
- Saarbrücken - Sarreguemines (E 25 Strasbourg)
E 31
Rotterdam -
Gorinchem - Nijmegen - Goch - Krefeld - Köln - Koblenz -
Bingen - Ludwigshafen
E 33
Parma - La
Spezia
E 37
Bremen - Osnabrück
- Dortmund - Köln
E 39
Trondheim -
Ǻlesund - Bergen - Stavanger - Kristiansand... Hirtshals -
Hjørring - Nørre - Sundby - Aalborg
E 41
Dortmund - Giessen
- Aschaffenburg - Würzburg - Stuttgart - Schaffhausen
-Winterthur - Zürich - Altdorf
E 43
Würzburg - Ulm -
Lindau - Bregenz - St. Margrethen - Buchs - Chur - S.
Bernardino - Bellinzona
E 47
Helsingborg...
Helsingør - København - Køge - Vordingborg - Farø - Rodby ...
Lübeck
E 49
Magdeburg - Halle
- Plauen - Schönberg - Vojtanov - Karlovy Vary - Plzeň -
České Budĕjovice - Třeboň - Halámky - Wien
E 51
Berlin - Leipzig -
Gera - Hirschberg - Hof - Bayreuth - Nürnberg
E 53
Plzeň - Bayer -
Eisenstein - Deggendorf - München
E 57
Sattledt - Liezen
- St. Michael - Graz - Maribor - Ljubljan
E 59
Praha - Jihlava -
Wien - Graz - Spielfeld - Maribor - Zagreb
E 61
Villach -
Karawanken Tunnel/Predor Karavanke - Naklo - Ljubljana -
Trieste - Rijeka
E 63
Sodankylä -
Kemijärvi - Kuusamo - Kajaani - Kuopio - Jyväskylä - Tampere
- Turku
E 67
Helsinki - Tallinn
- Riga - Panevèžys - Kaunas - Warszawa - Piotrków Trybunalski
- Wrocław - Kłodzko - Běloves - Náchod - Hradec Kralové
-Praha
E 69
Nordkapp -
Olderfjord
E 71
Košice - Miskolc -
Budapest - Balatonaliga - Nagykanizsa - Zagreb - Karlovac -
Bihać - Knin - Split.
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
- Berettyóújfalu - Oradea - Beius - Deva - Petrosani - Tirgu
Jiu - Craiova - Calafat - Vidin - Vraca - Botevgrad - Sofia -
Blogojevgrad - Serai - Thessaloniki
E 81
Mukacevo - Halmeu
- Satu Mare - Zalău - Cluj Napoca - Turda - Sebeş - Sibiu -
Piteśti - Bucureşti - Lehliu - Feteşti - Cernavodă -
Constanţa
E 83
Bjala - Pleven -
Jablanica - Botevgrad - Sofia
E 87
Odessa - Izmail -
Reni - Galati - Tulcea - Constanta - Varna - Burgas - Marinka
- Zvezdec - Malko Tamovo - Dereköy - Kirklareli - Babaeski -
Havza - Keşan - Gelibolu - Eceabat ... Çanakkale - Ayvalik -
Izmir - Selçuk - Aydin - Denizli - Acipayam - Korkuteli -
Antalya
E 89
Gerede -
Kizilcahamam - Ankara
E 91
Toprakkale -
Iskenderun - Topboğazi - Antakya - Yayladağ - Syrian Arab
Republic
E 97
Kherson - Djankoy
- Novorossijsk - Sotchi - Sukhumi - Poti - (missing
link) - Trabzon - Gümüşhane - Aşkale
E 99
Şanliurfa -
Diyarbakir - Bitlis - Doğubeyazit - Iğdir - Dilucu -
Sadarak
B. BRANCH, LINK AND CONNECTING
ROADS
E 134
Haugesund -
Haukeligrend - Drammen
E 136
Ǻlesund -
Andalsnes - Dombås
E 201
Cork -
Portlaoise
E 231
Amsterdam -
Amersfoort
E 232
Amersfoort -
Hoogeveen - Groningen
E 233
Hoogeveen -
Haselüne - Cloppenburg - Bremen
E 234
Cuxhaven -
Bremerhaven - Bremen - Walsrode
E 251
Sassnitz -
Stralsund - Neubrandenburg - Berlin
E 261
Šwiecie - Poznaň -
Wrocław
E 262
Kaunas - Ukmerge -
Daugavpils - Rezekne - Ostrov
E 263
Tallinn - Tartu -
Luhamaa
E 264
Jõhvi - Tartu -
Valga - Valka - Valmiera - Incukalns
E 271
Minsk - Gomel
E 272
Klaipéda - Palanga
- Siauliai - Panevéñys - Ukmergé - Vilnius
E 311
Breda - Gorinchem
- Utrecht
E 312
Vlissingen - Breda
- Eindhoven
E 313
Antwerpen -
Liège
E 314
Leuven - Hasselt -
Heerlen - Aachen
E 331
Dortmund -
Kassel
E 371
Radom - Rzeszów -
Barwinek - Vyšný Komárnik - Svidnik - Prešov
E 372
Warszawa - Lublin
- Lvov
E 373
Lublin - Kovel -
Kiev
E 381
(deleted)
E 391
Trosna -
Glukhkov
E 401
St. Brieuc -
Caen
E 402
Calais - Rouen -
Le Mans
E 403
Zeebrugge - Brugge
- Kortrijk - Tournai
E 404
Jabbeke -
Zeebrugge
E 411
Bruxelles - Namur
- Arlon - Longwy - Metz
E 420
Nivelles -
Charleroi - Reims
E 421
Aachen - St. Vith
- Luxembourg
E 422
Trier -
Saarbrücken
E 429
Tournai -
Halle
E 441
Chemnitz - Plauen
- Hof
E 442
Karlovy Vary -
Teplice - Turnov - Hradec Králové - Olomouc - Žilina
E 451
Giessen -
Frankfurt am Main - Mannheim
E 461
Svitavy - Brno -
Wien
E 462
Brno - Olomouc -
Česky Tĕšin - Kraków
E 471
Mukačevo -
Lvov
E 501
Le Mans -
Angers
E 502
Le Mans -
Tours
E 511
Courtenay (A6) -
Troyes
E 512
Remiremont -
Mulhouse
E 531
Offenburg -
Donaueschingen
E 532
Memmingen -
Füssen
E 533
München - Garmisch
- Partenkirchen - Mittenwald - Seefeld - Innsbruck
E 551
České Budĕjovice -
Humpolec
E 552
München - Braunau
- Wels - Linz
E 571
Bratislava -
Zvolen - Košice
E 572
Trencin - Žiar nad
Hronom
E 573
Püspökladány -
Nyiregyháza - Tchop - Uzhgorod
E 574
Bacău - Braşov -
Piteşti - Craiova
E 575
Bratislava -
Dunajská Streda - Medvedov - Vámószabadi - Györ
E 576
Cluj Napoca -
Dej
E 577
Ploieşti -
Buzău
E 578
Saratel - Reghin -
Toplita - Gheorgheni - Miercurea Ciuc - Sfantu - Gheorghe -
Chichis
E 581
Tişiţa - Tecuci -
Albiţa - Leucheni - Kishinev - Odessa
E 583
Săbăoani - Iaşi -
Sculeni - Beltzy - Mohelerpodolsc - Vinnitza - Zhitomir
E 584
Poltava -
Kirovograd - Kishinev - Giurgiulesti - Galati - Slobozia
E 592
Krasnodar -
Djoubga
E 601
Niort (A10) - La
Rochelle
E 602
La Rochelle -
Saintes
E 603
Saintes -
Angoulème - Limoges
E 604
Tours -
Vierzon
E 606
Angoulème -
Bordeaux
E 607
Digoin -
Chalon-sur-Saône
E 611
Lyon - Pont
d'Ain
E 612
Ivrea -
Torino
E 641
Wörgl - St. Johann
- Lofer - Salzburg
E 651
Altenmarkt -
Liezen
E 652
Klagenfurt - Loibl
Pass - Naklo
E 653
Letenye -
Tomiyiszentmiklós
E 661
Balatonkeresztúr -
Nagyatád - Barcs - Virovitica - Okučani - Banja Luka - Jajce
- Donji Vakuf - Zenica
E 662
Subotica - Sombor
- Osijek
E 671
Timisoara - Arad -
Oradea - Satu Mare
E 673
Lugoj - Ilia
E 675
Agigea - Negru
Vodă/Kardam
E 691
Ashtarak - Gumri -
Ashotsk - Vale - Turkgözü - Posof - Kars - Horasan
E 692
Batumi -
Samtredia
E 711
Lyon -
Grenoble
E 712
Genève - Chambéry
- Marseille
E 713
Valence -
Grenoble
E 714
Orange -
Marseille
E 717
Torino -
Savona
E 751
Rijeka - Pula -
Koper
E 761
Bihać - Jajce -
Donji Vakuf - Zenica - Sarajevo - Užice - Čačak - Kraljevo -
Kruševac - Pojate - Paraćin - Zaječar
E 762
Sarajevo -
Podgorica - Border of Albania
E 763
Beograd - Čačak -
Nova Varoš - Bijelo Polje
E 771
Drobeta Tumu
Severin - Niš
E 772
Jablanica - Velico
Timovo - Shoumen
E 773
Popovica - Stara
Zagora - Burgas
E 801
Coimbra - Viseu -
Vila Real - Chaves - Verin
E 802
Bragança - Guarda
- Castelo Branco - Portalegre - Evora - Beja - Ourique
E 803
Salamanca - Merida
- Sevilla
E 804
Bilbao - Logroño -
Zaragoza
E 805
Famalicäo -
Chaves
E 806
Torres Novas -
Abrantes - Castelo Branco - Guarda
E 821
Roma - San
Cesareo
E 840
Sassari - Olbia
... Civitavecchia - intersection with E 80
E 841
Avellino -
Salerno
E 842
Napoli - Avellino
- Benevento - Canosa
E 843
Bari -
Taranto
E 844
Spezzano Albanese
- Sibari
E 846
Cosenza -
Crotone
E 847
Sicignano -
Potenza - Metapono
E 848
S. Eufemiu -
Catanzaro
E 851
Petrovac -
(Albania) - Prizren - Priština
E 852
Ohrid - Albanian
Border
E 853
Ioannina -
Albanian Border
E 871
Sofia - Kjustendil
- Kumanovo
E 881
Izmit - Bursa -
Balikesir - Manisa - Izmir - Ceşme
E 901
Madrid -
Valencia
E 902
Jaén - Granada -
Málaga
E 931
Mazara del Vallo -
Gela
E 932
Buonfornello -
Enna - Catania
E 933
Alcamo -
Trapani
E 951
Joannina - Arta -
Agrinion - Massalongi
E 952
Aktio - Vonitsa -
Amfilochia - Karpenisi - Lamia
E 961
Tripoli - Sparti -
Gythio
E 962
Elefsina -
Thiva
E 001
Tbilissi -
Bagratashe - Vanatzor
E 002
Alyat - Saatli -
Mehgri - Ordubad - Djulfa - Nakhchivan - Sadarak
E 003
Uchkuduk -
Dasshaus - Ashgabat - Gaudan
E 004
Kzylorda -
Uchkuduk - Buchara
E 005
Guza -
Samarkand
E 006
Ayni - Kokand
E 007
Tashkent - Kokand
- Andijan - Osh - Irkeshtam
E 008
Dushanbe - Kulab -
Kalaikhumb - Khorog - Murgab - Kulma - border of China
E 009
Jirgatal - Khorog
- Ishkashim - Lyanga - China
E 010
Osh - Bishkek
E O11
Kokpek - Kegen -
Tyup
E 012
Almaty - Kokpek -
Chundzha - Koktal - Khorgos
E 013
Sary - Ozek -
Koktal
E 014
Usharal -
Dostyk
E 015
Taskesken -
Bakhty
E 016
Zapadnoe - Zhaksy
- Atbasar - Astana
E 017
Elabuga - Ufa
E 018
Zhezkazgan -
Karagandy - Pavlodar - Uspenska
E 019
Petropavlovsk -
Zapadnoe
Annex II
CONDITIONS TO WHICH THE MAIN INTERNATIONAL TRAFFIC ARTERIES
SHOULD CONFORM
Contents
I. GENERAL
II. CLASSIFICATION OF INTERNATIONAL ROADS
III. GEOMETRIC CHARACTERISTICS
1. General considerations
2. Horizontal and vertical alignment
2.1 Basic parameters
2.2 Conditions of visibility
3. Cross-section between junctions
3.1 Number and width of traffic lanes
3.2 Shoulders
3.3 Central reserve
3.4 Crossfall
4. Overhead clearance
5. Intersections
5.1 Choice of type of junction
5.2 Layout of level junctions
5.3 Interchanges
5.3.1 General provisions
5.3.2 Geometric characteristics
6. Deceleration and acceleration lanes
7. Railway intersections
IV. EQUIPMENT
1. General considerations
2. Vertical signs and road markings
2.1 General characteristics of vertical signs and road
markings
2.2 Road markings
2.3 Vertical signs
2.4 Roadworks and emergency signs
3. Equipment and user services
3.1 Safety fences and barriers
3.2 Delineators
3.3 Anti-glare devices
3.4 Arrester beds
4. Traffic control
4.1 Traffic light signals
4.2 Variable traffic signs
4.3 Emergency communication systems
5. Road lighting
6. Ancillary facilities installation
6.1 Safety of pedestrians and cyclists
6.2 Protection of disabled persons
6.3 Protection from animals
7. Service facilities
7.1 Rest areas
7.2 Service areas
7.3 Toll areas
7.4 Frontier posts
V. MANAGEMENT, SAFETY EQUIPMENT AND GENERAL ARRANGEMENTS FOR
TUNNELS
1. Traffic management systems
2. Control centre
3. Emergency exits and access for emergency services
4. Tunnel equipment
4.1 Lighting appliances, power supply and electrical
circuits
4.2 Emergency appliances
4.3 Ventilation systems
4.4 Other appliances and systems for the improvement of
safety
VI. ENVIRONMENT AND LANDSCAPING
1. General remarks
2. Integration of roads into the environment
3. The main adverse effects of roads on the environment
3.1 Water pollution
3.1.1 Pollution during roadworks
3.1.2 Seasonal pollution
3.1.3 Accidental pollution
3.1.3 Chronic pollution
3.2 Noise
3.2.1 Factors to be taken into account
3.2.2 Measures to be taken
4. Taking account of the landscape and the cultural
environment
VII. MAINTENANCE
1. General considerations
2. Maintenance management
3. Specific maintenance aspects
CONDITIONS TO
WHICH THE MAIN INTERNATIONAL TRAFFIC ARTERIES SHOULD CONFORM
I GENERAL
The fundamental characteristics of the construction,
improvement, equipment and maintenance of the main international
traffic arteries, hereafter designated "international
roads", are dealt with in the following provisions, which
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:
1. Motorways
Motorway" means a road specially designed and built for
motor traffic, which does not serve properties bordering on it,
and which:
(i) Is provided, except at special points or temporarily, with
separate carriageways for the two directions of traffic,
separated from each other by a dividing strip not intended for
traffic or, exceptionally, by other means;
(ii) Does not cross at level with any road, railway or tramway
track, or footpath; and
(iii) Is specially sign-posted as a motorway.
2. Express
roads
An express road is a road reserved for motor traffic
accessible from interchanges or controlled junctions only and
which:
(i) Prohibits stopping and parking on the running
carriageway(s); and
(ii) Does not cross at level with any railway or tramway
track, or footpath.
3. Ordinary
roads
An ordinary road is one open to all categories of users and
vehicles. It may have a single carriageway or separate
carriageways.
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:
- The best possible conditions of visibility and perception of
the junction shall be ensured on approaches from main or
secondary roads;
- Complex layouts shall be avoided and the geometry made as
simple as possible consistent with the functions of the junction,
so as to render it readable and comprehensible to users.
Junctions comprising more than four branches shall therefore be
simplified by grouping certain traffic streams, or shall be
treated as roundabouts;
- Geometry and traffic-signals shall be used to warn and slow
down non-priority users. The junction should include on the
non-priority carriageways directional islands, bordered, for
example, by a slightly raised kerb to channel secondary flows
(diversion of lanes);
- Intersecting lanes shall intersect one another as nearly at
right angles as possible;
- Left-turn* deceleration lanes shall be provided on the road
as soon as the corresponding traffic reaches a substantial
level;
- Priority-road users shall be forewarned and excessively wide
lanes avoided, since they encourage speeding, reduce vigilance
and make crossing more difficult (for example, avoid increasing
the number of through lanes, and provide deceleration lanes to
the right and merging lanes only if the traffic so
justifies);
- In the case of substantial interchange traffic and in the
presence of left-turn* deceleration lanes, the central storage
area and special lanes shall be indicated clearly (islands, and
appropriate markings and surfacing);
- When necessary, direct and clearly marked paths for
pedestrians and cyclists shall be provided.
* Note: This text is based on the assumption that traffic
keeps to the right
III 5.3 Interchanges
III 5.3.1 General
provisions
Interchanges are grade-separated junctions with slip roads
permitting traffic to pass from one road to the other.
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: …
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