How roads are built in China technology. How roads are made in China and the Czech Republic

750 meters per hour - with such a speed, new roads are being built in China today. How did the “Chinese road miracle” happen and how can the experience of our neighbors help us?

FROM NOWHERE

Half a century ago, China was one of the most backward countries in terms of the length of paved roads. The PRC government believed that there were more important tasks. The situation began to change in the 1980s, when it was understood that without modern road infrastructure it was impossible to continue. There was even a slogan: "If we want to get rich, we must first build roads." At this time, the government adopted the first plan for the creation of a network of state expressways and the corresponding quality standards were developed. We decided on the sources of financing for the construction (funds from the state budget, local budgets, road maintenance fees, additional duties when buying a car, excise taxes on fuel). Since 1985, all this has been formalized by separate laws (many organizational problems have not been resolved in our country to this day). At the same time, the state allowed the introduction of tolls on the highway high class to repay construction loans.

The first high-speed road, Shanghai - Jiading (18.5 km), was opened in 1988, after which the laying of such routes rushed on the rise. Already in the first decade, China has achieved such results in road construction that it took Europe and the United States more than half a century! The construction of highways raised the level of all road construction, allowed the backward industry, where the main means of production were a shovel, a wheelbarrow, a hand roller and millions of low-paid workers, to reach a modern level. Serious manufacturers of road equipment appeared.

The construction of high-speed roads continues now, and at the same fantastic pace. By the beginning of the 21st century, their length exceeded 10 thousand kilometers. In 2002 - already 20 thousand, and in 2008 - 60 thousand kilometers! By the end of 2013, the total length of roads exceeded 4.1 million kilometers, including 104.5 thousand expressways. According to the Transport Development Program for the 12th Five-Year Plan (2011-2015), a network of high-speed roads will be formed in China in the coming years, which will connect all regions and almost all cities with a population of over 200,000 people. Already today there are 300,000 bridges in China (a thousand of them are more than a kilometer long). By the number of modern roads, the country has taken the second place in the world, and all the highways were built in 20 years!

All of China is covered by a network of high-speed toll roads, some of them don't have a free alternative. Drivers pay, but do not complain: after all, you can quickly get to anywhere in the country!

SECRET TECHNOLOGIES

The Chinese have not invented anything new. Government and regional institutions are planning how the transport network should grow - taking into account the development of the economy, the direction of freight and passenger traffic, and the growth in the number of cars. There is a lot of money in the country, including free money that can be spent on creating a modern infrastructure. Rhetorical question: why didn't they do this in Russia when the country was literally flooded with petrodollars? Between 2005 and 2010, China's national expressway network was invested $17-18 billion a year, and now that the main arteries are in operation, they are spending $12 billion a year.

The federal or local authorities have full control over the construction, but it is usually carried out at the expense of the contractor. And the state or the government of the region will pay him only after all the work has been completed, and it is precisely within the framework of the amount that is prescribed in the contract. High rates are a direct result of such a system: builders want to return the money invested as quickly as possible. At the same time, not at the expense of quality: the agreed service life of roads, as a rule, is at least 25 years.

MONEY ON THE TABLE

Most roads in China are free. There are also two types of toll roads: state (built at the expense of the budget) and commercial (built at the expense of own or borrowed funds of companies). For a simple motorist, there is no difference between them, but according to the law, a state road should become free after 15 years of operation, and a commercial one after 25 years. Fee for cars - from 0.25 to 0.6 yuan (1.3-3.3 rubles) per 1 km, depending on the time of day, season, etc. For trucks - from 3 to 7 rubles, which is not much different from European tariffs. But there are two differences from Europe or neighboring Japan. First, in cities, all roads are free, even if they are futuristic six-level interchanges, like in Shanghai. And in the same Tokyo, entry to the multi-level city freeway is paid. Secondly, there is not always a free alternative road, and in such cases a separate decision is made at the government level each time.

I have traveled a lot on Chinese roads. To be honest, there are also old, broken ones among them, especially in the north of the country. But new roads, interchanges, bridges, as well as the pace of their construction, are amazing. Sometimes the terrain is not recognizable: I remember that last year there was an open field here and there were some huts - and today there is a high-speed highway, and at the second level, and new interchanges are being built ...

The Donghai Bridge, built three years ago, impressed me the most. When you look at the map, you get the feeling that it leads nowhere and breaks off into the open sea. But it's not like that. The Shanghai port, the world's largest in terms of turnover, is located in the shallow mouth of the Yangtze River and cannot accommodate today's huge tankers and container ships. To solve this problem, a new port was built on the small island of Yanshan - just for such ships. And they connected the island to the mainland with a bridge 32.5 km long. Fantastic building! Six - eight traffic lanes, excellent coverage, lighting ... You drive as if on the high seas! So, Donghai was built in just three years! And it's not the best long bridge in China: in Shandong province there is a 36.5 km long Jiaozhou Bay Bridge. And for reference: seven of the ten longest bridges in the world are located in China.

Shanghai with a population of 20 million is quite successfully solving its transport problems. The main "secret of the company" is to build as many new roads and interchanges as possible.

BROTHERS - FOREVER?

How can we use the Chinese experience? What can be done together to defeat the first eternal Russian misfortune?

A number of joint projects are already being implemented: for example, new border crossings are being built on the Russian-Chinese border, as well as highways leading to them. It is planned to build two bridges across the Amur: Blagoveshchensk - Haihe (there is already a project) and in the Trans-Baikal Territory, near the village of Pokrovka. Both Chinese and Russian companies will work. The largest road construction corporations of the Celestial Empire are very interested in the opportunity to participate in our main infrastructure projects - the construction of the Central Ring Road in the Moscow region, the new high-speed highway Western Europe - Western China (for them this is the most important transit direction!). And the main project that at least two leading Chinese companies have set their sights on in recent months is the construction of a bridge across the Kerch Strait. As soon as it became known about this project, a large delegation of Chinese experts immediately arrived in Kerch. And they showed me the Donghai Bridge for a reason!

“Chinese partners would like to invest about five trillion rubles in the development of our transport infrastructure within five years, and I believe that our cooperation has very good prospects,” Russian Minister of Transport Maxim Sokolov is sure. - We have already managed to agree with partners on a number of key issues. First, Russian and Chinese companies will work together at all stages. Secondly, Chinese banks and funds are ready to invest in joint projects, and directly, in yuan and rubles. Thirdly, there is support on the high level both from our side and from the Chinese side.

The 32 km Donghai Bridge connects Shanghai to the new deep water port on Yanshan Island.

It seems that the construction of a bridge across the Kerch Strait may be the first, but a very serious joint project. Judge for yourself: in difficult conditions, it is necessary to build a bridge crossing 19 km long, which will pass along the dam through the island of Tuzla to Kerch. The Taman Peninsula, Tuzla and the Crimean coast will be connected by two spans of a two-tier combined road and rail bridge - 1.4 and 6.1 km long. And to approach the bridge, it will be necessary to build at least 40 km of roads to Taman, 8 km of the highway to Kerch, 17 km railways… The bridge will also serve as a support for water conduits. Alas, we have no experience in building facilities of this magnitude. European companies are not helpers here - they will not go to Crimea, so as not to fall under sanctions. And the Chinese do not need to take experience: they are now building the longest bridge in the world: Macau - Hong Kong. Its length is 58 km.

By the way, on average, the construction of 1 km of a four-lane highway in China costs $2.9 million. We have about 7 million dollars, but this includes funds for the purchase of land, the transfer of communications and other expenses that add up to 40-50% of the total. So prices are comparable. But for some reason, the results are different: we build a little more than 600 km of roads a year, and in China - up to 10,000 km! True, in the PRC, up to 4% of GDP was invested in road construction, while in our country - only 1% ... So it turns out that now the total length of paved roads in China is 4.5 times more than in Russia. But even 30 years ago, the Chinese had nothing to brag about. Maybe in a few decades they will tighten the roads with us?

In a May decree, President Putin instructed to build the Russian part of the Europe-Western China (EZK) transport corridor by 2024. By October 1, the route of the corridor should be included in the plan for the main infrastructure.

The entire route is over 8000 km. Roads in Belarus, Kazakhstan and China are almost ready. But the Russian part caused serious controversy in the government.

There are four options for the route - they all end on the border with Kazakhstan at the border point Sagarchin. There are also at least six estimates of the cost of the EZK, say a participant in meetings with Deputy Prime Minister Maxim Akimov and two officials. Until now, the main route is considered to be through Kazan, developed by the state company Avtodor. Her representative declined to comment.

In the materials for the meetings on the plan for the main infrastructure (Vedomosti got acquainted with the copy, officials confirmed the authenticity), the total cost of construction and reconstruction of all roads of the EZK project was estimated at 1 trillion rubles, of which 825 billion from the budget, this was confirmed by two officials. The cost estimate can be significantly lower if not all the roads of the route are included, the participant explains: funding for the reconstruction of some roads may be provided separately.

The Minister hastened

At the end of March, the current Minister of Transport, Yevgeny Dietrich, told reporters that the construction of the first private highway - the Meridian highway - had already begun. The company denied this information. Meridian is conducting surveys and designing on the site that runs from the Sagarchin checkpoint to the intersection with the existing A-300 regional highway, Roman Nesterenko then replied to Vedomosti. “In a broad sense, this is also construction, but still not quite like that,” he said. Construction will begin when the company agrees with the state, he said.

The main topic of discussion: to allocate funds for a new high-speed highway, so that in the future even launch drone trucks on it, or to reconstruct the M5 and M7 highways that go through cities, Pavel Chistyakov, vice president of the Center for Infrastructure Economics, knows: the latter is clearly not enough for a high-speed freight route, although it is necessary to reconstruct the routes.

In the first version of the backbone infrastructure plan dated August 15, the EZK was estimated at 560 billion rubles, of which 340 billion from the federal budget.

But the majority at a meeting with Akimov on August 29 called for adding another road to the plan for the main infrastructure - the private Meridian highway, two participants in this meeting said and three federal officials confirmed. Akimov's spokesman declined to comment.

The final decision on the route will be made at a meeting with Dmitry Medvedev, the date has not yet been set, the participant in the meetings said and the federal official confirmed. Meridian will be included in the report addressed to Medvedev, which Akimov will sign this week, the official said.

In 2016, Meridian was recognized as a branch of the EZK - by the decision of the government commission on transport. Since 2013, the road has been developed by the co-owner of the Russian Holding Company (RHC) Alexander Ryazanov, deputy chairman of the board of Gazprom in the same years when Medvedev was chairman of the board of directors, and his partner Roman Nesterenko. In mid-July, Medvedev instructed the RHC to work out a proposal to build the road, two officials say.

Among those who are in favor of including Meridian in the plan are Economic Development Minister Maxim Oreshkin, Akimov himself and several other high-ranking participants in the meeting with the deputy prime minister, two officials said. Against - the Ministry of Transport: a representative of the ministry explains that it is impossible to include a completely private project in the plan.

"Meridian" does not require budget injections and is estimated at 594 billion rubles. But the initiators are asking not to build competing roads during the payback period (postpone the construction of the Avtodor Unified Gas Complex to a later date), in case of nationalization of the project, to pay them the market value, to compensate for losses in the event of administrative restrictions on travel (at least 15 billion rubles per year). for transit transport from China) or changes in tax legislation (the mechanism in the draft law “On the protection and promotion of investments” is being developed by the Ministry of Finance), according to the materials for the meetings, and at the regional level, Meridian asks for property tax benefits. It is not practical to build two parallel roads in one direction of the Sagarchin point - they will compete for traffic, it is better to separate the route, says Olga Revzina, partner at Herbert Smith Freehills.

A kilometer of Meridian costs almost 2 times cheaper than the Avtodor highway, including due to the harmonization of special (closer to European) construction standards. The Ministry of Finance supports Meridian and proposes to abandon the main route of the EZK, two officials and three participants in the meetings say. The representative of the Ministry of Finance does not comment on this. An employee of the presidential administration who was present at the meeting was of the same opinion, said a participant in the meeting with Akimov.

The main difference between the Meridian, in addition to the lack of budget funding, is that it passes through the south of Russia, far from major cities. The downside is that the road does not improve the transport links of the agglomerations, as recorded in the spatial development strategy of the Ministry of Economic Development, and is very sensitive to the closure of external borders in the event of geopolitical tension. The advantage is that this will save on land (agricultural land is being bought) and build the road in the shortest way, which will make it possible to transport goods from Shanghai to Hamburg in 10 days. It will give impetus to the development southern territories: industrial parks will appear, agricultural products will be exported to Asia, according to the materials of the meetings.

Meridian can be financed VEB and MC "Leader", as well as foreign investors, according to the materials for the meetings. At the beginning of June VEB agreed with China Development Bank to co-finance projects related to China's strategic initiative "One Belt - One Road". VEB's First Deputy Chairman Nikolai Tsekhomsky attended the meeting with Akimov and supported the inclusion of the project in the backbone infrastructure plan as part of the One Belt, One Road initiative, a meeting participant said. Meridian could become the key on the EZK route, Tsekhomsky confirmed through a representative: VEB is considering options for structuring this project. A spokesman for Leader did not respond to a request.

Meridian's initiators are preparing for construction at their own risk. They have completed engineering surveys for 433 km of the route, are conducting them for another 1100 km, received licenses for the development of five sand and gravel pits, four water licenses, agreed on 10 forest development projects, issued rights to 90% of the land along the 2000-kilometer route (75 % redemption, the rest rent or easement), prepared pre-project documentation, began designing, received technical conditions for the reconstruction of communications, the meeting materials say. Such data was provided by the project participants themselves for various meetings, the official confirms.

A 100-meter corridor of land was being redeemed, almost 2,000 plots were bought in total, Nesterenko told Vedomosti, but he does not want to talk about expenses.

They bought up 20,000-30,000 hectares of land, estimates the general director of the Zemer group, Ilya Terentyev, spent, according to rough estimates, from 1.2 billion to 1.7 billion rubles. Based on the cadastral value, the land for the construction of the road cost no less than 1.2 billion rubles, Irina Vishnevskaya, general director of the Irvicon consulting company, agrees. In total, according to her, the initiators of the project have already spent up to 10 billion rubles.

For transit trucks, the estimated cost of 1 km of travel along the Meridian is 30 rubles, for trucks inside Russia - 5 rubles, for cars - 2 rubles, the materials say. Investors are going to make money on fares, services and gas stations, in total about 200 of them are planned. Most likely, tariffs for transit and Russian trucks will be equalized - 15 rubles. for 1 km, says Nesterenko.

The initiators of the project expect to intercept part of the container traffic of the Suez Canal, the participant of the meetings knows, the cargo will pass in 10 days instead of 45. traffic of the Suez Canal, only 3.41% of this traffic will allow you to receive good result. Goods will arrive from Chengdu to Warsaw in five days, and by sea in 40-50 days, Nesterenko stressed.

There are already examples of private roads in Russia - the Western High-Speed ​​Diameter in St. Petersburg belongs to the investor LLC Northern Capital Highway (with participation VTB), the road was built under a PPP agreement. So the model with private ownership of the road is not a problem, says Fyodor Teselkin, Head of Freshfields PPP practice in Russia.

Under such an agreement, the state can give the guarantees necessary for the investor, issuing them as subsidies in case of special circumstances, but it will be very difficult to implement such a project under the PPP law in eight regions at once, says Vladimir Kilinkarov, head of the Russian PPP practice at Dentons.

The question is whether investors and lenders will be willing to take the risk of traffic on the Meridian, says Teselkin, so far in Russia, this has only been done in projects directly near or inside Moscow, such as the Odintsovo bypass and the first section of the M11. It is possible that such a large project will still require certain guarantees from the state, he concludes.

Watching the ups and downs of the road in our country, one cannot help but wonder, how are things going with toll roads in China? How does a country that is densely populated in the east and economically less developed in the west solve the problem of building and maintaining high-speed toll roads? And how much does it cost the state and motorists?

The Chinese toll road has a capacity of 25,000 to 100,000 vehicles per year. It has two directions of traffic with a separator, at least two lanes for each direction, entry and exit, checkpoints. Cars move at an average speed of 120 km/h. Pointers in China, as well as in Taiwan, in Korea, the USA, Canada and Japan, are green. In Hong Kong, until the 90s, blue was used, as in the UK, but was subsequently replaced by green.

In China, the construction of such roads is carried out in parallel with the construction of conventional highways. Despite the fact that the toll road turns out to be safer and 60-70% faster than the usual one, the government believes that in order to maintain social equality, it is necessary to offer a worthy alternative to all segments of the population. In addition, toll roads are only a part of common system for the development of lagging regions in the west of the country.

Source: map.ps123.net

Industrialization and urbanization reached China relatively late. In the West, the boom in road construction came in the 30s of the 20th century. The earliest construction of such roads began in Taiwan in 1970. By 1988, there were only 100 km of high-speed highways in mainland China. In 2015, this figure reached 123,000 km. The pace of construction in 1998-2005 amounted to 4,500 km per year, today - more than 6,600 km per year. This acceleration is connected not only with new technologies, but also with the increased flow of investments. In 2013, 72.97 billion yuan was invested in toll highway projects. Every 100 million yuan invested creates 3,900 jobs.

The construction cost of 1 km of road in China is 30 million yuan. In highland areas and over the sea coast - from 40 million yuan and more. It takes about 3-5 years, sometimes up to 8 years, from the approval of the project to the commissioning of the facility. Part of the costs is paid off by tolls on the new highway, and the other part by state support. The payback period averages 8-10 years, and the operating period is 25-30 years. In the US, roads have a lifespan of up to 40 years.

In addition to investment, the state exercises antimonopoly control, work planning, legislative framework, inspection and supervision, quality control and compliance with working conditions, as well as monitors compliance with cultural and ethical standards at work and during Maintenance. As a rule, there is one controlling authority per province, less often - an association. Road safety is monitored by the police and traffic police, who work closely with each other. Well-established companies from the provinces of Zhejiang, Jiangsu, Shandong and Fujian enjoy the trust of government authorities.

A non-stop electronic toll system (ETC, Electronic Toll Collection) is used to collect tolls on expressways. This highly efficient system, which is an automatic barrier with a scanner that recognizes the number of passing vehicles, is used all over the world, positively influencing the speed of service on busy sections of highways and reducing the noise level in the city.

In 1995, the technology was approved for use in China, and in 1996 a special committee for its dissemination and application was established. It was decided to introduce the system gradually, so mixed payment acceptance points were equipped: a live cashier and a soulless scanner were offered to choose from. Also, as an experiment, checkpoints were built with and without a barrier, with payment immediately or after, according to the photo.

First of all, ETS was applied on popular routes in Beijing, Guangdong, Jiangsu and Sichuan provinces. The experiment showed that the technology has a vulnerable software, and also provokes traffic jams and air pollution in places of accumulation of cars. In addition, widespread implementation requires the restructuring of existing points. The advantages of the system include compliance with modern standards, reliability of information, practicality, consistency, scale, as well as the possibility of refinement, improvement of technology and elimination of shortcomings in the future. Today, crossing the automatic control line takes on average up to 4 seconds.

Highway on about. Hainan. Photo: Anton Zhideev

A subscription card for paying for travel on high-speed roads can be issued for a month, six months or a year, or you can pay directly from your account after the fact. In the Beijing area, travel on such a highway will cost 0.4 yuan per 1 km, at some intervals - up to 2 yuan / km. On some roads, a one-time fee is charged at the exit from the highway - from 10 to 30 yuan. The road from Beijing to Fuzhou (1898 km) by car (up to 7 seats) will cost 960 yuan. Such a payment system operates both between cities and within cities.

There is only one place in China where such a system of checkpoints has not been applied since 1991 - Hainan Island. Here, the "highway tax" is already included in the cost of fuel, which is higher than on the mainland by almost a yuan. At the time of writing, in Xiamen, 93rd gasoline cost 5.54 yuan per liter, 97th - 5.92 yuan, and in Haikou - 6.68 and 7.08, respectively.

At first glance, it may seem that the construction of highways in China is proceeding without hitches and bureaucratic delays, and new toll systems are working with a bang. In the following publications, we will try to figure out what problems China faces in the construction of highways, and how it manages to overcome them.

Other publications about Chinese roads:

: where does revenue from toll roads go in China?

It's no secret that the Chinese economy is developing by leaps and bounds. Of course, the development of the economy, industry and Agriculture unthinkable without the development of construction, services, business and infrastructure development. transport industry, transport infrastructure- have always been, are and will be the engines of the development of the economy of any state. And without the construction of new roads, railways and airports, it is impossible to build a successfully developed modern state.

Today, more than 700 meters of roads per hour are being built in China. Think about it. While you sleep at night, another 5-6 kilometers of new modern roads will be built in China. What is this "East Asian miracle" that we can learn from the experience of building new roads from our neighbors?

Almost from scratch

Fifty years ago, China was a backward country with a predominantly agrarian-oriented economy. There were almost no paved roads, as the Chinese communist authorities believed that there were more actual problems in the country than the construction of roads and communications.

However, in the 1980s, China realized that without the development of infrastructure, including roads, the development of the economy in modern world impossible. The authorities of the country have created a plan for the construction of high-speed highways, while developing quality standards for the roadway. Funds for the construction of roads were found from the budget of the PRC, the budget of local authorities, as well as from service fees, additional duties and taxes when purchasing a car, and excise taxes on gasoline. Already during the construction of the first expressways, the Chinese authorities established a toll on roads in order to pay off the loan funds spent on their construction.

The first highway, almost 20 kilometers long, was built in 1988. After that, the pace of road construction from year to year begins to grow at a frantic pace. In 10 years, China has built as many kilometers of roads as it took the countries of Europe and the United States to build in half a century. The entire transport industry in the country grew before the eyes of the whole world by leaps and bounds. And if earlier roads were built with the help of two hands, a shovel and a wheelbarrow attached to a bicycle, now modern high-tech machines have appeared in the country.

In China, they do not even think of slowing down the momentum and pace of road construction. In 2001, the total length of expressways was 10,000 km. In 2002 - 20 thousand km, in 2008 - 60 thousand km. In 2014, the total length of highways amounted to more than 4 million kilometers, of which more than 100 thousand kilometers are expressways. IN State Program a project has been laid, according to which by the end of this year express roads must tie everything Chinese cities with a population of at least 200,000 people. Moreover, along with the construction of roads, China is actively building bridges, crossings and tunnels. There are more than 300 thousand bridges in the country alone! And all this was built in 25 years. Recently, the Chinese authorities announced the construction of a bridge from Hong Kong to Macau, between which a high-speed cruise ship covers the distance in two hours.

Modern technologies

The Chinese are famous for being not so much inventors as manufacturers. Their construction technologies are borrowed from the experience of road construction in Europe, the USA and Japan. However, the Government of the country, scientists and technologists plan in advance the development of the transport network, taking into account the priorities in the development of the economy, passenger traffic, the transport potential of individual regions, etc.

The state and local regional authorities carry out full control over the course of road construction, but the contractor invests only his own funds in the construction. And only after the facility is put into operation, the state and investors will pay the contractor the full amount in accordance with the signed agreement. And this motivates the companies that have undertaken the work to complete them in as soon as possible which is sorely lacking in our construction companies not only in the field of road construction.

Chinese socialism

Traveling on Chinese roads is mostly free. But there are also toll roads - built for budgetary funds and private ones. For ordinary car owners there is not much difference, however, after 15 years from the date of commissioning, the state road automatically becomes free, while the private road after 25 years. The fare for passenger cars is from 1 to 3 rubles per kilometer, it depends on weather conditions and time of day. For trucks, the fare is in the region of 3-7 rubles per kilometer. But in China, unlike Western Europe and Japan, in the cities, travel on the roads is free. Also in China, toll roads are always duplicated by free ones, which are also built for budget money.

China's experience for Russia

Even today, China and Russia are actively cooperating in the field of various infrastructure projects. For example, they create projects together border crossings and build them by joint forces and means from both sides. The plans also include a project to build a bridge from Blagoveshchensk to neighboring Heihe, as well as a bridge from the village. Pokrovka in Transbaikalia to neighboring China across the Amur River.

Many Chinese road construction companies are interested in investing in Russia. They are interested not only in projects on Far East, Transbaikalia and Buryatia. The Chinese want to participate in the construction of a high-speed highway from Western Europe through Russia to the western part of China. Also, two road construction companies in China are interested in the construction project of the Kerch bridge.

In conclusion, it is worth noting that the construction of four lanes of a one-kilometer freeway in China costs less than $3 million. We have 7 million. However, we have different legislation and various additional costs for the transfer of existing infrastructure facilities take a significant amount of money. Only here in China more than 10 thousand kilometers of roads are built a year, and in Russia - 600 kilometers.

19.04.2017

Road infrastructure plays an important role in the development of any country, so road construction is always paid Special attention. Building a road is not so easy, because. it somehow resembles a “layer cake”, consisting of various layers building materials. According to their structure and laying technologies, cement-concrete (rigid) and asphalt-concrete (non-rigid) roads are distinguished.

cement concrete road

The service life of this road reaches 25 years. It is laid by laying out factory-made concrete slabs.

asphalt concrete

These roads are operated up to 10 years. The materials used in construction significantly affect the durability of each layer that makes up the road: soil in the base, then sand, then a layer of crushed stone and a final layer of asphalt. If the cost of crushed granite, sand and other materials corresponds to the quality, then it is better not to skimp in this matter, and the service life will exceed all expectations.

Europe

The best paving technology in Europe is perhaps in Germany and Finland. The thickness of all layers of German roads can reach two meters. When laying them, German specialists are in no hurry, and step by step they check all the materials for quality. Before laying the final layer, they cover the road with a canvas that protects from the sun and rain, which helps the lower layers to harden well. Only after that asphalt or heavy-duty concrete is laid. In the event of pits, they change a whole section of the road, and do not patch it.

Finnish specialists use the same methods as in Germany. The only difference is that in some parts of the country the soil is unstable, so they add special impurities that stabilize the soil base.

China

China is on a par with Europe. However, the Chinese road laying is distinguished not only by quality, but also by speed - 750 m / h. The road construction technology consists in covering the main roadbed, consisting of concrete slabs, with asphalt. This method allows to achieve a service life of 25 years.

Russia

Today in Russia, in 98% of cases, the asphalt concrete paving method is used. Only in comparison with other countries - construction technology in most cases remained the same as in the last century. In less than 20% of cases, new materials (geogrids and geotextiles) are used in construction. They often try to save on materials, so roads have to be patched up in a couple of years, after laying.

If you are engaged in construction in the Moscow region and want to buy crushed stone with delivery of best quality, the Yamskoye Pole company is what you need! We guarantee the quality and long life of your roads!