Низовцев Юрий Михайлович : другие произведения.

Transcontinental and local pile road constructions of non-stop movement

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  • Аннотация:
    New two-level pile highways on the steel framework, providing unceasing movement of trains, vehicles, being characterized rather low expenses and capable to combine in one volume unceasing movement of railway transport, motor transport, raw materials transfer on pipelines, information through cables.
  Existing approach now in the world suggests a separate move along transport corridors of motor transport, railway transport as well as laying pipelines, communication systems, electric power lines, that is expensive and inefficient in many respects. This approach often takes away fertile lands from users, pollutes a surrounding environment, outdated methods of movement of vehicles are applied in practice. Revealing of shortcomings of this approach gave the chance to develop the new compact road designs providing unceasing movement of vehicles in single volume of the combined transport pile platform on the basis of a steel framework at the expense of introduction of the through buffer lanes for trains and other vehicles, as well as the interstorey crossings for vehicles. The construction can also be used for an attaching on it of cables and pipelines. The similar construction can be used as the overpass. These and similar constructions will give the chance to intensify sharply commodity turnover, they will be a additional sales market of metal rolling and cement, will allow to master desert territories, as well as they will increase significantly mobility of population and will improve life of population.
  
  Keywords: pile highways, container transportations, unceasing traffic, pile platform, steel framework, interstorey crossings, buffer lanes, unlimited throughput rate, transport corridor, pipelines, communication links, overpasses.
  
  Table of Contents
  
  Introduction
  Chapter 1
  The combined transport and transporting highway for transport corridors.
  Chapter 2
  Two-storeyed overpasses of unceasing movement on a steel framework.
  
  Chapter 3
  Pile highways-platforms as efficient anti-recessionary tool.
  
  Introduction
  
  For movement of various freights, materials on long distances still traditional ways are used now, namely: shipping, railway transport, motor transport and aircraft.
  All these types of transportation have essential shortcomings: shipping occupy the long time, air transportation is too expensive, as well as, mostly, transportation of freights by motor transport, rail transportation are limited to weak network of the railroads in the majority of the countries of the world and rather small channel capacity of the railroads for freight transportation.
  Now China is world factory of all goods practically. Each two containers with freights are being transported from it to the different countries of the world in enormous volume.
  Therefore the problem of cheap and fast transportations of containers from China and to China rises to the utmost.
  If to organize such transportations, they will replace substantially sluggish shipping.
  Our concept promoting the solution of this problem, consists in creation of extended, inexpensive roads for delivery, in particular, of containers without overload from loading point to the destination by the organization of unceasing movement of trains with containers on the pile highway-platform with use when movement in one party of two tracks.
  One path, or track is used for movement of trains, another track is reserve, or buffer [1].
  Thus, trains will be able to move on track of movement with minimum possible intervals as there is a reserve track near this track, regularly bound to a movement track on which thereof it is possible to move down for a stop, unloading or at accident in the allocated places and at any time not to obstruct movement of other trains.
  As a result, trains follow one after another along the movement track with a small gap that is provided by the automated loading (unloading) of trains by containers in the corresponding terminals.
  It means that effectiveness of transportations increases significantly, expenses are cut multiply. Thereby they are approaching the cost of Maritime transportations outstripping them on the time spent of freights in a way several times.
  Similar inexpensive pile highways can be carried out quickly in any district and on any soil as they are formed from standard metal blocks on a framework from metal pipes. They can be used in all directions of transportations which are absent nowadays or in that case, if the channel capacity of available railway lines is insufficient.
  These directions can be such.
  Transport corridor Western Europe - East and Western China. This corridor can replace substantially transportation of freights by courts through the Suez Canal. In this case the main transit country, Russia, will receive considerable material benefits from transportation of freights through its territory. And Russia can use this through transport artery for own internal needs in the presence of the corresponding branches from it to various regions. Importance of it for Russia is undoubted owing to its immense territory, enormous quantity of different remote deposits and, at the same time, lack of a dense road network, or in general lack of any road network.
  In particular, the Baikal-Amur highway prolonged to the North as the majority of large-scale deposit of Eastern Siberia is not developed still can be one of such branches. Relevance of the technical solution proposed by us is caused in addition to having noted above by that, unlike unfinished construction of the bulk railroad, the pile platform can be quickly mounted from standard blocks in the closed option in order that temperature changes (winter frosts, summer heat) practically did not influence a condition of tracks and the train rolling stock. Besides, the condition of the pile road is not influenced by existence in this territory of permafrost. And the closed platform can be used partially at the bottom level and completely at the second level for movement of the motor transport in stable temperature environment. If necessary pipelines and cables in the same place can be suspended and fixed. Thus, the highway turns out combined, reliable, multipurpose and uncontested as it is impossible in Siberia to construct other roads or they will be unreliable and inefficient. This design allows also quickly and reliably to connect the Trans-Siberian corridor to Yakutsk, Magadan, Chukotka, Kamchatka of what earlier even could not think.
  Similar branches from the Trans-Siberian corridor can be made towards the countries of Central Asia up to Iran through Kazakhstan and Turkmenistan.
  The transport corridor on the basis of the offered combined pile two-storey highway-platform of unceasing movement on the basis of a steel framework can be quickly and rather cheap carried out, for example, in the north of Russia from Arkhangelsk through Perm to Solikamsk.
  This highway will reduce considerably distance of transportations between Scandinavian-Baltic and East Asian regions as well as it will allow to master number of large-scale natural deposits. This route will create the shortest exit of the Komi Republic to the Urals, and from Ural - to Arkhangelsk, Karelia, ports of Finland. About advantages of installation of a new design in severe northern conditions we already wrote above.
  Perspective transport corridor for realization of the offered design is Trans-Amazonian Highway which length makes 5.5 thousand km and which represents mainly a dirt road. The pile combined platform can solve all main problems of movement of freights and vehicles from the coast of the Atlantic Ocean to the Pacific Ocean and back.
  The enormous and poorly occupied territories of Canada as well can be mastered substantially by means of offered by the construction.
  It should be noted also possibility of application of a similar pile two-storey design as the overpass for unceasing movement on it practically any number of vehicles, trams in city conditions and railway transport together with vehicles in places of crossing of highways, over natural obstacles, etc.
  Volumes of installation of the extended combined highways on a steel basis and application as a paving steel-fiber-concrete on many directions will demand the considerable volume of metal rolling and cement that in itself, except, of course, intensification of a cargo transportation, will sharply recover metallurgical and cement branches and will serve as an important factor in mitigation of existing crisis.
  
  Chapter 1
  The combined transport and transporting highway for transport corridors.
  
  Designs of the inexpensive compact transport and transporting highways (CTTH) quickly under construction, uniting in one volume railway tracks, automobile lanes, pipelines, communication links and etc. are still unknown. Similar CTTH could provide, in particular, the continuous conducting of container freights from Europe to Asia and back, unceasing movement of vehicles along the corridor in any weather and at any loading of the route, transfer of fluid environments on pipelines and information transfer on wires.
  As for the separate railroads, highways, communication links, pipelines, even situated in one transport corridor, they have number of essential shortcomings.
  Transport corridors withdraw from circulation of grounds which in number of regions is the only source of existence of many thousands people.
  Transport corridors substantially break an ecosystem both during of laying of roads and other communications, and at operation.
  Transport corridors can be easily blocked, for example, because of a soil subsidence under the road, earthquakes, drift of corridors by sand, washouts by rains, collapses of designs owing to frost, heat, temperature differences, etc.
  Conducting of corridors on any soils and in any conditions isn't provided, beginning from permafrost and finishing deserts.
  Movement by Rail traffic isn't coordinated with movement of vehicles on highways. In particular, the choice for drivers of vehicles isn't provided - whether to move them independently or to download the vehicle on a platform and part of a way to do together with the vehicle by train.
  Traffic jams emerge at an overload of a highway here, and the railway line of similar corridor has low throughput.
  Whether these difficulties are insuperable or nevertheless it is possible to develop the designs, giving the chance to overcome the specified shortcomings?
  The specified difficulties and shortcomings of traditional road systems are quite surmountable if to use the simple pile two-storey road design on a steel framework, with steel spans, buffer lanes and bound storeys [1].
  This design can be used and as the city unloading overpass [2], and as the city elevated highway providing movement without traffic jams [3], and as the compact thoroughfare uniting in own volume the systems for non-stop movement of trains, cars, fluid environments on pipelines and etc. [1].
  Thus, the transport corridor may contain not separate ground transport systems, but it may contain the combined on height and width pile CTTH which in the conditions of frigid or rainy climate is carried out in the form of the two-level construction covered from above or closed also on each side.
  It, on the average, contains on two lanes for cars in each direction at the bottom level and on one railway line in each direction party at the same level (only 4 automobile lanes and two railway tracks) at two-way traffic.
  Along with lanes mainly for the trucks, two buffer (reserve and technical) lanes are situated at the bottom level. Buffer strips are applied on the highway only to entrance, exit of cars and a detour by them places of accidents or repair.
  There are on one reserve (buffer) track in each direction of movement of trains at the edges of a platform at the bottom level. These lanes are generally used for transfer of trains on them in case of the accidents planned and compelled stops, than unceasing movement of trains on tracks of movements is provided.
  Thus, four railway tracks are provided at least on the bottom level, and the buffer track and the movement track anyway through particular intervals are connected among themselves by crossings with the corresponding automatic equipment.
  There are on three lanes in each direction for cars and on one buffer lane with edge on the top level.
  There are just at both levels: 2 tracks for movement of trains, 10 lanes for cars, 2 buffer tracks for trains and 4 buffer lanes for cars.
  The design is steady during earthquakes it is not overflowed at floods and quickly gathers from standard sections. Design resource - about 100 years. The economic assessment of expenses for installation of a compact two-level platform from metal rolling as bases of a transport and transporting corridor showed that expenses make for described above option about $10 million (per 1 km) on condition of manufacture of standard sections of a construction by production way and their assembly by screwing together (on bolts) with a welding minimum.
  Ecological safety of the design is provided in case of need by the regular installation in its closed space of exhaust fans with dischargers-converters of harmful exhaust.
  The similar design can be installed and over the main city highways at the expense of what two additional levels arises there, connected among themselves and ground level that by 3-4 times increases throughput of highways regarding cars. Cars can move on it without congestion and jams, and the cargo and public transport, for example, can move on ground highways. At the same time the design, if necessary, can serve for conducting in the most loaded directions of cheap elevated road-train or electric trains, some kind of analog of the subway [3,4,5].
  The design, allowing to unite in one compact volume streams of the main ground vehicles, pipelines and cables, at the same time divides them in volume - one transport stream in the form of passenger cars goes generally on the second level of CTTH, other transport streams in the form of trucks and trains go on the bottom level, where for them on a metal platform the corresponding lanes, at least, one for auto trucks are allocated, another - for trains, and on each edge of lanes is placed reserve-technical lanes serving not for journey, and as the buffer.
  Passenger cars can drive in the corresponding entry-ramps on the first storey and move on it together with trucks. Cars also can move to the second and the subsequent storeys intended by the most part for them on interstorey external crossings [1] or internal crossings executed in shape of a wavy lanes with flattening [5], and if lanes of the first storey are filled by transport to drive at once from the ground road on the second storey or the subsequent storeys of CTTH and to move down from them respectively along entries and exits.
  Nearby, at least, with both lanes of the second storey are placed buffer lanes serving for ensuring unceasing movement of cars on lanes without congestion and traffic jams. They are used as reserve and technical lanes, i.e. only for entrance on lanes, departure with them, moving on other storeys as well as at bypass of places of accidents or repair [5,6].
  Throughput of CTTH depends on number of lanes on each storey and on number of storeys, and the construction with internal and/or external crossings provides fast distribution of vehicles on storeys. Besides, in procedure of moving of passenger cars and - to some extent - trucks on CTTH there is a choice: they can move not only as it was told above, on the lanes of CTTH, but also to drive at a stop of trains on open platforms for transportation of vehicles on the distances which are defined only by a place of stopping trains.
  CTTH in the form of a multilevel highway-platform is characterized also by possibility of coordination of inflow of vehicles from lateral entries to it with its throughput and preliminary coordination of outflow of vehicles from CTTH with throughput of roads near CTTH. Therefore the maximum loading of CTTH, for example, in rush hours won't lead to suspending of entrance of vehicles on CTTH and suspending of departure of vehicles from it. Besides, at force majeur situations it is possible to use improved by us technique of controlled entrance of vehicles on CTTH (ramp metering) providing high-speed unceasing movement of vehicles along lanes of CTTH practically at any number of vehicles aiming on CTTHL.
  Uniformity of sections of CTTH, possibility of production of all its elements in industrial conditions generally from rather inexpensive rolled metal provide fast assembly and installation of CTTH as well as its low prime cost.
  Possibility of placing of all lanes of CTTH in the closed volume with use of ventilating fans and converter-neutralizers of a harmful exhaust allow reducing noise and air pollution outside CTTH, to reduce air pollution inside CTTH. There is also no noise out of limits CTTH. Lanes are protected from environment influence. Life cycle of lanes is significantly extended in comparison with life cycle of road coating of usual open highways.
  Similar multilevel highway-platforms for new road routes do unnecessary construction of usual ground highways with formation of an expensive multilayered road cloth and its subsequent expensive repair. Besides, it is possible to install highway-platforms and at low height over the surface of the ground, raising their level only at intersection with other highways and constructions. The two-level CTTH besides is cheaper of a ground highway, having the same number of lanes. CTTH has higher throughput in comparison with a ground highway of the same width and can be installed at rather small expenses in places where to construct roads difficult or expensively.
  The considered design of CTTH allows also entries, exits, interstorey crossings for vehicles to mount as it is dictated by a situation and at any distances from each other, for example, is rather frequent for the densely populated district and is rather rare for long-distance routes.
  Possibility of installation of entries and exits with outer sides of CTTH not only from ground roads to the first storey, but also, for example, from ground roads directly to the top storey, provides fast entrance and departure of cars as well as their fast passage on lanes of the top storey less loaded by cars [1,3].
  Costs of installation of CTTH of two-way traffic for transport-transporting corridor with ten automobile lanes and four buffer lanes, two operating railway tracks and two railway buffer tracks as it is shown below, there are less than costs of building only six-lane ground highway.
  Besides, the closed space of CTTH allows to be organized with application of already known means movement of cars and trains without participation of drivers.
  Compact transport and transporting corridors of this type can be carried out depending on conditions to both directions in the form of separate highways of one-way traffic or in the form of uniform highways of two-way traffic.
  
  
  
  
  
  
  
  The two-level combined transport line (highway-platform) - CTTH - on the basis of a steel framework and metal spans includes vertical and horizontal bearing parts, road coating with lanes, entries and exits executed in the form of bow-shaped inclined lanes, and in preferable option these lanes are closed, at least, from above and remind curved sleeves. Storeys of CTTH connect among themselves from outer side crossings in the form of bow-shaped inclined lanes, and in preferable option these crossings closed from above and on each side, remind curved sleeves. However in this design of two-way traffic on stages between the cities and regions is more preferable application of internal interstorey crossings. Internal crossings from one level on another are executed in the form of the flattened wavy lanes which are regularly coinciding with single-level lanes of adjacent storeys. The configuration of wavy lanes is shown below.
  
  
  CTTH in the conditions of cold or rainy the most part of year of climate is carried out in the form of a covered two-storey construction. At two-way traffic it, as a rule, contains on two lanes for vehicles in one direction at the bottom level and on one operating railway tracks in one direction at the same level. Along with lanes at the bottom level two buffer (reserve-technical) lanes for vehicles in the form of the wavy flattened lanes are provided, i.e. there are, at least, on one reserve-technical lane in each direction of the movement, carrying out a role of the buffer and being applied on CTTH only for entrance, departures of vehicles and bypass of places of accidents or repair. Also at the bottom level is available on one reserve (buffer) track in each direction of movement at the edges of a platform for trains. At the top level is available on three lanes and on two buffer lanes in each direction for cars. External entries (exits) from ground level on the second level have width not less than 4 meters.
  Lanes and buffer lanes in the form of steel spans are laid on vertical and horizontal bearing parts. Unceasing automobile movement, even at emergence of obstacles, is provided due to possibility of moving of the vehicle on buffer lane or on another storey of CTTH along interstorey crossing. Entries, exits, interstorey external crossings are placed on each side CTTH.
  Assembly of the highway-platform is carried out, as a rule, with application of lengthy designs with small number of vertical support. Each storey of a platform leans on the longitudinal and transversal supports fastening on vertical supports. Spans sites from metal sheets-plates are laid on supports. Comparatively thin film steel-fiber-concrete (not less than 50 mm) is applied as a paving on lanes of cars and buffer lanes. Steel sheets-plates of span sites are strengthened by stiffening ribs (orthotropic plates). Rails for tracks are laid on girder and continuous-solid steelworks.
  Spans of the bottom level of CTTH of two-way traffic with 1000 m length and width 30 m in the form of steel sheet-plates (6 х 3 х 0.008) meters are imposed and fixed on longitudinal and cross bearing parts, height on section 200mm, width - 100mm. Longitudinal and cross bearing parts are fixed on vertical supports in the form of metal column-tubes from 2 to 4 meters on height, its diameter is 50 cm, wall thickness - 30 mm. Column-tubes are settled down at distance 30 meters from each other in the longitudinal direction and 15 meters in the cross direction in three ranks. Each column is installed on a basis from several piles by length three meters, with diameter 15 centimeters.
  The area of spans of the bottom level makes about 30000 m. If passage of buses and heavy-load vehicles on the bottom level is allowed, then steel sheet-plates are reinforced. For this purpose the longitudinal and cross ribs having different rigidity are welded on the bottom surface of a flat steel plate. So ortotropny plate is formed.
  Mass of spans of the bottom level with extent 1km, width 30 meters, thickness of steel sheet-plates 0.01 m and density of steel 7.8 T/m³ makes: 1000m x 30m x 0.01m x 7.8T/m³ = 2340 tons. Taking into account rails of two operating tracks and two reserve (buffer) tracks (their weight at the rate 50 kg on 1 meter makes 400т) mass of spans of the bottom level will make 2740 tons. The area of spans makes 30000 m².
  Spans of the top level of CTTH of two-way traffic by extent 1000m, width 30 meters in the form of steel sheet-plates (6 х 3 х 0.01) meters are imposed and fixed on steel beams, height on cross section 200mm, width 100mm which are fixed on continuation of vertical supports with 4 meters on height over the first level of CTTH.
  The area of spans of the top level makes 30000 m². The mass of spans of the top level with extent 1km, 30 meters on width, thickness of steel sheet-plates 0.01 m and density of steel 7.8 T/m³ makes: 1000m х30m х 0,01m х7.8T/m³ = 2340 tons. The area of spans makes 30000m².
  Mass of spans of both levels (extent of each - 1km and width of each - 30 meters) makes 5080 tons. The area of spans of both storeys makes 60000m².
  Mass of spans of car interstorey crossing by extent 150m, width 4 meters, thickness of steel sheet-plates 0.008 m and density of steel 7.8 T/m³ makes: 150m x 4m x 0.008m x 7.8T/m³ = 37 tons. The area of crossing spans makes 600m². Mass of eight metal consoles - steel beams by length 4m every, height on cross section 200mm, width 100mm - makes 0.7 ton as for this type of beams mass of beam with extent 44.7m makes 1 ton. Mass of a longitudinal beam with length 150 m makes 3 tons. Total mass of steel interstorey crossing makes 41т. Mass of two crossings makes 82т, and the area - 1200 m². However for extended long-distance CTTH (hundred and more kilometers) external interstorey crossings take place on the average on two on each fifty kilometers, or the share of one kilometer makes 1.6т on weight and 24 m² on the area.
  Mass of car entry (exit) from ground level to the second storey of CTTH with extent of entry (exit) 300m and width 4 meters at thickness of steel sheet-plates of 0.008 m and density of steel 7.8T/m³ makes: 300m x 4m x 0.008m x 7.8T/m ³ = 75т. The area of spans makes 1200m². The mass of six cross bearing parts - steel beams with length 4m everyone, height on cross section 200mm, width 100mm makes 0.6т as for this type of beams the mass of a beam with extent 44.7m makes 1 ton. The mass of longitudinal beams at its total length 600 m makes 12 tons. Mass of six support-columns makes about 9 tons. The mass of entry (exit) makes about 100т. On the average for extended long-distance highway-platforms entries and exits are mounted not more often than through fifty kilometers, that is two entries and two exits on each fifty kilometers. The mass of entries (exits) makes 200т, and the area - 2400 m². However for extended long-distant CTTH (hundred and more kilometers) entries and exits take place on the average on two on each fifty kilometers that is the share of one kilometer makes 4т on weight and 48m² on the area.
  Mass of railway entry (exit) from ground level on the first storey of CTTH by extent 300m and width 4 meters at thickness of steel sheet-plates 0.01 m and density of steel 7.8T/m³ makes: 300m x 4m x 0.01m x 7.8T/m³ ≈ 94т. The area of spans makes 1200m². Bias of entry (exit) makes about 1%. Mass of six cross bearing parts - steel beams with length 4m every, height on section 200mm, width 100mm - makes 0.6т as for this type of beams the mass of a beam with extent 44.7m makes 1 ton. Mass of longitudinal beams with a total length 600 m makes 12 tons. Mass of twelve bearing parts columns makes about 4 tons. Mass of rails from calculation that 1 meter of a rail weighs 50 kg makes 30 tons. Lump of steel entry (exit) makes 140т. Mass of two entries (exits) makes 280т, and the area - 2400 m². On the average for extended corridors on the basis of two-level CTTH railway entries (exits) to the first storey are mounted not more often than through fifty kilometers, that is on two on each fifty kilometers. Mass of two entries and two exits makes 560т, and the area - 4800 m². However for extended long-distant CTTH (hundred and more kilometers) entries and exits take place on the average on two on each fifty kilometers, i.e. the share of one kilometer makes 11т on weight and 96 m² on the area.
  Diameter of vertical support-column makes 50 cm, wall thickness makes 30mm, cross section - 44300 mm². Number of supports-columns - 100 and their height from ground part to level of the second storey makes about 10 m. Total mass of columns makes about 350 tons. Total length of columns makes 1000m. Their general section makes 4430000mm².
  Number of the piles being the base of 112 supports-columns, if their number on each column is equal 3, makes 336. Diameter of a steel pile is 15 cm, wall thickness is 8 mm, length of pile makes about 3 meters, pile section makes 3600 mm². The volume of metal of a three-meter pile makes 0.0108 cubic meters, weight - 0.084 tons. Mass of 336 piles makes 28 tons.
  Extent of beams - longitudinal bearing parts of the bottom level of CTTH - makes 11 rows by the total length 11000m, the extent of 100 cross thirty-meter bearing part-beams - 3000 m, the total length of beams - 14000m. Their weight makes 310т (of calculation that 44.7m correspond 1 ton). Total mass of the bottom level together with horizontal bearing parts makes 3050т.
  Extent of beams for both levels of CTTH makes 28000m. Their weight of calculation: 44.7m - 1 ton makes 620т. Total mass of both levels together with horizontal bearing parts makes 5700т.
  The total area of all spans of a kilometer two-level CTTH of two-way traffic, including crossings, exits (entries), crossings, makes about 60300m².
  Total mass of steel blocks and elements of CTTH makes about 6000т. At the price of one ton of rolled metal $1000 the cost of steel blocks and elements of CTTH (1 km) will make $6mln.
  Mass of blocks of CTTH, making load of supports-columns, is equal 5700т.
  Rather thin layer of steel-fiber-concrete (not less than 50 mm) is put on spans as a road coating. The total area of spans for journey of vehicles makes 48300m². The volume of a steel-fiber-concrete coating makes 2415m³, weight - 6040 ton, cost - $0.724 million at price of the cubic meter of steel-fiber-concrete $300.
  Taking into account weight of steel-fiber-concrete mass of CTTH will make 12040т and total cost - $6.724 million, and the mass of load on vertical supports will make: 5700т + 6040т = 11740т.
  The covering of open steel surfaces about 72300 m² by anticorrosive structure with average cost about $10 on square meter can be estimated at the sum $0.723 million. And water proofer installation on the same area with the same cost can be estimated at the sum $0.723 million.
  From above the opened spans are covered with a plastic roof out of the nonflammable material. Area of roof makes 30300 m². Its cost at the average price of plastic $10 for 1m² makes $0.303mln.
  112 bases (1 х 1 х 2) meters for supports-columns will demand 224 m³ concrete. It is worth $67 thousand. In some cases piles can be driven in or screwed in a soil without use of concrete.
  The price of rails for 1 meter weighing 50 kg makes $1000 for ton. 400 tons cost $0.4mln.
  The cost of the specified designs and materials will make in the sum $8.94mln.
  Other items of expenditure on installation of CTTH include delivery of ready blocks; assembly; rent of cranes and other gears, equipment; carrying out preliminary geodetic and other auxiliary works, installation of CTTH by the necessary equipment.
  It is known that the price of delivery of cubic meter of concrete on distance of 51-55 km by motor transportation makes $33. Thus, delivery of 2600m³ concrete from plant to a place of installation of CTTH will cost $0.086mln. At the price of delivery of ton by motor transport on distance about 650 km $50 delivery about 6000 tons of metal designs will cost about $0.3mln. In the sum delivery of designs and materials will cost $0.386 million.
  Assembly of 1 km of CTTH together with entries, exits, crossings can be carried out in the presence of the necessary equipment and gears in one-two months by 40 specialists at payment about $200 thousand to them.
  Rent of gears, including the crane and other equipment for one-two month will manage in the sum about $200 thousand.
  Internal space of CTTH as well as internal space of entries, exits, crossings are supervised by the telecommunication equipment. These are television cameras or video registrars, switchboards, server. In particular, it is enough 100 television cameras for this type of CTTH (1 km). The total cost of this equipment makes about $100 thousand.
  Illumination of lanes of CTTH is carried out by LED sources, for example, 35 watts and luminous efficiency 40 lm/W. Resource of each source makes 11 years. Light sources don't heat up. Cost of one light source makes about $10. For illumination of volumes of CTTH (1 km) there are enough 400 lamps. Thus, the cost of lamps makes $4000. The cost of other electrical equipment, including being luminous board-indexes makes approximately the same sum. It is necessary to consider also the cost of the fire-prevention equipment, evacuation descents, the equipment for monitoring, etc. The total cost of this equipment for 1km of CTTH can make about $100000.
  Equipment of CTTH will take not less than a month at participation about 20 specialists. It will demand payment of not less than $100 thousand to them.
  The cost of geodetic and other auxiliary works can be estimate at the sum about $100 thousand.
  Taking into account the specified items of expenditure the cost of 1 km of the equipped two-level CTTH will make: $8.94 + $0.086 + $0.320 + $0.200 + $0.200 + $0.200 + $0.100 + $0.100 = $10.1mln.
  This sum doesn't include installation and hinge of pipelines, installation of communication lines directly on CTTH, etc. as they can both be absent, and to be carried out separately or in other terms.
  In particular, conducting of a similar compact and effective transport-transporting corridor on the basis of CTTH between Petersburg and Moscow (650km) at prime cost will cost only $6.5bln, that 2.6 times cheaper, than the projected ground highway (550 billion rubles, or $18bln). Besides, the ground highway has the following known shortcomings of ground highways: frequent repair, traffic jams, insufficient throughput, practical impossibility of expansion, etc. And the two-level CTTH (10 lanes) provides without emergence of traffic jams on it throughput about 20 thousand vehicles per hour (480 thousand cars per day). Besides, design provides unceasing movement of vehicles at a speed not less than 40 (60) km/h. Buffer tracks provide unceasing movement of trains on operating tracks with minimum possible intervals between them. It will allow to be increased, in particular, more than by 10 times the volume of transported containers with freights.
  Weight of the two-level CTTH on the basis of steel framework, putting pressure upon supports, makes: 5700 (steel) + 6040 (concrete) = 11740 tons.
  To this weight mass of pipelines can be added. If number of branches of pipelines makes 4 with diameter of tube 1 meter and thickness of tube wall about 10 mm, mass of pipe ducts without contents will make 1000 tons, and with contents (water) - 4200 tons that will increase load of bearing parts to 15940 tons.
  Up to 300 cars on the average on 2 tons every can be at the same time in movement at the top level (6 lanes) of CTTH of the specified construction, or 600 tons. Up to 200 trucks on the average on 10 tons every can be at the same time in movement at the bottom level (4 lanes) of CTTH of the specified construction, or 2000 tons. The maximum mass of vehicles on 1 km of the construction can make about 2600 tons.
  Loaded trains can be on two lanes and two reserve (buffer) lanes of the bottom level. Mass of the standard covered carriage is 30 tons, loading capacity - 70 tons, lump - 100 tons. On one kilometer (carriage length makes 14 m) in hitch can fall about 66 carriages. Thus, in limit case 26400 tons are on four tracks of the bottom level.
  Mass of a two-level CTTH with the specified limit loading makes about 45 thousand tons.
  This weight puts pressure upon 100 steel supports-columns with diameter of each 50cm, cross section of each 44300mm². Thus 450 000 000 newton puts pressure upon the total area of columns on cross section 4 430 000 mm², or one square millimeter is exposed to pressure 101n/mm². The design has approximately 6-fold safety margin at limit of durability of steel 600n/mm².
  In summary we will tell: the main thing for movement of trains on transport corridor with use of CTTH and respectively with use of buffer tracks is its continuousness. It is favorable to transfer on long distances practically any volume of container freights in the presence of the corresponding terminals from an economic position. Therefore, if to install CTTH over the operating railway line, having low throughput, or near it, for example, near the Trans-Siberian Railway, it is possible to use already ready railway infrastructure, having been modified it and having been increased its terminals.
  And to use available in CTTH of tracks of movement in this case it is the most expedient only for unceasing conveyance of trains with containers. Other passenger and cargo trains can be passed, as before, on a ground railroad.
  If CTTH is used not as a doubler of a ground railway line, and it is autonomous, it is quite possible available on it buffer tracks to use for rather rare run of passenger regional trains, placing necessary road infrastructure partially on platforms of CTTH, partially on ground level.
  
  Chapter 2
  Two-storeyed overpasses of unceasing movement on a steel framework.
  
  The unloading overpass [2] patented in the form of a design of a platform for movement of vehicles along different levels in Russia, in Ukraine, in China, is installed mainly on the loaded highways crossing rail tracks, highways, rivers, ravines, etc.as well as it is installed on those sites of moving on which some roads approach to a place of moving, and on the operating overpass there is smaller number of lanes, than on sites of the highway connected by it.
  The design of the two-level overpass includes 4 lanes plus two buffer lanes at the second level and as much at the first level. In total - 8 lanes and 4 buffer lanes.
  This design provides throughput of the overpass at the level of 16 thousand vehicles per hour and unceasing movement of vehicles at a speed not less than 30 km/h without emergence of congestion and jams.
  Trucks move only on the first storey (level), passenger cars can move both on the first storey, and on the second storey, moving to the second storey on entry-ramp from a road or on interstorey crossing, for example, in case of approach of the complete load of the first level to rush hours and the other intense periods of work of the highway or for acceleration of passage through the overpass. The overpass when intensification of transport streams on the highway and its possible overload can be prolonged in both directions over the ground highway for increase in throughput of all local route in the form of the two-level highway-platform on 5, 10, 20 and more kilometers.
  Connectedness of levels of the overpass due to interstorey crossings, entrance and departure sites provides unceasing journey of the most part of vehicles, and these are cars, along any least loaded level. And presence of the free (buffer) lanes on each storey of the overpass practically guarantees a detour by vehicles of places of accidents or repair without stops and without essential speed drop of a transport stream.
  If number of cars grew (number of lanes of the roads brought to the overpass increased) and began to exceed throughput of the overpass and vice versa, the design of the overpass consisting of steel details and clusters, connected by threaded fasteners, assumes rather simple and fast superstructure of additional storeys or - opposite - stripping of unnecessary storeys, up to dismantling of a design and its transfer in another place.
  We developed a technique ⌊6⌋on basis of a known technique of management of traffic "ramp metering" (USA) [7]. It allows to retain anyway density of a transport stream in the given framework and not to allow falling of its speed below particular level. For implementation of controlled entrance and maintenance of unceasing movement of a transport stream on an overpass the traffic lights are installed on entries into overpass. The traffic lights are steered through the controller by radars on the program which forbids entrance into overpass of vehicles when falling speed of a stream below, for example, 30 km/h. The same technique has to act and on the highway before entrance on an overpass and after overpass owing to what, as well as owing to existence of buffer lanes, the transport stream is retained by unceasing everywhere.
  In particular, application of offered design of overpasses in Moscow on the Third Transport Ring (TTR) and on the Moscow ring Highway (MRH) practically won't demand financial investments, but guarantees unceasing movement on these highways even in rush hour. Besides, it is possible to establish quickly without essential expenses unceasing movement on TTR and MRH by transfer extreme on the right lanes in the direction of movement in buffer lanes as well as by introduction on overpass entries of the traffic lights forbidding entrance of cars at falling of speed of a transport stream to the minimum limit, for example 60 km/h. However this approach will be effective only in case of coordination of number of entries and exits. This number has to be close to each other. It is possible to reach of it on TTR having transformed the 4th (the 4th and the 5th) lane at each edge of highway in buffer lane and having forbidden on it through movement, that is, having intended buffer lanes only for entrance or departure and for bypass of places of accidents or repair. In this case, all remained six lanes (3 + 3) are used for through, free movement with throughput about 2 thousand cars per hour every (all - 12 thousand cars per hour) with speed 60-90 km/h. In this case the sign, forbidding change of speed below 60 km/h must be exposed. Besides, transfer of each of all entrance traffic lights to TTR in automatic mode with inclusion of forbidding signal on entrance on TTR is made when falling of speed of a transport stream on it to 60 km/h.
  Similarly eight lanes of MRH intend for journey of vehicles within speeds 40-100km/hour (highway throughput makes 16 thousand cars per hour in the presence of 4 lanes in each party of movement), and extreme lanes on the right are transferred to buffer and entrance traffic lights act in admission mode at MRH of vehicles only at speed of transport stream within 40-100 km/h. As a result, at any time on TTR and MRH movement becomes high-speed and unceasing, without congestion and traffic jams. As for transfer of movement in unceasing on radial highways, procedure is similar, but it is necessary to transfer entrance traffic lights to the mode stated above, to make underground and elevated crossings for pedestrians, and vehicles, crossing radial highways, to let on quickly assembled metal overpasses.
  For ensuring coordination of throughput of overpass with throughput of connected roads, number of lanes on storeys of the overpass has to be not less number of lanes on roads brought to the overpass.
  Possibility of formation of congestion and traffic jams because of sudden accidents or road repair is excluded by the design of overpass in which interstorey crossings and buffer lanes are provided that assumes bypass of places of accidents or repair without stopping along buffer lanes or on other storeys practically without braking of movement of vehicles [2,4,5].
  The resource of lanes multiple increases because closed, at least, from above, from influence of environment, lanes aren't exposed to impact of snow, rain, etc. Operational costs, number of accidents because of poor view, strong slippage, etc. are cut unlike that inevitably occurs on open overpasses.
  Providing high reliability of design occurs thanks to its simplicity and to used materials. This construction can be compared to the metal bridge which resource reaches 100 years, and rather low cost of overpass is defined generally by low expense of used material (black rolled metal), mass production of standard blocks of overpass and respectively high rate of its assembly that allows to reduce the labor costs which are required on assembly and installation of overpass several times.
  Ensuring ecological safety of an overpass is reached by means of installation of the top covering and lateral walls between storeys. It allows to be used for purification of internal space of overpass of being formed exhaust gases already being made powerful converters of harmful components of air in neutral components. Besides, noise from moving cars will not go beyond the closed design. ⌊2,8⌋
  Thus, in the presence of standard blocks and sections for multilevel overpasses fast installation of these effective, simple, reliable road constructions providing unceasing movement and having any demanded throughput can be carried out in the cities, on long-distance highways, on the roads crossing these or those barriers.
  The multilevel overpass includes vertical and horizontal bearing parts, a road cloth with lanes, entries, exits, interstorey crossings executed in the form of bow-shaped inclined lanes, and in preferable option lanes are closed, at least, from above. Along with lanes at the edges of each road cloth on one buffer lane is formed (in the USA on a number of highways for dispersal and entrance on a highway are used so-called express-lanes). Buffer lanes are used only for entrance, departure of cars and bypass by them of places of accidents or repair. Interstorey crossings from one level of overpass on another level have width not less than 4 meters. Their minimum width is defined by opportunity to go round the stopped car.
  Lanes and buffer lanes are installed on vertical and horizontal bearing parts. Unceasing movement, even at emergence of obstacles in separate sites of an overpass, is provided by possibility of bypass by vehicles of the obstacle along buffer lane or by relocation to another storey of overpass along interstorey crossing. Entries and exits as well as interstorey crossings are placed on each side of overpass from both parties of overpass.
  The total of lanes is defined by number of storeys in an overpass and storey width. The interstorey distance makes size, sufficient for free journey of cars, in particular, storey height for all types of vehicles makes 4 meters, for passenger cars the interstorey distance makes about 2.5 meters, lane width and buffer lane width makes about three meters.
  The overpass represents a framework consisting in cross section of two vertical supports-columns (for option with oncoming traffic) or one-two vertical supports-columns (for option with one-way traffic) and cross bearing parts fastening on vertical supports-columns. Height of vertical support-columns is defined by number of storeys of an overpass and by disposition of overpass over ground road. If the first storey of an overpass is located over railroad tracks at the height of 7.2 meters, height of two-storey overpass from ground level to level of the second storey will make about 11 meters.
   Assembly of an overpass is carried out, as a rule, with application of lengthy designs with small number of vertical supports. Each storey of an overpass leans on the longitudinal and cross bearing parts fastening on vertical supports. Spans from metal sheets-plates are laid down on bearing parts. Rather thin layer of steel-fiber-concrete is put on them as road coating (width make not less than 50 mm). At the bottom level of an overpass on which passes trucks and buses, steel plates of spans are strengthened by stiffening ribs (ortotropny plates). The overpass can be made of reinforced concrete, rolled metal. Combined option is possible.
  The overpass depending on service conditions and an arrangement has various designs of entries and exits on ground level, for example, entry directly from a road lane of the street or a highway, exits on the cross direction, etc.
  The overpass with interstorey crossings and reserve-technical (buffer) lanes has the following options of execution.
  1. The overpass in the form of elevated part of the loaded single highway.
  The overpass includes, to avoid on it of congestion and traffic jams, equal or bigger number of lanes in comparison with number of highway lanes. For example, at least, the eight-lane overpass is installed at crossing by eight-lane highway of railway tracks. Passenger cars from the highway pass on second storey of overpass along lateral offtake-entry before overpass. Cars can drive into second storey of overpass through first storey along lateral interstorey crossing. On this site of the highway, in order to avoid braking of the main transport stream, at least, before entrance on an overpass the buffer lane is formed.
  From the second storey of an overpass cars, having passed an overpass, move down on lateral offtake-exits directly on the highway. At these moving, in order to avoid traffic jams, buffer lanes are used. Besides, on adjacent to exit from overpass sites of road, for simplification of departure of cars from the second storey of an overpass on highway lanes, on edges of road are formed buffer lanes.
  Distribution of vehicles at journey is carried out as follows: cars on two lanes near the axial line follow on the these lanes through the first level of an overpass; cars on the third lane from an axial, following on it get on the buffer lane, reach along buffer lane of overpass up to interstorey crossing, then cars move to the second level along interstorey crossing and follow along any of two available lanes of the overpass. The cars on the fourth lane from an axial or move to the third lane of highway, or drive into the second level of an overpass directly from the lane or from the buffer lane, created on the highway on entrance to overpass, along lateral offtake-entry.
  Cars move down from the second level of an overpass on lanes of the highway along offtake-exit through the corresponding buffer lanes on the highway behind an overpass. Along the second level of overpass follow only passenger cars.
  Below the fragment of a covered two-level eight-lane overpass in part with one-way traffic for the single overloaded eight-lane highway is shown.
  
  
  
  2. A few roads or streets are brought to an overpass.
  For example, the six-lane road is brought to an overpass directly and the two-lane road is brought to it sideways. Vehicles on two lanes of movement near the axial line of the six-lane road follow on the these lanes through the first level of an overpass; cars on the third lane from axial, following on it, reach along buffer lane of overpass up to interstorey crossing. Then cars move to the second level along interstorey crossing and follow along any of two available lanes. Besides, from the third lane in position to the axial line on the second level cars can pass along offtake-entry before an overpass (on this site of the highway, in order to avoid braking of the main transport stream, at least, before entry on the overpass the buffer lane is formed).
  Vehicles from side road move in buffer lane of the first level of an overpass along entry and, further, trucks and buses move on lanes of the first level as well as passenger cars at rather free movement on it, or passenger cars along interstorey crossing pass on the second storey. Passenger cars can move down from the second level of an overpass along offtake-exit to the six-lane ground road or, having gone down along interstorey crossing on the first level, to move down along offtake-exit on side ground road.
  The fragment of a covered two-level eight-lane overpass in part with one-way traffic is shown below. Two roads are brought to it - six-lane and two-lane.
  
  
  3. The overpass connects over tracks the road having four lanes nevertheless, in rush hours this road is overfilled with cars. In this case the facilitated two-level overpass on the basis of rolled metal having two lanes and two buffer lanes on each storey (all four lanes) is used. As well as in the first two cases transport streams are divided on two levels, and passenger cars mainly go on the second level. For entrance of cars on the second level and their fast movement through an overpass interstorey crossing from the first storey on the second through buffer lanes is used. For departure of cars to the ground level is used corresponding exit.
  The fragment of the covered two-level four-lane overpass in part with one-way traffic on the single overloaded four-lane road is shown below.
  
  
  
  The through passage of cars is forbidden on buffer (reserve-technical) lanes as they are used for preservation of continuousness of movement, i.e. in order to avoid formation of traffic jams as well as only in quality of bypass of places of accidents or repair and at entrance on lanes and departure from them,
  Side faces of an overpass are protected by shock-proof designs for movement safety.
  Thus, the passenger car can drive into storey with the smallest density of transport stream and freely move on an overpass lane with speed 30-90 km/h as in case of accident on lanes any vehicle can bypass of the place of accident at the bottom level on a buffer lane, and the passenger car can bypass of the place of accident and on another storey.
  Design features of an overpass assume production of all its elements in industrial conditions. Therefore practically all installation and construction works, generally assembly, are made on places of a construction of overpasses. To assemble 0.5 km overpass with the corresponding entries, exits and interstorey crossings in the presence of the necessary equipment, the ready blocks, the corresponding experts and carrying out a preliminary preparatory work it is possible within one-two months.
  Economic estimation of an overpass consisting of the first storey on the basis of reinforced concrete for all types of motor transport and the second storey on the basis of rolled metal for passenger cars.
  Spans of the first storey of a half-kilometer overpass of two-way traffic are mounted on ferroconcrete beams and cross bearing parts which are installed on ferroconcrete vertical supports-columns fixed in the concrete base-wells.
  Ferroconcrete road plates are retained by ten rows of longitudinal beams by length 50 meters, height 0.5 meters, thickness 0.3 meters between cross bearing parts by length 18 m, height 0.5m, thickness 1 m. Longitudinal beams are installed through each 50 meters on vertical supports-columns with diameter 1 meter (in preferable execution of vertical supports are carried out in section by the ellipse - extended along a highway - with small diameter about 0.5 meters) and height up to 7.2 meters between ground level and level of the first storey of an overpass.
  Overpass height from level of ground surface to level of spans of the second storey makes approximately 11 meters. On a half-kilometer overpass there is from each side not less than one entry from ground level on the second storey, not less than one exit from the second storey on ground level and interstorey external crossings from the first to the second storey for passenger cars in a case of overload of the first storey by the heavy-load vehicles, each 100 - 150 meters long, not less than 4 meters width. Spans of entries and exits are mounted on longitudinal beams and cross bearing parts and all design is retained by three supports-columns. Interstorey crossings are mounted on consoles. Designs of entries, exits, interstorey crossings can be executed both from reinforced concrete, and on the basis of rolled metal. The road coating of metal spans is formed in the form of thin layer of steel-fiber-concrete.
  The second storey out of metal spans in shape of plates by the size (6 х 3 х 0,008) meters is installed over the first storey on metal bearing parts. At least, from above the design is covered with material out of nonflammable plastic. If the construction in city conditions on each side and from above is closed by plastic, in the formed volume exhaust fans with discharge devices for neutralization of toxic components of exhaust gas are installed regularly. Besides, fire-prevention devices, devices of emergency evacuation, the lighting system, supervision, board-guides, etc. are installed regularly, engaging in case of need cycle paths outside.
  Spans of the first storey by width 18 meters are mounted out of 750 standard road plates (6 х 2 х 0.14) meters. Total volume of spans makes 1260 m³, weight - 3150 tons.
  The volume of 100 fifty-meter beams - (50 х 0.5 х 03) meters on storey - makes 750 m³, weight - 1875 tons. The volume of 11 cross bearing parts - (18 х 0.5 х 1.0) meters on storey - makes 99 m³, weight - 243 tons. The volume of 18 ferroconcrete supports-columns with diameter 1 meter and on the average height of each 5 meters makes 72 m³, weight - 180 tons. The volume of 18 concreted well-bases with 2 meters in depth and square 4 m² for supports-columns makes 144 m³, weight - 288 tons.
  Thus, the volume of a material of the first storey without additional entries, exits and intersyorey crossings in the form of ready blocks and sections makes 2320 m³, weight - 5800 tons. At the price of one cubic meter of reinforced concrete about 9000 rub ($300) costs of delivery of ready blocks of the specified volume makes $0.7 million. Thus, mass of one storey, including mass of spans, cross and longitudinal bearing parts, except for mass of supports-columns and mass of bases, makes near 5300 tons.
  The second storey by width 20 m is mounted on the basis of rolled metal. Spans in the form of steel plates - (6 х 3 х 0.008) meter - are laid down on metal hollow cross bearing parts of 20 m long with the diameter 15 cm, wall thickness 8 mm and they are fixed on vertical supports - metal hollow columns by height 4 meters every, the diameter of column 15 cm, wall thickness 8 mm. Vertical supports settle down at distance 6 meters from each other longitudinal and at distance 9 meters - cross. Mass of spans by length 0.5 km and width 20 meters at thickness of plates 0.008 m and density of steel 7.8 T/m³ will make: 500m x 20m x 0.008m x 7.8T/m³ = 700 tons.
  Diameter of cross and vertical bearing parts is accepted equal 150 mm, wall thickness - 8 mm, its section - 3600мм². Extent of a cross bearing part - 20 meters, number of cross bearing parts - 84. Mass of cross bearing parts makes: 84 x 20 m x 0.0036 m² x 7.8 T/m³ = 47 tons. Height of supports-columns makes 4 meters, number of columns 251. Mass of columns will make: 251 x 4m x 0,0036m² x 7.8 T/m³ = 27 tons. In the sum mass of bearing parts makes 74 tons.
  Thus, ass of the second storey of rolled metal is approximately equal to 780 tons. At the price of rolled metal $1000 for ton the costs of delivery of materials of bearing parts and spans of the second storey will make about $0.78 million.
  For installation of vertical and cross bearing parts also can be used beams or metal girders.
  On one entry, exit, connecting ground and second levels, and on one interstorey crossing from the first level on the second is mounted from both sides of half-kilometer overpass.
  The volume of material of a interstorey crossing - (150 х 4 х 0.14) m³ - together with three longitudinal beams (every on volume makes: (150m х 0.3m х 0.3) m³, three cross bearing parts - (4 х 0.5 х 0.3) m³ - three columns with diameter every 0.5 m and average height every 5m out of reinforced concrete, makes 127 m³. Total mass makes 318 tons. Extent of each crossing, connecting both storey, not less than 150 meters is chosen from calculation that during the lifting or descent the bias won't exceed 4%. Cost of material of each crossing at the price of cubic meter of reinforced concrete $300 will make about $40 thousand, cost of two crossings - $80 thousand. Interstorey crossings can be executed also out of rolled metal and they can be mounted on consoles.
  Entry or exit out of rolled metal for joint of ground level and the second storey of overpass with height difference up to 12 meters includes spans out of metal plates (6m x 4m) and thickness 0.008 m, longitudinal and cross bearing parts, supports-columns. At joint of entry to the second level of overpass on its initial site of lifting or at joint of exit on final site of descent the height of the second level in a junction can make about 4 meters and, respectively, the extent of the entry or the exit connecting ground and second levels of an overpass will make, at least, 100 m. Extent of each site, connecting ground and second levels of an overpass, is chosen from calculation that during the lifting or descent the bias shouldn't exceed 4%.
  Spans of entry or exit by length 100 meters are formed in the form of steel plates (6 х 4 х 0.008) m³ which are laid down on metal hollow cross bearing parts at distance 6 meters from each other. Their length - 4m, diameter is 15 cm, thickness of wall is 8 mm. They are fixed on vertical supports - metal hollow columns - height from 1.5 up to 4 - 5 meters, diameter 15 cm, wall thickness 8 mm which settle down at distance 6 meters from each other longitudinally. Number of cross bearing parts makes 16, vertical support - 32.
  Mass of spans of entry or exit by length 100 meters, width 4 meters, thickness of plates 0.008 m and density of steel 7.8T/m³ will make: 100 m x 4 m x 0.008 m x 7.8 T/m³ = 25 tons.
  Diameter of cross and vertical bearing parts is 150 mm, wall thickness - 8 mm, cross section - 3600 mm². Extent of the cross bearing part - 4 meters, number of cross bearing parts - 16. Mass of cross bearing parts makes: 16 x 4 m x 0.0036 m² x 7.8 T/m³ = 1.8 tons. Height of supports-columns makes on the average 3 meters, number of supports-columns - 32. Mass of columns will make: 32 x 3 m x 0.0036 m ² x 7.8 T/m³ = 2.7 tons. In the sum the mass of bearing parts makes 4.5 tons. It should be noted that about 2 meters of supports-columns are part of the base. In this connection 64 meters of columns on extent is required in addition and mass of supports-columns will increase up to 6 ton.
  Thus, mass of exit or entry by length 100 m and width 4 m, connecting the ground level with the top level, makes about 30 tons. At the price of rolled metal $1000 for ton the cost of the main materials of designs of one entry or exit will make about $30 thousand. The cost of the main materials of designs of two entries, two exits and two crossings of a half-kilometer two-way traffic overpass with eight lanes will make about $200 thousand. If length of these additional sites increases in one and a half time, then their weight and cost will increase respectively.
  Steel spans of the second storey of the overpass, spans of entries, exits and interstorey crossings become covered, at least, by five-centimetric layer of road coating in the form of steel-fiber-concrete. Total area of steel spans of the second storey of the overpass, as well as two entries, two exits, two interstorey crossings makes: 10000 + 4(4 x 100) + 2(4 x 150) = 12800 m². Volume of steel-fiber-concrete - 640 m³, weight - 1600 tons, road coating cost (the cubic meter price of steel-fiber-concrete - $300) make $192 thousand. The covering of open steel surfaces of overpass about 12800 m² by anticorrosive structure with average cost about $10 on square meter can be estimated at the sum $128 thousand. And water proofer installation on the same area with the same cost can be estimated at sum the $128 thousand.
  The area of a plastic roof will make about 10 thousand m² for a two-storey overpass with width of second level 20 meters and length - 500 meters. At the price on the average of plastic material $10 for 1 m² prime cost of the top covering will make $100 thousand. The area of the top covering of two entries, two exits, two crossings will make about 2800 m² and its cost - $28 thousand. The total area of the roof of the construction makes 12800 m², the cost of its covering - $128 thousand.
  The cost of the main materials of a half-kilometer two-storey overpass taking into account of two entries, two exits, two interstorey crossings, a road coating, an anticorrosive layer, a water proofer, a plastic roof will make: $0.7 million + $0.780 million + $0.200 million + $0.192 million + $0.128 million + $0.128 million + $0.128 million = $2.266 million.
  Other items of expenditure on installation of the overpass include delivery of ready blocks; assembly; rent of cranes and other gears, equipment; carrying out preliminary geodetic and other auxiliary works, installation on an overpass by the necessary equipment.
  It is known that the price of delivery of cubic meter of concrete on distance 51-55 km by motor transportation makes $33. Thus, delivery of 2574m³ of reinforced concrete and 640 m³ of concrete for production of steel-fiber-concrete from the plant up to a place of installation of an overpass will cost $0.106mln. At the price of delivery of ton by motor transport on distance about 650 km $50 delivery of 900 tons of metal designs will cost about $0.045mln. In the sum delivery of designs and materials will cost $0.150 million.
  Assembly of 0.5 km of an overpass together with entries, exits, crossings can be carried out in the presence of the necessary equipment and gears in one-two months by 10 specialists at payment about $100 thousand to them. Rather high rate of assembly is provided with timely delivery of standard sections of a design and the subsequent assembly of sections by way of rather fast and simple joint by bolts.
  Rent of gears, including the crane and other equipment for one-two months will manage in the sum about $100 thousand.
  The maximum cost of the equipment and devices, including video registrars installed through every 50 meters, lamps, the fire-prevention equipment, board-indexes, evacuation sleeves, devices and the equipment for monitoring, control systems, etc. it is possible to estimate about $50 thousand at the sum.
  It is possible to estimate the cost of geodetic and other auxiliary works about $100 thousand at the sum.
  Taking into account the specified items of expenditure the cost of 0.5 km of the equipped two-level overpass will make: $2.266 + $0.150 + $0.100 + $0.100 + $0.100 + $0.050 + $0.100 = $2.866mln.
  Mass of the overpass having 8 lanes and 4 buffer lanes makes 7680 tons. This weight is loading 18 reinforced-concrete supports-columns with diameter of each 100cm, cross section of each 780000mm². Thus, 76 800 000 newton put pressure upon the total area of columns of cross section 14 840 000 mm², or one square millimeter is exposed to pressure 5.1n/mm².
  Limit of durability of concrete of the chosen type makes 39.3n/mm². It means that the design has 8-fold margin of safety.
  Up to 100 trucks on the average on 10 tons every can be at the same time in movement at first level of the overpass of the specified construction. Up to 100 passenger cars on the average on 2 tons every can be at the same time in movement at second level of overpass. If to consider their total mass which will make 1200 tons, a construction with additional loading in the form of vehicles and lump near 8880т, being exposed to the greatest possible loading, keeps the safety margin close to 6.
  For comparison we will specify that construction cost in Russia of four-lane one-level ferroconcrete overpass of similar length (about 0.5 km plus entrance and departure sites) makes $25-30 million, and the cost of construction of one-storey ferroconcrete overpass of similar length in Ukraine makes $4 million. Such, quite high, the cost of similar objects, especially in Russia, is caused by a number of factors, but one of the main is the protraction of construction of overpasses and respectively - increase of expenses for a salary, rent of the equipment and other expenses, time-dependent.
  Thus throughput of operating one-storey overpasses is not too high, it is much lower than the settlement throughput of the modernized two-level overpass. And any road accident having arisen on one-storey overpass, leads to a suspension or even to a long stop of movement.
  Two-level overpass on the basis of the steel framework and steel spans having a road coating from steel-fiber-concrete (8 traffic lanes). Economic estimate.
  Spans of the bottom level of an overpass of two-way traffic with 500 m length in the form of steel sheetы-plates (6 х 3 х 0.008) m³ are imposed and fixed on longitudinal and cross bearing parts, height on section 200mm, width - 100mm. Longitudinal and cross bearing parts are fixed on vertical supports in the form of metal columns-tubes from 2 up to 7.2 meters on height, its diameter is 30 cm, wall thickness - 20 mm. Columns-tubes are settled down at distance 50 meters from each other in the longitudinal direction and 18 meters in the cross direction. About 2 meters of each column are part of the foundation. Columns can be installed and on a basis from several piles.
  The area of spans of the bottom level makes 9000 m², number of steel sheet-plates is equal 500. If passage of buses and heavy-load cars on the bottom level is allowed, then steel sheets-plates are reinforced. For this purpose the longitudinal and cross ribs having different stiffness are welded on the bottom surface of a flat steel sheet. So ortotropny plate is formed.
  Mass of spans of the bottom level with extent 0.5km, width 18 meters, thickness of steel sheets-plates 0.008 m and density of steel 7.8 T /m³ makes: 500m x 18m x 0.008m x 7.8T/m³ = 562 tons. The area of spans makes 9000 m².
  Spans of the top level of the overpass of two-way traffic by extent 500m in the form of steel sheets-plates (6 х 3 х 0.008) m³ are imposed and fixed on steel beams, height on cross section 200mm, width - 100mm which are fixed on continuation of vertical supports with 4 meters on height over the first level of the overpass.
  The area of spans of the top level makes 9000 m², number of steel sheets-plates - 500. Mass of spans of the top level with extent 0.5km, 18 meters on width, thickness of steel sheets-plates 0.008 m and density of steel 7.8 T/m³ makes: 500m х 18m х 0.008m х7.8T/m³ = 562 tons. The area of spans makes 9000m².
  Mass of spans of both storeys (extent of each - 0.5km and width of each - 18 meters) makes 1124 tons. The area of spans of both storeys makes 18000m².
  Mass of spans of interstorey crossing by extent 150m, width 4 meters, thickness of steel sheets-plates 0.008 m and density of steel 7.8 T/m³ makes: 150m x 4m x 0.008m x 7.8T/m³ = 37 tons. The area of crossing spans makes 600m². Mass of eight metal consoles - steel beams by length 4m every, height on cross section - 200mm, width - 100mm makes 0.7 ton as for this type of beams mass of beam with extent 44.7m makes 1 ton. Mass of a longitudinal beam by length 150 m makes 3 tons. Total mass of steel interstorey crossing makes 41т. Mass of four crossings makes 164т, and the area - 2400 m².
  Mass of entry (exit) from ground level up to levels of overpass with extent of entry (exit) 100m and width 4 meters at thickness of steel sheets-plates 0.008 m and density of steel 7.8T/m³ makes: 100m x 4m x 0.008m x 7.8T/m³ = 25т. The area of spans makes 400m². Mass of two cross bearing parts - steel beams with length 4m every, height on cross section -200mm, width - 100mm makes 0.2т as for this type of beams mass of the beam with extent 44.7m makes 1 ton. Mass of longitudinal beams at its total length 200 m makes 4 tons. Total mass of steel entry (exit) makes 30т. Mass of two supports-columns makes about 0.5 tons. Mass of 4 entries and 4 exits make 244 tons, and the area - 3200 m².
  Lump of these additional sites is 408 tons, the area - 5600m².
  Diameter of vertical support-column makes 300mm, wall thickness - 20mm, cross section - 17600mm². Number of supports-columns under the bottom level of the overpass - 18 and their height from level of the ground is changed from 2 up to 7.2 m and on the average makes 5 m. Number of the columns supporting the top level is equal 18 and their height makes 4 meters from the bottom level of an overpass. A number of the supports-columns holding 8 entries and exits makes 16, their height - from 4 to 2 meters, on the average - 3 m. The total length of columns on the average makes 210m. Taking into account part of columns which is in the base, length of columns increases to 278m and mass of all columns makes 38 tons.
  Extent of beams - longitudinal bearing parts of the bottom level of the overpass - makes seven rows by the total length 3500m, extent of 9 cross eighteen-meter bearing part-beams - 162 m, the total length of beams - 3662m. Total length of bearing part-beams for two levels of the overpass will make 7332 m. Two rows of longitudinal bearing part-beams of eight entries and exits have the total length 1600 meters, 16 cross beams - 64m. All bearing parts-beams, longitudinal and cross - 1664m. One row of longitudinal bearing parts-beams of interstorey crossing has length 150m, 8 beams-consoles - 32 m: in total - 182m. Their length for four crossings makes 768m. The general extent of cross and longitudinal beams makes 9764m. Recognizing that 44.7 m of beam of the specified size weighs one ton, the weight of 9764 meters of beams is equal 220 tons.
  Total area of all spans of 0.5 kilometer two-level overpass of two-way traffic, including crossings, exits (entries) makes 23200 m².
  Total mass of steel blocks and elements of the overpass makes about 1700т. At the price of one ton of rolled metal $1000 the cost of steel blocks and elements of the overpass (0.5 km) will make $1.7mln.
  Mass of blocks of the overpass, making load of supports-columns, is equal approximately 1500т.
  Rather thin layer steel-fiber-concrete (not less than 50 mm) is put on spans as a road coating. The total area of all spans of the two-level overpass makes 23200m². The volume of a steel-fiber-concrete coating makes 1160m³, the weight - 2900 tons, at price of the cubic meter steel-fiber-concrete - $300 its cost makes $0.35 million.
  Taking into account weight of steel-fiber-concrete mass of the overpass will make 4600т and total cost - $2.05 million, and mass of load on vertical supports will make approximately 4400т.
  The covering of open steel surfaces about 23200 m² by anticorrosive structure with average cost about $10 on square meter can be estimated at the sum $0.232 million. And water proofer installation on the same area with the same cost can be estimated at the sum $0.232 million.
  From above the opened spans are covered with a plastic roof out of the nonflammable material. Area of roof makes 13000 m². Its cost at the average price of plastic - $10 for 1m² makes $0.13 mln.
  34 bases (1 х 1 х 2) m³ for supports-columns will demand 68 m³ concrete. It is worth $20 thousand.
  The cost of the specified designs and materials will make in the sum $2.66mln.
  Other items of expenditure on installation of the overpass include delivery of ready blocks; assembly; rent of cranes and other gears, equipment; carrying out preliminary geodetic and other auxiliary works, installation on the overpass by the necessary equipment.
  It is known that the price of delivery of cubic meter of concrete on distance 51-55 km by motor transportation makes $33. Thus, delivery of 1120m³ of concrete from plant to a place of installation of the overpass will cost $0.038mln. At the price of delivery of ton by motor transport on distance about 650 km $50 delivery about 2630 tons of metal designs will cost about $0.085mln. In the sum delivery of designs and a material will cost $0.117 million.
  Assembly of the overpass (0.5 km) together with entries, exits, crossings can be carried out in the presence of the necessary equipment and gears in one-two months by 10-20 specialists at payment to them about $100 thousand.
  Rent of gears, including the crane and other equipment for one-two months will manage in the sum about $100 thousand.
  The cost of auxiliary works it is possible to estimate at the sum about $100 thousand.
  Taking into account the specified items of expenditure the cost of 0.5 km of the equipped two-level overpass will make: $2.66 + $0.117 + $0.300 ≈ $3.07mln.
  Mass, making load of supports-columns of the two-level overpass with eight lanes on the basis of rolled metal makes 4400 tons. This weight is loading 18 steel supports-columns with diameter of each 30cm, cross section of each 17600mm². Thus, 44 000 000 newton put pressure upon the total area of columns on cross section 316 800mm², or one square millimeter is exposed to pressure 138n/mm². The design has approximately 4-fold safety margin at limit of durability of steel 600n/mm². Up to 120 trucks on the average on 10 tons every can be at the same time in movement at bottom level of the overpass of the specified construction. Up to 120 passenger cars on the average on 2 tons every can be at the same time in movement at top level. If to consider their total mass which will make 1480 tons, the construction with additional loading in the form of vehicles and lump near 5850т, being exposed to the greatest possible loading, keeps the safety margin close to 4.
  It should be noted, it is possible significantly (to 60%) to reduce mass of a overpass and its prime cost at the expense of an exception of a steel-fiber-concrete road coating, without contradicting available standards and norms, having replaced it with new composite coatings from carbon fiber-reinforced plastic or glass-fiber reinforced plastic.
  The installation over operating reinforced-concrete one-level overpasses of the second level on the basis of rolled metal for doubling of number of lanes. Economic estimate.
  In the presence of operating one-storey ferroconcrete overpasses, as a rule, having four lanes which in rush hours don't provide motor transport movement without congestion and traffic jams in the case their conjugation with loaded six - or eight-lane highways, it is expedient quickly (during 2-3 months) and inexpensive to install of the second, facilitated, level of overpass (for passenger cars) connected by crossings with the bottom level.
  The second level of the overpass of two-way traffic contains four lanes and two buffer (reserve-technical) lanes. Spans are made of the steel sheets-plates which are laying on beams or girders. This construction is fixed on metal vertical and horizontal bearing parts. From above steel spans become covered by layer of steel-fiber-concrete. The metalwork opened from below becomes covered by an antirust compound, and between layer of steel-fiber-concrete and steel spans the water proofer is mounted. From above for protection of lanes against a precipitation the plastic roof is mounted. Besides, additional entries, exits and interstorey crossings are installed on an overpass for ensuring of higher throughput.
  As a result of use of two storeys of this overpass connected among themselves as well as owing to the organization of unceasing movement on the second level of this overpass, irrespective of possible accidents on it, total throughput increases to 16 thousand vehicles per hour or 388 thousand vehicles per day. On the first storey of this overpass for establishment of guaranteed unceasing movement can be mounted buffer lanes from rolled metal on consoles.
  Thus, the second storey as though covers already existing overloaded single-level overpass, and loading from this second level falls on its own steel framework with use of steel columns-tubes, instead of loading on supports of the bottom level of this overpass.
  The cost of 0.5 km of the second storey of rolled metal together with two additional entries, two additional exits, two interstorey crossings if to mount it over operating ferroconcrete overpass as it is visible from the calculations given above, will make $1.5-2 million.
  If to exclude for more adequate comparison of cost of constructions strongly (to several times) fluctuating articles of expenses (costs of payment of the personnel of specialist-collectors, transportation of materials and the equipment, a rent, auxiliary expenses which can significantly change at low or high rates, long terms of construction, at a considerable corruption component), the "pure" cost of the second storey from rolled metal having four lanes, two buffer lanes, two additional entries, two additional exits, two interstorey crossings of a half-kilometer overpass will make about $1.5 million.
  For comparison we will specify that construction cost in Russia of four-lane one-storey ferroconcrete overpasses of similar extent (about 0.5 km plus access sites) makes $25-30mln and the cost of construction of one-storey ferroconcrete overpass of similar extent in Ukraine makes $4 million. This, quite high cost, especially in Russia, obviously, is caused by a number of factors, but one of the main is the delaying of construction of overpasses and respectively - essential excess of the planned expenses on compensation, rent of the equipment and other expenses, time-dependent.
  Besides throughput of operating one-storey overpasses is lowest - throughput is essentially below specified by us of throughput for the modernized two-level overpass, and any accident leads to a suspension or even to a long stop of movement.
  Two-level overpass of the facilitated design on the basis of the rolled metal, installed for moving of vehicles through high-speed railway routes (for the loaded low-lane roads). Economic estimate.
  For the majority of the countries the solution of a problem of crossing of high-speed railway lines as well as high-speed highways by minor roads is very actual problem as to build expensive fundamental platforms or to punch under an embankment tunnels for numerous traverses by minor roads of high-speed highways is very unprofitable. However it is necessary to install overpasses nevertheless, and not only for communication improvement, but also for safety of the population, in order to avoid quite considerable number of annual accidents on ground crossings with barriers. For example, in Russia only on routes of the high-speed train "Sapsan" number of such crossings is about 600 and in case of crash of the train with the car is inevitable accident.
  If to consider that in Russia more than 11 thousand railroad crossings, in their Ukraine are nearly 6 thousand, and their most part belongs to minor roads, to replace all ground crossings by expensive, ferroconcrete overpasses is unreal.
  However, the palliative technology is known. This technology does, apparently, completely impossible the entrance on crossing of cars on red light of a traffic light. It is a question of so-called barrier installations. Barrier installation represents special metal sheet which rise at an angle in front of the vehicle on height 40 cm, blocking the passage. However a heavy auto truck can punch all the same this obstacle, metal sheet can also be gone round, and to pedestrians, bicyclists and motorcyclists the barrier installations aren't a hindrance at all. Besides, especially on brisk high-speed railway routes, trains go almost continuously. Therefore considerable delays of automobile streams on the crossings equipped with barrier installations are inevitable. The corresponding economic losses are inevitable also.
  Thus, it is required rather inexpensive (the cheapest overpasses are under construction in Ukraine, but also they cost about $4mln) quickly installed, reliable, lightweight construction providing safe, fast moving through the railroad or the highway of buses, auto trucks, cars, bicycles and transition of pedestrians. This construction has to possess rather high throughput rate in order to pass motor transport during the periods of its intensive circulation quickly and without emergence of congestion and traffic jams.
  As it seems the steel single-level bridge thrown through tracks could be such design. However it has the same shortcomings, as a single-level ferroconcrete overpass: the high cost, low throughput and impossibility of the organization of movement on it without formation of congestion and traffic jams.
  Our approach to the solution of this problem is based on an original technical solution ⌊2,3⌋. The low cost, simplicity, efficiency and reliability of the new road construction is provided owing to use of a two-level overpass on a steel framework with buffer lanes and interstorey crossings on the basis of the inexpensive black rolled metal covered on open sites by anticorrosive structure, with the road coating out of rather thin layer of steel-fiber-concrete. Spans from steel sheets-plates by thickness 8-10 mm are laid on girders or beams which are installed on horizontal and vertical bearing parts. Spans for both interstorey crossings have width 4 meters. Spans are mounted on steel consoles. At each level of this overpass of two-way traffic are located on two lanes and on two buffer (reserve-technical) lanes. Each lane has width 3 meters. Width of the overpass makes 12 meters, and taking into accomplish possible interstorey crossings and exit sites from the second level its width сan be 20 meters. The maximum height of the bottom level of an overpass makes distance from level of railroad tracks to the bottom level of an overpass - 7.2 meters. Interstorey height which is sufficient for journey of trailers makes 4 meters. Over the second level at the height 2.5 meters, sufficient for journey of passenger cars (the second level is intended for this purpose), the lightweight canopy from nonflammable plastic is mounted for protection of spans against rain and snow. Bicycle paths and paths for pedestrians at the bottom level are fenced at edges of buffer lanes. Spans become covered not less than five-centimetric layer of the road coating in the form of steel-fiber-concrete. Open surfaces of a design become covered by an anticorrosive film. Extent of interstorey crossings make 150 meters, length of top level of the overpass makes 250m.
  Length of the first storey of the overpass makes about 380 meters, and taking into account crossings and exits which are going beyond the first storey for an overpass of two-way traffic, extent of the overpass will make about 580 m. Bias of sites of lifting and descent makes no more than 4%.
  The passage through an overpass of motor transport is carried out as follows: vehicles drive on an overpass and at distance no more than 100 meters from entry are divided into two streams: the first stream consists of trucks, buses, trailers, tractors. This stream follows on lane of the bottom level, the second stream consisting of passenger cars and motorcycles, in case of load of lanes of the bottom level, moves on buffer lane and from it rises on the second level, passes on it and goes down along exit on buffer lane of a road, moving from it to a road lane.
  As a result, this design provides the following:
   - by means of interstorey crossing separates a stream of passenger cars, which can quickly pass on the second level, from slowly moving cargo transport;
   - at throughput of one lane which is provided by this design - up to 2000 vehicles per hour at a speed of movement not less than 30 km/h - on four lanes of an overpass can pass 8 thousand vehicles per hour or 192 000 vehicles per day. It is approximately 10 times more than at a usual single-level overpass. This is actually for densely populated regions with high extent of automobilization of the population;
   - buffer (reserve-technical) lanes which, apparently, only raise the price of a design and do it bulky, carry out a certain role - they provide free moving of vehicles on other levels without braking of an automobile stream on lanes, besides they provide a bypass of places of possible failures of cars, retaining a continuity of movement of an auto stream and without allowing formation of traffic jams.
  Owing to simplicity of the design consisting of rather not numerous standard elements, made of rolled metal, number of levels of an overpass can be increased or reduced, it also can be expanded.
  For coordination of throughput of an overpass with throughput of the roads brought to of an overpass it is desirable that number of lanes both here and there coincided.
  Besides, we will note that the resource of lanes increases because the lanes, closed, at least, from above from influence of environment, aren't exposed, for example, to intensive impact of snow, rain, etc. Thereby operational costs and number of accidents, for example, because of strong slippage, etc. are decreased.
  High reliability of construction is provided thanks to a simple and durable design of an overpass which can be compared to the metal facilitated bridge - the resource of bridges, as we know, reaches 100 years.
  And rather low prime cost of an overpass is defined generally by its rather fast assembly and installation (months, instead of years), rather small volume and mass of a used construction material (black rolled metal) and mass production of standard sections of an overpass.
  Ensuring ecological safety (purity) of an overpass in case of need is made by means of installation of lateral walls between storeys and the top covering that allows to use for purifying of the formed volume of an overpass against exhaust gases already being made powerful converters of harmful components of air in neutral components, and noise also doesn't go beyond walls of an overpass.
  Spans of the bottom level of the overpass of two-way traffic with 380 m length in the form of steel sheets-plates (6 х 3 х 0.008) m³ are imposed and fixed on longitudinal and cross bearing parts, height on section - 200mm, width - 100mm. Longitudinal and cross bearing parts are fixed on vertical supports in the form of metal columns-tubes from 2 to 7.2 meters on height, its diameter is 30 cm, wall thickness - 20 mm. Columns-tubes are settled down at distance 50 meters from each other in the longitudinal direction and 18 meters in the cross direction. About 2 meters of each column are part of the foundation. Columns can be installed and on a basis from several piles.
  The area of spans of the bottom level makes 4560 m², number of steel sheets-plates is equal 254. If passage of buses and heavy-load vehicles on the bottom level is allowed, then steel sheets-plates are reinforced. For this purpose the longitudinal and cross ribs having different stiffness are welded on the bottom surface of a flat steel sheet. So ortotropny plate is formed.
  Mass of spans of the bottom level with extent 0.38km, width 12 meters, thickness of steel sheet-plates 0.008 m and density of steel 7.8 T/m³ makes: 380m x 12m x 0.008m x 7.8T/m³ = 285 tons. The area of spans makes 4560 m².
  Mass of spans of interstorey crossing by extent 150m, width 4 meters, thickness of steel sheet-plates 0.008 m and density of steel 7.8 T/m³ makes: 150m x 4m x 0.008m x 7.8T/m³ = 37 tons. The area of interstorey crossing spans makes 600m². Mass of eight metal consoles - steel beams by length 4m every, height on cross section - 200mm, width - 100mm - makes 0.7 ton as for this type of beams mass of beam with extent 44.7m makes 1 ton. Mass of the longitudinal beam of length 150 m makes 3 tons. Total mass of steel interstorey crossing makes 41т. Mass of two crossings makes 82т, and the area - 1200 m².
  Mass of spans for movement of the second level in one direction and mass of exit by extent 150m and 100m respectively and width of span 6 meters at a thickness of steel sheets-plates 0.008 m and density of steel of 7,8 T/m³ makes: 250m x 6m x 0.008m x 7.8T/m³ =93.6т. The area of spans makes 1500m². Total mass of the second level of the overpass of two-way traffic and two of its exits makes 187т, and the area - 3000 m².
  Diameter of vertical support-column makes 300mm, wall thickness - 20mm, cross section - 17600mm². Number of supports-columns under the bottom level of the overpass - 14 and their height from level of the ground is changed from 2 to 7.2 m and on the average makes 5 m. Number of the columns supporting the top level is equal 8 and their height makes 4 meters from the bottom level of an overpass. Number of the supports-columns holding 2 exits makes 6, their height - from 4 to 2 meters, on the average 3 m. The total length of columns on the average makes 140m. Taking into account part of columns which is in the base, length of columns increases to 180m and mass of all columns makes 25 tons.
  Extent of beams - longitudinal bearing parts of the bottom level of the overpass - makes five rows by the total length 1900m, extent of 7 cross twelve-meter bearing parts-beams - 84 m, the total length of beams of the bottom level - 1984m. Three rows of longitudinal bearing parts-beams of the top level for one-way traffic and one exit have the total length 750meters, five cross beams - 30m. For the second level of two-way traffic and two exits extent of three rows of longitudinal bearing parts is equal 1500m, cross beams - 60m. One row of longitudinal bearing parts-beams of interstorey crossing has length 150m, 8 beams-consoles - 32 m, in aggregate - 182m. Their length for both crossings makes 364м. The general extent of all cross and longitudinal bearing parts makes 3908м. It is known, 44.7 m of beam of the specified size weigh one ton i.e. 3908 meters of beams weigh 87 tons.
  The total area of all spans of two-level overpass of two-way traffic, including crossings, exits makes 8760 m².
  Total mass of steel blocks and elements of the overpass makes about 650т. At the price of one ton of rolled metal $1000 the cost of steel blocks and elements of the overpass will make $0.65mln.
  Rather thin layer of steel-fiber-concrete (not less than 50 mm) is put on spans as a road coating. The total area of all spans of two-level overpass makes 8760m². The volume of a steel-fiber-concrete coating makes 438m³, weight - 1100 tons, at price of the cubic meter of steel-fiber-concrete $300 its cost makes $0.131 million.
  Taking into account weight of steel-fiber-concrete mass of this overpass will make 1750т and total cost will make $0.780 million.
  The covering of open steel surfaces about 7800 m² by anticorrosive structure with average cost about $10 on square meter can be estimated at the sum $0.078 million. And water proofer installation on the same area with the same cost can be estimated at the sum $0.078 million.
  From above the opened spans are covered with a plastic roof from the nonflammable material. Area of roof makes 6000 m². Its cost at the average price of plastic $10 for 1m² makes $0.06 mln.
  22 bases (1 х 1 х 2) m³ for supports-columns will demand 50 m³ concrete. It is worth $15 thousand.
  The cost of the specified designs and materials will make in the sum $1.01mln.
  Other items of expenditure on installation of an overpass include delivery of ready blocks; assembly; rent of cranes and other gears, equipment; carrying out preliminary geodetic and other auxiliary works, installation on an overpass by the necessary equipment.
  It is known that the price of delivery of cubic meter of concrete on distance 51-55 km by motor transportation makes $33. Thus, delivery of 490 m³ of concrete for production of steel-fiber-concrete from the plant up to a place of installation of an overpass will cost $0.016mln. At the price of delivery of ton by motor transport on distance about 650 km $50 delivery of 646 tons of metal designs will cost about $0.033mln. In the sum delivery of designs and materials will cost $0.05 million.
  Assembly of this overpass together with exits, crossings can be carried out in the presence of the necessary equipment and gears in one-two months by 10 specialists at payment about $100 thousand to them. Rather high rate of assembly is provided with timely delivery of standard sections of a design and the subsequent assembly of sections by way of rather fast and simple joint by bolts.
  Rent of gears, including the crane and other equipment for one-two months will manage in the sum about $100 thousand.
  It is possible to estimate the cost of geodetic and other auxiliary works about $100 thousand at the sum.
  Taking into account the specified items of expenditure the cost of the two-level overpass will make: $1.010 + $0.050 + $0.100 + $0.100 + $0.100 = $1.360mln.
  Mass of the two-level overpass with four lanes and four buffer lanes on the basis of rolled metal makes 1500 tons. This weight is loading 14 steel supports-columns with diameter of each 30cm, cross section of each 17600mm². Thus 15 000 000 newton puts pressure upon the total area of columns on cross section 246400mm², or one square millimeter is exposed to pressure 66n/mm². The design has approximately 9-fold safety margin at limit of durability of steel 600n/mm². Up to 50 trucks on the average on 10 tons every can be at the same time in movement at bottom level of the overpass of the specified construction. Up to 50 passenger cars on the average on 2 tons every can be at the same time in movement at top level. If to consider their total mass which will make 600 tons, a construction with additional loading in the form of vehicles and lump near 2100т, being exposed to the greatest possible loading, keeps the safety margin close to 8.
  It should be noted, it is possible significantly (to 60%) to reduce mass of the overpass and its prime cost at the expense of an exception of a steel-fiber-concrete road coating, without contradicting available standards and norms, having replaced it with new composite coatings from carbon fiber-reinforced plastic or glass-fiber reinforced plastic.
  
  Chapter 3
  Pile highways-platforms as efficient anti-recessionary tool.
  
  Gradual transition of the population of the developed countries to more economic mode of activity began with development of the modern crisis. This factor already starts affecting in decline in demand for a number of goods of consumption. It, in turn, will entail decrease in oil production, gas, production of steel, cement etc. The proposals of any efficient political or economic anti-recessionary tools are missing. However there are purely production and innovative tools which can significantly soften the crisis and even to recover the world economy a little.
  The question consists only in ubiquitous widespread introduction of such innovations which, for example, will be able to increase substantially soon intensity of a cargo transportation, to reduce approximately twice losses from jams and accidents on roads, losses from environmental by transport, to create a padding segment for consumption of steel rolled metal, cement, different devices and inventory on hundreds billions dollars annually during a number of years, to create hundreds thousands of padding workplaces.
  Such innovation is the new road construction in the form of the two-level highway-platform on the basis of the steel framework, providing non-stop traffic of any land vehicles thanks to an original design. Similar platforms can be used as long-distance motorways for non-stop movement of cars, as city non-stop traffic networks for cars, as the unloading overpasses which are not blocking traffic in rush hours as well as a basis for the compact transport corridors connecting the cities, regions and the countries.
  It is possible to give the highway-platform as an example in the form of the compact combined transport and transporting highway (CTTH) for transport corridors. Costs of construction of CTTM are several times lower than costs of conducting of a transport corridor in which the railway and the highway as well as communication links, pipelines and etc. are nearby, but separately.
  The main advantage of CTTM combining in one volume the highway, the railroad, pipelines, communication links and other suspensions, on the basis of highways-platforms of a new design - two-storey with interstorey crossings and buffer lanes - is significantly higher throughput, ability to carry out unceasing transport streams of all types, providing the increased commodity turnover. Combination in one construction of the specified components makes it several times cheaper than the usual transport corridor, at this land allocation under it practically is not required, and rates of its installation in the presence of the prepared standard blocks allow to be carried out corridors not in years, and in months. The installation in the closed volume of a construction of exhaust fans with dischargers, converting harmful components of an exhaust in neutral, makes it ecologically safe that is very important for the cities and a number of districts.
  Number of lanes on highways-platforms is coordinated with number of lanes of the roads brought to them, and there cannot be less number of the last that promotes to the smoothly varying course of transport streams on platforms without delays at any time.
  Multilevel highways-platforms on the basis of a steel framework with a steel-fiber-concrete covering, being on a design the close to transport metal platforms (for pipelines, on shelves, etc.) and to metal bridges, are same reliable and possessing much more a larger resource, than ground roads with a nondurable asphalt or asphalt-concrete covering.
  Expenses on a salary and inventory rent when carrying out similar CTTM decrease several times even in comparison only with the road highway. For example, the calculated cost of manufacture and installation of two-storey platforms for transport corridors (10 automobile lanes, two railway tracks of movement, pipelines, communication links and other suspensions) makes $10million (cost of lane - 1 km - including railway tracks makes average $0.8million) at throughput of one auto lane - 2 thousand cars per hour, or up to 480 thousand cars per day in the presence of ten auto lanes whereas known figures across Russia concerning construction of the six-lane ground highway costs make $10mln and above (in the USA the lane costs about $2million). And throughput of ground lane is multiple below, and jams on them at their overload arise regularly.
  For example, it is known that the planned cost of the highway Moscow-Petersburg (684 km) - 550 billion rub. ($18 billon) and the railroad - 1000 billon rub. ($33.3 billion) whereas prime cost of an offered road construction in the form of CTTM - $6.8 billion and it can be installed in the presence of standard blocks within months, instead of years in the presence of the corresponding preparation of details, blocks, installation pads. Unceasing movement of trains with minimum possible intervals, unceasing movement of cars, delivery of freights on pipelines, work of communication links and any other suspensions is provided at this.
  At installation of similar pile constructions on the basis of metal rolling rate of construction, irrespective of soil type, is significantly accelerated thanks to pile technology when instead of use of the concrete bases for metal support-columns the last are being mounted on beforehand hammered pipes-piles or at rather lightweight designs the columns-supports drive in into a soil directly
  The production technology of a metalwork and cement for highways-platforms of the offered design is most adjusted in Russia, China, by the USA, Japan, Germany, Ukraine, Brazil. At the same time, all these countries are interested in the fastest conducting of efficient, reliable and inexpensive transport corridors for example along "silk way" from terminals of East China to Europe, the Trans-Siberian Railway from the Pacific coast to Europe, the American cargo transport corridors from Mexico to Alaska and further with opportunity to make this corridor to Europe through the Bering Strait, the South American transport corridor generally on the territory of Brazil from Atlantic to the Pacific Ocean.).
  Installation of highways-platforms of the offered design is essential increase in commodity turnover, decrease in losses from jams, accidents; receiving tens of billions dollars of annual profits.
  The corresponding orders load productions standing idle nowadays, territories rather quickly become covered by a network of efficient and reliable highways, commodity turnover increases, the economy grows instead of falls that is especially important at coming crisis.
  As interstorey crossings and buffer lanes provide a design without traffic jams, and practically any number of lanes - the necessary throughput so far as this design at its ubiquitous introduction can remove all most acute transport issues. Losses from jams will decrease, at least, half. Number of accidents at the expense of cardinal separation of the main transport streams from flows of pedestrians and cyclists will decrease also. And closed on each side and from above platforms with exhaust fans and dischargers for neutralization of an exhaust will make these constructions as ecologically safe.
  Prime cost of these extremely reliable constructions is lowest. In particular, for the main types of a design on the basis of metal rolling prime cost of 1 km of a lane makes $0.6-0.9 million, whereas known (according to Ministry of Transport of the Russian Federation) similar average costs in the USA make $2 million, in Germany - $4 million, France - more than $3 million, Russia - $1.5 million. And, as a rule, in these expenses repayment of the expensive city earth is not considered.
  Weight of half-kilometer steel two-level - 8 lanes - overpass of two-way traffic with steel-fiber-concrete paving taking into account driveway and moving of sites makes about 4700 tons: out of them 1700 t - steel metal rolling, 2900 t - cement for 5-centimeter on thickness of steel-fiber-concrete paving on steel span sites. Prime cost of the overpass taking into account manufacture of blocks, their transportation, rent of inventory, preparation of a site of assembly, installation and equipment of a overpass-platform by necessary inventory makes about $3 million (prime cost of a lane in one kilometer - $0.7million). Assembly time in the presence of standard blocks and corresponding mechanisms, the equipment for assembly makes some weeks. Throughput of the eight-lane overpass makes 16 thousand cars per hour at speed from 30 km/h and above.
  The calculated cost of manufacture and installation of two-storey highways-platforms of two-way traffic mainly for the long-distance traffic on a specific index (1 km) makes $5 million (prime cost of a lane makes $0.6 million) at throughput rate to 16 thousand cars per hour, or to 384 thousand cars per day (eight lanes) whereas known figures across Russia which construction of the six-lane ground highway costs, make $10 million and above (in the USA the lane (1 km) costs about $2 million). And throughput of ground highways is multiple below, and jams on them at their overload arise regularly. For example, it is known that the planned cost of the highway Moscow-Petersburg (684km) - 550 billion rub ($18 billion) whereas prime cost of eight-lane elevated construction offered by us - $3.4 billion Installation in the closed volume of a construction of exhaust fans with dischargers, transforming harmful components of an exhaust in neutral, does it as ecologically safe, though raises the price of it a little.
  The mass of used metal rolling on 1 km - about 2600 tons, the mass of cement for a steel-fiber-concrete paving (thickness - 5 cm) - 4500 tons, or in the sum - 7100 tons.
  Weight kilometer steel two-storey (8 lanes) highways--platforms of two-way traffic, and its top covering is used for a roofed parking of cars, with steel-fiber-concrete paving makes about 11500 tons: s steel metal rolling - 4100 ton, cement for 5-centimeter on thickness of steel-fiber-concrete paving on steel span sites - 7100 tons. Prime cost of a platform taking into account all stages from manufacture and transportation of blocks up to preparation of a site of assembly, installation and platform equipment by necessary inventory makes about $7 million. Assembly time in the presence of the corresponding mechanisms and standard blocks with application mainly screwing together operations for facilitation of assembly or dismantling of construction in case of its transfer on another place - some weeks. On the top parking platform (length - 1 km, width - 18 m) it is possible to place not less than 600 cars at prime cost of square meter of a platform less than $200.
  Throughput of the eight-lane overpass makes 16 thousand cars per hour at a speed not less than 40 km/h.
  When commissioning in the largest cities of the world of an offered road construction only for passenger cars (90% of all vehicles) losses from jams will decrease more than twice, and will make for 62 largest cities of Russia not $8 billion, and less than $4 billion. In 62 largest cities of Russia it is required to install over the main ground highways two-storey highways-platforms with extent in Moscow not less than 480 km, in Petersburg - not less than 100 km, in other cities - from 20 to 60 km, in total- about 3000 km.
  At prime cost of one km of such platform about $7 million, cost of installation of these platforms can be estimated at $21 billion. Thus, construction of platforms in all largest cities of Russia "will pay off" according to preliminary estimates approximately in three year of their action if to compare its cost with decrease in losses only from jams. Without it annual losses from jams will grow only.
  The calculated cost of manufacture and installation of two-storey turnpike platforms (10 auto lanes and two railway tracks, apart from 8 buffer lanes) for the transport corridors, including in uniform volume (30 х 11 meters in section) auto - and railway highways, communication links and, whenever possible, power lines, pipelines and et cetera, makes $10 million (average cost of a lane, including a railway track, - $0.8million) and throughput of one auto lane makes 2 thousand cars per hour, or to 480 thousand cars per day whereas known figures across Russia which construction of the six-lane ground highway costs, make $10 million above (in the USA the lane costs about $2 million). Mass of metal rolling of the design (1 km) makes 6000 tons, cement makes 6000 tons.
  It is known that the planned cost only highways Moscow-Petersburg (684 km) - 550 million rub. ($18 billion) whereas prime cost of the offered compact construction for transport corridors makes $6.8 billion and it can be installed several times quicker. Unceasing conducting of trains with minimum possible intervals, delivery of freights on the pipelines, operational stability of communication links and etc. is provided thus.
  Existence of a buffer railway track solves a problem of unceasing conducting of trains with minimum intervals between them as the stop and unloading (loading) of trains is made on next buffer track by the free from movement. As a result the stream of container freights in trains in the presence of the corresponding terminals goes continuously, like the packages of information sent on the particular channel one after another with a small gap with an identical speed.
  Besides, at desire, motorists can receive additional conveniences, having moved the cars on platforms of trains. In this case they will travel in the train up to exit according to the schedule, like voyage on the ferry.
  Further in a closed design it is simple to pass to the full automation of movement as trains, and cars that even more will simplify and will secure logistic of the system.
  At this lanes in the design closed, at least, from above are not exposed rain, snow that multiply prolongs their resource.
  At installation of similar structures on the basis of metal rolling, rate of construction, irrespective of soil type, is significantly accelerated thanks to pile technology when instead of use of the concrete bases for metal supports-columns the last is mounted on beforehand hammered pipes-piles or at rather lightweight designs columns-supports are drown into a soil directly. The pile design also is not afraid of earthquakes, floods. It can be carried quickly out on any soil - from bogs to permafrost.
  Specific indexes of the 4th options of a two-storey highway-platform.
  1. The combined transportation highway-platform on the basis of a steel framework for transport corridors (1 km), integrating in uniform volume the railway tracks, road lanes, pipelines, communication lines, etc.
  Mass of steel makes 6000 T. Mass of cement - 6000 T. Expenses make $10.0 million.
  2. The two-level highway-platform - 1 km - on the basis of a steel framework (long-distance option).
  Mass of steel makes 2600 T. Mass of cement - 4500 T. Expenses make $5.0 million.
  3. The two-level steel overpass (0.5 km).
  Mass of steel makes 1700 tons. Mass of cement makes 2900 tons. Expenses - $3.0 million.
  4. The three-level highway-platform for passenger cars including the top parking level (city option).
  Mass of steel makes 4100 ton. Mass of cement makes 7100 ton. Expenses - $7-8 million.
  Let's estimate need in steel and cement for CTTM. It is known that construction by China on "The silk way" the ground transport corridor which basis is the railroad already began. It is known also that Russia planned construction of the doubler of the Trans-Siberian Railway, and Brazil dreams to connect long ago by a transport corridor of the coast of two oceans.
  Besides, between Russia and the USA still in the nineties of the last century were held negotiations concerning construction of a transport corridor under the Bering Strait with its conducting from Alaska in the USA through Canada and to Europe through Russia. Extent of these transport corridors in total will make about 40 thousand kilometers. About 240 million tons of steel and as much cement tons is required at installation in these directions of offered CTTM. Within 4 years the annual need in steel and cement for them will make about 60 million tons that and another respectively at laying of these corridors.
  
  
  
  
  
  As the highway-platform in its long-distance option is several times cheaper similar on number of lanes of the ground highway and provides movement of vehicles without traffic congestion so far as it is expedient to connect on the most intense directions of the city and regions in Russia, China, Japan, the USA by means of the offered steel highway with steel-fiber-concrete covering. If within 4 years in these directions are installed about 20 thousand kilometers of steel platforms, the annual need in steel will make 13 million tons, and cement - 22.5 million tons.
  
  
  
  
  
  There are no overpasses in the majority of the countries of the world still on many intense railway directions. Ground railway crossings with barriers work there. It leads to numerous annual victims and where overpasses are installed, they at intense movement of vehicles, as a rule, create hours-long traffic jams. If about ten thousand two-storey steel overpasses providing the passage of vehicles without congestion and jams on the top storey cars, and on the first storey mainly trucks are installed in four years on the intense directions, intensity of movement will increase, and the number of victims on railway crossings will significantly decrease. If within 4 years 10000 two-storey overpasses are mounted, the need in steel for them will annually make not less than 4 million tons, and in cement - not less than 7 million tons.
  
  
  
  
  
  If to be guided by the extent of city two-level highways-platforms with a parking storey specified in the table (48.7 thousand kilometers) and possibility of their installation within 4 years, the annual need for steel will make about 50 million tons, and in cement - about 80 million tons.
  
  
  
  
  
  
  
  It is known also that in the majority of the largest cities of the world losses due jams, accidents and ecological pollution make the astronomical figures given in the table below. In particular, in 404 cities of the world total losses due unresolved transport problems make annually about 603 billion dollars. This figure can be reduced more than twice on condition of installation of the design offered by us, and installation of designs will pay off on the average in one year.
  
  Љ
  State.
   Number of cities.
  
   Direct damage caused by traffic jams
  Billion.
  $ Losses due to accidents
  Billion. $
   Losses due to the exhaust
  Billion $ Integral losses.
  Billion. $
   The length of the platforms.
  Km.
   The installation costs of urban platforms.
  Billion. $
   Value of the depressed losses
  Billion$ Payback period.
  Years.
  
  Brazil
  40.
  Germany
  12.
  Canada
  10.
  China.
  62.
  Korea
  35.
  Mexico
  40.
  Netherlands
  12
   Russia
  62.
  USA
  75.
  Ukraine
  21.
  Japan
  35.
  404cities
  Total:
  90
  
  20
  
  10
  
  50
  
  26
  
  33
  
  4
  
  
  8
  
  70
  
   6
  
  35
  
  
  352
  8.3
  
  6.0
  
  10.0
  
  14.0
  
  2.8
  
  3.7
  
  16.0
  
  
  0.7
  
  41.6
  
  1.7
  
  5.2
  
  
  110
  2.5
  
  25.2
  
  6.0
  
  50.0
  
  1.2
  
  1.7
  
  10.0
  
  
  4.5
  
  30.4
  
  1.2
  
  8.9
  
  
  141
  101
  
  51.2
  
  26
  
  114
  
  30
  
  38
  
  30
  
  
  13,2
  
  142
  
  9
  
  49
  
  
  603
  
  4000
  
  1200
  
  1000
  
  12400
  
  3900
  
  3370
  
  1500
  
  
  3000
  
  12000
  
  1800
  
  3900
  
  
  48070
  28.0
  
  8.4
  
  7.0
  
  87.0
  
  27.3
  
  22.6
  
  10.5
  
  
  21.0
  
  84.0
  
  12.6
  
  27.3
  
  
  335.7
  50.5
  
  25.6
  
  13.0
  
  57.0
  
  17.5
  
  19.2
  
  15.0
  
  
  23.1
  
  71.0
  
  4.0
  
  25.0
  
  
  320.9
  0.6
  
  0.4
  
  0.5
  
  1.5
  
  1.5
  
  1.1
  
  0.6
  
  
  3,0
  
  1.2
  
  3.1
  
  1.1
  
  
  1.3
  
  
  The specified figures show a significance of the losses arising at lag of growth of a transport network from growth of car sales even in the most developed countries of the world. It is clear also that the solution is in increase of throughput of highways according to growth of number of cars and creation of opportunity for movement of transport streams without emergence of jams.
  Thus, if within the next 4 years to begin installation of all four types of steel platforms by the specified way, the annual need for steel will make about 127 million tons, and in cement about 170 million tons.
  If to consider that only one China makes annually about 700 million tons of steel and about 1800 million tons of cement it is clear that resources for this purpose will be, and at the same time decline in demand for steel and cement in other branches will be compensated substantially.
  
  List of reference
  1. Nizovtsev Y. M., Nizovtsev A. Y. The combined thoroughfare uniting in one volume on two bound levels railway and motor transportation lanes, pipelines, communication links and other communications. Economic assessment. Russia. Moscow. Bulletin of transport information. 02- 03. 2013г.
  2. Nizovtsev Y. M., Nizovtsev A. Y. Two-level discharge overpass without traffic jams. Design options and their economic assessment. Russia. Moscow. Bulletin of transport information. 11. 2012 - 01. 2013.
  3. PCT/EN/2009/000661 (WO 2011/068430) "Ramp for transferring and arranging of transport means at different levels". 2011. Makarov Y. F.
  4. Nizovtsev Y. M. Comparative analysis of the main options for non-stop traffic on urban highways. Russia. Moscow. Bulletin of transport information. 04. 2013.
  5. Nizovtsev Y. M. Transformation of highways of major cities on the example of Moscow in highways of the non-stop movement and practically with unlimited throughput. Russia. Moscow. Bulletin of transport information. 05. 2013.
  6. Makarov Y. F., Nizovtsev Y. M. Development of technical solutions for the implementation of the principle of non-stop movement of vehicles on highways (no traffic jams). Russia. Moscow. Bulletin of transport information. 11. 2013.
  7. Stephen Parker "Wisconsin Traffic Operations and Safety Laboratory". 2007г. www.topslab.wisc.edu/projects/3-13.
  8. Makarov Y. F., Nizovtsev Y.M., Antsygin A. V. Ways of solution of transport problems of cities by means of lightweight volume highways-platforms which storeys are connected by interstorey crossings for vehicles. 2010. www.ecoguild.ru
  
  This text with all the illustrations is also available on the site www.litres.ru
  
  
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