New approach to the organization of traffic flows

Unfortunately, it was not possible to place drawings, tables here.
Therefore, the book in the form of two separate transformed parts with all illustrations was posted on the site: Amazon.
The names of these parts are such:
1. The technical solutions excluding a formation of traffic jams and congestion in conditions of a city.
2. Pile road constructions of non-stop movement.: New two-level pile highways on the steel framework.



Organization of non-stop traffic on highways preventing the formation of congestion and traffic jams.

Makarov Y. F., Nizovtsev Y. M., Nizovtsev A. Y.

                Abstract

The articles of the collection are the design, technical solutions, techniques that provide high-speed, non-stop of traffic flows on highways with high throughput rate. Highways can be converted into eco-safe lines, if necessary. The result of these techniques and structures is a establishing of non-stop movement at all yet congested highways, or the establishment of a free, high-speed traffic without blockages regardless of the number of cars to be aspired to the highways; the result also is a separating of flows of vehicles from streams of pedestrians;   the result is  reduction in air pollution by exhaust gases; the result is the decreasing of  losses due to traffic jams, accidents, air pollution in major cities in the hundreds of billions of dollars. The organization of traffic flows, convoys with cargo and passengers in a single compact space of line for transport corridor is considered. Relocation of certain substances on pipelines and information on cables in compact space of combined highway-bridge for a transport corridor is also considered. Economic estimates confirm the lower costs of the installation of new road constructions compared with existing highways.

Keywords: non-stop traffic, traffic jams, inexpensive elevated highway, steel framework, interstorey crossings, buffer lanes, transport corridor, two-level overpass, unlimited   throughput, eco-safe road construction.

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                Table of Contents
1. Engineering and design principles as well as solutions to create new road structures with virtually unlimited throughput.  An estimate of losses due to congestion, accidents and air pollution as well as an estimate of the reduction of these losses by using new road 1.1. The short description of new approach to establishment of unceasing, high-speed movement on highways 1.2. Technical capability of creation of multilevel road constructions…..16
1.3. Specifications of elevated highway having two wave-like lanes, shifted relative to each other, creating the possibility of internal moving of vehicles from storey to storey of highway sequentially………………………….........33
1.4. Specifications of elevated highway having a wave-like lane and  two single-level lanes jointed with wave-like lane on both its levels, creating the possibility of internal moving of vehicles from storey to storey of highway
1.5. Specifications of elevated highway using external crossing-ramps from storey to storey of highway ……………………………………………............................49
1.6. Specifications of elevated highway using a combination of external and internal crossings between storeys of highway………………………...................53
1.7. Systems of internal and external equipment of highway-bridges…….....64
1.8. Losses from congestion and traffic jams on highways of the cities of the world, losses from accidents, air pollution by exhaust gases and an estimate of possibility of essential drop of these losses…………………..................88
2. The transformation of highways of major cities on the example of Moscow in highways of the non-stop movement and practically unlimited 2.1. Short estimation of a condition of traffic in Moscow and measures undertaken by a city administration for its improvement…………….…..........103
2.2. The formulation of conditions under which movement of transport streams on highways doesn't become slower ………………………..…..........................107
2.3. The short description of a design of ecologically safe two-level highway-bridge for cars with receiving of an estimation of increase in the case of installation of similar flyovers of the area of the main highways of the city in  several times for some years……………………………..….................108
3. Elevated highway (two-three levels) on the steel frame for non-stop movement of vehicles. Options of construction and their economic
3.1. 3.1. Short description of a two-level highway-bridge ………….… ...…........125
3.2. Two-level highway-bridge on the basis of a steel framework (long-distance option). Economic estimate ……………………………...……....................131
3.3. Three-level highway-bridge for passenger cars with the top level for a parking of cars (city option). Economic estimate ………………………..............139
3.4. Comparative analysis……………………………………………….............................139
4. Development of technical solutions for implementing the principle of non-stop traffic on operating highways (without congestion and traffic 4.1. Status of affairs on regulation of transport streams at movement with the increased density now…………………………………………...............................157
4.2. New approach to a solution of the problem of congestion and traffic 4.3. Estimate of risks of the project………………………………...……..................172
4.4. Lightweight overpasses on a steel framework with one-way traffic for crossing of highways without traffic lights. Economic estimate……….......183               
5. Comparative analysis of the main variants for non-stop traffic on urban 5.1. 5.2. The short characteristic of the main options of the organization in the cities of high-speed unceasing movement………………………….......................192
5.3. Comparative analysis……………………………………………….............................205
5.4. 6. Enclosed elevated automobile overpasses (two levels, no traffic jams) on the steel framework. Construction options and their economic
6.1. Short description of an overpass and several options of its 6.2. 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 ……..……...........223
6.3. 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 6.4. 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…………………………….....................................235
6.5. 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……………………..............237
7. The combined compact highway-bridge integrating in uniform volume the railway tracks, road lanes, pipelines, communication lines, etc.  Economic 7.1. Operating and planned transport corridors…………………………................249
7.2. Main shortcomings of transport corridors and offer on their 7.3. Short description of a new road construction…………………................258
7.4. Economic

                Introduction
     The problem of low throughput rate of highways and railways and the problem emerging traffic jams and congestion on urban and intercity highways is one of the most pressing problems in the world. Solution to this problem has not been found so far.
     This situation leads and to a catastrophic condition of air in cities.
     Moreover, the number of cars each year is growing more rapidly than the length and throughput of highways. On congested roads of all major cities largely for this reason emerge traffic jams, especially during peak hours. Used measures do not help. As a result, these efforts are transferred to the plane of different restrictions (Stockholm, Singapore, Paris, London, Madrid and etc.).
     It is obvious that the free movement on the highways in case of increasing number of vehicles can be arranged only by increasing the throughput of highways multiple. Specialists do not know how to do it. But they have to do something. And they use the traditional means available at their disposal. As a result, huge amounts of money join into the obviously ineffective projects such as underground lines, additional ring roads, bridges and etc. All these projects can increase the throughput for the year by only by 2-3%, while the annual growth rate of number of cars is
6-8 %.
     Economist Anthony Downs argued that the congestion at peak hours is impossible to avoid, because their causes are regular business hours. Therefore, from an economic perspective, there are two ways to solve the problem: either increase the supply (that is, to broaden the old or build new roads, to implement an automated traffic control system), or reduce the demand. Critics of the first speak - it's like to the struggle with obesity   adding new holes on the belt. To get rid of traffic jams, Downs offers to go the second way, reducing the demand on the roads. This can be done in several ways. First, limit the number of places for parking or increase the pay for it. Second, people have to pay the fare on the streets (road pricing). The father of this concept - Nobel Laureate William Vikreya, who in 1952 proposed to fight against the crowds at peak in the subway by increasing the tariff. Third, individual machines are forbidden to leave the parking garages and parking lots.
     It would seem that if, relying on world experience, it is impossible to find a technical solution of a problem, so it and to be up on level generally of administrative decisions.
     However, the solution was found. This is two or three-level lightweight elevated highways on a steel frame reminding long closed metal bridges. Levels of bridge-highways are connected by crossings.  The throughput of bridge-highways is several times higher than throughput of the usual highways. In addition, through buffer (reserve-technical) lanes are put into on each storey of this new road structure. Buffer lanes are used to establish the non-stop movement [1, 2, 3, 4].
     Both these innovations provide in aggregate a continuous high-speed movement of virtually any number of vehicles at any time, regardless of the accidents or repair. In the case of sudden overload of highway in adding to these innovations   is used known technique of controlled entry of cars «ramp metering».
     Highway-bridges can be installed at least in the most sensitive areas - entry and exit of cities - in a year , if production of typical sections of rolled metal for lines will be arranged.
     Highway-bridges can also be installed, in case of a radial-circular layout of the city, on the main radiuses, and further, they can be connected to one or two ring highway-bridges. This  create a common network, similar to the underground, only for passenger cars, making travel around the city quick, without the congestion and traffic jams, with free entrance to the city and out of the city. [5].
     In addition, clearing the air from the exhaust in volume of highway-bridge will make the air of cities much more pure.
     Separate storeys or storey of highway-bridges network can be provided for the movement of small-sized lorry convoy or trains - elevated metro, - thereby providing an opportunity for people without cars are moved quickly and inexpensively, without going down under the earth, at a considerable distance through the city, as highway-bridges can be installed over all main terrestrial and railway lines of the city [6].
     The proposed concept of the use of highway-bridges network as elevated metro  and at the same time as the highway system with connected levels for high-speed non-stop traffic virtually any number of cars in the city and its suburbs is consistent with the recommendations for major cities of the United States leading urban planning and transport organization, who believe that it is necessary to use the network of efficient urban elevated highways (www.vremya.ru).
     The problem of displacement of townspeople in large cities can be solved relatively quickly, simply and without huge costs, which are planned in the road transport industry, but are unlikely to be productive.
     This can be done for a few months, not years owing to assembling and  installing of metal lightweight closed highways-bridges on the steel frame (they can be made on a concrete base) of typical sections (with the possible use of advanced composite materials) with several storeys and also with interstorey crossings  for passenger cars (90% of all cars) from storey to storey, in order to pack them tight on all storeys. It is possible also to install treatment plants into elevated highways to neutralize the exhaust gas inside of the closed structure.
     Construction resource is about 100 years, as high-quality lanes are isolated from environmental activity, as opposed to lanes of ground highways. At the same time the construction can be easily assembled, disassembled for transport to another location or it can be increased (decreased) in height depending on changes in the traffic situation. From an economic point of view it is important that the cost of highway-bridge lane was below the cost of conventional ground highway lane.
     This construction allows to be passed through all storeys tens of thousands of cars per hour. Even the simple construction of two-level flyover (8 lanes, interstorey crossings, buffer lanes) has throughput about 16 thousand cars per hour (up to 400 thousand cars per day).
     The construction is provided by original crossings (interior and exterior)   for passage of cars from storey to storey  without stopping at an average speed 70km/h. If the cars are packed fully, for example, into 4-storey two-way traffic highway-bridges using four lanes on each storey, the throughput of all lanes will be about 32000 vehicles per hour (up to 800000 vehicles per day).
     The need for early implementation of this simple, safe and effective form of road constructions is evident in view of the fact that according to the published in the press sources on the average damage from traffic jams (2010) only in Moscow for the year was $ 1.5 billion, suburbs of Moscow - $ 4 billion for the year, and in the USA - about $ 80 billion for the year.
It is also important that the exhaust from passenger cars, for which the most appropriate to use closed volume highway-bridges, is neutralized by installations for air purification, and exhaust gas, like the noise, does not go out.
     The absence of such technical solution in the world does this project unique, and implementation of the project reduce losses from congestion, accidents and air pollution to hundreds of billions of dollars in all major cities around the world.  The construction can be made on the basis of black rolled metal and on the basis of concrete structures, as well as by combining typical sections of steel and typical sections of reinforced concrete structures with start-up of cars on them.
     Thus, one of the most effective places for installation of multilevel highway-bridges is all cities of the world.
     In addition, there are long-distance lines in the world, most of the year overloaded by vehicles, for example, Paris - Marseille, Moscow - St. Petersburg. Vehicle speed has been slowing down on these highways to 5-10 km / h. These lines also has the meaning "to cover" by multilevel highway-bridges, presenting them for cars, and ground lines "leaving" for heavy transport.
     The problems of moving the vehicles at a high speed under any quantity and at any time of the year will disappear. Besides, operational expenses
 will be decreased. The number of traffic accidents on highways will be reduced significantly, since all highway lanes are closed from rain, snow, temperature changes, and the cars have little or no contact with people on the way.
     Multilevel highway-bridges with metal tube-supports can also serve as a basis for the creation of compact transportation corridors. As a result, transportation corridor may have a width of a few tens of meters. They can engage lanes for road transport, railways, as well as pipelines, cables, etc. Thus, it may be a compact combined system of transport, energy and information lines. Similar highways can be set on any soil, any terrain - from the Arctic to the mountains, from the swamps to the shelves. In addition, the system is secure from environmental impact.
     Thus, the task of ensuring of the continuous joint movement between cities, countries and continents virtually unlimited number of cars and trucks as well as trains in a given direction without stopping can be solved.
     At the same time the task of providing transportation into the same volume of highway-bridge, that is with appropriate protection, energy, water, information flows can also be solved.
      Cross section of elevated highway of one-way is 15 - 20 meters in width and 15 meters in height.
     Finally, the motion control system of cars on highway-bridges as well as using reserve-technical (buffer) lanes and if necessary using technique "ramp metering"  to maintain non-stop movement can be applied on ground highways in two different versions - highways without traffic lights (no intersections) [7] and on highways with traffic lights (with intersections) for the organization of traffic by car columns (pools) in the latter case [8] This will increase their throughput in 1.5 - 2 times.         
 


1. Engineering and design principles as well as solutions to create new road structures with virtually unlimited throughput.  An estimate of losses due to congestion, accidents and air pollution as well as an estimate of the reduction of these losses by using new road constructions.
Makarov Y. F.,  Nizovtsev Y.M.
Ìîscow. 2011 - 12.

                Abstract

     Jams on highways, accidents, pollution from transport cause annual losses to be estimated in trillions of dollars. All undertaken measures aren't effective against them. Conversely, the losses only are increasing, despite the increasing expenditures on fight against traffic jams. Here we present some of the technical solutions in order to reduce significantly these losses. We present an estimate of losses on the three items: traffic jams, accidents and environmental component in 404 cities of 11 countries of the world: and we specify measures to reduce these losses, approximately twice due to introduction of a simple, reliable, inexpensive, quickly erected,  eco-safe constructions based on a steel frame with a virtually unlimited throughput .
New road construction, non-stop traffic, elevated highway, steel framework, interstorey crossings, buffer lanes, unlimited throughput, eco-safe construction, losses.

1.1. A new approach to organization of non-stop traffic.

     In view of the considerable congestion of highways in major cities and a number of major intercity highways in many countries and in view of the appearance on these highways of many hours congestion and traffic jams, quite a large number of multilevel highways on a concrete base was constructed (U.S., Japan, South Korea, Taiwan, etc.)      
     However, these two- and three-level highways have not lived up to expectations, as the lanes to them as quickly were jammed in rush hours by cars, the number of which far exceeds the possibility of throughput of the multilevel highways. In addition, building of multilevel concrete highway-bridges took a lot of time and money because highway-bridges were massive and unwieldy.
     Seemingly the deadlock was formed.
     Consider the problem in more detail.
     Standards for the construction of bridges and overpasses allow to be used at their erection not only concrete. Is there an more lightweight and at the same time a more reliable basis for bridges?
     Cars cannot move from one level to another, if one level is overloaded, and another level or other levels are free on multilevel motorways operating now. However, is it not possible to connect these levels!?
     The number of lanes and their throughput are not consistent with a possible peak of vehicles entering on flyovers. But any number of vehicles can be moved on a highway if the number of lanes is enough for them.
    However, as is known, the throughput drops by several times to form congestion when uncontrolled entrance of vehicles into the highway in a large number. However, that interferes in this case to make controlled entrance for cars!?
     As you know, any accident on the highway means, as a rule, reducing of throughput of highway, formation of congestion, traffic jams. It only means that it is necessary to offer an effective way to bypass of these places not far away, and on the same line.    
     All of these problems had been resolved several years ago. Several options of construction have been patented in Russia (now the patent process extended on a number of the countries).
     Standards allow use of the steel structures during the installation of bridges and overpasses. It is known that on building of skyscrapers have been verified that relatively lightweight steel framework can securely to withstand loading many times exceeding own weight of a steel framework.
     Therefore, several levels of steel longitudinal and transverse beams can be mounted on the vertical steel tube–supports. Beams are covered with span sections of relatively thin steel plates. Span sections are coated in turn by materials permitted standards, such as a relatively thin layer of steel-fiber-concrete. This simple, reliable and relatively lightweight construction can be closed from snow or rain by lightweight plastic on top.
     Such structure can be quickly installed by screwing with minimum of welding in the presence of pre-defined blocks and sections. Speed of installation does not only save time, but it also means the minimum expenditures. Therefore, the construction is lower at cost than similar ground and elevated road structures, despite the fact that concrete is cheaper steel, and all the main congested city highways and intercity highways can be "covered" by this construction quickly and inexpensively.
      We have proposed several options of crossings from one level of flyover to another - both internal and external - in order to form a single field of lanes which are located at different levels of construction. In this case cars are distributed quickly at a high speed on all lanes of construction, using   possibilities of all available lanes, that is their throughput.
     For example, two-level construction provides no congestion and traffic jams on it by own lanes (four lanes plus two buffer lanes on the first level and the same amount for the second) throughput about 16 thousand cars  per hour and non-stop traffic of cars at speed not less than 40 (60) km / h [1, 2, 3, 4].
     The number of levels and lanes accordingly of highway-bridge must be designed for a certain maximum of traffic flows. Through this highway-bridge is not clogged by cars even at peak hours.
     Traffic lights are installed on the entry area of line in order to vehicle speed on highway-bridge does not fall below of the limit (40 or 60 km/h) which means using of the throughput of lanes close to its maximum. The red light is switched on only in this case [5]. This ensures the free movement of vehicles without turning it into synchronized transport stream to be transformed into congestion at speed 10-15 km / hour.
     In order to the accident, repairs and the like had practically no effect on the speed of traffic, in other words, in order to traffic was non-stop and high-speed we proposed two structural elements. The first: interstorey crossings. They can be used to move cars from storey blocked accident to free storey or on ground level. The second: buffer (reserve-technical) lane is put into operation at every level from the edge. It intends for a bypass of places of accidents or repair and for entrance on lanes (departure from lanes). Some increase in the cost of construction is compensated more than by non-stop movement of vehicles on it.
     We have estimated the losses from congestion and traffic jams on a number of countries around the world and found that every year the losses are $384 billion only on the largest cities of the world (404 cities in Brazil, Canada, Germany, China, South Korea, Mexico, Netherlands, Russia, USA, Ukraine, Japan). Total losses of the cities of these countries make $635 billion dollars, considering the losses from accidents and air pollution.
     Widespread installation of highway-bridges of the proposed design in    "congestion" places reduces these losses at least by half.
     In addition significant improvement of transport communications will increase many times world commodity turnover, and consumption growth in the metal for constructions of highway-bridges will recover the market of metals significantly.
     This, in particular, can greatly alleviate growing global crisis, and State - owner of this technology - will improve their basic economic indicators.
     In addition it should be noted that the construction is almost completely separated from the general flow of pedestrians. It means significant reduction of victims of road accidents. Especially since the closed space of design makes relatively easy to transfer car control when driving over it with a computer program and a car can be moved without a driver. This will reduce the possibility of accidents to the very minimum.
     Lanes of closed highway-bridges are not exposed to snow, rain, etc. Therefore, their operation time are increased, the costs of the operation and the number of accidents (due to poor visibility, strong slip, etc.) will be decreased in contrast to the open highways.
     Buffer lanes along the entire length of construction and at every level allow, in contrast to the high-speed ground highways, to install entries and exits with any regularity. It facilitates entrance on the highway and exit from it.
     If the number of cars has increased (number of roads brought to   highway-bridge was increased) and it began to exceed the throughput of the construction, and vice versa, then the construction of screwed sections and units made of steel rolled metal allows fast to build up more levels or respectively to dismantle unnecessary until the dismantling of the assembly and transfer of it to the place.
     The construction can be transformed easily into eco-safe thanks to lightweight, transparent, non-combustible shell at the top and sides of highway-bridge. Necessary number of ventilating installations and dischargers transforming harmful components of exhaust gas into neutral can be set in the forming volume of construction. In addition, noise from moving vehicles is extinguished by the shell.
     Metallic coating over the second level (the roof) can be used for parking.
     Application of highway-bridges is the most preferred for passenger cars (90% of all vehicles). This increases efficiency of construction and reduces its cost. In this case ground lines are provided to heavy and public transport.
     Construction is installed on piles. It is extremely promising for use in earthquake zones, where it will stand for all earthquakes. Furthermore the construction on piles can be installed on any ground and in any terrain, from deserts to wetlands and permafrost.
     The design can be used not only as line, but as two-level elevated overpass without hindering to movement of transport streams. [6]
     A two-level highway-bridge may include lanes for road transport, railways, as well as pipelines, cables, etc. Thus, it may be a compact combined system of transport, energy and information lines for extended transport corridors.
     As a result corridor infrastructure costs, operating costs are reduced  several times. At the same time the installation of two-level combined highway-bridges for transport corridors increases their throughput   several times and thus reduces the costs of transportation of cargo, it increases the reliability of transportation and reduces significantly the withdrawal of land from the turnover, it also eliminates almost accident, traffic jams, congestion, etc. [7].

1.2. Technical capability creating of multilevel road constructions.

     Possible technical and technological solutions are considered in this section as well as project risks are estimated.
     Road structures enabling to accommodate all traffic flows virtually are absent not only in Russia but also in other countries around the world. Road structures enabling non-stop traffic (without congestion and traffic jams) also are absent.
     Even projects of such development do not exist at the present time. Therefore, further working out of this project to be consisted in selection of the location and type proposed new road construction, training of the design documentation, production of typical units of multilevel highway-bridge, assembly and installation of highway-bridge has a very favorable outlook to occupy free market niche.
     There are not technical and technological barriers to be created multilevel highway-bridges. Multilevel flyovers - up to three storeys - have been constructed and are being operated in Tokyo, Seoul, New York and Paris. Therefore, it is possible to reproduce them in Russia. In addition, the installation and operation of steel constructions for pipelines, bridges sufficiently are developed well and these structures have shown their reliability and efficiency in variety of climatic conditions.
     However the proposed constructions of multilevel flyovers have not solved the fundamental problem of megacities - the problem of congestion and traffic jams. In particular, Tokyo residents still have to lose on the road to and from work more than three hours each day. So increasing the area of roads is not the most important in the fight against traffic jams, also the growth of this area is far behind the growth of the fleet and the gap is increasing. For example, during peak hours, even a city like Moscow, not saturated cars as most other cities in the world, is in congestion, since the throughput of the city highways is lower than the number of cars trying to enter them.
     It is for this reason that all known attempts to normalize the traffic did not become effective truly besides administrative restrictions of entrance into the city for cars. It is unacceptable for the majority of car owners as unacceptable for companies - car manufacturers.
     Therefore at first it is necessary to formulate those conditions under which movement all of growing vehicle fleet, consisting for 90% of passenger cars, becomes free, rather fast, with small number of accidents in the presence of a high resource of lanes and rather their low cost as it was, for example, in Germany till era of universal automobilization.
     Obviously, these conditions are as follows:
     - first, it is necessary to increase throughput of the main highways up to value, bigger, than in rush hours;
     - secondly, to support non-stop movement of cars in an optimum high-speed mode, proceeding from maximizing of throughput of highways, or prevention of falling of speed of cars lower than a limit out of which density of a transport flow starts growing and respectively throughput of highway starts falling, after that congestion and traffic jams are been appearing;
     - thirdly, to provide coordination of throughput of each highway with throughput of adjacent entries on the highway and exits from it;
     - fourthly, to provide possibility of adaptation of summary throughput of the highway to a transport flow at the expense of selection of number of storeys of the highway which in the main and defines number of lanes;
    - fifthly, to exclude possibility of formation of traffic jams because of sudden accidents or road repair;
     - sixthly, multiple to increase  a resource of lanes;
     - seventhly, to provide high reliability and low cost of a construction;
     - eighthly, if necessary, to ensure ecological safety of highways that is important for cities from a line item of reduction of impurity of air.
     Options of offered construction just meet the specified conditions which at first sight seem impracticable.
     First, a few options of connections of available storeys of the highway-bridge in the form of crossings for cars from one its storey on others and entries (exits) for cars on the upper (lower) storeys of the highway-bridge assume directly fast filling of storeys of a highway-bridge by the provided number of cars, that is practically any throughput in case of appropriate selection of number of storeys.  And, if the number of cars grew and it starts exceeding available throughput of a highway-bridge or on the contrary, construction assumes raising of additional storeys or respectively dismantling of unnecessary storeys up to disassembling of construction and its transfer to another place [3,4].
     Secondly, we developed a technique on the basis of a known technique of control of traffic "ramp metering" [8] allowing in any case to retain density of a transport flow in the given frames and not to allow falling of its speed below a certain limit [5].
     Thirdly and in the fourth to provide coordination of throughput of each highway-bridge with throughput of adjacent entries on the highway-bridge and exits from it, only it is necessary to summarize the throughput of roads  adjacent to the highway-bridge   from which it is possible to drive (to move down) on the highway-bridge, and to construct the highway-bridge with a little bigger throughput (with corresponding number of storeys), than roads adjacent to its entries, and respectively that this throughput didn't exceed throughput of roads at exits from the highway-bridge.
     If the number of similar adjacent roads isn't enough, the number of entries (exits) from a highway-bridge is regulated or new roads are being made. In some cases it is possible to use also and controlled entrance («ramp metering») on a highway-bridge through a buffer lane.
     Fifthly, possibility of formation of traffic jams because of sudden accidents or road repair is excluded by the construction of the highway-bridge in which the regular crossings and entries (exits) on storeys as well as reserve-technical (buffer) lanes are provided that assumes a detour of places of accidents or repair without stopping and even without braking of movement of transport flows [7].
     Sixthly, the resource of lanes multiply increases because the lanes closed from environmental activity aren't exposed, for example, to impact of snow, a rain, overfalls of temperatures, etc. The road coating wears out only from influence of tires. It besides reduces operational costs and number of accidents, for example because of poor visibility, the strong sliding, etc. that inevitably occurs on open terrestrial highways.
     Seventhly, it is possible to provide high reliability   thanks to a simple and strong construction of a highway-bridge which can be compared to the long metal bridge which resource reaches 100 years, and rather low cost of construction is defined generally by not too high cost of used construction material (black rolled metal) and mass production of standard sections of a highway-bridge that provides fast assembly of construction. In case of such approach on specific indexes the cost of a lane of the city multilevel highway-bridge becomes significantly lower than a cost of a lane of terrestrial highway-bridge for which building besides it is necessary to redeem the expensive earth whereas the highway-bridges can be set over already available city highways, that is without land allocation.
    Eighthly, support of ecological safety of highway-bridges is made by means of installation of side walls between storeys and the upper covering.
The closed highway-bridge allows installation in the closed internal space of already available powerful converters of harmful components of air in the neutral for its clearing from exhaust gases. Thus exhaust gases from numerous cars within a day won't penetrate more in the city atmosphere.
     Besides, the network of highways-bridges can be expanded on the basis of multilevel highways-bridges rather quickly with a way of installation them where expansion of roads is impossible or inexpedient.
     Multilevel highways-bridges can serve not only for movement of any vehicles, including auto trucks and trains, but they can be used as the combined compact structures for transportation of such products as the electric power, water, energy carriers, information on far distances together with conveyance on them of cars and trains [7].
     Let's consider possible objections on working capacity and efficiency of development from the point of view of estimate of risks of the project.
1) Absence of schemes of the organization of the traffic, providing acceptable level of safety of traffic and effective use of a multilevel highway-bridge.
     Crossings between the storeys, put in a construction, not only provide possibility of receiving practically to any throughput of a highway-bridge, but also in complex with reserve-technical (buffer) lanes give the chance to lower number of accidents and road incidents to extreme minimum.
     First, in itself interstorey crossings provide a bypass of places of any accidents or complete repair of lanes of this storey on the free storey (storeys) of a highway-bridge or on land level whereas it is impossible on a usual ground highway.
     Secondly, unlike long blocking of the route in places of exits and entries at dense traffic, for example, in rush hours on usual land highways, blockage of traffic is absent on a highway-bridge at entries, exits and crossings  for the reason that moving of cars on these sites or departure from them is made through the obligatory reserve-technical (buffer) lane provided in a construction which is free from movement of cars and is used as the buffer for departure from lanes or entrance on them, thereby preventing braking of stream of cars on lanes at entrances and exits, and also promoting preservation of unceasing high-speed movement on the line even at  full blockage of available lanes of any storey as cars can go round the place of accident along it.
     If all lanes of this site, including reserve-technical (buffer) lanes in case of some emergencies or complete repair of this site of a storey are blocked, that for such case there are crossings between storeys. In the presence of the corresponding being shone boards or communication via the computer of the cars moving to the place of accident on this storey, bulk of drivers of these cars preliminary is become known of the place of accident and need of bypass  through the nearest crossing. Such double insurance almost completely removes "impossibility of change of level" at accidents or repair. As for some number of cars which got to "a dead zone", that is appeared far behind crossing and before the place of accident, they can wait for discharging of a reserve-technical (buffer) lane if it is possible soon, and to pass through it further or to return to the nearest crossing on another storey for moving on other storeys or to drive up to the nearest exit to  highway-bridge and to move down on it down on the land road. In any case these cars don't create a traffic jam.
     Other technical and organizational problems of movement on elevated highways were solved as multilevel highways have been constructed in a number of the world cities (Tokyo, Paris, New York). In them the various solutions on traffic safety, fire safety, evacuation systems are used. Designs of entries and exits, attached sites with other highways, etc. were developed. These solutions and the corresponding equipment can be applied in the offered construction.
     Thus, taking into account the changed construction of a two-level highway-bridge the traffic organization on multilevel highwaybridges becomes simpler and more effective, than on land highways and usual multilevel highways, providing besides raised level of safety.
2) The increased risk of road accidents with serious consequences in case of evolutions between levels.
     The risk of road accident for multilevel highway-bridges, on the contrary, is much lower, than at evolution on lanes of usual land highways. In particular, at evolution between levels (storeys) of a highway-bridge the car goes on another storey through crossing, in this case external, not directly from lane, and at first moves from lane to reserve-technical (buffer) lane, that is doesn't seek to drive at once in crossing or exit, creating hindrances to other cars that usually occurs on land highways. That is the car approaches to the crossing with additional, or reserve-technical lane which isn't used as lane and therefore the driver of the car can with a speed convenient for him as nobody disturbs him to drive up to the external crossing on another storey.  Further, having passed crossing, the car drives at first on reserve-technical (buffer) lane of another storey and it can move ahead on convenient for the driver of the car speed till the most favorable moment in order to car drove into the general transport stream. At average speed of cars 70 km/h on the highway-bridge - and the flux density does not change below a certain limit, for example, 40 km/h - this maneuver does not lead to considerable braking of traffic flow. In the same time this maneuver does not create a risk of collision cars because almost double safety distance between cars on the highway-bridge (here always remains free flow mode).  For which reason the entrance into the traffic flow is not problem, as, for example, on land highways, where in the case of the unregulated flow density the cars often experience difficulty to drive into a traffic flow which for this reason can strongly be slowed down, and cars often collide.
     Highways-bridges are equipped with various communication systems, information displays, computer systems, etc. Therefore, if accident happens, to all drivers moving to the place of accident, at once it becomes known of it.  In this regard they have time for acceptance of one of the following decisions: to cross to another storey, to move down from a highway-bridge or to go round the place of accident along a buffer lane (at such opportunity); whereas on a land highway there are neither local systems of the informing, nor reserve-technical lanes, other options of  bypass of the place of accident in advance known to drivers.
3) Locking of movement on highway because of the impossibility of change of level necessary for movement on a route.
     Above we already specified three options of change of level that exceeds possibilities of any land highway, namely: to cross to another storey, to move down from highway-bridge or to go round the place of accident along buffer lane.
     Thus in an emergency situation, for example, if to the driver became bad, it is possible to move on a reserve-technical lane and to stop the car on it to evacuate the car in the subsequent.
4) Complexity of navigation on a multilevel highway-bridge.
     The system of equipment of a highway-bridge, on the contrary, significantly simplifies navigation at movement of cars on a multilevel highway-bridge in comparison with a usual land highway, namely: displays with the current information, signs, containing disturbing or soothing signals according to a developing situation are placed in a highway-bridge through each 50-100 meters; the same is displayed on the onboard car computer in the presence of that.  The condition (density) of movement on storeys is shown also for possible moving to storey having smaller traffic density. Tracking a situation is carried out from the local centers through the television cameras which have been regularly placed on all storeys.
     However similar systems will be applied only at the initial stage of operation of highway-bridges. Later transference of cars on movement without participation of drivers is planned in connection with that the design of highway-bridges is extremely convenient for realization of a number of already known automatic control systems by movement of cars.
Such movement of cars is made according to the appropriate program from a starting point to the destination of each concrete car.
     Thus, application of a new construction allows to be excluded absolutely the driver from process of driving, thereby having simplified and having secured the interaction of cars in transport streams.
     Besides, some storeys or a storey can be provided for movement of trains, of elevated analog of the subway, thereby, having given the chance to people without cars quickly and cheap to move without going down under the ground on considerable distances around the city in connection with that highway-bridges can be installed over all main land and railway lines of the city.
     5) The cost of construction and operation of a multilevel highway-bridge is much more, than the cost of construction and operation of the usual road.
     The matter at all doesn't make sense in the conditions of not solved by traditional means of transport problems of cities because losses from congestion and traffic jams in the cities of the world are estimated in hundred billions dollars.
     Therefore any construction, capable to relieve the cities of traffic jams, can cost as much as necessary if only it regularly carried out the functions on the organization of normal movement. All the same it will be favorable.
     Nevertheless, we will note that the cost of a lane of highway-bridge is lower than the cost of a lane of a usual land highway, first, due to bigger density of the lanes falling on unit of a surface of the earth, and distributed in a multilevel highway-bridge not only horizontal, but also on vertical; secondly, at installation of highway-bridge  expensive grounds in the city aren't engaged because, as a rule, a flyover are being installed over already available highways and over railway lines within the city as well as in the suburb; thirdly, the cost of the standard sections of a highway-bridge produced by an industrial method from rolled metal or concrete taking into account the current price of a material is lower than the cost of preparation and production of a multilayered qualitative road pillow together with a road carpet of a land highway. Fourthly, assembly of construction from standard steel blocks on a steel framework is made by means of bolts at minimum of welding works several times quicker than building of similar site of ground highway.
      In details it is shown below. Besides, standard sections by the corresponding preparation of sites of assembly and timely transportation of standard blocks can quickly be installed on steel framework. Blocks are connected mostly not welding, and bolts. It significantly accelerates process of installation of highway-bridge and respectively reduces expenses.
6) Sufficient durability of the construction and profitability of metal constructions isn't proved.
     These doubts aren't thorough because of successful functioning of various type of flyovers, including metal constructions, in port zones, in some cities, experience of installation of bearing parts for pipes in the conditions of permafrost, bridges on the basis of metal constructions, etc. is known also.
     Besides, for highway-bridges in some cases it is possible to use as a basis previously the strained concrete, reinforced concrete. It is possible to use and poles along with column-supports.
     Let's note nevertheless that use of steel columns in some cases will be the most expedient, owing to their high strength characteristics and reliability, and owing to rather low cost of rather high-quality rolled metal  (about 1000 dollars for ton). Therefore we will give an example showing rather high reliability of a construction with use of metal columns in the form of tubes.
     The high-strength steel has safety margin 600 n/mm;. At the cross section of one hollow column 2000mm ; and respectively three  columns – 6000mm ; the weight lying on these three columns of the metal spans of width 18 meters, length 6 meters and thickness 0.01 meters makes about 8 tons, the mass of four cars, standing on one storey, makes 8-10 tons.
     Total mass makes 17 tons. For two storeys the mass of load on columns makes 34 tons. Thus, load of one mm ; sections of three columns will make about 60 newtons, and it means that this two-level construction has 10-fold safety margin.
     Thus, for example, the six-meter piece (6 õ 18 õ 0.01) highway-bridge on the basis of  rolled metal costs about $8 thousand, that is the kilometer of a two-level highway-bridge weighing about 4000 tons on metal  (total mass of spans of two storeys increases from 2600 tons approximately by 1,5 times at the expense of the weight of parking platforms, weight of bearing parts, weight of crossings, entries and exits) will cost about $4 million.
     Taking into account the cost of used concrete, production of blocks of flyover, their delivery, assembly, installation of the necessary equipment and other auxiliary works this cost increases approximately twice. That is the kilometer of a two-level highway-bridge with external crossing, entries and exits, eight lanes and four buffer lanes, the top parking level, systems of navigation, lighting, the computer center, systems of ventilation, neutralization of exhaust gases, safety systems, etc. will manage approximately in $7-8 million.
     If to consider that the cost of a six-lanes land highway in Russia averages  makes about $10 million, in Ukraine - $8 million, in China - $5 million. (Independent. 2011-12-07, Anastasia Bashkatova. www.ng.ru/economics/2011-12-07/1_roads.html), and in Moscow the cost of one kilometer of a highway on separate road sites reaches hundred millions dollars, apparently, this highway-bridge costs an average less than a usual land highway in Russia, and its cost can be even more lowered at serial production of the main sections. As for a lane, it will cost much less on a highway-bridge, than a lane of a ground highway because number of the lanes falling on the same land area more on a multilevel highway-bridge. For example, the number of lanes on two-level highway-bridge  makes the eight at its installation over a six-lane ground highway that is over the same area. Average costs of 1 km of a lane make, according to Ministry of Transport of Russia, in Germany about 123 million rubles, in France – more than 100 million rubles, in Canada – about 82 million rubles, and in Russia – 41 million rubles. If to proceed from the cost of an eight-lanes two-level highway-bridge specified by us above with the top parking level ($7-8 million or 210-240 million rubles), the lane of this highway-bridge will cost 26-30 million rubles, that is 1.5 times are cheaper than a lane of ground highway in Russia.
7) The metal road coating can't provide necessary level of safety of traffic.
     We don't insist on metal road coating though it is known that metal longitudinal bars with a small interval between them as a road coating already (many years) perfectly function on some bridges of the USA and motorists don't complain of them neither concerning clutch, nor concerning wear of tires.
     Nevertheless, such reliable and known material as steel-fiber-concrete as a road coating can be used.
     Modern composite materials on the basis of fiber glass and carbon fiber also can be applied.
     Any known road coatings can be used on a concrete multilevel highway-bridge though, of course, concrete or asphalt coatings will   increase construction weight significantly. The main thing is that these coatings aren't exposed to environment influence in flyover closed on each side and from above. Thus, term of their service increases significantly, service in winter and transition periods becomes much cheaper, and road accidents due to deterioration of a coating, snow, a rain, a poor visibility don't arise.
8) Shell on the sides and in top of a flyover.
     Not less important problem, along with providing the normal – without traffic jams – high-speed movement of cars on highways of cities, is the problem of decreasing of influence on health of inhabitants of the cities of exhaust gases from cars as their contribution to pollution of the atmosphere of the cities makes now, for example, in Moscow about 82% from all harmful substances.
     Therefore the task was set not only to provide movement normalization on highways of the cities that in itself significantly improves an ecological situation at the expense of reduction of a share of a harmful exhaust at high-speed movement of cars, but also to reduce blowout of exhaust gas in the atmosphere to extremely low level.
     We offer, whenever possible, to 90% of all cars – and it is all passenger cars – to move from city ground highways to the closed elevated highways equipped with powerful clearing installations. As a result, exhaust gas from cars in the closed highway-bridges can completely be neutralized, at least, within the city by means of already issued powerful clearing installations.
     As for the solution of problems of safety, ventilation, an extinguishing, possible deformation of a construction at a fire, visibility deteriorations, etc., all these problems was solved long ago at construction and operation of automobile and railway flyovers, tunnels, in mines and other closed spaces.
8.1) Shell significantly raises operational costs on a highway.
     It is incorrect for the reason that modern inexpensive and nonflammable materials, both transparent, and translucent    can be used as lateral walls of a flyover and the top dome. In this case exploitation of lanes closed from influence of the environment is facilitated and becomes cheaper.
     Thus, if to take on the average the price of square meter of a shell of a flyover for 10 dollars, its cost on kilometer (30 - 40 thousand square meters) will be 300-400 thousand dollars that makes about 5% from the cost of 1 km of a flyover ($7-8 million).
     Let's estimate average annual costs of operation of 1 km of the specified flyover.
     Main articles of expenses: additional equipment and re-equipment; cleaning; updating of superficial protective layers in order to avoid corrosion; servicing, supply of electricity; payment of the necessary personnel.
     By our calculations the general specific operational costs in one year on the average make about $50 000 (detailed calculation is given below). 
     Approximately the same figures of specific operational costs for a road network of Russia are given in official statistics.
8.2) Shell round a flyover leads to essential drop of level of safety of traffic, level of noise pollution inside raises.
     As for possibility of a fire, that, as well as in underground tunnels, the surrounding materials which are using on a flyover, are nonflammable, and fire-prevention means on the basis of foam blowout  are taken place regular into a flyover.
     Therefore the fire can be extinguished quickly enough, and high temperature and, as a result, deformation of a fundamental design isn't allowed. Also there are no obstacles to usual traffic as it can be made on other storeys, unlike ground highways where ignition with spill of fuel, as a rule, blocks all lanes, and its suppression often turns into a problem due to the lack of regularly placed fire extinguishing means.
     The smoke is eliminated at once by the appropriate ventilating means which cost in the general structure of the price is insignificant, and noise from them as from cars  is blocked by a flyover shell.
     As for that the shell raises the content of soiling substances in air in volume of a highway-bridge as well as operational costs, it is possible to tell the following.
     Concerning total volume leaving the muffler of the car of exhaust gases on the average it is possible to be guided by the following figure – one liter of burned gasoline leads to formation about 16 cubic meters of a mixture of various gases.
     At a speed of 60-70 km/h about 0.04 liters of gasoline are on the average spent for passing of 1 km of the route by the car and 0.6 m ; exhaust gases are allocated. On one lane of a highway-bridge under the most favorable traffic conditions in one hour takes place to 3000 cars which can allocate in highway-bridge volume to 1800 m ; exhaust gases.
On one storey of a highway-bridge of the two-way traffic (1 km), having  four lanes and two buffer lanes, four times more exhaust gases - to 7200
m ; - are emitted. Therefore, it is necessary to install on this site of a highway-bridge a few gas-converters (productivity not less than 7200m;). As the full volume of a storey (1 km) of a highway-bridge for passenger cars taking into account buffer lanes makes 45 000 m ; and in it exhaust gas is being dissipated, it is expedient to install 6 gas-converters with the general productivity of 45 000 m ;/h. Harmful components of exhaust gases are being neutralized, their content in air of the specified volume of a highway-bridge are being reduced to norm, norm of maximum concentration limit (3mg/m ;). Installations work effectively at the content of harmful impurities in 1 m ; of air no more than 1000 mg.  On each kilometer of one storey of a highway-bridge at the specified intensity of movement can be to 200 cars (to 50 cars on each of 4 lanes) who throw out in 1 m ; of exhaust gas about 400 mg of toxic substances. The exhaust gas, arriving from cars for an hour in volume of 7200 m ;, is dissipated in volume air of a storey (1km) of flyover (45000 m ;), that is the content of toxic substances in 1 m ; of air of flyover  is decreased approximately by 6 times to 100 mg/m;. And this quantity of harmful substances is 10 times less than limit value of the content of harmful substances (1000 mg/m ;) which are capable to remove clearing installations of this type from air.
     Six installation-converters of exhaust gases, on one storey and six – on another storey cost about $370 thousand that makes about 5% from the cost of 1 km of a two-level highway-bridge ($7-8 million).
     However they completely solve the problem of removal of exhaust gases of all cars passing in volume of a flyover, and in the presence of a network of the flyovers duplicating the main highways, for example Moscow, and also at their installation over railways within Moscow and near Moscow, and these are more than 1000 km, the considerable part of  exhaust gases from cars will be eliminated and the atmosphere of city will become much purer.
     Noise level from working converters is insignificant, and in interior of cars it isn't felt at all.
8.3) Shell round a flyover leads to essential drop of level of safety of traffic, increases weight of consequences of road accident, demands additional costs of creation of systems of safety.
     This fear isn't reasonable. On the contrary, cars in a highway-bridge don't contact to pedestrians and don't threaten of them. And traffic safety of cars isn't lower than safety level in underground tunnels for cars which are being widely operated in other countries.
   About weight of consequences of road accident it was told above. Nevertheless, if road accident happened in a highway-bridge, first, it is instantly registered and localized by the available fire-prevention equipment, and the smoke is removed ventilating installations.  Besides, road accident practically doesn't influence movement of a transport stream on a highway-bridge.  A transport flow is redistributed on other storeys, unlike ground highways where such means, as a rule, are absent. Secondly, normal movement on a site is quickly restored as the stopped cars can be quickly moved on a reserve-technical lane. Thirdly, rescue service if it be required as quickly can reach to the place of accident along a reserve-technical lane, free from cars, on the nearest entries being taken place in the city approximately through each 500-1000 meters.
     That is the thesis about complexity of access to an emergency site on a flyover is incorrect.
     It is possible to notice   on the relation of additional costs on systems of safety:  it is inappropriate to feel sorry for money for own safety. Especially as costs of safety in a total cost of a highway-bridge don't exceed level of several percent.
     As for visibility deterioration inside a highway-bridge because of a shell, everything turns out just the opposite. The transparent walls are supplemented lamps placed regularly.
     Therefore at any time days and at any time years in a highway-bridge there is in advance established level of illumination, unlike usual ground highways which are often badly shined at night, and during a rain and a fog are a source of the increased danger, both to motorists, and for pedestrians.


1.3. Specifications of elevated highway having two wave-like lanes, shifted relative to each other, creating the possibility of internal moving of vehicles from storey to storey of highway sequentially.

     Elevated  highway, or highway-bridge (bridge) 1 [1] having  oncoming traffic on each storey comprises supports  2, 3, roadways with lanes - external wave-like 4 and internal wave-like  5, an entry ramp 6 and an exit ramp 7 (Figs. 2,3b ). Bridge 1 is designed as a bulk line with the number of storeys - from one to eight and consists of four lanes on each storey. Undulating lanes 4, 5 contains two levels in each period with the difference in height between of these levels in half storey. Longitudinal-horizontal sections 9, 10 of undulating lanes at these levels are essential for the movement of the vehicle and lane change of vehicle. Lanes in each vertical row are parallel to each other.  Each storey has two lanes on each side of the oncoming traffic. Lanes are installed on supports 2 and 3 (Fig. 2). Oncoming traffic is separated by a separator 8.
     The number of storeys (from two to eight) can be chosen during the construction of elevated highways depending on the conditions of traffic flows, and the elevated highway height and the number of storeys, respectively, can be changed responsive to changes in traffic conditions.
     The design of elevated highway lanes providing the opportunities for internal transitions of vehicles sequentially from one storey to another ensures its basic feature - uninterrupted movement when obstacles occur in some sections of the elevated highway 1. Lanes 4 and 5 have periodically repetitive configuration, wave-shaped with a platform (flattening).  Neighboring lanes 4, 5 in each vertical row each side of a one-way traffic  are joined in antiphase Fig. 1); a storey of a standard section includes a section of the traffic lane with two longitudinal and horizontal areas 9, 10 and two sloping transitions to them - a concave-convex elevation 11 and a convex-concave descent 12 (Fig. 3b) of the wave-shaped lanes 4, 5. The on-ramp 6 and off-ramp 7 are provided from end edges of the lower longitudinal and horizontal area 13 of the ground storey of the elevated highway 1 to the roadway at the ground level (Fig. 3a).
     For example, to avoid the appreciable overloads (more than 12%) the radius of curvature of both convex and concave areas should be not less than 500 meters.
     The elevated highway 1 can be located along the axis of a road or railway, or on the side of a road, and it can also be an independent route.   
     The total number of traffic lanes is defined by the number of storeys in the elevated highway and the storey width.
     In the longitudinal direction the elevated highway is composed of identical sections. Each section contains four subsections in the longitudinal direction.
     An odd-numbered first-type subsection is a multistorey structure of parallel storeys above the roadway. Each storey comprises four joined longitudinal and horizontal areas. Oncoming traffic is separated by a separator 8. Interstorey distance is sufficient for free passage of vehicles, particularly in an automobile elevated highway the interstorey distance is about 2.5 meters. The length of the first-type subsection is about 200 meters.
     The next second-type joining subsection is also a structure of parallel storeys in each vertical row. Each storey, beginning from the second one, includes a sloping transition of lanes - elevations 11and descents 12, with a separator (not shown) between the wave-shaped lane 4 and lane 5. Inter-storey distance is the same as in the first-type subsection.
     The slope angle of elevations 11and descents 12 are 2°. Edge of the sloping transitions 11, 12 is brought to the next storey level. Ascents 11 and descents  12  have the opposite slope (Figure 3-b).  These neighboring transition areas relating to external 4 and internal 5  lanes by their edges removed on one level between adjacent storeys, which corresponds to the middle of the distance between adjacent storeys (Fig. 1, 3-b).   In particular, in an automobile elevated highway the length of the second-type subsection, or the length of each sloping transition of the lane, is about 50 meters. The ground storey of the second-type subsection differs from its subsequent storeys only in that the one-way transition of a standard section is lowered on the roadway and is the off-ramp 7. On-ramp 6 is brought to the roadway on the opposite side (Fig. 3a).
     The next odd-numbered third-type joining subsection is similar to the first-type subsection, but with the difference that the level of each horizontal-longitudinal area of the lanes 4,5 is shifted to a distance of half a storey and these  areas is joined to the corresponding sloping areas of the second-type subsection lane (Figs. 1, 3b).
     The next fourth-type joining subsection is similar to the second-type subsection, but with the difference that at each storey the slope angle of the transitions of the lanes 4, 5 changes to the opposite, and the sloping transitions is led to the level of traffic lanes of the first-type subsection of the next standard section (Figs. 1, 3b).
     Further, the elevated highway 1 is made up of similar sections.
     As an example, consider an elevated highway 1 in the cross section (Fig. 2). In the first-type subsection, the elevated highway 1 comprises a framework including, in the cross-section, three vertical supports 2 and transverse supports 3 secured on the vertical supports 2. The distance between the vertical supports 2, which may be in the form of pillars or girders, matches the width of a two-lane roadway, i.e. about 6 meters for an automobile elevated highway. Height of the vertical supports 2 is defined by the number of storeys in the elevated highway and the position over the roadway. If the first storey of the elevated highway is positioned above the roadway at a height of 4-5 meters, the height of a three-storey elevated highway is about 12 meters. The distance between vertical supports 2 along the first-type subsection of the same elevated highway is about 6 meters. Each storey of the elevated highway 1 rests on transverse supports 3 that are secured on vertical supports 2; the number of transverse supports 3 corresponds to the number of storeys. A roadbed is laid on channel bars between the transverse supports 3 and comprises metal (corrugated or latticed) spans of six meters long and about one meter wide.
     The second-type subsection structure generally comprises a framework, including in the cross-section two vertical supports 2 and transverse supports 3 secured on the vertical supports 2. The distance between the vertical supports 2 of the same elevated highway is about 6 meters. Each storey of the elevated highway rests on transverse supports 3 about 6 meters long that are secured on vertical supports 2; the number of transverse supports 3 corresponds to the number of storeys.
     Transverse consoles (not shown), a length of about 3 meters, are mounted on vertical supports 2. Both transitional areas of internal lanes are supported by transverse supports 3, both transitions of the outer lanes are supported consoles. On consoles and transverse supports 3 are laid roadbed. Transverse supports 3 between adjacent vertical supports 2 are mounted on different levels.
     The third-type subsection structure is similar to that of the first-type subsection, but with the difference that the transverse supports 3 are at the level corresponding to the midway between storeys of the first-type subsection.
     The fourth-type subsection structure is similar to that of the second-type subsection, but with the difference that the slope of the traffic lanes is respectively changed to the opposite.
     If each storey of the elevated highway is widened to create parking spaces on each side of the elevated highway an additional row of vertical and horizontal supports can be installed (not shown).
     Depending on usage and location the elevated highway 1 has different designs of on-ramps 6 and off-ramps 7 to and from the roadbed, for example, entry directly from a street road, exit to transverse direction, etc. Thus, a vehicle that is moving on a wave-shaped traffic lane, except the traffic lane on the ground storey, which is connected with the roadway, periodically elevates to the level corresponding to half of the distance between storeys, and then descends to the previous level.
     Therefore, the vehicle moving to a lane of first and third-type subsection, and being close to the same level as the adjacent lane for 200 meters, can move with his lane in adjacent lane and then, rising or dropping to the transition area and got to the next 200-meter lane of another level the vehicle can move again to the adjacent lane and so on. That is, by such repositioning the vehicle can move sequentially from storey to storey.
     For example, if a car, having entered through a sloping on-ramp 6 on a longitudinal-horizontal area 13 of the ground storey, continues moving on it, it will descend through the off-ramp 7 on the roadway, that is, leave the elevated highway. If a car, while moving on the longitudinal-horizontal area 13 of the lower storey, repositions to the neighboring area 10 of the left lane 5 of first-type subsection   and continues moving on it, then car going by ups 11 of the second- type subsection to the next longitudinal- horizontal area 9 of left lane 5 of third-type subsection, it can reposition to the longitudinal-horizontal area 10 of right lane 4 of the same subsection of the second storey and continues moving on it.  After  putting up of car to the next longitudinal-horizontal area 9 of the same storey car can reposition  to the  adjacent longitudinal-horizontal area 10 of the   left lane 5 of the third storey, and  so on up to the last storey. In a similar way, the car can go down and leave the elevated highway.
     It also means that when driving at a speed of 40-90 km/h on a traffic lane of the elevated highway, in case of a jam (repair, accident, etc.) in this lane the car can avoid the accident site by repositioning in advance to another, free lane on this or another storey. This ensures uninterrupted traffic on the elevated highway.
 

 1.4. Specifications of elevated highway having a wave-like lane and  two single-level  lanes jointed with wave-like lane on both its levels, creating the possibility of internal moving of vehicles from storey to storey of highway sequentially.

     Elevated  highway, or highway-bridge (bridge) 1 [2] with the oncoming traffic  includes support 2, 3, roadways with lanes - external wave-like 4 and single-level internal 5, an entry ramp 6 and an exit ramp 7 (Figs 2, 3 ). Bridge 1 is designed as a bulk line with the number of storeys - from one to eight and consists of four lanes on each storey. Undulating lane 4 contains two levels in each period with the difference in height between of these levels   one storey. Longitudinal-horizontal sections 9, 10 of undulating lanes 4 at these levels are essential for the movement of the vehicle and lane change of vehicle on single-level lanes 5 of adjacent row. Lanes in each vertical row are parallel to each other (see Fig 1). The lanes 4, 5 are mounted on supports 2, 3, and they are separated from the outer space by a side wall 8 (Fig. 2). The number of storeys (from two to eight) can be chosen during the construction of elevated highways depending on the conditions of traffic flows, and the elevated highway height and the number of storeys, respectively, can be changed responsive to changes in traffic conditions. But if there is only one storey,   non-stop traffic is provided. The design of elevated highway lanes providing the opportunities for internal transitions of vehicles sequentially from one storey to another ensures its basic feature - uninterrupted movement when obstacles occur in some sections of the elevated highway 1. Lanes 4 have the same, periodically repetitive configuration, wave-shaped with a platform (flattening). Neighboring lanes 4, 5 in each vertical row are joined on each storey on areas 9, 10 of the wave-shaped lane 4 (Figs. 1, 2); a storey of a standard section includes a section of the traffic lane with two longitudinal and horizontal areas 9, 10 and two sloping transitions to them - a concave-convex elevation 11 and a convex-concave descent 12 (Fig. 4) of the wave-shaped lanes 4 and a segment of a single-level lane 5.  On-ramp 6 and off-ramp 7 join the road cloth at ground level with the end edges of the lower  longitudinal and horizontal area 13 of the lower storey of bridge 1 (Fig. 3a).
     As an example, we note that the radius of curvature of both convex and concave in order to avoid tangible overloads must be at least 500 meters.
     The elevated highway 1 can be located along the axis of a road or railway, or on the side of a road, and it can also be an independent route. The total number of traffic lanes is defined by the number of storeys in the elevated highway and the storey width.  In the longitudinal direction the elevated highway is composed of identical sections. Each section contains four subsections in the longitudinal direction.   
     An odd-numbered first-type subsection is a multistory structure of parallel storeys above the roadway. Each storey consists of a four-lane longitudinal roadway.   The each pair of opposing lanes are separated the baffle 8 (Fig. 2, 3b).
     The interstorey distance is sufficient for free passage of vehicles, particularly the interstorey distance is about 2.5 meters in an automobile elevated highway. The length of the first-type subsection is about 400 meters.
     The next second-type joining subsection is also a structure of parallel storeys in each vertical row. Each storey, beginning from the second one, includes two sloping transition areas of undulating lanes 4 with a separator between each lane (not shown). Interstorey distance is the same as in the first-type subsection.
     Transition areas of outside lanes 4 are ups 11. The slope angle of the area is 2°. These transition areas 11 joined with   level of next storey by their edges (Fig. 1, 3b). In particular, long of subsections of the second type, or length of each sloping transition area of lane of bridge for cars is about 100 meter.  The ground storey of the second-type subsection differs from   subsequent storeys only in that one of the two  transition areas one-way model section is joined with  the land road  and is on-ramp 6. Off-ramp 7 is brought to the roadway on the opposite side (Fig. 3a). The remaining parts of the second-type subsection are segments of the internal one-level lanes 5 (Fig. 3a, 3b).
     The next odd-numbered third-type joining subsection is similar to the first-type subsection, but with the difference that at each storey the level of the horizontal and longitudinal area of the lane 4 is shifted upwards at a one storey distance and the end of the area is joined to the corresponding sloping area of the second-type subsection lane (Figs. 1, 3b).
     The next fourth-type joining subsection is similar to the second-type subsection, but with the difference that at each storey the slope angle of the transition of the lane 4 changes to the opposite, and the sloping transition 12 is led to the level of traffic lanes 4 of the first-type subsection of the next standard section (Fig. 1). Further, the elevated highway 1 is made up of similar sections.
     As an example, consider an elevated highway 1 in the cross section (Fig. 2). In the first-type subsection, the elevated highway 1 comprises a framework including, in the cross-section, three vertical supports 2 and transverse supports 3 secured on the vertical supports 2. The distance between the vertical supports 2, which may be in the form of pillars or girders, matches the width of a two-lane roadway, i.e. about 6 meters for an automobile elevated highway.
     Height of the vertical supports 2 is defined by the number of storeys in the elevated highway and the position over the roadway. If the first storey of the elevated highway is positioned above the roadway at a height of 4-5 meters, the height of a three-storey elevated highway is about 12 meters. The distance between vertical supports 2 along the first-type subsection of the same elevated highway is about 6 meters. Each storey of the elevated highway 1 rests on transverse supports 3 that are secured on vertical supports 2; the number of transverse supports 3 corresponds to the number of storeys. A roadbed is laid on channel bars between the transverse supports 3 and comprises metal (corrugated or latticed) spans six meters long and about one meter wide.
     The second-type subsection structure generally comprises a framework including, in the cross-section, two vertical supports 2 and transverse supports 3 secured on the vertical supports 2. The distance between the vertical supports 2 of the same elevated highway is about 6 meters. Each storey of the elevated highway rests on transverse supports 3 about 6 meters long that are secured on vertical supports 2; the number of transverse supports 3 corresponds to the number of storeys. Transition area, or an inclined traffic lane, on each storey rests on a transverse bridge support 3. A roadway for traffic lanes, which comprises for the same elevated highway metal spans six meters long and about one meter wide, is laid on the transverse supports 3. The transverse supports 3 between adjacent vertical supports 2 are mounted on different levels.
     The third-type subsection structure is similar to that of the first-type subsection, but with the difference that the transverse supports 3 are at the level corresponding to the one storey distance above the first-type subsection.
     The fourth-type subsection structure is similar to that of the second-type subsection, but with the difference that the slope of the transition of the traffic lane 4 is respectively changed to the opposite.
     If each storey of the elevated highway is widened to create parking spaces on each side of the elevated highway, an additional row of vertical and horizontal supports can be installed (not shown).
     Depending on usage and location the elevated highway 1 has different designs of on-ramps 6 and off-ramps 7 to and from the roadbed, for example, entry directly from a street road, exit to transverse direction, etc.
Thus, a vehicle that is moving on a wave-shaped traffic lane, except the traffic lane on the ground storey, which is connected with the roadway, periodically elevates to the level corresponding to the distance between storeys, and then descends to the previous level, and can thereby reposition to single-level lanes located on each storey. If a vehicle is moving on a single-level 5, it can transfer to one of the levels of the wave-shaped lane 4 and then again move up or down to the next storey and so on. That is, by such repositioning the vehicle can move sequentially from storey to storey.
For example, if a car, having entered through a sloping on-ramp 6 on a longitudinal flat area of the ground storey of the right lane, continues moving on it, it will descend through the off-ramp 7 on the roadway, that is, leave the elevated highway. If a car, while moving on the longitudinal and horizontal area of the lower storey of the right lane 4, repositions to the neighboring area of the left single-level lane 5 and continues moving on it, then, having reached the segment joined to the lower longitudinal and horizontal area 10 of the right wave-shaped lane 4 of the first-type subsection, it can transfer to it, and continuing movement through it, ascend through the sloping elevation 11 of the second-type subsection to the next, upper longitudinal and horizontal area 9 of the traffic lane 4 of the third-type subsection, and continue movement on this wave-shaped lane, or it can transfer to the left single-level lane 5 on the second storey and continue movement on it. The car can go from this single-level lane of the second storey to any joined lower longitudinal and horizontal area 10 of the right wave-shaped lane 4 of the next level and continue movement on it, or transfer again on any upper section of the wave-shaped lane to the left one-level lane 5 of the third storey, and so on. In a similar way, the car can go down and leave the elevated highway.
     To ensure the safe movement, side surfaces of the elevated highway 1 may be protected by rigid shock resistant structures.
     At a distance of about 2.5 meters above the lanes the top storey is covered with a rigid flat structure, on which cars can park.
     Thus, a vehicle may enter, in accordance with transmitted information about traffic density on  the storey of elevated highway having the lowest density and move e.g. on a smooth single-level traffic lane, at a speed of 40-90 km/h until the exit from the elevated highway. In case of an accident on one of the lanes or on both lanes at some storey, the vehicle can avoid the accident site by transferring in advance through one of transitions to another storey with normal traffic conditions. This ensures uninterrupted traffic on the elevated highway without formation of congestion and jams.
     Design features of the elevated highway provide for industrial production of all its elements. Therefore, all construction and mounting works, mostly assembly and welding, except for preparation of ground for vertical supports, are accomplished on elevated highway installation sites. The elevated highway is mounted over existing highways or over any ground sites. A standard elevated highway section (for example 1.0 km long), consisting of four different subsections, can be assembled within a few months with the necessary equipment and personal. Accordingly, with ten-fold equipment and personal, a ten-kilometer fragment of the elevated highway can be also constructed in a few months.
     The elevated highway design provides for its operation in various climatic conditions. Lanes closed on all sides from the effects of different environmental factors are not virtually destroyed, and feasible filtering of the exhaust gas can make the closed elevated highways environmentally safe. Noise does not almost go beyond the elevated highway, which is important for urban highways.
     Similar, even more lightweight elevated highways can be used for bicycles and other muscle-driven vehicles, while heavy elevated highways can be used for trucks.
   
 
1.5. Specifications of elevated highway using external crossing-ramps from storey to storey of highway.

     A one-way elevated highway 1[4] (see Figs. 1 to 3) includes two vertical supports 2 and horizontal supports (not shown), a carriageway with traffic lanes 3, entry ramps 4 and exit ramps 5 such as arched sloping lanes (see Figs. 1 to 3); in a preferred embodiment these lanes are closed at the sides and on the top and resemble curved three-dimensional branches (see Fig. 3). Storeys of the elevated highway  1 can be connected with each other on the outside by crossings 6 with arched sloping lanes (see Figs. 1 to 3); and in a preferred embodiment the lanes are closed at the sides and on the top and resemble curved branches (see Fig. 3). The elevated highway 1 is designed as a three-dimensional highway containing from two to ten storeys and consists of at least four traffic lanes on each storey in a two-way bridge embodiment, or at least two traffic lanes on each storey in a one-way bridge embodiment. Each traffic lane 3 is horizontal, smooth, single-level.
     Traffic lanes 3 are installed on the vertical 2 and horizontal supports (see Fig. 3). Uninterrupted movement, even if obstacles appear at some parts of the bridge, is provided by the opportunity to transfer the vehicle to an adjacent lane or the other storeys of the bridge  1 through the transition branches 6 that are regularly arranged on the outside of the bridge (see Fig. 1). Entry ramps 4 and exit ramps 5 are also regularly arranged on the sides of the bridge 1 (see Figs. 1 to 3).
     The bridge 1 is located along the axis of a road or railway.
     The total number of traffic lanes is defined by the number of storeys in the bridge and by the storey width. Interstorey distance shall be enough for free passage of vehicles, particularly, the interstorey distance in an automobile bridge is approximately 2.5 meters, and the width of a two-lane bridge on each storey is about six meters.
     The bridge 1 comprises a framework including, in the cross-section, three vertical supports 2 (for two-way overpass) or two vertical supports 2 (for one-way bridge) and transverse supports secured on the vertical supports 2. The distance between the vertical supports 2, which may be in the form of pillars or girders, matches the width of a two-lane road, i.e. about 6 meters for an automobile bridge. Height of the vertical supports 2 is determined by the number of storeys in the bridge and location over the road. If the first storey of the bridge is located above the roadway at a height of 4-5 meters, the height of an eight-storey bridge is about 25 meters. The distance between two vertical supports 2 along the bridge is about 6 meters. Thus, a 500-meter two-way bridge has about 100 vertical supports. Each storey of the bridge 1 rests on transverse supports that are secured on vertical supports 2; the number of transverse supports 3 corresponds to the number of storeys. A roadbed is laid on channel bars between the transverse supports 3 and comprises metal spans six meter  long and about one meter wide. The bridge units and elements are generally manufactured from rolled metal. Tension concrete, fibrous concrete can also be used.
     Depending on usage and location the bridge 1 has different designs of entry ramps 4 and exit ramps 5 to and from the roadbed, for example, entry directly from a street road, exit to transverse direction, etc.
     To ensure safe movement, side surfaces of the bridge are protected by shock resistant structures comprising hollow metal boxes.
     The top storey is covered with a rigid flat structure arranged above the bridge lanes at a height of about 2.5 meters.
      Thus, a vehicle may enter, in accordance with transmitted information about the traffic density on the storey with lowest density and move on a smooth traffic lane at a speed of 40-90 km/h until the exit from the highway-bridge. In case of an accident on one of the lanes or on both lanes at some storey, the vehicle can avoid the accident site by transiting in advance to one of transition branches leading to another storey.
    Design features of the overpass provide for industrial production of all its elements. Therefore, all construction and mounting works, mostly assembly and welding, except for preparation of ground for vertical supports, are accomplished on bridge installation sites. The bridge is mounted over existing highways or over any ground sites. 0.5 km long bridge fragment can be assembled within a few months with the necessary equipment and personal. Accordingly, with ten-fold equipment and personal, a five-kilometer bridge fragment can be also constructed in a few months.
     The bridge design provides for its operation in various climatic conditions.
     Similar lightweight bridges can be used for bicycles, and heavy bridges can be used for trucks.
 
 
1.6. Specifications of elevated highway using a combination of external and internal crossings between storeys of highway.

    An elevated highway 1 having two one-way lanes on each storey comprises supports 2, 3, a roadway with a right wave-shaped lane 4 and a left single-level lane 5 (Figs. 1, 2), an on-ramp 6 and an off-ramp 7 on the ground storey (Figs. 2 and 3). This structure provides the possibility of internal transitions of vehicles sequentially from one storey to another. The elevated highway 1 is designed as a voluminous closed highway having from two to ten storeys. One lane 4 of the elevated highway 1 is a two-level lane, the levels being spaced apart at one storey height. Longitudinal and horizontal areas 9, 10 of the lane at these levels are the main areas for moving a vehicle and transferring it to the adjacent lane of the single-level lane 5. Traffic lanes in each vertical row of lanes are parallel to each other (Fig. 1). The lanes are mounted on supports 2, 3, and separated from the outer space by a side wall 8 (Fig. 2). The number of storeys (from two to ten) can be chosen during the construction of elevated highways depending on the conditions of traffic flows, and the elevated highway height and the number of storeys, respectively, can be changed responsive to changes in traffic conditions. The design of elevated highway lanes providing the opportunities for internal transitions of vehicles sequentially from one storey to another ensures its basic feature - uninterrupted movement when obstacles occur in some sections of the elevated highway 1. Lanes 4 have the same, periodically repetitive configuration, wave-shaped with a platform. Neighboring lanes 4, 5 in each vertical row are joined on each storey on areas 9, 10 of the wave-shaped lane 4 (Figs. 1, 2); a storey of a standard section includes a section of the traffic lane with two longitudinal and horizontal areas 9, 10 and two sloping transitions to them - a concave-convex elevation 11 and a convex-concave descent 12 (Fig. 4) of the wave-shaped lanes 4 and a segment of a single-level lane 5. The on-ramp 6 and off-ramp 7 are provided from end edges of the lower longitudinal and horizontal area 13 of the ground storey of the elevated highway 1 to the roadway at the ground level (Fig. 3). The same Figure shows redundant lanes 14 intended for maneuvers in various traffic situations. Fig. 4 shows one of the middle storeys of the elevated highway 1 with three redundant lanes 14 for maneuvering and parking of vehicles. Thus, the widening of elevated highway storeys to create additional space at the edges on one, several or all storeys allows using them not only for vehicular traffic, but also for parking.
For example, to avoid the appreciable overloads (more than 12%) the radius of curvature of both convex and concave areas should be not less than 500 meters.
The elevated highway 1 can be located along the axis of a road or railway, or on the side of a road, and it can also be an independent route. The total number of traffic lanes is defined by the number of storeys in the elevated highway and by the storey width.
In the longitudinal direction the elevated highway is composed of identical sections. Each section contains four subsections in the longitudinal direction.
An odd-numbered first-type subsection is a multistory structure of parallel storeys above the roadway. Each storey comprises two joined longitudinal and horizontal areas - one area 10 relates to the wave-shaped traffic lane 4, and the other area, having the length corresponding to that of the area 10, relates to the single-level lane 5 (Figs. 1,4). Interstorey distance is sufficient for free passage of vehicles, particularly in an automobile elevated highway the interstorey distance is about 2.5 meters. The length of the first-type subsection is about 400 meters.
The next second-type joining subsection is also a structure of parallel storeys in each vertical row. Each storey, beginning from the second one, includes a sloping transition of the right lane 4, an elevation 11, with a separator (not shown) between the wave-shaped lane 4 and the one-level lane 5. Inter-storey distance is the same as in the first-type subsection. The slope angle of the area 11 is 2°. Edge of the sloping transition 11 is brought to the next storey level (Figs. 1, 4). In particular, in an automobile elevated highway the length of the second-type subsection, or the length of each sloping transition of the lane, is about 100 meters. The ground storey of the second-type subsection differs from its subsequent storeys only in that the one-way transition of a standard section is lowered on the roadway and is the on-ramp 6 (Fig. 1, 3). Off-ramp 7 is brought to the roadway on the opposite side (Fig. 3). The remaining parts of the second-type subsection are segments of the left one-level lanes 5.
The next odd-numbered third-type joining subsection is similar to the first-type subsection, but with the difference that at each storey the level of the horizontal and longitudinal area of the lane 4 is shifted upwards at a one storey distance and the end of the area 9 is joined to the corresponding sloping area 11 of the second-type subsection lane (Figs. 1, 4).
The next fourth-type joining subsection is similar to the second-type subsection, but with the difference that at each storey the slope angle of the transition 12 of the lane 4 changes to the opposite, and the sloping transition 12 is led to the level of traffic lanes 4 of the first-type subsection of the next standard section (Fig. 1).
Further, the elevated highway 1 is made up of similar sections.
As an example, consider an elevated highway 1 in the cross section (Fig. 2). In the first-type subsection, the elevated highway 1 comprises a framework including, in the cross-section, two vertical supports 2 and transverse supports 3 secured on the vertical supports 2. The distance between the vertical supports 2, which may be in the form of pillars or girders, matches the width of a two-lane roadway, i.e. about 6 meters for an automobile elevated highway. Height of the vertical supports 2 is defined by the number of storeys in the elevated highway and the position over the roadway. If the first storey of the elevated highway is positioned above the roadway at a height of 4-5 meters, the height of a three-level elevated highway is about 12 meters. The distance between vertical supports 2 along the first-type subsection of the same elevated highway is about 6 meters. Each storey of the elevated highway 1 rests on transverse supports 3 that are secured on vertical supports 2; the number of transverse supports 3 corresponds to the number of stories. A roadbed is laid on channel bars between the transverse supports 3 and comprises metal (corrugated or latticed) spans six meters long and about one meter wide.
 The second-type subsection structure generally comprises a framework including, in the cross-section, two vertical supports 2 and transverse supports 3 secured on the vertical supports 2. The distance between the vertical supports 2 of the same elevated highway is about 6 meters. Each storey of the elevated highway rests on transverse supports 3 about 6 meters long that are secured on vertical supports 2; the number of transverse supports 3 corresponds to the number of storeys. Transition area, or an inclined traffic lane, on each storey rests on a transverse bridge support 3. A roadway for traffic lanes, which comprises for the same elevated highway metal spans six meters long and about one meter wide, is laid on the transverse supports 3. The transverse supports 3 between adjacent vertical supports 2 are mounted on different levels.
The third-type subsection structure is similar to that of the first-type subsection, but with the difference that the transverse supports 3 are at the level corresponding to the one storey distance above the first-type subsection.
The fourth-type subsection structure is similar to that of the second-type subsection, but with the difference that the slope of the transition 12 of the traffic lane 4 is respectively changed to the opposite.
If each storey of the elevated highway is widened to create parking spaces on each side of the elevated highway, an additional row of vertical and horizontal supports can be installed (not shown).
Depending on usage and location the elevated highway 1 has different designs of on-ramps 6 and off-ramps 7 to and from the roadbed, for example, entry directly from a street road, exit to transverse direction, etc. Thus, a vehicle that is moving on a wave-shaped traffic lane, except the traffic lane on the ground storey, which is connected with the roadway, periodically elevates to the level corresponding to the distance between storeys, and then descends to the previous level, and can thereby reposition to single-level lanes located on each storey. If a vehicle is moving on a single-level 5, it can transfer to one of the levels of the wave-shaped lane 4 and then again move up or down to the next storey and so on. That is, by such repositioning the vehicle can move sequentially from storey to storey. For example, if a car, having entered through a sloping on-ramp 6 on a longitudinal flat area of the ground storey of the right lane, continues moving on it, it will descend through the off-ramp 7 on the roadway, that is, leave the elevated highway. If a car, while moving on the longitudinal and horizontal area of the lower storey of the right lane 4, repositions to the neighboring area of the left single-level lane 5 and continues moving on it, then, having reached the segment joined to the lower longitudinal and horizontal area 10 of the right wave-shaped lane 4 of the first-type subsection, it can transfer to it, and continuing movement through it, ascend through the sloping elevation 11 of the second-type subsection to the next, upper longitudinal and horizontal area 9 of the traffic lane 4 of the third-type subsection, and continue movement on this wave-shaped lane, or it can transfer to the left single-level lane 5 on the second storey and continue movement on it. The car can go from this single-level lane of the second storey to any joined lower longitudinal and horizontal area 10 of the right wave-shaped lane 4 of the next level and continue movement on it, or transfer again on any upper section of the wave-shaped lane to the left one-level lane 5 of the third storey, and so on. In a similar way, the car can go down and leave the elevated highway.
It also means that when driving at a speed of 40-90 km/h on a traffic lane of the elevated highway, in case of a jam (repair, accident, etc.) in this lane the car can avoid the accident site by repositioning in advance to another, free lane on this or another storey. This ensures uninterrupted traffic on the elevated highway without formation of congestion and jams.
Along with internal crossings, the elevated highway uses external crossings for vehicles, which results in, for example, the ability of quick entrance of cars from the street just to the upper storey of the elevated highway for further travel or for parking on this storey. Similarly, cars can quickly move down from a particular storey, and move from storey to storey. The latter implies a relatively short process of filling the entire space of the elevated highway with cars in peak loads on the highways.
For this case, an elevated highway 1 with a one-way traffic lanes (Figs. 5, 6), contains on-ramps 6 and off-ramps 7, which may be in the form of inclined arc-shaped traffic lanes (Figs. 5, 6); in a preferred embodiment these lanes are closed on the sides and the top and resemble curved voluminous pipes (Fig. 6). Storeys of the elevated highway 1 can be connected with each other on the outside by transitions 15 with arc-shaped inclined traffic lanes (Figs. 5, 6), and in a preferred embodiment these lanes are closed at the sides and the top and resemble curved pipes (Fig. 6).
Even when obstacles are encountered in some sections of the elevated highway, uninterrupted movement is provided by the ability of moving the vehicle to the adjacent lane or to the other storeys of the elevated highway 1 both through internal crossings owing to the described configuration and the arrangement of lanes, and through the external crossings in the shape of transition pipes 15 that are regularly positioned on the outer sides of the elevated highway 1 (Figs. 5, 6).
On-ramps 6 and off-ramps 7 are regularly placed on the sides of the elevated highway as well (Figs. 1, 5).
Depending on usage and location the elevated highway 1 has different designs of on-ramps 6 and off-ramps 7 to and from the roadbed, for example, entry directly from a street road, exit to transverse direction, etc.
To ensure the safe movement, side surfaces 8 of the elevated highway 1 may be protected by rigid shock resistant structures.
At a distance of about 2.5 meters above the lanes the top storey is covered with a rigid flat structure, on which cars can park.
Thus, a vehicle may enter, in accordance with transmitted information about traffic density on the elevated highway storeys, the storey with the lowest density and move, e.g. on a smooth one-level traffic lane, at a speed of 40-90 km/h until the exit from the elevated highway. In case of an accident on one of the lanes or on both lanes at some storey, the vehicle can avoid the accident site by transferring in advance through one of transitions to another storey with normal traffic conditions.
Design features of the elevated highway provide for industrial production of all its elements. Therefore, all construction and mounting works, mostly assembly and welding, except for preparation of ground for vertical supports, are accomplished on elevated highway installation sites. The elevated highway is mounted over existing highways or over any ground sites. A standard elevated highway section (for example 1.0 km long), consisting of four different subsections, can be assembled within a few months with the necessary equipment and personal. Accordingly, with ten-fold equipment and personal, a ten-kilometer fragment of the elevated highway can be also constructed in a few months.
     The elevated highway design provides for its operation in various climatic conditions. Lanes closed on all sides from the effects of different environmental factors are not virtually destroyed, and feasible filtering of the exhaust gas can make the closed elevated highways environmentally safe. Noise does not almost go beyond the elevated highway, which is important for urban highways.
     Similar, even more light-weight elevated highways can be used for bicycles and other muscle-driven vehicles, while heavy elevated highways can be used for trucks.
 
 
1.7. Systems of internal and external equipment of highway-bridges.

                1. Navigation systems.

     The highway-bridge is equipped with the standard navigation set containing control systems of entrance traffic lights; systems of monitoring of transport streams on the basis of radars; television survey systems; systems of informing of participants of traffic; systems of communications and transmissions of messages. Work of these systems is coordinated from the relevant dispatching centers.
     Coordinated work of the specified systems promotes to the following:
 - optimization of steering by transport streams on a bridge and its entries with distribution of cars on all storeys of a highway-bridge for the maximum use of all its throughput and for preservation of unceasing movement on all its storeys;
 -  preventing of congestion;
 - timely fixing of accidents for their fast elimination and the organization of a bypass of places of accident on other storeys and/or on buffer lanes for the purpose of preservation of unceasing movement of transport streams;
 -  ensuring knowledge of participants of movement about an available transport situation and options of movement on a highway-bridge.
     Functions of system of monitoring of transport streams consist in the following:
- gathering of data about parameters of movement of vehicles by means of  radars and transport detectors;
 - data processing about parameters of the transport streams arriving from the television survey, navigation information support, photo-video fixing of violations, accidents, etc.;
 - charge of data about the current changes in the traffic organization (repair work, etc.);
 - processing of all data file about parameters of transport streams for their use, transmission, storage in a uniform format;
 - remote preliminary diagnostics of the equipment;
 - making and maintaining database.
     Functions of a control system by technical means of regulation and the organization of traffic consist in the following:
- centralized coordinated traffic control of transport streams;
  - automatic choice of scenarios of traffic control;
  - dispatching control of traffic lights;
  - remote inspection of the equipment;
  - making and maintaining database of scenarios of traffic control.
     Functions of system of informing of participants of traffic consist in the following:
 - automatic display of text and graphic information to the corresponding boards, and also partially on monitors of participants of movement;
- transfer of information on all available information channels, including the Internet;
 - formation of information on a developing road situation;
 - remote inspection of the equipment;
 - making and maintaining database.
     Functions of system of the television review consist in the following:
 - visual control of all sites of movement by video recorders;
 - automatic identification of incidents (accidents, etc.);
 - automatic formation and data transmission in system of monitoring of parameters of transport streams;
- processing and data transmission in the dispatching centers;
- ensuring functioning of the automated workplaces of system and collective means of display of information (monitors, etc.);
 - videoinformation archiving.
     Functions of system of photo-video fixing of violations consist in the following:
 - automatic identification of violations;
 - automatic check behind entrance and exit movement:
 - photo-video fixing of violations;
 - monitoring of transport streams, automatic formation and data transmission in system of monitoring of parameters of transport streams;
 - remote inspection of the equipment;
 - making and maintaining database of violations.
     Functions of system of monitoring of parking spaces consist in the following:
 - data charge about existence of parking spaces on a flyover by means of the television survey;
 - automatic processing, formation and data transmission in system of monitoring of parameters of transport streams;
 - making and maintaining database.
     Functions of a communication system and data transmission consists in the following:
 - trick and data transmission on optical communication lines;
 - trick and data transmission on ports of various communications operators;
 - organization of reliable routing and switching on communication channels of transmitted data;
 - information transfer organization to participants of movement and dispatching centers.
     Functions of integrating system consist in the following:
 - data exchange organization;
 - ensuring functioning of dispatching services;
 - ensuring information security.

                2. Safety systems.

     The fire, explosion and other disasters from the economic point of view at competent introduction of a complex of fire-prevention actions and means of active and passive fire-prevention protection are much more favourably being warned, than their consequences are being liquidated.
     It should be noted that Russia has no construction norms and regulations now, and also standards of the fire safety, regulating questions of fire-prevention protection of bridges, so both highway-bridges, and defining fundamental aspects of all complex of their fire safety.
     In this regard especially close attention has to be paid to preventive measures which really will promote prevention of dangerous situations, and in case of their emergence the arisen fire has to be liquidated in the fastest way in order to avoid melting of designs of the highway-bridge.
     The offered design of a highway-bridge in itself gives opportunity of fast access to an ignition place, as on it there are rather often located entries and exits for cars which can be used for fast conveyance to a place of a fire of the corresponding equipment.
     Besides, buffer lanes are provided on each storey. They give opportunity to this technics to drive up freely to a place of a fire and to eliminate ignition, without using a lanes. Helipads also give opportunity to use the corresponding fire-prevention equipment.
     Elements of a design are made or covered with nonflammable materials. Automatic fire extinguisher cylinders having the corresponding sensors, ventilating installations, clearing installations, lighting systems are regularly placed on each storey of a highway-bridge.
     Systems of video surveillance, the monitoring system of the fire equipment is also regular placed. Data from them constantly arrive on the corresponding dispatching site.
     Thus, there is an opportunity constantly to carry out fire-prevention monitoring.
     The fire-prevention equipment is standard with preference of use for an extinguishing of compositions on the basis of foam.
     For removal of a smoke the artificial ventilating systems working automatically are used, as a rule. Besides, for possible evacuation of people special emergency descents from a highway-bridge on a ground are installed regularly.
      Level of illumination of volumes of a highway-bridge is defined by  natural light   arrived through transparent lateral walls as well as by artificial light from regularly placed LED lamps that allows to hold it irrespective of time of day in an identical mode.   
3. Systems of purification of air of the closed volumes of highway-bridges.
     The amount of flue gases of cars generally is defined by mass fuel consumption by cars. The expense on distance is normalized and it is usually specified by producers (one of consumer characteristics). Concerning the total volume of exhaust gases leaving the muffler approximately it is possible to be guided by such figure — one liter of burned gasoline leads to formation about 16 cubic meter or 16000 liters of a mixture of various gases.
     One liter of burned gasoline leads to formation about 16 cubic meters of various gases. At 60 km/h 0.04l of gasoline are spent for 1 km of the route on the average and, thus 16 m ; x 0.04 ; 0.6 m ; of harmful gases are allocated. When passing within an hour of 1 km of a lane of 3000 cars inside of the volume of a highway-bridge 0.6 m ; x 3000 = 1800 m ; harmful gases are allocated, and in the presence of 4 lanes is respectively allocated: 1800 m ; x 4 = 7200 m ; harmful gases. Therefore, one storey (1km) with 4 lanes will be required to install a few clearing devices to purify within hour not less than 7200 m ; harmful gases as a part of air.
     The main problem of ventilating blowouts consists that ventilation accumulates the toxic substances which are being formed during the operation of cars in a place of blowout of air of ventilation.
     The content of toxic substances in ventilating blowout at an downyard 10000m3/h and simultaneous operation of cars:
Number of at the same time working cars, pieces Concentration of toxic gases in the exhaust air,
mg/m3 Maximum allowable concentrations of exhaust gases in the air, mg/m3 Presence of toxic substances after gasconverter, no more mg/ m3
10 15-25 3 0,3-0,5
20 60-100 3 0,6-1,0
30 45-75 3 0,8-1,5
50 75-125 3 1,5-2,5
100 150-250 3 3,0-5,0

     The apparatus of the gas-discharge-catalytic air purification – gasconvertors was designed to purify the air of harmful substances.
     Specifications:
* Power consumption units - 0.1 W/m3 (i.e. clearing 60.000 m3 / h of air is consumed no more than 6.0 kW);
* Productivity - from 45% to 100% of the nominal;
* Content of pollutants in the air - no more than 1000 mg/m ;
* Power supply - 230 V, 50 Hz;
                4. Monitoring system highway-bridges.
     Monitoring in one form or another allows to be measured continuously characteristics of tensely deformed condition of displacement and vibration design, temperature, wind speed and direction. Thus the following is  provided: continuous registration of measuring data; visualization of processes both in real time, and for the set period; mathematical data processing of the spectral analysis, visualization of results and archiving of data; formation of caution signals about excess by parameters of a condition of the admissible or set limits.
     Let's consider some systems of monitoring of constructions close to a highway-bridge like bridges.
     The system of monitoring of bridges with use of tacheometers, in particular, is used in France.
     For example, seven Leica Geosystems GNSS receivers were installed on the Norman bridge and eight on Tankavilsky. Together they formed a high-precision measuring network. Position of receivers was calculated in real time (to 20 times per second), and post-processing allowed to reach millimetric level of accuracy.
     Measurements have being carried out not less often than five days in a quarter: GNSS receivers worked 24 hours per day, 365 days in a year. Measurements have being registered and on demand it was possible to  analyse any chosen period separately. Leica GMX 901 GPS antennas, antennas Leica AX1202GG Multi-GNSS, Leica GNSS Spider Software were  applied for networks and single stations.
     This technology allows monitoring spatially and continuously. In particular, there was an opportunity to supervise even the deformations caused by climatic changes to be to monitoring by spatial and continuous. In particular, there was an opportunity to supervise even the deformations caused by climatic changes. The system of monitoring allows to be observed changes continuously – during the gale or at dense loading of constructions by a transport stream.
     Let's note also monitoring system at the heart of which the integrated estimation of a construction lies.
      The integrated estimation is most interesting since it allows to receive operational information about a condition of object for short intervals of time in use object without the organization of special experiment, it doesn't demand carrying out special installation works on equipment installation (for example, as at laying of fiber-optical elements), and at the same time it easily allows to carry out automatic collection of information about a condition of object and data transmission in supervising center of collection of information about a condition of constructions in the region.
     The integrated estimation is possible by measurements of inclination angles of all design, determination of angular speed of an inclination of a design and determination of modal frequencies of its fluctuations. This estimation can be realized by means of the equipment measuring speedups of movement, – precision accelerometers and tiltmeters.
     As shows experiment of experimental use of such equipment, it is desirable to apply the special supersensitive and stable probing devices providing guaranteed recognition of changes of inclinations for reliable estimation of a condition of constructions. Thus permission has to be not worse 0.1 angular sec. and long-term stability of zero at the level of 1 angular sec., and also measurement of vibration speedups in the range of 0,05 … than 100 Hz with the permission 10 ìêg. So high-class metrological characteristics can be received only at rather high level of design, research and production capabilities.
     Let's give an example of use of this system of monitoring for the multisection bridge.
     At measurements the equipment is installed on the sidewalk in the middle of investigated span. Within several minutes is carried out levelling of equipment. Then measurement is being carried out.   The large-scale coefficient of the equipment is automatically adjusted on level of speedups and the angular motions which are taking place on investigated elements of the bridge, therefore when carrying out measurements resetting and an adjustment isn't required. Available operating experience of the equipment shows that for reliable determination of modal frequencies of a design the measurement duration one hour is sufficient. Measurements were carried out on bridges in Moscow, Sochi, Rostov, Seoul and Harbin. The received schedules are pseudo-spectrums for the reason that influences, causing fluctuations of elements of a design have nature of poorly painted white noise, and coloring can changed depending on character of a traffic (fast movement of cars or their slow movement in a traffic jam mode, a big or small stream of cars, movement of trams, buses, heavy auto trucks or passenger transport). Because of coloring of noise influence in schedules isn't maintained the strict ratio in heights of peaks of a registered spectrum. However the modal frequencies determined in the course of measurements, are true and remain invariable irrespective of traffic and in time, at repeated measurements with the period of 6 months within several years. It is important to note that each construction has the modal frequencies characterizing its parameters of rigidity, weight and dimensions. At the first stage of monitoring these frequencies have to be defined and their values should be taken for initial base at periodic carrying out of repeated measurements. It is obvious that at destruction of any bearing component of a design its rigidity and, therefore, modal frequencies are being changed. After fixing of change of modal frequencies it is necessary to conduct detailed examination of elements of the bridge and its repair. Considering that at various construction buildings at their projection the large safety margin is put it is possible to assume that changes of modal frequencies at accumulation of the destructions corresponding to preceding accident condition of a construction will be rather big.
     As an example we will give also "passive" structural monitoring of constructions by means of an Artemis Extractor package (Structural Vibration Solution, Business partner of SYNAPSE Science Center, the USA).
     Working field of an Artemis Extractor package (the modal analysis in spectral area)
 

Working field of an Artemis Extractor package (transfer of the allocated modes on three-dimensional object).
 

Animation of the modes allocated in Artemis Extractor by a method of frequency decomposition (Frequency Domain Decomposition).
 

Four projections of the previous representation.
 

 

 

As it is used in practice …
Tool equipment of dams and dykes – a traditional problem of structural monitoring


 

Control of a condition of a dam: general view and installation of accelerometers.
 

Control of a condition of a dam: the improved frequency decomposition (FDD) by means of an ARTeMIS Extractor package.
 





Monitoring of a condition of a many-storeyed construction: general view and accelerometers on a storey.
 

Monitoring of a condition of a many-storied construction: the SSI method (Stochastic Subspace Identification) in an ARTeMIS Extractor package.
 





Monitoring of a condition of a many-storey construction: estimation of a modal form by different methods and comparison by an imposing method.
 







The ODS analysis on the basis of 24 – channel record of an earthquake of Northridge (Los Angeles) by a network of the accelerometers located in the 54-storeyed building.
 

Northridge EQ: NS component (at the left) and EW component. Record of accelerometers (with consecutive integration before dislocation), located on the basis of the building.
 


 

Northridge EQ: NS component (at the left) and EW component. Record of accelerometers (with consecutive integration before dislocation), located on a building roof.
 

 

Speed spectra for EW (at the left) and NS components. The reactions which have been written down at 6 levels of a 54-storeyed high-rise construction are given. Black color corresponds to the record made on a roof, blue – on the basis of the building.
 

 

Monitoring of the bridge of Vasco da Gama in Portugal.
 

 

Bridge monitoring: Frequency Domain Decomposition (FDD) in an ARTeMIS package.
Two couples of 3-component accelerometers were used as basic supervision – in points 10 and 15. The mobile couple of accelerometers scanned the bridge in 29 points.
 
 

 

The main forms of modes identified on FDD and SSI methods.
 

 

The corresponding identified own frequencies and modal factors of attenuation.
 

RTK systems in GPS supervision – new generation of systems of monitoring of bridges and other constructions.
     In many cases there is very important a measurement not relative, but absolute characteristics, for example, in that case when the strong wind displaces deck of the bridge constantly in one party or daily fluctuations of temperature raise or depress level of deck of the bridge and supports these changes during the long period of time. Accelerometers can't find such long or continuous offsets of whole deck. In this case the system of supervision on the basis of accelerometers can be added with GPS devices of geodetic accuracy. Also full migration is possible on RTK system that can demand considerable investments on development of the project.
     By estimates of Geological service of the USA:
For seismic zones 3 and 4 with systems of structural monitoring all buildings more than 10 floors high have to be equipped, and buildings higher than 6 floors with a total area more than 600 sq.m  have also to be equipped with systems of structural monitoring (i.e. on 100 sq.m on a floor).
     For not seismic zones density of equipment by accelerometers can be lowered, but is insignificant, taking into consideration an unstable geodynamic situation of the modern megalopolis and relative proximity (taking into account the distribution environment) of active focal zones. Besides, by such systems all buildings with difficult geometry, big number of storeys and the big floor area have to be equipped.

                Economic aspects.

     The cost of a subsystem of structural monitoring for one building is insignificant in comparison with the cost of the building (0.1 – 0.5%, and are slightly higher for difficult constructions). Thus, safety of the people being in this or that construction is solved insignificant means. The greatest economic effect can be reached at association of monitoring subsystems in a common information space. Thus, each building can have the panel of monitoring, and each apartment can be equipped with the elementary signaling device information with which can be always compared to console data at alarm signal arrival.



1.8. Losses from congestion and traffic jams on highways of the cities of the world, losses from accidents, air pollution by exhaust gases and an estimate of possibility of essential drop of these losses.
1. Ascertaining of losses from traffic jams, the road accidents (RA), air pollutions by exhaust gases on the example of the USA.  Possibility of essential drop of these losses.
1) Direct losses from congestion and traffic jams and the technique of essential decrease of losses.
     "Safety and traffic blocks on roads – two key problems which the motor transportation branch" faces, – speaks Neil Schuster (Neil Schuster), the president and the director general of the American society of intellectual transport systems (ITS America). "On our roads more than 42 000 people annually perish, and losses for national economy of the USA are estimated at 230 billion dollars, – Schuster speaks. – The country annually loses 70 billion more dollars because of traffic blocks on the roads caused by insufficient throughput of roads, and also incidents and emergency situations".       For 2009 the American economy lost 114,8 billion dollars because of traffic jams. The sum included a downtime of citizens and the fuel spent empty. The reason of traffic jams in America experts call the bad organization of traffic. So, 34 hours of a downtime fall on one inhabitant of America in traffic jams, and also 106 liters of fuel.    It is noted also that economic expenses from traffic jams increased by 1.2%, compared with a year before.  Into this figure don't enter expenses because of delay of delivery of goods, and also cancellation of business meetings because of the complicated movement on roads. Inhabitants of Washington and Chicago appeared the most suffered. Here 70 hours of traffic jams fall on each inhabitant. In 2007 of losses from traffic jams were 8.7% more, than in 2009. And with growth of economic activity expenses will grow. (bwstudio.info/kolossalnye-ubytki-ot-dorozhnyx-probok-v-ssha/).
     The most "jams" cities of the USA became known. As reports the portal of CarBuzz which has arranged own probe, worst of all business is in Chicago. On the average drivers of this city spend in stoppers for 70 hours annually therefore their economic losses from the missed benefit approximately are equal to $1738. On the second place the American capital of Washington settled down - here in stoppers 68 hours are annually lost, i.e the driver misses $1555. The third place was taken by Los Angeles with result 63 hours of a downtime and 1464 missed dollars per year on one driver. The list of the adverse cities for automobile trips included also Houston, San Francisco, Boston, Dallas, Seattle and Atlanta. And here the largest city of the USA New York took only the 10th place on load. Here, on the average, the driver loses in traffic jams 42 hours and misses $999 annually. Not least such results managed to be reached thanks to the adjusted system of transport, in particular the subway. About 47% of all interrogated Americans at least once for the last month refused the car because of stoppers, and average time which drivers spend for a trip, made 33 minutes. It is published 18/10/2011 www.zr.ru/a/371568. The price which it is necessary to pay for traffic jams — this  is a downtime and a nervous tension. It is difficult to count what price of a stress, but as showed one probe, traffic jams of 75 largest cities of the United States cause to economy of this country damage approximately in 70 billion dollars a year. probudites.ru/nauka3.html
     The main losses in the USA on traffic jams happen in a weekend when the huge number of cars seeks to leave the cities, and then to return to the cities, in other words - on entrances and departures.
     Thus, if on entrances-departures of 75 largest cities of the USA  install, at least, two-level highway-bridges with crossings between storeys in order to organize on them unceasing movement for cars (90% of all vehicles in the USA passenger cars), the specified losses, owing to absence in highway-bridges of stoppers and owing to existence of unceasing high-speed movement, and also owing to  movement in them the most part of all vehicles, will significantly decrease and  will make not $70 billion, and value, more than twice below. Extent of these highway-bridges and their throughput has to be sufficient for journey of the majority of cars to vacation spots during a week-end in the main directions of departure-entrance. Let's take this extent on the average on one city for 160 km. Then the general extent of highway-bridges will make about 12 thousand km.
     At costs of 1 km of an eight-lanes two-level highway-bridge with top – parking – storey and with powerful purification installations in $7 million, installation of these closed, ecologically safe (pure) highway-bridges with increased throughput rate and  non-stop traffic be estimated at $84 billion. Efficiency of highway-bridges is explained by ensuring unceasing movement of cars by them (without emergence of traffic jams), irrespective of possible accidents or repair thanks to bypass of places of accidents on a buffer lane or moving  of cars on other storeys along the external crossings installed on a highway-bridge or along internal crossings. Thus the speed of movement of cars is supervised and it don't decrease below the set limit, for example 40 (60) km/h. Stoppers on highway-bridges of similar design don't arise, and the throughput  at remaining of high-speed mode not less than 40 (60) km/h is provided for each lane about 2000 cars per hour. It makes for eight-lane highway-bridge in aggregate 16 000 cars per hour (384 thousand cars per day).
     At installation of such elevated highways on the basis of rolled metal  (in some options of concrete or concrete and rolled metal  combination), at least, in 75 cities of the USA, considerable if not the most part of passenger cars which make about 90% from all vehicles, will prefer to leave the cities or to drive to  them with high speed and non-stop along highway-bridges where stoppers don't arise. Thus, the specified direct losses from stoppers in the cities of the USA can be lowered, at least, by $35.0 billion – up to $35.0 billion.
     Costs of installation of highway-bridges at their prime cost in $7mln in 75 cities of the USA ($84bln) make close value in comparison with annual losses due to stoppers in 75 cities of the USA ($70 million), but operation of highway-bridges will give annual drop of losses from traffic jams in these cities on the average more than for 40%.
2) Losses from accidents in the cities of the USA and the technique of essential decrease of losses.
      «On our roads more than 42 000 persons perish annually, and losses for the national economy of the USA are estimated in 230 milliards of dollars», - Neil Schuster talks, president and director general of American society of intellectual transport systems (ITS America).
www.cisco.com/web/RU/strategy/.../improving_highway_travel.html
     Thus, round-off financial losses for the economy of country from death of one man at a traffic incident make near $5.5ìëí. Losses fully correspond to payments on occasion of death of people in the USA. Indexes are in borders from 2.0 to 5.8 million dollars, but in exceptional cases can reach 9.0 million dollars of (W. K. Viscusi, J.E. Aldy. The value of a statistical life: a critical review of market...)
http://www.nber.org/papers/w9487.
       If we shall take into account that the quantity of population in 75  cities the USA (53mln) makes 18%  of all population of country (300mln), then number of victims from accidents  annually on roads 75 cities of the USA is average 7 560  and financial losses from their death - near  $41.58bln.
     Highway-bridges with crossings between storeys can be set on basic highways in 75 cities of the USA. Most passenger cars will be able move in them non-stop and even not to leave these highway-bridges. The basic streams of vehicles can be more than half separated from the streams of pedestrians. The number of victims of traffic incidents and financial losses can be decreased in this sphere accordingly.
     In this case financial losses can be diminished approximately to $20 million for a year.  It will be required only for this purpose to set in the largest cities of the USA two-tier highways-bridges by general extent near 12000 kilometers or 160 kilometers km on the average on one city. One kilometer of highway-bridge costs about $7 million. Thus, total expenses will make about $84 billion.
3) Losses from air pollution which gives an automobile exhaust and the technique of essential decrease of losses.
     Further, we shall consider the losses connected with drawing of harm to an environment from daily long congestion and traffic jams, as well as in general from significantly evolved volume of an automobile exhaust on highways of 75 cities USA.
     Carbonic oxide, îêñèäû nitrogen, hydrocarbons together with exhaust gases get in air. High concentration of exhaust gases near to transport highways negatively affects plants, causing an early leaf fall, and finally their death. (21.05.2010 coolreferat.com/Îõðàíà_àòìîñôåðû_÷àñòü 2).
       The economic damage from air pollutions hardly completely is maybe counted up. The estimates executed, for example, in the USA, were expressed in the huge sums: nearby $30 billion per year. And the main consequences of pollution — the undermined health and the raised death rate of people were not considered. (eko-gorod.ru/index.php? option com_content*task view*id...)
     Experts of the American Association of pulmonary diseases have declared that smog is one of principal causes of numerous asthmas attacks  (400 thousand cases per year) and other respiratory diseases (1 million cases) at residents of the USA. Doctors consider that 15 thousand Americans elderly die prematurely because of influences of exhaust gases annually. www.erudition.ru/referat/ref/id.18869_1.html
     In traffic jams on roads USA are being spent about 12.8 billion liters of fuel. If we shall consider, that the population of 75 largest cities USA (53ìëí.) makes 18 % of all population of the country (300mln.) the vain expense of fuel falling residents of these cities is averages 2,3 billion liters of fuel, but the main thing it that the given quantity of fuel makes nearby 36.8 billion cube meters of toxic exhaust gas.
     In the USA annually from air pollution (www.earth-policy.org/Updates/Update17.htm) dies 70 thousand persons. It is known, that not less than 60 % of pollution in cities USA gives an automobile exhaust. That is it is possible to consider that 42 thousand persons per year in the USA dies specifically of the illnesses caused by exhaust gases from vehicles. As 18 % of the population of the USA live in 75 cities on the average per a year in these cities die of the illnesses caused by exhaust gases  nearby 7.6 thousand persons. Payments in the USA on the occasion of death of people are in borders from 2.0 up to 5.8 million dollars. It is nearby 4 million dollars on the person. Thus, losses from death owing to the illnesses caused by exhaust gas make annually: 7600 õ $4mln = $ 30.4 billion.
      If the most part of moving cars in cities to place in such conditions at which exhaust gases will immediately be neutralized without penetration in air of cities then air pollution of large cities USA could be lowered more than half and as the results the number of victims of ecological pollution will be reduced more than twice. Financial losses will be also lowered more than twice. At installation in all large cities over their basic highways of closed (ecologically safe) multilevel highway-bridges with crossings between storeys and the organization in them of unceasing movement for the cars, as well as at mounting on storeys of flyovers of powerful purification installations these installations will transform exhaust gas in neutral components from all cars which are being volume of flyover and gas won't penetrate for limits of flyover. The shell of flyover   also excludes an output of noise from cars for limits of flyover.
     Thus, if you will follow our financial approach at a count of ecological losses from traffic jams, as well as from out-of-control exit in air of exhaust gases, these losses will go down approximately in two times - to $15.2 billion. In this case it will be required to set in 75 largest cities of the USA about 12000 kilometer of ecologically safe highway-bridges. Costs of installation of highway-bridges will make $84 billion.
4) Annual financial losses in the largest cities of the USA due to traffic jams, deaths at road accidents and air deterioration owing to an automobile exhaust.
     Annual losses on all mentioned three basic reasons in 75 cities of the USA following: first, $70 billion: it is direct losses, generally it is loss of time because of delays in jams and excess fuel consumption; secondly, financial losses from death of citizens on highways of the cities of the USA make $41.58 billion; thirdly, only harming environment in the form of 7600 dying every year directly from the diseases caused by the raised content of exhaust gas due to cars in air is equivalent to financial losses in $30.4 billion.
     Total amount of losses can be presented for 75 the largest cities of USA summarizing these components: $70 billion + $41.58 billion+ $30.4 billion = $141.98 billion.
     Thus, construction of environmentally safe highway-bridges having increased throughput (its cost about $84 billion) "will pay off", if you will be compare its cost with decrease in losses from traffic jams and other specified components in the largest cities of the USA ($70,99 billion), given by these highway-bridges, approximately in one year of their action.  Without it annual losses from traffic jams accompanying them of accidents and deterioration of air will grow only.
1. Ascertaining of losses from traffic jams, the road accidents (RA), air pollutions by exhaust gases on the example of the Germany and the technique of essential decrease of these losses.
1) 1) Direct losses from congestion and traffic jams and the technique of essential decrease of these losses.
      Extent of network of public highways of Germany makes 644480 km, all from them roads with solid coating. Extent of highways is 12645 km. The average German can't present the life without the autobahns on which the way from the house before work, to relatives or to vacation spots lies. On these highways there are no traffic lights, pedestrians and the parked cars. Besides, the German autobahns still are free for cars, and speed on them legislatively isn't limited. However with increase in number of cars the problem of traffic jams is being aggravated. Last year on the German roads, mainly autobahns, counted 185 thousand traffic jams, and economic losses from them exceeded 100 billion euro ($133billion). The majority of them fell on summer vacations, after all the car remains the main vehicle during holidays. About 70% of inhabitants of the country reach to vacation spots in the summer on an individual transport. Most often traffic jams arise in densely populated lands in the west and in the south of Germany. The situation on roads, especially at the height of school vacation, in addition is complicated by numerous repair work of a road coating. Repair on technology can be carried out only in a warm time of the year. Besides, even insignificant accident on the autobahn in days with peak loadings has enough for emergence of multi-kilometer traffic jams. The problem is that it is impossible to move down from the autobahn in any place but only at the exits provided for this purpose.
     The main losses in Germany traffic jams fall on summertime when the huge number of cars seeks to leave the cities on summer holiday, and then to return back.
     Thus, if on entrances and departures of 12 largest cities of Germany (about $20mln losses due to traffic jams is the share of 12 largest cities of Germany at the total number of the population of these cities 12.2mln.), as well as on the main routes crossing Germany to install, at least, two-level highway-bridges with crossings between storeys and to organize on them unceasing movement of passenger cars (90% of all vehicles in Germany), then the specified losses owing to absence in highway-bridges of traffic jams and existence of unceasing high-speed movement, as well as passage  in them of most part of vehicles, will significantly decrease and will make not $20 billion, and  approximately twice lower. Extent of these highway-bridges and their throughput  have to be sufficient for departure of the majority of cars from the city in the main directions of departures and entrances; besides, at least, two highway-bridges have to be laid from the South to the North and from the East to the West over autobahns or near them.  In this case except ground level of the autobahn there will be two levels of a highway-bridge that will provide several times higher throughput of routes. Buffer lanes and interstorey crossings on highway-bridges will provide unceasing  movement on them of cars, and specifics of  construction of a highway-bridge and its road coating do possible the extremely rare carrying out on it repair work, but even when carrying out these works movement of cars doesn't stop, and it is made on other levels. Besides, regular entries and exits mounted on highway-bridges with necessary intervals depending on the district, allow cars to drive on them or to move down from them where there is such requirement, unlike ground autobahns. Besides, the construction of highway-bridges allows cars to go on them without participation of drivers according to the appropriate computer program any distance practically.
     Let's take the extent of highway-bridges on the average on one of twelve largest cities of Germany with the population not less than 0.5 million people for 100 km, and the extent of four routes crossing Germany from the North to the South and from the East to the West for 2800 km. Then the general extent of highway-bridges will make about 4 thousand km.  At costs of installation of 1 km of eight-lanes two-level highway-bridge with top storey for parking in $7 million and existence in highway-bridges of powerful purification installations costs for installation of these closed environmentally safe highway-bridges with increased throughput can be estimated at $28 billion.  Efficiency of highway-bridges is explained by ensuring unceasing movement of cars by them (without emergence of traffic jams and congestion), irrespective of possible accidents or repair thanks to a bypass of places of accidents or repair on a reserve-technical (buffer) lane or moving of cars to other storeys along the external crossings installed on a highway-bridge or along internal crossings, thus the speed of movement of cars is supervised and it don't decrease below the set limit, for example 40 km/h. "Ramp metering" technique also promotes retaining of speed of a stream of cars in the set limits. The similar design doesn't allow to emerge traffic jams, and its throughput makes for each lane about 2000 cars per hour. It makes for an eight-lane highway-bridge in aggregate 16 000 cars per hour (384 thousand cars per day).
     Installation of such elevated highways on the basis of rolled metal (in some options of concrete or concrete and rolled metal combination), at least, in 12 large cities of Germany, as well as in the form of autobahns through Germany will attract in them considerable part of passenger cars.
     Thus the specified direct losses from traffic jams on highways of Germany can be lowered eventually to $10 billion.
2) Losses from accidents in the largest cities of the Germany and the technique of essential decrease of losses.
     The minimum insured sum determined by the law of Germany makes 7.5 million euros for infliction of harm to health and 1 million euros for causing damage to property as well as 50 000 euros concerning other financial losses for each road accident.  However the sums covered by insurance policies, as a rule, considerably exceed it, providing to 8 million euros for infliction of harm to health to each victim. ›ru/greencard/ru/DTP … Germany.wbp
     On the average the annual number of victims of road accidents in Germany makes in recent years: victims – 4000, wounded – 400 thousand (demoscope.ru/weekly/2011/0485/biblio01.php).
     Thus, if to take the average amount of payment at road accident for the victim in $10mln then only in this case annual losses make $40 billion.
     If we shall consider that population in 12 largest cities of Germany (12mln) makes about 15% of all population of the country (82mln) then death toll per a year in road accidents in the territory of 12 largest cities of Germany makes about 600 and financial losses from their death - about $6bln.
     Highway-bridges with crossings between storeys can be set on basic highways in 12 cities Germany. Most passenger cars will be able move in them non-stop and even not to leave these highway-bridges. The basic streams of vehicles can be more than half separated from the streams of pedestrians. Accordingly more than half the number of victims of traffic incidents and financial losses can be decreased in this sphere.
     In this case financial losses can be diminished approximately to $3 billion per a year.  It will be required only for this purpose to set in the largest cities Germany two-tier highway-bridges by general extent near 1200 km. One kilometer of highway-bridge costs about 7 million dollars. Thus, total expenses will make about $8.4 billion.
3) Losses from air pollution which gives an automobile exhaust and the technique of essential decrease of losses.
     Let's consider the losses connected by harming environment from daily long traffic jams and congestion as well as in general due to much grown volume of an automobile exhaust on highways of 12 largest cities of Germany.
     The role of the motor transport increases in atmosphere pollution by exhaust gases every year. Not less than 60% fall to the share of motor transport in the cities of Germany in the general pollution of the atmosphere.    Carbonic oxide, îêñèäû nitrogen, hydrocarbons together with exhaust gases get in air. High concentration of exhaust gases near to transport highways negatively affects plants, causing an early leaf fall, and finally their death.
     The economic damage from air pollutions hardly completely is maybe counted up. Nevertheless, it is known that the general damage from environment collapse in Germany makes about 10% of gross domestic product ($2.806 trillion) that is about $280 billion. Not less than 15% of this damage is the share of 12 largest cities of Germany ($42 billion) of which not less than 60% makes direct losses from impact on environment of exhaust gases - $25.2 billion.
     If the most part of moving cars in cities to place in such conditions at which exhaust gases will immediately be neutralized without penetration in air of cities then air pollution of large cities Germany could be lowered more than half and as the results number of victims of ecological pollution will be reduced more than twice. Financial losses will be also lowered more than twice. At installation in all large cities over their basic highways of closed (ecologically safe) multilevel highway-bridges with crossings between storeys and the organization in them of unceasing movement for the cars as well as at mounting on storeys of flyovers of powerful purification installations these installations will transform exhaust gas in neutral components from all cars which are being volume of flyover and gas won't go beyond of volume of flyover. The shell of flyover   also excludes an output of noise from cars for limits of flyover.
     Thus, if you follow our financial approach at a count of ecological losses from traffic jams as well as from out-of-control exit in air of exhaust-gas, these losses will go down approximately in two times - to $ 12.6 billion. In this case it will be required to set in 12 largest cities of the Germany about 1200 kilometer ecologically safe highway-bridges. Costs of installation of highway-bridges will make $8.4 billion.
4) Annual financial losses in the largest cities of Germany due to traffic jams, deaths at road accidents on roads and air deterioration owing to an automobile exhaust.
     Annual losses on all mentioned three basic reasons in 12 cities of the Germany following: first, $20 billion: it is direct losses, generally it is loss of time because of delays in jams and excess fuel consumption; secondly, financial losses from death of citizens on highways of the cities of Germany make $6 billion; thirdly, annual harming environment due to exhaust gas is equivalent to financial losses in $25.2ìëðä.
     Total amount of losses can be presented for 12 Germany cities summarizing these components: $20 billion + $6 billion+ $25.2 billion = $51.2 billion.
     Thus, construction of environmentally safe highway-bridges having increased throughput (its cost about $8.4 billion) "will pay off", if you will be compare its cost with decrease in losses from traffic jams and other specified components in the largest cities of Germany ($26 billion), given by these highway-bridges, approximately in four month of their action. 
3.  Losses on three specified components in 404 largest cities of 11 countries of the world, their drop at the expense of installation of new road constructions with the organization on them of unceasing traffic, expenses on their installation and an estimate of terms of their payback.
     We similarly calculated losses and on the largest cities of 11 countries of the world.    
     In order to compare of losses on three specified components in the largest cities of 11 countries of the world, to summarize of these losses and to estimate of payback of installation of new road constructions we shall tabulate published and settlement data.


     The table shows, 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 are significant. It is clear also that the solution of problems is in increase of throughput of highways according to growth of number of cars and opportunity creation of non-stop traffic (without emergence of traffic jams).
     The developed design of the new multilevel road construction on base of steel framework with interstorey crossings and buffer lanes can practically correspond to any number of cars which leave on highways, and at the same time it possesses property of creation of unceasing movement. This construction is reliable, effective, inexpensive. It is quickly erected. The most part of passenger cars (90% of all vehicles) can be passing on it in city conditions. Therefore   the main transport losses can be lowered more than twice.
     The table shows also that if we compare the cost of installation of highway-bridges with the size of drop of transport losses as a result of their action, then highway-bridges will be paid off on the average in a year.

                List of references

1. Patent 2380473 RU, E02C 1/04. Mode of moving of the vehicle and the device for its implementation. Yu.F.Makarov.
2. Patent 2380474 RU, E02C 1/04. Mode of forward moving of the vehicle and the device for its implementation. Yu.F.Makarov.
3. Patent 105628 RU, E02C 1/04. Overpass for vehicular traffic at different levels. Yu.F.Makarov.
4. Patent 2447222  RU, E02C 1/04. Elevated highway for movement and placement of vehicles at different levels. Yu.F.Makarov.
5. Patent 2422908  RU,  G08G 1/01. Mode of regulation of transport streams on highways. Yu.F.Makarov.
6.  Nizovtsev A.Yu. Nizovtsev Yu.M. Two-level unloading overpass (without traffic jams). Options of a design and their economic estimate. Bulletin of transport information. M, No. 12. 2012 No. No. 1, 2. 2013.
7. Patent 2476633 RU, E02C 1/04. Elevated highway for movement of vehicles and transfer of transported environments. Yu.M.Nizovtsev, A.V.Antsygin.
8. Stephen Parker «Wisconsin Traffic Operations and Safety Laboratory». 2007. www.topslab.wisc.edu/projects/3-13


2. The transformation of highways of major cities on the example of Moscow in highways of the non-stop movement and practically unlimited throughput.
Nizovtsev Y.M.
Moscow. 2011-12.
                Abstract
Dense building of considerable number of cities practically does impossible increase in throughput of city highways at the expense of their expansion. All increasing number of cars in the cities, especially passenger cars (90% from all cars) assumes traffic normalization only on condition of a growth of throughput of highways not on tens percent, and in times. Introduction to the structure of the known multi-level elevated highways of interstorey crossings and buffer lanes gives an opportunity to redistribute traffic flow of cars on all levels, or opportunity for almost unlimited increase of the throughput of the new road constructions. This change in structure also allows to be set non-stop high-speed traffic of cars.
City highway networks, traffic jams, losses, non-stop traffic, unlimited throughput, two-level elevated highway, steel framework, interstorey                crossings, eco-safe road construction.

2.1. Short estimate of a condition of traffic in Moscow and measures undertaken by a city administration on its improvement.

     According to daily indexes from "Yandex - traffic jams" practically all radial highways of Moscow are in condition of traffic jams and congestion (9 points) in rush hours. Let's ask a question: why it occurs?
     The area of Moscow within Moscow ring highway (MRH) makes about 1100 km ;, the area of road network of Moscow – about 94 km ; (8.5% of the area of the territory of Moscow), the area of 16 through radial highways in six-lane execution from Third transport ring (TTR) to MRH with the extent of each about 10 km and width of lane 3 meters makes 16 x 6 x 10 (km) x 0.003 (km) ; 3 km ;.
     The maximum throughput of a lane of a highway with traffic lights (with intersections) makes no more than 800 cars per hour, and on the average – about 500 cars per hour that is confirmed by measuring data. That is per hour one highway having six lanes with traffic lights can pass at most 4800 cars, and on the average it passes about 3000 cars; per day the highway as much as possible can pass about 115 thousand cars, and on the average – about 72 thousand cars.
     16 highways can pass per hour no more than 77 thousand cars, and on the average per hour – about 48 thousand cars.   That is per day 16 radial highways with traffic lights can pass no more than 1.85 million cars, and on the average pass about 1.15 million cars. 
     About 500 thousand vehicles from other towns on the average per day are entering in   Moscow on available statistics. More than 4 million vehicles were registered in Moscow. The increase in number of cars up to such sizes already caused into rush hours to hour traffic jams and congestion on radial highways as their throughput in rush hours becomes lower of number of vehicles aiming on them.
     Thus, 4800 cars per hour are top threshold for each six-lane radial highway with traffic lights and when the number of cars on this highway comes nearer to this value then inevitable traffic jams and congestion are appearing. And they really regularly appear in rush hours.
     The top threshold for all 16 radial highways with traffic lights in the sum, or integrally, are 1.85 million cars per day and when the number of cars on these highways comes nearer to this value  then inevitable traffic jams and congestion are appearing. And they really regularly appear in rush hours.
     Attempts of normalization of traffic are known. However all these traditional techniques suffer these or those shortcomings and they can't be recognized as the effective. Let's consider these techniques and we will find out why they don't lead to movement normalization, or to traffic without congestion. 
     First, it can be administrative restriction of entrance of cars. On this way the city administration of some cities of the world, for example, Singapore, Stockholm went. However other cities don't consider this way accepted as the cars bought by city dwellers mostly as though withdraw from circulation and it doesn't cause in inhabitants of enthusiasm. Nevertheless, for Moscow administrative and restrictive measures can be used within the Garden ring or TTR as it, in particular, is made for the center of London.
     Secondly, expansion of highways to 10 and more lanes is possibly. It is already made or it is planned to make on several radial highways of Moscow. However this way is very expensive if to consider land cost in Moscow, housebreaking, etc. At the same time, a little increasing the throughput of highways at the expense of increase in number of lanes, it doesn't rescue from traffic jams and congestion which all the same arise on highways at excess as it was stated above, defined for highways with traffic lights and corresponding number of lanes of a threshold of passing of cars which isn't so high. For example, this threshold makes only 8000 cars per hour for a ten-lane highway with traffic lights. And increase of the throughput in comparison with throughput of a six-lane highway, despite enormous expenses, makes only 40%. Whereas during rush hours the number of the cars, aiming on these highways, can be much more.
     Thirdly, construction on all radial highways of underground and elevated crossings for pedestrians and cross flyovers in order to passing of cross transport flows through highways is possible. In this case start-stop (traffic lights) mode is liquidated and limit throughput in 800 cars per hour on one lane can be theoretically increased to possible maximum - 3000 cars per hour (real throughput makes about 2000 cars per hour). This throughput is characteristic for unceasing movement at a speed in the range of 30-100 km/h. Thus, the average throughput of a six-lane highway increases from 3000 cars per hour to 12000 cars per hour. However this technique doesn't rescue from traffic jams too. As showed organization similar (without traffic lights) technique on TTR, it at all wasn't as obstacle for everyday emergence on TTR of congestion and traffic jams.
     Fourthly, introduction on roads of adaptive regulation (clever traffic lights) is possible. It is used in many megalopolises of the world. However expenses of introduction of adaptive regulation are considerable, and it gives a gain of throughput of roads only on the average about 20%. Other options of normalization of traffic are also possible. Through flyovers, including the organization of movement on roofs of houses (R. Lipp's technology), high-speed trams as it is made in a number of the cities of the USA and South Korea can be them.   However congestion and traffic jams are all the same formed everywhere in rush hours as inhabitants of megalopolises don't want to refuse use of the comfortable cars bought by them. And, as it was shown above, at achievement of the threshold of a pass of cars defined for everyone highway the traffic jams will being emerge inevitably.
     The area of roads in Moscow is slightly more than eight percent of the territory of Moscow (the area of the territory of Moscow according to the SUBWAY makes about 1100 km;), that is it is equal about 94 km ; or more than 30 thousand running kilometers if to transfer all roads to one lane 3 meters on width. The area of roads in New York and other American cities make 15-25 percent. The area of roads of London makes 14 percent. In Hong Kong and Singapore it is 12%. Certainly, at approximately identical number of cars and an urban area close on the area the bigger percent of the area of roads improves traffic as the throughput of a road network increases in proportion and in this regard , for example, London has the throughput of the road network almost twice above than Moscow. But in order to Moscow could be catch up with London Moscow is necessary to increase almost by 100% the extent or the area of roads. At the same time it is known that speed of construction and reconstruction of road network of Moscow is such that growth of throughput of this network makes less 2% annually (V. Donchenko, the director general of JSC Research Institute of the Motor Transport). It would be possible to catch up with London on this indicator with such rates only in about 50 years. However even it is unreal as the land plots required for a construction of roads in Moscow are extremely expensive and doubling of road network will require some hundred trillions rubles (some ten trillions dollar), and the considerable part of houses should be demolished.

2.2. The formulation of conditions under which movement of transport streams on highways isn't slowed down.

     Above we specified that daily 16 through radial highways of the capital with traffic lights can pass as much as possible no more 1.85 million cars (77 thousand cars per hour). Accepted administration of Moscow the program on introduction of an intellectual control system by traffic lights (adaptive regulation) can increase the average throughput of six-lane highway (3000 cars per hour) approximately for 20%. At the same time daily hour traffic jams on radial highways show that in rush hours the number of cars exceeds the specified threshold more and more and every year this figure grows.
     Therefore the throughput of radial highways for creation of conditions to free movement of cars on them now as well as with some prospect as annually the number of cars grows for 7-8 percent it is necessary to increase  in 2 – 4 times, instead of by 20% or 40%.
     However it isn't enough of one in order to normalize of movement on highways. The matter is that and at rather high throughput of a highway traffic jams can arise if for a number of reasons (road repair, the accident, insufficient number of exits from a highway, etc.) falls the speed of movement of a stream of cars to 5 – 15 km/h. In this case congestion and then traffic jams will arise.
     Therefore it is necessary to create conditions under which movement of a transport stream wasn't being slowed down, that is in order to its speed  wouldn't be fallen lower than 30 km/h.
     Thus, first, it is necessary to increase the throughput of the main highways, at least, to value, not smaller, than in rush hours, and secondly, constantly to hold a mode of unceasing movement of cars without sharp falling of speed of a transport stream, at least, not lower than 30 km/h, and, thirdly, to provide coordination of throughput of the highway network with the throughput of adjacent entries on a highway and exits from it.      Besides, for improvement of the atmosphere of the city it is desirable to make highways ecologically safe. High rate of their construction and rather low costs of it are important also for the fastest introduction of similar highways in action.
     Thus, there is the task: to develop a new road construction with almost unlimited throughput, excluding possibility of traffic jams, ecologically safe, rather inexpensive.  Besides, it has to provide unceasing movements of cars on it with speed of 40-90 km/h in order to, for example, the new radial highway would allow to cars to reach from TTR to MRH in 5-15 minutes.
     In other countries of the world this task didn't manage to be solved.

2.3. The short description of a construction of ecologically safe two-level highway-bridge for cars with receiving of an estimation of increase in the case of installation of similar flyovers of the area of the main highways of the city in  several times for some years.

     We offered and patented in several options a simple and effective construction which quite meets the above conditions [1, 2, 3, 4, 5]. One of options is schematically given below. At the same time it should be noted that the highway-bridge is closed on each side and from above by lightweight and nonflammable shell and this construction is equipped inside by converters. Converters neutralize the pollution, arriving in air from cars [1].


 
 
     Thus, the highway-bridge (two levels, eight lanes, four buffer lanes, interstorey crossings) allows cars to move without stopping from a storey to a storey, completely loading available lanes. It also gives opportunity to cars to go round the place of accident or repair on other storeys or on buffer lane, without stopping of movement, with a high speed. Thereby the design eliminates possibility of traffic jams. 2000 cars with speed of 40-100 km/h can be passed in this case on the average on one lane per hour. Its average throughput will make 16 thousand cars per hour instead of 3000 cars per hour as it exists now on each radial highway of Moscow with traffic lights (with intersections). Width of such highway-bridge (without possible external interstorey crossings) makes 18 meters.
     The mode of unceasing movement of cars on a highway-bridge in rate limits of 40 – 90 km/h at extraordinary situations can be supported automatically at the expense of restriction of entrance of cars on those sites where the speed of movement starts falling below limit 40 km/h by means of the joint system of the corresponding sensors of average speed of transport streams and entrance traffic lights [6].
     If two-level highways-bridges of this kind install over 16 main radial highways of Moscow then their average total throughput will make 256 thousand cars per hour (6.144 million cars per day). This size is about 3.3 times higher than the maximum throughput of 16 radial highways of the capital (1.85 million cars per day) now. Thereby the threshold of emergence of traffic jams and congestion considerably raises [7, 8, 9].
 
 


     Beside, a highway-bridge may be changed on height if necessary. For example, the number of storeys can be increased to three, four, etc. The highway-bridge can also be expanded put into operation on each level of additional lanes. The lightweight highway-bridge on the basis of standard metal blocks can be also dismantled and moved to other place. Let's note also that noise doesn't leave the closed highway-bridge, exhaust gases from cars are completely neutralized by converters issued by the industry and don't get to air of the city, lanes aren't subject to impact of a rain and snow and therefore practically don't deteriorate from their influence. Besides, the highway-bridge covers a ground highway from above and minimizes impact of snow and a rain on it.
     If the multilevel highway-bridge is mounted over a ground highway then practically all passenger cars from the closest sectors of the city and Moscow area "will go" to it, and the ground highway can be provided for movement of cargo and public transport.
     Let's note also possibility of entrance on top rigid covering and side panels of a highway-bridge of cars for parking. In this case on one kilometer of a highway-bridge with two-way traffic in the presence of additional top parking level and the corresponding lateral offtakes about 1000 passenger cars can be parked. To 160 thousand cars can be parked on all 16 radial highway-bridges from TTR to MRH (10 km), and prime cost of 1 sq. m of the total area of a flyover will make about 140 dollars.
          It is expedient to prolong volume highway-bridges out of MRH limits on 20 – 30 km for providing free and fast (during 10-20 minutes) entrance into Moscow from near Moscow area and departure from Moscow to near Moscow area of passenger cars to 6.144 million per day that exceeds number of the cars registered in Moscow by 1.5 times.
     As for possibility of free entrance within Moscow - from TTR to MRH - on radial two-level highway-bridges of passenger cars in quantity up to 256 thousand per hour though in their practice will be less and sharp growth of passenger cars is possible only in rush hours, widely developed network of cross streets and their excess number for this case will quite provide entrance on each radial highway-bridge to 16 thousand cars per hour. For this purpose it is necessary to have number of roads and according to lanes with throughput about 16 thousand cars per hour. If to accept as it was stated above, the throughput of one lane of ground roads with the traffic lights, adjoining a radial highway, for average value - 500 cars per hour then on 10 km from both parties of a highway is required only 32 adjoining lanes – on 16 lanes from each party, or 8 streets (roads) with two lanes of one-way traffic. The same concerns to exits, otherwise the number of adjoining streets (roads) is enough for departure from a highway-bridge at its specified throughput. If there are any deviations, respectively it is necessary to build roads for departure, and for entrance to organize the work of traffic lights managing by entrance in depending of density (speed) of transport streams on a flyover.
     The multilevel highway-bridges can be installed also over TTR (36 km) and over  Small ring of the Moscow railroad (54 km) in addition to ground MRH and TTR in order to  cars could  quickly to move from one radius of Moscow to another.
     Let's consider possibility of increase for some years of the area of road network of Moscow from available 8 percent in one and a half time - to 12 percent from the area of the territory of the city, that is its finishing to the standards close to standards of Singapore, Hong Kong and London, by means of installation of multilevel highway-bridges for passenger cars on the main transport directions of the capital (1 km of a highway-bridge from standard blocks if those are available, is installed and becomes effective for a few month on condition of carrying out a preparatory work and flyover installation from standard metal blocks generally screwing together with  welding minimum).  It not only actually introduces Moscow into  framework of road standards of the most known megalopolises of the world, but also, and this most important, unlike all large cities of the world, provides on the main transport directions unceasing movement of practically any number of cars.
     It is expedient to install multilevel highway-bridges, at least, in two storeys having throughput about 16 thousand cars per hour everyone over 16 through radial highways of Moscow, at least, from TTR to MRH with extension them in Moscow area in order to solve transport problems of Moscow and substantially Moscow area. Besides, in order to cars could be quickly moved from one radial direction to other radial directions it is expedient to install in addition to available ground ring highways, at least, two ring volume highway-bridges, for example, over TTR – with number of lanes 12-16 (3 or 4 levels) – and over the Small railway ring with number of lanes 10 - 12 (3 levels).
      The area of one km of one lane with its width 3 meters makes 0.003km;. The number of lanes of 16 radial eight-lane highway-bridges will make 128. Length of every highway-bridge will make 10 km, and their total area – about 4 km ;. The number of lanes of highway-bridge over TTR will be average 14, and highway-bridge extent makes 36 km. Thus, the area of all lanes of highway-bridge over TTR will make about 1.5 km ;. The number of lanes of highway-bridge over the Small railway ring will make not less than 10, and the highway extent makes about 54 km, the area of all lanes of highway-bridge over this ring will make about 2 km ;.
     Thereby, the total area of lanes of all highway-bridges installed along the main movement directions of the motor transport of Moscow will make 7.5 km ;.
     However, in particular, the area of lanes of radial highway-bridges can't be summarized simply with area of lanes of ground radial highways because the last operate in the mode of action of traffic lights and therefore the throughput of each lane is low for them - on the average it makes 500 cars per hour (only 3000 cars per hour for a six-lane highway) whereas   highway-bridges have not traffic lights and as the result traffic on highway-bridges is unceasing. Therefore lane throughput at them is higher – on the average it makes 2000 cars per hour (16000 cars per hour for an eight-lane highway-bridge, or it is more than 5 times higher). In other words, installation of one specified eight-lane highway-bridge from TTR to MRH is equivalent to construction of 5 ground six-lane highways with traffic lights, and installation of 16 highway-bridges is equivalent to construction of 80 ground six-lane highways with traffic lights.
     Therefore 4 km ; of the areas of all lanes of 16 radial highway-bridges is equivalents by efficiency, that is from the point of view of their increased throughput, more than to 20 km ; of ground highways with traffic lights.  As a result, highway-bridges with area of lanes more than 20 km ; taking into account their increased efficiency (high throughput) can be added to available roads of Moscow with an area of 94 km ; already in some years. It in the sum can make about 12% from the area of the territory of Moscow taking into account construction of other ground roads within these several years. This size is quite comparable to the specific area of network of roads in Singapore (12%), Hong Kong (12%) and London (14%).
     Introduction in action of only one radial eight-lane highway-bridge over a six-lane ground highway increases the average throughput of the integrated radial highway from 3000 cars per hour to 19 thousand cars per hour. It is equivalent to expansion of available ground highway by six times, or it is equivalent to construction of five additional ground highways with traffic lights. As a result, daily throughput on one radius increases to 456 thousand cars per day instead of former 72 thousand cars per day. The greatest possible number of the cars falling on one of sixteen sectors of Moscow, makes: 4.5 mln : 16 = 0.28 million as about 4 million vehicles are registered in Moscow and every day 0.5 million vehicles from another towns drive in Moscow.  And it is 1.6 times less than the daily throughput of the integrated radial highways taking into account installation over available ground six-lane highways of eight-lane highway-bridges.
     Thus, introduction of only one radial eight-lane highway-bridge increases the throughput for automobile streams of this Moscow sector by six times. It is equivalent to construction of five similar available ground highways.
     To provide coordination of number of moving cars on radial highway-bridges and number of cars on ring highways the installation of two ring highway-bridges at least  with the general throughput about 50 thousand cars per hour is necessary. Then in aggregate with already available ring ground highways (their total average throughput makes now about 32 thousand cars per hour) throughput becomes about 80 thousand cars per hour, or it will make one third of throughput of 16 radial highway-bridges. If to consider that the most part of cars on radial highways seek to move within the sectors as well as considerable part of cars leave (drive in) Moscow area, originally two ring highway-bridges will be enough for the organization of additional moving of cars from one sector in another. Further the given factor can be considered and one more ring highway-bridge can be added to ring highway-bridges already installed or the number of storeys (lanes) on ring highway-bridges can be increased.

                List of references

1. Patent 105628 RU, E02C 1/04. Overpass for vehicular traffic at different levels. Yu.F.Makarov.
2. Patent 73716 Ukraine, E02C 1/04. Overpass for vehicular traffic at different levels. Yu.F.Makarov.
3. Patent 2447222  RU, E02C 1/04. Elevated highway for movement and placement of vehicles at different levels. Yu.F.Makarov.
4. Patent 2380474 RU, E02C 1/04. Mode of forward moving of the vehicle and the device for its implementation. Yu.F.Makarov.
5. Patent 2476633 RU, E02C 1/04. Elevated highway for movement of vehicles and transfer of transported environments. Yu.M.Nizovtsev, A.V.Antsygin.
6. Patent 2422908  RU,  G08G 1/01. Mode of regulation of transport streams on highways. Yu.F.Makarov.
7. Patent 108046  RU , E02C 1/04.  Network of highway for large cities and their suburbs.  Yu.M.Nizovtsev, A.V.Antsygin.
8. Patent 3176909  Japan , E02C 1/04.  Network of highway for large cities and their suburbs.  Yu.M.Nizovtsev, A.V.Antsygin.
9. Nizovtsev A.Yu. Nizovtsev Yu.M. Two-level unloading overpass (without traffic jams). Options of a design and their economic estimate. Bulletin of transport information. M, No. 12. 2012 No. No. 1, 2. 2013.



3. Elevated highway (two-three levels) on the steel frame for non-stop movement of vehicles. Design options and their economic evaluation. 
Nizovtsev A.Y., Nizovtsev Y.M.
Moscow. 2012 - 13.
                Abstract

To date, the technology of assembly of such complex and heavy structures like skyscrapers based on a steel frame is used widely. This technology in a number of cases should be used to build and install two-or three-level elevated highways over land highways. Elevated highways have greatest possible throughput at the expense of several connected levels of movement. They also can provide movement without traffic jams at the expense of application of interstorey crossings and buffer lanes. Prime cost of two-level (eight lanes), and even of three-level elevated highway is much lower than the cost of city existing ground highways.  Reliable and durable construction also allows ensure the movement of electric trains.
Non-stop traffic, traffic jams, inexpensive elevated highway, steel framework, interstorey  crossings, buffer lanes, unlimited   throughput, eco-safe road construction.

                Introduction

     In connection with a considerable overload of highways of the cities and some main long-distance highways in many countries of the world and emergence on these routes of hours-long daily traffic jams and congestion, quite large number of multilevel highways (the USA, Japan, the Republic of Korea, Taiwan, etc.) on a concrete basis was built.
     However these two - and three-level highways didn't justify hopes rested upon them because additional lanes on them were quickly clogged into rush hours by cars. The reason of it is that the number of these cars surpassed possibilities of a pass of these elevated constructions.
     Besides, building of multilevel concrete platform-highways required a lot of time and means. Besides they are bulky.
     It would seem, the deadlock have been formed.
     Let's consider the problem more in details.
     Standards of construction of bridges and platforms allow to be used at their construction not only reinforced concrete. That is it is possible to find another basis – lighter and at the same time so or even more reliable.
     Cars can't move from one level to another of operating elevated multilevel highways if one level is overloaded, and others or another are free. However really is there no opportunity to connect these levels!?
     The number of lanes and the throughput of lanes aren't coordinated with possible peak of cars driving on flyovers. But practically any number of cars can be passed on the highway when sufficient for them of number of lanes and according to sufficient throughput.
     However, as we know, throughput falls several times with formation of traffic jams when uncontrollable mass entrance of cars on a highway. Nevertheless, what hindrances exist to make the entrance controllable!?
     It is known that any accident on a highway means, as a rule, reduction of throughput of highway, formation of congestion or even traffic jams. It only means that it is necessary to think up a mode of a bypass of these places not somewhere away, and on the same highway.
     All these problems managed to be resolved a few years ago, having patented in Russia (now process of patenting extended on a number of the countries) some options of the corresponding construction.
     Standards allow to be used the steel designs at building of bridges and platforms, and on building of skyscrapers was checked that rather lightweight steel framework can reliably hold freight many times exceeding its own weight. Therefore it is possible to mount some levels from steel longitudinal and cross beams on steel vertical support-tubes, having covered them by spans from rather thin steel sheet-plates.  The road coating from the materials resolved by standards, for example, rather thin layer steel-fiber-concrete is in turn put on them.  From above this simple, reliable and lightweight construction can be closed from snow or a rain by light nonflammable plastic. The similar construction can be quickly installed in the presence of ready blocks and elements by screwing together with a welding minimum. Speed of installation means not only saving of time, but also a minimum of expenses. Therefore costs of a construction in spite of the fact that concrete is cheaper than steel, are lower, than costs of being operated ground and elevated road constructions. As a result all main city and long-distance overloaded highways, and in certain cases and railway lines, can be quickly and cheap "covered" by these constructions [1, 2].
     To form a uniform field of the lanes connected among themselves at different levels it is offered some options of crossings from one level on another - both internal, and external. It allows cars at a speed quickly to be distributed on all numerous lanes of a construction, using on a maximum the throughput of all lanes.  For example, the two-level design provides without emergence of congestion and  traffic jams  (four lanes plus two buffer lanes at the first level and as much on the second) throughput to 16 thousand cars per hour and unceasing movement of cars at speed not less than 40 (60) km/h [3].
     The number of levels and according to lanes at installation of a highway-bridge can be designed on a known maximum of transport streams that doesn't allow it to be clogged by cars even in rush hours.
     In order to the speed of movement of cars on a highway-bridge didn't fall below of the set limit (40 or 60 km/h) that means the use of throughput of the lanes close to greatest possible, traffic lights are installed on entries. They begin to work on a signal forbidding entrance only when speed of cars on the corresponding site of a highway-bridge falls below of the set limit on any reasons. It provides free movement of car stream without transformation it to a synchronized transport stream which at speed of 10-15 km/h turns into congestion [4].
     In order to accidents, repair and so forth on the route practically didn't influence the speed of a transport stream that is to make it unceasing and high-speed and in this case, two elements of the construction are offered: first, the interstorey crossings, stated above, can be used for moving of cars from the storey partitioned off by accident on a free storey or on ground level,  secondly, the buffer (reserve-technical)lanes is entered at each level with edge. They are intended only for bypass of places of accidents or repair as well as for entrance on lanes or departure from lanes. Some rise in price of the design at the expense of addition to interstorey crossings and buffer lanes is many times compensated by lack of traffic jams on it [5].
     The option of design of flyover with internal interstorey crossings can be chosen from our technical solutions on condition of dense building of the city [6]. Entries and exits in this case can directly be brought to one of ground lanes of a highway, without going beyond projection of a flyover to a ground highway.      
     Concerning the general throughput of all construction which can have the beginning and the end, that is points of concentration of transport on which in usual conditions the average speed of movement falls, can be told the following.
     Through highway-bridges, as a rule, are installed in the cities. They begin in one suburb and coming to an end in another suburb with the opposite side. They can bend around the downtown not to affect its sights. Therefore and in the presence of enough frequent exits the overwhelming part of cars leaves a highway not in final points which are in far suburb and to which reach the few cars. So these final points aren't any more concentration points.
     Further, ring highway-bridges are installhed in the cities besides through highway-bridges. Ring flyovers at all have no points of concentration of transport as they have no ends. As for a possible joint of highways, in particular, in South Korea the option of joints for multilevel platforms [7] was offered. But, naturally, can be and other options of joints. We made an estimate of straight losses from congestion and traffic jams some hundred cities of the world. It appeared, annual losses from them make only on the largest cities of the world (392 cities of Brazil, Germany, Canada, China, the Republic of Korea, Mexico, Russia, USA, Ukraine, Japan) $380 billion. Wide installation of highway-bridges of the offered construction in known "traffic jams" places will reduce these losses, at least, twice [8, 9]. Besides, cardinal improvement of transport communications will increase many times the world commodity turnover, and growth of consumption of metal for highway-bridges will significantly recover the market of metals. Wide use of new road constructions can soften developing world crisis considerably. As for the country which possesses the specified technology, it will significantly improve the main economic indicators.
     Besides it should be noted that the construction almost completely separates pedestrians from streams of cars that means essential decreasing of victims of road incidents. Especially as the closed space of a construction allows to hand steering of cars at movement on it to the computer program rather easily, that is – the car can move without participation of the driver that reduces possibility of accidents to an extreme minimum.
     The resource of lanes increases many times because lanes, closed, at least, from above from influence of environment, aren't exposed, for example, to impact of snow, a rain, etc. Thereby operational costs and number of accidents, for example, because of a poor view, strong slippage, etc., that inevitably occurs on open highways, will decrease significantly.
    Buffer lanes on all extent of a construction and at each its level allow, unlike high-speed ground highways, to mount entries and exits with any regularity that substantially facilitates entrance of cars on the highway-bridge and departure from it where the driver wants, instead of using the extremely rare entries and exits on high-speed highways which don't have buffer lanes.
     If the number of cars grew (the number of lanes of the roads brought to a highway -bridge increased) and began to exceed construction throughput and vice versa, the construction from the screwed together elements and blocks, as a rule, from steel rolled metal  assumes rather simple and fast superstructure of additional storeys or respectively dismantle of unnecessary storeys, up to dismantling of a construction or carrying over of construction in another place that is almost impossible for a concrete flyover.     The design can be easily transformed in ecologically safe thanks to closing not only from above, but also on each side by light, transparent, nonflammable shell and thanks to installing in the formed volume of necessary number of rather inexpensive ventilating fans with the discharge devices transforming harmful components of exhaust gas in the neutral. Besides, the shell blanks out also noise from moving cars.
     The metal top covering of the second level and lateral offtakes can be used for an inexpensive parking of considerable number of cars.
     It is expedient to use highway-bridges in the conditions of the city only for pass of passenger cars (90% of all vehicles) for even bigger increase of efficiency of a design and its reduction in cost. In this case it is possible to leave the ground highways for heavy and public transport.
     As the design is pile so far as it is extremely perspective construction for installation in seismodangerous zones where it will resist at any earthquakes and floods. Besides, the design on piles can be carried out on any soil and practically in any place, from deserts to bogs and permafrost zones.
     The design can be used not only as a highway, but also as the two-level unloading overpass which isn't slowing down transport streams at traverse by them other highways and the railroads [10] as well as basis of the  transport corridor uniting highways, railway lines, power lines, communication lines and pipelines in single volume of construction that considerably reduces prime cost of building of transport corridors so necessary and being projected nowadays in the various countries and between various regions [5].
     Besides, reliability and lack of a land allocation for this elevated construction allows to place in city and suburban conditions on it the elevated subway. Electric trains will continuously ply on its tracks, and buffer tracks will be used as reserve lines at breakages, accidents, day repair work, a sediment of trains, etc., and partially buffer tracks can be used and for transportation of cargo with necessary intervals as in day, and at night.
3.1. Short description of a two-level highway-bridge.
     The multilevel highway-bridge includes vertical and horizontal bearing parts, a road coaverin with lanes, entrance sites and the sites of exit 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 a highway-bridge are connected among themselves from outer side by crossings in the form of bow-shaped inclined lanes, and in preferable option these lanes closed from above and on each side and remind curved sleeves.
     Along with them it is possible to use and internal crossings at the expense of use of the flattened wavy lanes which are regularly coinciding with single-level lanes (in drawing below the configuration of the flattened wavy lanes is shown).
 
     The highway-bridge in the conditions of cold or rainy the most part of year of climate is carried out, at least, in the form of a covered two-level construction. At two-way traffic it, as a rule, contains of two lanes in one direction on each storey. Along with lanes at the edges of each storey is provided on one buffer lane, or there are on two reserve-technical lane on each storey, carrying out a buffer role (in the USA on a number of highways for dispersal and entrance to highway lanes are used similar lanes. They are called there by express lanes). Buffer lanes are applied on highway-bridges only to entrance, departure of cars and a bypass by them places of accidents or repair, i.e. through automobile movement is forbidden on these lanes. External crossings from one level of a highway-bridge on another level, used for pass of cars, have width not less than 4 meters. Their minimum width is defined by opportunity to go round the stopped car. Lanes and buffer lanes in the form of spans are laid on vertical and horizontal bearing parts. Unceasing movement, even at emergence of obstacles in separate sites of a highway-bridge, is provided by possibility of moving of the vehicle along buffer (reserve-technical) lane or on other storeys of a highway-bridge owing to interstorey crossings. Entries, exits, external interstorey crossings are placed on each side of a flyover.
     The highway-bridge settles down along a ground highway, but a highway-bridge can be taken from it aside if necessary.
     The total of lanes is defined by number of storeys and storey width. The interstorey distance makes size, sufficient for free journey of vehicles. In particular, height between two levels for passenger cars makes about 2.5 meters, lane width as well as width of buffer (reserve-technical) lane makes about three meters.
      The highway-bridge represents a framework consisting in a cross section of two vertical supports (for option with oncoming traffic) or one vertical support (for option with one-way traffic) and the cross bearing parts fastening on vertical supports. Height of vertical supports is defined by number of storeys of a flyover and its arrangement over earth level. If the first storey of a flyover is located over railroad tracks, height makes 7.2 meters, if over the highway, height makes 4 meters. Thus, height of two-level highway-bridge from ground level to level of the second storey makes respectively 10 and 6.5 meters. Assembly of a highway-bridge is carried out, as a rule, with application of lengthy designs with small number of vertical supports. Each storey of a highway-bridge leans upon the longitudinal and cross bearing parts fastening on vertical supports. Spans from metal sheet-plates are imposed and fixed on bearing parts. Rather thin layer of steel-fiber-concrete (not less than 50 mm) is put on plates as the road coating. If the bottom level of a highway-bridge is supposed to be used and for journey of heavy-load transport as well as buses, steel plates of spans are strengthened by reinforcement ribs (ortotropny plates).
     The highway-bridge from a position of an applied material can be made as of reinforced concrete as well as rolled metal. Also combined option is possible.
     The highway-bridge depending on service conditions and an arrangement has various designs of entrance and departure sites on ground level, for example, entry directly from a road lane of the street or a highway, exit in the cross direction, etc.
 

     The two-level highway-bridge with interstorey crossings and additional reserve-technical (buffer) lanes has two main options of execution:
1. The highway-bridge is elevated part of long-distance highway loaded considerable part of days, and times and the overloaded. In some cases this option of a highway-bridge can be used and in the cities.
     For example, if the eight-lane highway-bridge is installed over a ground highway, passenger cars from a ground highway pass on its first or second storeys on lateral offtake entry (on this site of a highway, in order to avoid braking of the main transport stream, before entrance the buffer lane is formed). Cars also can drive into the second storey from the first storey on interstorey crossing. From the second storey of a highway-bridge cars, having passed the part of a way, can move down on lateral offtake-exit on a ground highway directly or having gone down from the second storey on the first on interstorey crossing, and then from the first storey along exit on ground level. At these moving, in order to avoid congestion, buffer lanes are used. Besides, for simplification of departure of cars from highway-bridge storeys on lanes of a ground highway on sites adjacent to exit from a highway-bridge on edge of a ground highway is formed the buffer lane (see fig. below). Distribution of cars at pass is carried out as follows: cars, having driven, for example, on lanes of the first storey through a buffer lane of a highway-bridge can  follow on lanes of the first storey or, at more rarefied movement on the second storey following indexes on board, to move to it.
     Cars move down from the second level of a highway-bridge at once on a ground highway on offtake-exit through the corresponding buffer lane, or cars move to the first level at first, and then they move down on ground level.   
     Thus the ground highway can be provided to movement generally of cargo and other heavy transport.
 
2. The highway-bridge is elevated part of a city highway loaded considerable part of days. The principle of movement on it remains to the same, as in the first case, but with that difference that rather rare exits, entries and external interstorey crossings are mounted more closely to each other according to a street network of the city for convenience of driving of cars through a highway-bridge. Besides, the parking storey is mounted over the second level. Cars can drive into parking storey both from the second storey and in a number of places directly from ground level. Besides, the parking storey can be expanded due to on each side platforms are mounted additional flying away for a parking. The highway-bridge in this option is closed on each side and from above by lightweight, nonflammable, transparent shell. Converters for transformation of harmful components of exhaust gas to the neutral components are installed regularly into the formed volume of flyover. It does a highway-bridge by an environmentally safe road construction and reduces extent of air pollution in the city.
 
     The through passage of cars is forbidden on buffer (reserve-technical) lanes as they are used for preservation of continuousness of movement, in order to avoid formation of traffic jams, that is only for a bypass of places of accidents or repair as well as for entrance of passenger cars on lanes,  departure of cars out of them.
     Side faces of a highway-bridge are protected by shock-proof designs for movement safety. Thus, the car can drive on any storey and according to indexes of traffic density to move on it or to move to another storey and freely to move on a lane with a speed of 40 - 90 (60-100) km/h as in case of accident on lanes, the car can bypass the place of accident along a buffer lane, or a car can move on another storey.
     Design features of the elevated highway assume production of all its elements in industrial conditions. Therefore, all construction and mounting works, mostly assembly, except for preparation of ground for vertical supports, are accomplished on place of installation of elevated highway. The elevated highway is mounted over existing highways or over any ground sites. A standard elevated highway section (for example 1.0 km length), consisting of four different subsections, can be assembled within a few months in the presence the necessary equipment and personal. Accordingly, with ten-fold equipment and personal, a ten-kilometer fragment of the elevated highway can be also assembled within a few months.
3.2. Two-level highway-bridge on the basis of a steel framework (long-distance option). Economic estimate.
    Spans of the bottom level of a highway-bridge of two-way traffic with 1000 m length in the form of steel sheet-plates (6 õ 3 õ 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 30 cm, wall thickness - 20 mm. Column-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 18000 m ;, number of steel sheet-plates is equal 1000. If passage of buses and heavy-load cars 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 sheet. So ortotropny plate is formed.
     The mass of spans of the bottom level with extent 1km, width 18 meters, thickness of steel sheet-plates  0.008 m and density of steel 7.8
T /m ; makes: 1000m x 18m x 0.008m x 7.8T/m ; = 1124 tons. The area of spans makes 18000 m ;.
     Spans of the top level of a highway-bridge of two-way traffic by extent 1000m in the form of steel sheet-plates (6 õ 3 õ 0.008) meters are imposed and fixed on steel beams with 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 a flyover.
     The area of spans of the top level makes 18000 m ;, number of steel sheet-plates – 1000. The mass of spans of the top level with extent 1km, 18 meters on  width, thickness of steel sheet-plates 0.008 m and density of steel 7.8 T/m ; makes: 1000m õ18m õ 0,008m õ7.8T/m ; = 1124 tons. The area of spans makes 18000m ;.
     The mass of spans of both storeys (extent of each - 1km and width of each - 18 meters) makes 2248 tons. The area of spans of both storeys makes 36000m ;.
     The 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/m ; makes: 150m x 4m x 0.008m x 7.8T/m ; = 37 tons. The area of  spans of interstorey crossing makes 600m;. The mass of eight metal consoles – steel beams by length 4m everyone, height on cross section 200mm, width 100mm   - makes 0.7 ton as for this type of beams the mass of beam with extent 44.7m makes 1 ton. The mass of longitudinal beam of length 150 m makes 3 tons. Total mass of steel interstorey crossing makes 41ò. The mass of two crossings makes 82ò, and the area - 1200 m ;. However for extended long-distance highway-bridges (hundred and more kilometers) external interstorey crossings take place on the average on two on each five kilometers, or the share of one kilometer makes 16ò on weight and 240 m ; on the area.
    The mass of entry (exit) from ground level to the first storey of a highway-bridge with extent of entry (exit) 100m and width 4 meters at thickness of steel sheet-plates of 0.008 m and density of steel  7.8T/m ; makes: 100m x 4m x 0.008m x 7.8T/m ; = 25ò. The area of spans makes 400m ;. The mass of two cross bearing parts – steel beams with length 4m everyone, height on cross section 200mm, width 100mm makes 0.2ò 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 200 m makes 4 tons. Total mass of steel entry (exit) makes 30ò. Mass of two support-columns makes about 0.5 tons. The mass of two entries (exits) makes 60ò, and the area - 800 m ;. On the average for extended long-distance highway-bridges entries (exits) are mounted not more often than through five kilometers, that is on two on each five kilometers. The mass of two entries (exits) makes 60ò, and the area - 800 m ;. However for extended long-distance highway-bridges (hundred and more kilometers) entries and exits take place on the average on two on each five kilometers that is the share of one kilometer makes 12ò on weight and 160 m ; on the area.
     Diameter of vertical support-column makes 30cm, wall thickness makes 20mm, cross section – 17600mm ;. Number of support-columns - 42 and their height from two-meter underground part to level of the second storey (6.5m) makes 8.5 m. Total length of columns makes 357m. The number of the support-columns supporting two entries (exits) - 4, height – from 4 to 2 meters, on the average 3 m, and if to consider that the share of 1 km is the fifth part of their extent, this part will make 2.4m. Total length of columns makes 360m. Their total mass makes 49.4ò.
     Extent of beams - longitudinal bearing parts of the bottom level of a highway-bridge – makes seven rows by the total length 7000m, the extent of 21 cross eighteen-meter bearing part-beams - 378 m, the total length of beams – 7378m. Their weight makes 65ò (of calculation that 44.7m correspond 1 ton). The total mass of the bottom level together with horizontal bearing parts makes 1289ò.
     Extent of beams for both levels of a highway-bridge makes 14756m. Their weight of calculation: 44.7m – 1 ton, makes 330ò. The total mass of both levels together with horizontal bearing parts makes 2578ò.
     The total area of all spans of a kilometer two-level highway-bridge of two-way traffic, including crossings, exits, entries makes 36400 m ;.
     The total mass of steel blocks and elements of a highway-bridge makes about 2630ò. At the price of one ton of rolled metal $1000 the cost of steel blocks and elements of a highway-bridge (1 km) will make $2.63mln.
     The mass of blocks of the highway-bridge, making load of support-columns, is equal 2594ò.
     Rather thin layer of steel-fiber-concrete (not less than 50 mm) is put on spans as road coating. The total area of all spans of a two-level highway-bridge makes 36400m ;. The volume of steel-fiber-concrete coating  makes 1820m ;, weight – 4530 ton, cost - $0.546 million at price of the cubic meter steel-fiber-concrete $300.
     Taking into account weight of steel-fiber-concrete the mass of a highway-bridge will make 7160ò and total cost - $3.176 million, and the mass of load on vertical supports will make 7124ò.
     The covering of open steel surfaces about 36400 m; by anticorrosive structure with average cost about $10 on square meter can be estimated in the sum $0.364 million. And waterproofer installation on the same area with the same cost can be estimated in the sum $0.364 million.
     From above the opened spans are covered with a plastic roof from the nonflammable material. Area of roof makes 18400 m;. Its cost at the average price of plastic $10 for 1m ; makes $0.184mln.
     42 bases (1 õ 1 õ 2) meters for support-columns will demand 84 m ; concrete. It is worth $25 thousand.
     The cost of the specified designs and materials will make in the sum $4.11mln.
     Other items of expenditure on installation of a highway-bridge include delivery of ready blocks; assembly; rent of cranes and other gears, equipment; carrying out preliminary geodetic and other auxiliary works, installation on a flyover of 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 1900m ; concrete from plant to a place of installation of a highway-bridge will cost $0.063mln. 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 $0.132mln. In the sum delivery of designs and a material will cost $0.195 million.
     Assembly of 1 km of a highway-bridge together with entries, exits, crossings can be carried out in the presence of the necessary equipment and gears in one-two months by 20 specialists at payment about $100 thousand to them. 
     Rent of gears, including the crane and other equipment for one-two month will manage in the sum about $100 thousand.
     The internal space of a flyover, entries and exits are supervised by the telecommunication equipment. These are television cameras or video registrars, switchboards, server. In particular, it is enough 50 television cameras for this type of a highway-bridge (1 km). The total cost of this equipment makes $40-50 thousand.
     Illumination of lanes of a flyover is carried out by LED sources, for example, 35 watts with luminous efficiency 40 lm/W.  Resource of each of these sources makes 11 years. Light sources don't heat up. Cost of one light source makes about $10. For illumination of volumes of a highway-bridge (1 km) there are enough 200 lamps. Thus, the cost of lamps makes $2000. 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 a flyover can make about $100 000.
     Highway-bridge equipment will take not less than a month at participation about 20 specialists. It will demand payment of not less than $100 thousand to them. 
     It is possible to estimate the cost of geodetic and other auxiliary works about $100 thousand in the sum.
     Taking into account the specified items of expenditure the cost of 1 km of the equipped two-level highway-bridge will make:  $4.100 + $0.195 + $0.500 ; $4.81mln.
     It is expedient to add to this sum of specific cost the sum of unforeseen expenses for retrofitting, tests, certification, etc.  It can increase to $5mln in this connection.
     Thus, the cost of square meter of spans of both storeys (36000m ;) will make about $140. And one square meter of a lane (width 3 m) in the presence of eight lanes (24000m ;) will cost $210.
     In particular, installation of a similar two-level eight-lane highway-bridge between Petersburg and Moscow (650km) on expenses will cost only $3.225 billion. That is it is 5.2 times cheaper, than the projected ground highway ($17 billion). 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 design provides without emergence of traffic jams on it by the additional lanes (4 lanes plus two buffer lanes) at the second level as well as 4 lanes plus two buffer lanes at the first level the throughput about      16 thousand cars per hour (384 thousand cars per day). Besides, design provides unceasing movement of cars at a speed not less than 40 (60) km/h.
     The mass of a two-level highway-bridge with eight lanes on the basis of rolled metal makes 7124 tons. This weight is loading of 42 steel support-columns with diameter of each 30cm, cross section of each 17600mm ;. Thus 71240000 newtons puts pressure upon the total area of columns on cross section 739200mm ;, or one square millimeter is exposed to pressure 96n/mm ;. The design has approximately 6-fold safety margin at limit of durability of steel 600n/mm;. Up to 400 cars on the average on 2 tons everyone can be at the same time in movement at both levels of a highway-bridge of the specified construction. If to consider their total mass which will make 800 tons, a construction with additional loading in the form of cars and lump near 8000ò, being exposed to the greatest possible loading, keeps the safety margin close to 6.
     It should be noted, it is possible significantly (to 60%) to reduce the mass of a highway-bridge 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.
     Let's estimate average annual costs of operation of 1 km of the specified bridge.
     Main articles of expenses: additional equipment and re-equipment; cleaning; servicing, supply of electricity; payment of the necessary personnel.
1. Board-indexes, part of lamps, part of the telecommunication equipment can be annually updated. If to take this annual updating for 10% from the cost of the available equipment of this type ($50000), annual expenses will make $5000.   
2. Cleaning of a highway-bridge can be carried out once in two weeks or month seasonally by means of gears with sprays of water and brushes from within and outside like washing of electric trains. These operation expenses are negligible.
3. Estimate of an expense of the electric power.
3.1. Annual electricity consumption  make about 20 000 kW • hour when seating 160 LED lamps by capacity 35Âò through each 50 meters at levels of a flyover and their inclusion on the average at 10 hours every day for lighting. Payment of this expense of the electric power will make $2000 at the price of the electric power $0.1 for one kW • hour.
3.2. Annual electricity consumption makes about 50 000 kW • hour when seating 160 LED board-indexes by capacity 35Âò at highway-bridge levels in a mode of continuous inclusion. At the price of the electric power $0.1 for one kW • hour payment of this expense of the electric power will make $5000.
4. Except the above, it is necessary to consider payment of the personnel serving a highway-bridge. As practically all works will be automated so far as this personnel will consist of several people which majority represents emergency crew. The personnel can serve 15-20 kilometers of a highway-bridge. Therefore the annual maintenance of these experts, about $100 thousand in size is reduced per 1 km to $10 thousand.
6.  It is necessary to consider also these or those contingencies.  Their size we will estimate in $3 thousand per year.
     Thus, the general specific operational costs in one year on the average make about $25 000.
     For comparison we will provide official data of specific cost of annual operational costs for ground highways in Russia.
     According to the "Transportnaya Bezopasnost I Tekhnologii 2005 ¹ 2" magazine catalog ("A problem of safety of the Russian highways") 5 million rubles, or about $170 thousand, that is $34 thousand a year is spent annually on rescue and recovery operations of 1 kilometer of the highways. These works are carrying out of time in five years (about 10 thousand kilometers of roads are under repair).  Besides annually for maintenance of roads in proper condition is spent 13.7 billion rubles, or about $1000 for one kilometer on the average. In 7 years this sum increased at least on a third.
     Thus annual specific operational costs on a highway-bridge are quite comparable to expenses on rescue and recovery operations for similar ground highways.
3.3. Three-level highway-bridge for passenger cars including parking level (option for city). Economic estimate.
     Spans of the bottom level of a highway-bridge of two-way traffic with 1000 m length in the form of steel sheet-plates (6 õ 3 õ 0.008) meters are imposed and fixed on longitudinal and cross bearing parts, height on cross section 200mm, width – 100mm. Longitudinal and cross bearing parts are fixed on vertical supports in the form of metal columns - tubes from 2 to 4 meters on height, with diameter 30 cm, wall thickness 20 mm. Column-tubes are settled down at distance of 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 18000 m ;, number of steel sheet- plates – 1000. If passage of buses and heavy-load cars 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 sheet. So ortotropny plate is formed.
     The mass of spans of the bottom level by extent 1km and width 18 meters  at  thickness of steel sheet-plates  0.008 m and density of steel  7.8 T /m ; makes: 1000m x 18m x 0.008m x 7.8T/m ; = 1124 tons. The area of spans makes 18000 m ;.
     Spans of the second level of a highway-bridge of two-way traffic by extent 1000m in the form of steel sheet-plates (6 õ 3 õ 0.008) meters are imposed and fixed on steel beams, height on section 200mm, width – 100mm which are fixed on continuation of vertical supports with height 4 meters over the first level of a flyover.
     The area of spans of the second level makes 18000 m ;, number of steel sheet-plates – 1000. The mass of spans of the second level with  extent 1km and width 18 meters   at thickness of steel sheet-plates of 0.008 m and density of steel of 7.8 T/m ; makes: 1000m õ 18m õ 0.008m õ 7.8T/m ; = 1124 tons. The area of spans makes 18000m ;.
     The mass of both levels (extent of each 1êì and width of each 18 meters) makes 2248 tons. The area of both levels makes 36000m ;.
     The parking platform (the third level) over the second level of highway-bridge of two-way traffic by extent 1000m is executed in the form of steel sheet-plates (6 õ 3 õ 0.008) meters. Sheet-plates are imposed and fixed on steel beams by height on section 200mm, width - 100mm. Beam-bearing parts are fixed on continuation of vertical supports with height 5 meters over the first level of a highway-bridge.
     The area of a parking platform of the top level makes 18000 m ;, number of steel sheet-plates – 1000. The mass of a parking platform of the top level with extent 1km and width18 meters  at thickness of steel sheet-plates 0.008 m and density of steel 7.8 T/m ; makes: 1000m õ 18m õ 0,008m õ 7.8T/m ; = 1124 tons. The platform area makes 18000m ;.
     The mass of spans of interstorey crossing by extent 150m and width 4 meters  at thickness of steel sheet-plates  0.008 m and density of steel  7.8 T/m ; makes: 150m x 4m x 0.008m x 7.8T/m ; = 37 tons. The span area of crossing makes 600m ;. The mass of eight metal consoles – steel beams of length 4m everyone, height on cross section 200mm, width  100mm -  makes 0.7ò as for this type of beams the mass of a beam with extent 44.7m correspond 1 ton. The mass of longitudinal beams of length 150 m makes 3 tons. Total mass of steel interstorey crossing makes 41ò. The mass of two crossings from the first level to the second level of flyover makes 82ò, and the area - 1200 m ;. The mass of two crossings from second level to third level make 82ò, and the area of two crossings makes 1200 m;. On the average crossings are mounted on one-two kilometer of extent of a flyover for city highway-bridges.
     The mass of entry (exit) from ground level to the first level of a highway-bridge with extent 100m, width 4 meters, thickness of steel sheet-plates 0.008 m and density of steel 7.8 T/m ; makes: 100m x 4m x 0.008m x 7.8T/m ; = 25tons. The area of spans of entry makes 400m;. The mass of two cross bearing parts – steel beams with length 4m everyone, height on cross section 200mm, width 100mm - makes 0.2ton as for this type of  beams the mass of a beam with length 44.7m correspond 1 ton. The mass of longitudinal beams of length 200 m makes 4 tons. Total mass of steel entry (exit) makes 30ò. Mass of two support-columns makes about 0.5 tons. The mass of two entries (exits) makes 60ò, and the area - 800 m ;. On the average entries (exits) are mounted on one-two kilometer of a flyover for city highway-bridges.
     It is expedient to join entry (exit) directly to the third – parking - level for of cars in a number of places. Entry or exit from rolled metal  for joint of ground level with level of a parking storey at difference of heights about 9 meters include spans from metal plates (4 õ 6 meters in size) with thickness 0.008 meters, cross bearing parts, column-supports. Extent of each site joining ground and third level of a flyover (about 300 meters) is chosen from calculation that during the lifting or descent the bias didn't exceed 4%.
     Diameter of each vertical support-column makes 300mm, wall thickness makes 20mm, cross section makes 17600mm ;. Number of support-columns - 42 and their height from two-meter underground part up to level of a parking storey (9m) makes 11.5 m. The total length of columns makes 483m. The number of columns supporting two entries (exits) is equal 4, height of column– from 4 to 2 meters (on the average 3 m). Their total length turns out in round figures 495m. Their total mass makes 68ò.
     The extent of beams - longitudinal bearing parts of the bottom level of a highway-bridge – makes seven rows with the total length 7000ì, the extent of 21 cross eighteen-meter bearing part-beams makes 378 m, total length of beams – 7378m. Their weight of calculation - 44.7m correspond 1 ton - makes 65ò. The total mass of the bottom level together with horizontal bearing parts makes 1289ò.
     The total mass of three levels and horizontal bearing parts makes 3900ò.
     The total area of all spans of a kilometer highway-bridge of two-way traffic, including two crossings, two exits, two entries makes 38800 m ;.
     The total mass of steel blocks and elements of a highway-bridge makes about 4110ò. At the price of one ton of rolled metal $1000 the cost of steel blocks and elements of a highway-bridge will make $4.11mln.
     The mass of blocks of the highway-bridge making load of support-columns is equal 3959ò. 
     All spans of the first and the second levels as well as parking platform (if necessary parking platform can be transformed to level for through passage of passenger cars) of highway-bridges become covered, at least, by five-centimetric layer of road coating – steel-fiber-concrete. The total area of spans of a highway-bridge makes 56800m ;. The volume of a steel-fiber-concrete coating makes 2840m ;, weight – 7100 T, cost - $0.852 million at price of one cubic meter steel-fiber-concrete $300.
     Taking into account the weight of steel-fiber-concrete the mass of a highway-bridge will make 11210 ò and total cost - $4.962 million, and the mass of load on vertical supports will make 11059ò.
     The covering of open steel surfaces about 56800 m; by anticorrosive structure with average cost about $10 for square meter can be estimated in the sum $0.568 million. And waterproofer installation on the same area with the same cost can be estimated in the sum $0.568 million.
     From above the opened spans and a parking platform are covered with a plastic roof from the nonflammable material. Area of roof and lateral plastic walls makes 33000 m;. Its cost at the average price of plastic $10 for 1m ; makes $0.33 mln.
     42 bases for support-columns (1 õ 1 õ 2) meters will demand 84 m ; concrete. It is worth $25 thousand.
     The cost of the specified designs and materials will make in the sum $ 6.450 mln.
     Other items of expenditure on installation of a highway-bridge include delivery of ready blocks; assembly; rent of cranes and other gears, equipment; carrying out preliminary geodetic and other auxiliary works, installation on a flyover 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 2920m ; concrete from plant to a place of installation a highway-bridge will cost $0.096 mln.  At the price of delivery of ton by motor transport on distance about 650 km - $50 delivery of 4110 tons of metal designs will cost about $0.205 mln. In the sum delivery of designs and materials will cost $0.300 million.
     Assembly of 1 km of a highway-bridge together with entries, exits, crossings can be carried out in the presence of the necessary equipment and gears in one-two months by 20 specialists at payment of $100 thousand to them. 
     Rent of gears, including the crane and other equipment for one month will manage in the sum about $100 thousand.
     The internal space of a flyover, entries and exits are supervised by the telecommunication equipment. These are television cameras or video registrars, switchboards, server. In particular, it is enough 50-60 television cameras for this type of a highway-bridge. The total cost of this equipment makes $40-50 thousand.
     Illumination of lanes of a flyover is carried out by LED sources, for example, 35 watts with luminous efficiency 40 lm/W. The resource of these sources makes about 11years. Light sources don't heat up. Cost of one light source makes about $10. For illumination of volumes of a highway-bridge (1 km) there are enough 200-250 lamps. Thus, the cost of lamps makes $2000. 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 on 1km of a flyover can make about $100 000.
     Highway-bridge equipment will take not less than a month at participation about 20 specialists. It will demand payment of not less than $100 thousand to them. 
     It should be noted: expediently to equip with ventilating devices together with discharge devices in city conditions each storey of a highway-bridge for neutralization of toxic components of exhaust gas.
      Concerning total volume leaving the muffler of the car of exhaust gases on the average it is possible to be guided by the following figure – one liter of burned gasoline leads to formation about 16 cubic meters of a mixture of various gases.
     At speed of car 60-70 km/h about 0.04 liters of gasoline are on the average spent for passing of 1 km of the route by the car and 0.6 m ; exhaust gases are allocated. On one lane of a highway-bridge under the most favorable traffic conditions in one hour takes place to 3000 cars which can allocate in highway-bridge volume to 1800 m ; exhaust gases.
On one storey of a highway-bridge of the two-way traffic with length 1 km, including 4 lanes and 2 buffer lanes, four times more exhaust gases - to 7200 m ; - are emitted. Therefore, it is necessary to install on this piece of a highway-bridge a few gas-converters. As the full volume of 1 km of a storey of a highway-bridge for cars taking into account buffer lanes makes 45 000 m ; and in it exhaust gas is being dissipated, it is expedient to install 4 gas-converters the general productivity 45 000 m ; / hour. Harmful components of exhaust gases are being neutralized, their content in air of the specified volume of a highway-bridge are being reduced to norm, and norms of maximum concentration limit - 3mg/m ;.
     Gas converters in the form of gas-discharge catalytic installations for cleanout of 12000 m ;/hour of air with the content in it no more than 1000 mg/m; of organic pollution are known. The cost of the converter makes about $50 thousand. 4 similar converters is required to install on one storey (cost - $200 thousand), 8 - on two storeys (cost - $400 thousand), 12 - on three storeys (cost - $600 thousand).
     Installations work effectively at the content of harmful impurity in 1 m ; of air: no more than 1000 mg.  On each kilometer of one storey of a highway-bridge at the specified intensity of movement can be to 200 cars (to 50 cars on each of 4 lanes) who throw out in 1 m ; exhaust gas about 400 mg of toxic substances. The exhaust gas arriving from cars per hour in volume of 7200 m ;, is dissipated in air volume of 1km storey of flyover (45000 m ;), that is the content of toxic substances in 1 m ; air of flyover  is decreased approximately by 6 times up to 100 mg/m;. And this quantity of harmful substances is 10 times less than limit value of the content of harmful substances (1000 mg/m ;) which are capable to remove cleanout installations of this type from air.
     Twelve installation-converters of exhaust gases cost about $600 thousand.
     As a result, costs of installation of highway-bridge and its equipment on the specific indicator will make $7.850mln.
     Thus the cost of twelve installation-converters makes about 7% from the cost of 1 km of a third-level highway-bridge.
     The cost of square meter of spans of three levels (54000ì;) will make about $145. And one square meter of a lane (width 3 m) in the presence of eight lanes (24000ì ;) will cost $330.
     In particular, installation of a similar three-level eight-lane highway-bridge in Moscow in the radial direction from TTR to MRH (10km) further  in to the suburb of Moscow on 15 km (the general extent of 25 km) will cost about $196mln, and for 16 main radiuses of Moscow and Moscow area - $3.14bln.
     It is possible to add to a flyover in each driving direction additional tracks for elevated electric trains (the elevated metro) and respectively to add  buffer tracks.  It will unload transport system of the city substantially and elevated highways will compete with subway. However specific prime cost of a construction taking into account existence on it additional tracks (4 tracks) for trains and prime cost of each track ($0.650mln) will increase to $10.5mln.
     The mass of a highway-bridge having eight lanes and parking level on the basis of rolled metal makes 11059 tons. This weight is loading of 42 steel support-columns with diameter of each 30cm, cross section 17600
mm;. Thus 110590000 newtons puts pressure upon the total area of columns of cross section 739200mm ;, or one square millimeter is exposed to pressure 150n/mm;. The design has approximately 4-fold   safety margin at   limit of durability of steel 600n/mm;. Up to 400 cars on the average on 2 tons everyone can be at the same time in movement at both levels of a highway-bridge of the specified construction.  660 cars can be on a parking storey.  If to consider their total mass which will make 2120 tons, a construction with additional loading in the form of cars and lump near 13179ò, being exposed to the greatest possible loading, keeps the safety margin close to 3.5.
     It should be noted, it is possible significantly (to 60%) to reduce the mass of a highway-bridge and its prime cost at the expense of  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.
     Let's estimate average annual costs of operation of 1 km of the specified flyover.
     Main articles of expenses: additional equipment and re-equipment; cleaning; servicing, supply of electricity; payment of the necessary personnel.
1. Board-indexes, part of lamps, part of the telecommunication equipment can be annually updated. If to take this annual updating for 10% from the cost of the available equipment of this type ($50000), annual expenses will make $5000.   

 2. Cleaning of a highway-bridge can be carried out once in two weeks or month seasonally by means of gears with sprays of water and brushes from within and outside like washing of electric trains. These operation expenses are negligible.

3. Estimate of expense of the electric power.

3.1. Annual electricity consumption  make about 20 000 kW • hour when seating 160 LED lamps by capacity 35Âò through each 50 meters at levels of a flyover and their inclusion on the average at 10 hours every day for lighting. Payment of this expense of the electric power will make $2000 at the price of the electric power $0.1 for one kW • hour.

3.2. Annual electricity consumption makes about 50 000 kW • hour when seating 160 LED board-indexes by capacity 35Âò at highway-bridge levels in a mode of continuous inclusion. At the price of the electric power $0.1 for one kW • hour the payment of this expense of the electric power will make $5000.

3.3. At permanent functioning of air purifiers with  general productivity of 135 000 m ; / hour with energy consumption near 0.12W/m ; the annual expense of the electric power makes about 142 000 kW • hour. At the price of the electric power $0.1 for one kW • hour the payment of this expense of the electric power will make $14200.

4. Except the above, it is necessary to consider the payment of the personnel serving a flyover. As practically all works will be automated so far as this personnel will consist of several people which majority represents emergency crew. The personnel can serve 15-20 kilometers of a highway-bridge. Therefore the annual maintenance of these experts, about $100 thousand in size, is reduced per 1 km up to $10 thousand.

5.  It is necessary to consider also these or those contingencies.  Their size we will estimate in $3 thousand per year.
     Thus, the general specific operational costs during one year on the average make about $40 000.
    For comparison we will provide official data of specific cost of annual operational costs for ground highways in Russia.
     According to the "Transportnaya Bezopasnost I Tekhnologii 2005 ¹ 2" magazine catalog ("A problem of safety of the Russian highways") 5 million rubles, or about $170 thousand, that is $34 thousand per year is spent annually on rescue and recovery operations of 1 kilometer of the highways. These works are carrying out of time in five years (about 10 thousand kilometers of roads are under repair).  Besides annually for maintenance of roads in proper condition is spent 13.7 billion rubles, or about $1000 for one kilometer on the average. In 7 years this sum increased at least on a third.
     Thus annual specific operational costs on a highway-bridge are quite comparable to expenses on rescue and recovery operations for similar ground highways.

3.4. Comparative analysis.

     As it already was noted above, the main advantages of multilevel highway-bridges (two-level construction with interstorey crossings and buffer lanes) are the raised throughput, ability to pass transport streams without congestion and traffic jams, ability to separate the main stream of cargo and public transport from the main streams of passenger cars. Thereby highway-bridges are capable to provide fast and unceasing conveyance of transport streams.
     The number of lanes on highway-bridges is coordinated with number of lanes of the roads brought to them, and there can't be less number of the last. This promotes smooth course of transport streams on highway-bridges without delays at any time.
     Multilevel highway-bridges on the basis of a framework, being on a construction close to transport metal platforms (for pipelines, on shelves, etc.) and to metal bridges, are same reliable and possessing much more big resource, than usual highways with fragile asphalt or asphalt-concrete covering.
     In the presence of in advance prepared and lightweight blocks from rolled metal in comparison with ferroconcrete designs, assembly and installation of highway-bridges can be carried out within several months, instead of years as it occurs now at construction of ground highways. Expenses in this case for salary and rent of the equipment decrease several times. For example, the costs of production and installation of two-level highway-bridges mainly for the long-distance communications calculated above makes $5mln (costs on a lane - $0.6mln) at the throughput up to 16 thousand cars per hour, or 384 thousand cars per day (eight lanes) whereas known figures across Russia the following: costs of building of a six-lane ground highway make above $10mln (in the USA the lane costs about $2mln). And the throughput of ground highways is lower, and traffic jams on them in case of an overload by cars arise regularly.
     At installation of multilevel highway-bridges on the basis of rolled metal the 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 tube-piles which hammer into soil previously or tube-supports hammer into soil  directly at rather lightweight constructions.
     It is most favorable to make the metalwork for highway-bridges in Russia, Ukraine and China. The corresponding industries in these countries are well developed and the labor costs are rather low.
     Installation of highway-bridges is essential increase in commodity turnover, drop of losses from traffic jams, accidents, tens of billions dollars of profits.
     Factories standing idle nowadays are being loaded the corresponding orders, territories rather quickly become covered by a network of effective reliable highways, commodity turnover increases and the national economy grows. It is especially important during era of coming crisis.
     Let's note as well that crisis expansion in near time will lead to essential decline in demand for steel and cement and respectively to decreasing of production of these products and losses of producers. It is impossible to prevent system crisis, but to soften its development in the specified segment or even to leave production of steel and cement, at least, at former level it is quite possible at introduction of the new innovative tool, allowing to unfold annual consumption of steel and cement in the new segment on hundreds billions dollars a year.
     As this innovative tool this design can serve.
     Let's give necessary specific indicators by the 4th options of a highway-bridge.

1. Combined transportation highway-bridge 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. 
     The mass of steel makes 6000 T. The mass of cement – 6000 T. Expenses make $10.0 million.

2. Two-level highway-bridge – 1 km - on the basis of a steel framework (long-distance option).
    The mass of steel makes 2600 T. The mass of cement – 4500 T. Expenses make $5.0 million.

3. Two-level steel overpass (0.5 km).
    The mass of steel makes 1700 tons. The mass of cement makes 2900 tons. Expenses – $3.0 million.

4. Three-level highway-bridge for passenger cars including the top parking level (city option).
     The mass of steel makes 4100 ton. The mass of cement makes 7100 ton. Expenses – $7-8 million.

     Let's estimate requirement in steel and cement for combined transportation highway-bridge. It is known that construction by China on "A silk way" the ground transport corridor was begun. Basis of corridor is the railroad. It is known also that Russia planned construction of the back-up of the Trans-Siberian Railway, and Brazil dreams to connect by transport corridor of the coast of two oceans.
     Besides, between Russia and the USA still in the nineties of the last century negotiations concerning construction of a transport corridor near the Bering Strait with its conducting from Alaska in the USA through Canada and to Europe through Russia were held. Extent of these transport corridors in aggregate will make about 40 thousand kilometers. At installation in these directions of compact combined elevated highways is required about 240 million tons of steel and as much cement tons. At construction of these corridors within 4 years the annual need for steel and cement for them will make about 60 million tons that and another respectively.
     As the highway-bridge (long-distance option) is several times cheaper similar on number of lanes of ground highways and movement of transport streams on a highway-bridge is unceasing (without traffic jams) so far as it is expedient to connect on the most intense directions of the cities and regions in Russia, China, Japan, the USA by means of an elevated highways on a steel framework. If within 4 years about 20 thousand kilometers of steel elevated highways will be installed in these directions then  the annual need for steel will make 13 million tons, and cement – 22.5 million tons.
     Overpasses are absent in the majority of the countries of the world still on many intense railway directions. While ground transitions with barriers work there. It leads to numerous annual victims. In the same place, where overpasses are installed, they at intense movement of cars, as a rule, create hours-long traffic jams.      If in four years on the intense directions to mount about ten thousand two-level overpasses on steel framework passing without traffic jams on the top storey passenger cars, and on the first storey mainly trucks and buses, intensity of movement will increase, and the number of victims on railroad crossings will significantly decrease. If within 4 years 10000 two-level overpasses are built, the need for steel for them will annually make not less than 4 million tons, and in cement - not less than 7 million tons.
     We have estimated the losses from congestion and traffic jams on a number of countries around the world and found that every year the losses are $384 billion only on the largest cities of the world (404 cities in Brazil, Canada, Germany, China, South Korea, Mexico, Netherlands, Russia, USA, Ukraine, Japan). Total losses of the largest cities of these countries amount to $635 billion dollars, considering the losses from accidents and air pollution.
     In order to compare of losses on three specified components in the largest cities of 11 countries of the world, to summarize of these losses and to estimate of payback of installation of new road constructions we shall tabulate published and settlement data.



     The table shows, 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 are significant. It is clear also that the solution of problems is in increase of throughput of highways according to growth of number of cars and opportunity creation non-stop traffic (without emergence of traffic jams).
     If to be guided by the extent of city three-level highway-bridge specified in the table  (48070 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.
     Thus, if within the next 4 years to begin installation of all four types of elevated highways on steel framework by the specified image, 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 substantially compensated.

                List of references

1. Patent 105628 RU, E02C 1/04. Overpass for vehicular traffic at different levels. Yu.F.Makarov.
2. Patent 73716 Ukraine, E02C 1/04. Overpass for vehicular traffic at different levels. Yu.F.Makarov.
3. Patent 2447222 RU, E02C 1/04. Elevated highway for movement and placement  of vehicles at different levels. Yu.F.Makarov.
4. Patent 2422908 RU,  G08G 1/01. Mode of regulation of transport streams on highways. Yu.F.Makarov.
5. Patent 2476633 RU, E02C 1/04. Elevated highway for movement of vehicles and transfer of transported environments. Yu.M.Nizovtsev, A.V.Antsygin.
6. Patent 2380474 RU, E02C 1/04. Mode of forward moving of the vehicle and the device for its implementation. Yu.F.Makarov.
7. Application ÐÑÒ WO0194702 (A1). Haeng Lee Soo [KR]. 13.12.2001.
8. Patent 108046 RU, E02C 1/04. Network of highways for large cities and their suburbs.  Yu.M.Nizovtsev,  A.V.Antsygin.
9. Patent 3176909  Japan , E02C 1/04.  Network of highway for large cities and their suburbs.  Yu.M.Nizovtsev,  A.V.Antsygin.
10. Nizovtsev A.Yu.,  Nizovtsev Yu.M. Two-level unloading overpass (without traffic jams). Options of a design and their economic estimate. Bulletin of transport information. M, No. 12. 2012 No. No. 1, 2. 2013.


4. Development of technical solutions for implementing the principle of non-stop traffic on operating highways (without congestion and traffic jams).
Makarov Y.F., Nizovtsev Y.M.
Moscow. 2011-12.

                Abstract       

The current approach to the regulation of traffic when traveling at high density cannot solve the problem of formation of congestion and traffic jams in major cities around the world. Identification of weaknesses of this approach made possible to develop a new technique on the basis of the well-known method of controlling traffic «ramp metering». It enables to eliminate the formation of congestion and traffic jams on highways and it improves the throughput of highways in 1.5 - 2 times. Examples of techniques for highways without traffic lights and for highways with traffic lights with the organization on them non-stop high-speed movement of cars are given.
Ground  highways, traffic jams, increased throughput, non-stop traffic.

4.1. Status of affairs on regulation of transport streams at movement with the increased density now.

     Let's consider in brief a state of affairs now on regulation of transport streams in the conditions of overflow of highway, or movement with the increased density.
      Methods of regulation of transport streams applied now on city highways in the conditions of the essential increase of traffic density caused by a considerable gain of number of cars, ceased to be effective. The example of it is everyday hours-long congestion and traffic jams in all large cities of the world. Methods of fight with traffic jams applied now are quite various.
     For example, the French company Renault offers the option of a solution of the problem of city traffic jams and deficiency of parking spaces. The idea of designers is simple: a vehicle has to be three-wheeled. Such is the concept of a motor scooter of Renault Ublo. For the European cities where speed is limited 50 km/h, Ublo quite suffices the four-cycle two-cylinder engine of 124 cubic cm. And the compact sizes of a motor scooter (length - 2.03 m, width - 0.77 m) turn a parking problem into extremely easy problem. Designers took care of the driver and the passenger, having covered them from a rain and a wind a transparent roof. However it is warmly and drily there only at a temperature +25° Celsius. Some luggage compartments with general volume of 120 liters are placed under wheel and seat as well as in the motor scooter rear. Safety of the driver is ensured by the frontal airbag.
     The similar option of solution of the problem of traffic jams was offered by English scientists from university in the city of Bath. The new car is called as Clever (in abbreviated form from Compact Low Emission Vehicle for Urban Transport - Compact means of city transport with low level of an exhaust).  At creation of this essentially new type of the car developers tried to combine safety of traditional cars with maneuverability of motorcycles. Clever gathers speed to 80 km/h. The car consists of the metal case approximately the same height, as ordinary cars. The place for the passenger is behind chair of the driver. As developers certify its engine works more silently, this car makes less exhausts, than the ordinary car as it works at the compressed gas.
     The hydrodynamic analogy – Laytkhilla-Uizem's model is used in the theory considering movement of transport streams, till this moment. They wrote in the classical work (Lighthill M.J. Whitham G.B. Proc. R. Soc. A 229, 317 (1955)): "… The main hypothesis of the theory consists that in any point of the road an expense (cars per hour) are density function (cars on mile) …". "Byurgersa's equation was received on the basis of it and still a number of assumptions and the subsequent generalization. This equation can be considered as Navier-Stokes's scalar one-dimensional equation for incompressible liquid with single density", Semenov V. V. notes [1]. One of representatives of domestic science about transport streams Afanasyev M. B. also writes: "… movement of a dense transport stream down the street or the road reminds water movement in the channel … the channel of a certain section can pass quite certain amount of water in unit of time. If we want to pass a bigger amount of water via the channel, we have to increase its cross section. Something similar happens and to the transport stream moving on the channel - the street or the road. The carriageway of a certain width can pass quite certain number of cars and if we want to increase its throughput, we have to broaden the road … This analogy gave to experts the grounds to apply laws of movement of liquid to studying of regularities of transport streams. Such model, however, with certain restrictions allows to conduct important researches and to solve a number of practical questions on movement regulation. ". [2].
     However comparison of the results received on this model, with real characteristics of a transport stream showed that this mathematical formula doesn't correspond to anything in real life. The model "liquid on the road" (Laytkhilla-Uizem's model) has borders to certain speeds and density. Then "a phase transition" happens, and this model ceases to work. It is necessary to enter two more models – a free stream and moving traffic jams. There is a question: "What parameters define these phase transitions?" For example, for the concept "aggregate state of substance" defining parameter is temperature. For hydrodynamic transitions – stream speed, etc. For transport streams this question remains open [1].
     Scientists of the National research center of Los Alamos (Los Alamos National Lab. – LANL) allocate the following patterns of a transport stream:
     Stage 1. While the road isn't loaded, motorists move at a speed convenient to them, freely passing to the adjacent lanes.  At this stage cars are comparable to a stream of the particles having big freedom in the conveyance.
     Stage 2. As soon as the road becomes overfilled, motorists suddenly lose the most part of freedom of conveyance and are compelled to move already as part of a general transport stream, coordinating with it the speed. Thus they any more have no opportunity freely to change a lane. This stage, similar to water flow, is called as a "synchronized" stream.
     Stage 3. At very large number of cars in a stream movement gains faltering character (the so-called stop-and-go mode). At this stage the transport stream can be assimilated to a stream of freezing water, cars become on any period as though "pasted" to one place of the road.
     Thus, in the theory of transport streams the last is considered as a liquid or gas stream. Therefore the concept of "phase transition" in a transport stream is entered by analogy to phase transitions in liquids – transformation of steam into water or water into ice.
     Semenov V. V. explains: "The explanation of the moment and dynamics of change of a phase in a transport stream, by analogy to that as it occurs in the nature, today while isn't present. Differently, phase transitions are high-quality spasmodic changes in speed and density of transport units in a stream. These changes arise locally and extend along stream as wavy. As a result the stream turns into "jelly". Such condition can keep long enough, hour or two.  Such condition arises more often at entries or exits on highways. These phenomena aren't described by any of existing mathematical models but only it is reproduced realistic on imitating models of cellular automatics. Therefore the gear of phase transitions if they exist in reality, and no simply are beautiful classification, still it isn't clear [1].

4.2. New approach to a solution of the problem of congestion and traffic jams.

    Thus, methods of regulation of transport streams are guided by establishment of a certain order within road situations developing on highways for the purpose of improvement of these situations. And this order is based on hydrodynamic model of a transport stream which as it was noted above, isn't adequate for all road situations and, in particular, doesn't work when a transport stream is being compacted. As the result, enduring traffic jams on highways of cities.
     Within the approach offered by us the solution of the problem of traffic jams is considered in another plane – in the preservation plane, more precisely, formation and preservation of the mode of the transport stream corresponding to the stage 1 stated above, that is the stage of the free stream. A certain type of regulation of transport streams can create such transport situation at which compacting of a transport stream and formation of traffic jams owing to this compacting doesn't arise. That is a blockage of transition of the stage 1 in the stage 2 and 3 is offered. In other words, it is offered to form and keep a traffic mode on a highway at which motorists move at a speed convenient for transition to the adjacent lanes, or all the time to keep such density of a transport stream at which cars are distributed at movement enough far apart and are provided with space for maneuver.
     Certainly, there are also other reasons for formation of traffic jams, for example, accident as a result of which narrowing of highway is formed that also leads to formation of a traffic jam. Nevertheless, and this problem is quite solved within the offered new technique of regulation of transport streams  as introduction of a reserve-technical (buffer) lane only for entrance or  departure of cars allows to use it and for bypass of places of accidents in many cases because  accidents  block all lanes of the route enough seldom.
     Let's return, however, to offered concrete methods of regulation of transport streams by means of which such transport situation is formed at which compacting of a transport stream and formation of traffic jams owing to this compacting doesn't arise.
     It is possible to form and hold a favorable mode of movement on a highway, or the stage of 1 - free stream - at a certain additional work on the basis of already long ago known technique «ramp metering» [3] according to which at excessive compacting of movement on a separate site of the road restriction of entrance on this site of cars is made by these or those modes.
     The version of this technique offered by us is reduced to the following. On all entries on a highway the traffic lights steered by controllers on the program which allows entrance only at an average speed of a transport stream, for example, in the range 60-100 km/h. Data on the speed of a transport stream constantly arrive on the controller, for example, from the radars installed here. The controller gives command on inclusion of forbidding entrance on a highway of signal of traffic light at once at an exit of speed of a transport stream out of the bottom limit. The signal of a traffic light is switched on allowing only at set by a transport stream of the speed close to the top limit, for example, of 90 km/h (depending on arrangement of a route and time  these intervals can be various, for example, 30 – 70 km/h, 40 – 100 km/h). Thus   a transport stream doesn't get to the stages 2 (synchronized stream) and 3 (stop-and-go mode) stated above. As the results emergence of traffic jams depending on compacting of a stream and the corresponding falling of its speed doesn't occur.
     The offered approach at the same time allows to reach at the expense of the chosen interval of speeds as it will be shown below, the greatest possible throughput in these conditions on each lane together with opportunity for each car to change lanes that in city conditions is need because of frequent entries on a highway and frequent exits from it.
       In addition to it adjacent to entries or exits of a highway the lane is reserved as buffer: it is used only for entrance and departure of vehicles as well as for bypass of places of accidents or repair. This solution allows to reduce, at least, probability of formation of traffic jams because of accidents to the minimum limit as well as to avoid traffic jams on a highway at places of departure of cars from it as cars before departure  from a highway move in advance on this buffer lane and don't create hindrances to other cars on operating lanes.
     Let's give excerpt from M.B Afanasyev's article "Transport stream" to show obvious inadequacy of traditional hydrodynamic approach for the condensed movement of transport streams as it was noted by Semenov B.B. [1].
     "… Let's note that according to the traditional theory of transport streams focused on hydrodynamic model, a transport stream can be characterized by three critical parameters: intensity  N, average speed  V and density  D. These parameters are connected by the main equation of a transport stream: N = DV.
     Graphically this equation represents the main diagram of the transport stream. General view of diagram is shown in drawing below.
     It is possible to define characteristics of a transport stream using the equation and the diagram. So, average speed is expressed through a tangent of angle of an inclination of the straight line connecting the beginning of coordinates to a point. Coordinates of this point characterize a certain intensity and density (N/D). Greatest possible under existing conditions intensity of movement as it follows from the chart, is reached at a certain density of a transport stream (point A on the chart) and is called as throughput of lane or road. It is characteristic that at density of a stream, bigger, than in point A intensity of movement decreases. It is explained by that at big traffic density, often there are traffic jams, speed decreases and it leads to reduction of number of the cars passing in unit of time through any section or a site of the road. From the main diagram and the equation of a transport stream follows very important the conclusion for movement regulation: when there is a requirement to pass the greatest possible number of cars on the road, it is necessary to establish by means of signs  a certain mode of speed which provides the greatest intensity" [2].
 

     V. V. Semenov and a number of the experts of the USA stated above showed that the hydrodynamic model is inapplicable for movement of transport streams of high density, therefore, in our opinion, used general concepts, definitions and the equations given above, can't adequately describe and explain all situations in transport streams.
     In this regard it was necessary to enter, in our opinion, more adequate model of movement of a transport stream which we will give below.
     Let's consider process of formation of transport streams on highways without traffic lights (without adjustable intersections) [4].
     The driver, moving with a certain speed on a lane, observes a safety distance (lsd). Its extent depends from the speed of movement and is defined from the following ratio:
                lsd = ;d • v + v ;/50,

where ;d  – delay time, that is time of reaction of the driver for change of a surrounding situation; v – car speed.
     If the surrounding situation for the driver is stable and doesn't disturb him, then, how shows experiment, ;d make about 0.5 sec on the average. This is characteristic at stable movement of cars on the lanes chosen by it considerable time, for example, on long-distance highways with a speed  to 100 km/h.
     At speed drop out of the limit in 30km/hour, for example, at increase of density of a transport stream, cars approach, there is some kind of narrowness which increases with speed reduction. The road situation is becoming more difficult and time of a delay increases. Experience shows that in this case ;d increases to 1 sec.
     At high speeds of movement, beginning from 90-100 km/h, tension of the driver also increases as danger increases, and ;d again increases to 1 sec.
     However time of a delay of 0.5 seconds remains at car speeds from 30km/hour to 90-100 km/h only at stable movement of cars, when is absent  "mixing" of stream, that is without frequent changes by cars of lanes. And this "mixing", as a rule, happens in city conditions in the presence of regularly located frequent entries on a highway and frequent exits from it. Characteristic example of it is "The third transport ring" (TTR) of Moscow. In this case the situation for the driver is difficult and time of a delay makes about 1 second.
     Time of reaction of the driver ;d, of course, depends on experience and qualification of the driver, but on the average it is such.
     The indicator v;/50 takes into consideration dispersion of braking systems of cars.
     The braking distance of the car is determined by formula: sb = v ;/2a, where a – negative speedup in m/s ;. On technical requirements for modern vehicles a have to be not less than 5 m/s ;. The admissible dispersion has an order about 10%. Let's take as an example the worst option – the car in front is adjusted when braking on a = 5.5 m/s ;, and the car following it is adjusted on a = 4.5 m/s ;. Then, if one car going with the speed 25 m/s, passes when braking v;/2a = 625/9, another car will pass way v;/2a = 625/11. The difference of these two segments will be as follows:
;s = v ;/9 - v ;/11= (11v ; - 9 v;)/99 = 2v ;/99 ~ v;/50 (m).
Or ;s = v ;/2a1 - v ;/2a2 = v ; (à2 - à1) / 2à1 ; à2.
 At à1 =  4.5m/sec ; and à2 =  5.5m/sec;
 ;s = v ; (5.5 – 4.5)/2 • 24.75 = v ;/49.5 ; v;/50 (m).
     For example, at v = 25m/sec (90km/hour) and ;d = 0.5 sec the safety distance  lsd = 0.5•25 + 25 ;/50 = 12.5 + 12.5 = 25m, and at ;d = 1 sec
 lsd  = 37.5m.
     Let's enter concept of dynamic length of vehicle lä. Dynamic length is the sum of average physical length of the car ls and a safety distance lsd:

                ldl = ls + lsd

     On the average the physical length of the car ls makes 5 meters. Thus, the dynamic length ldl is a site of a road cloth which occupies the car taking into account a safety distance lsd.
     The relation of speed of movement of the car to the dynamic length (v/ldl) is the maximum throughput N of a lane.
     For example, five cars move one after another at the speed 90km/hour (25m/sec), delay time ;d makes 1 sec. They occupy 212.5 meters of a lane (5cars õ 42.5 m). At specified speed the distance in 212.5 meters will be passed in 8.5 seconds, that is in 8.5 seconds will pass all five cars.
     Thus, each car passes ldl (42.5m) for 1.82 sec. In one second the car will pass 23.3 meters, or in round figures 5/9 ldl.
     In one hour the throughput   N of a lane at this speed and delay time for the driver ;d = 1 sec will make:  5/9 x 3600sec = 2000 cars per hour.
     At drop of speed the dynamic length and throughput of lane will change. For example, if cars move with the speed of 7.2 km/h (2 m/s) a safety distance lsd makes about 2.1 meters, that is at delay time ;d = 1 sec the distance between cars makes slightly more than 2 meters, the dynamic length ldl – about 7 meters, and throughput N = 2/7 ~ 0.3 cars / sec, or it was being reduced approximately twice – with 5/9 cars / sec to 3/10 cars / sec.
     The calculation of throughput stated above at the speed of 90 km/h is given for traffic conditions on city highways where exits of cars with highways or entries on it from numerous city streets are made almost continuously that assumes almost continuous maneuvering of cars for change of lanes by preparation for departure from a highway or after entrance on it and the corresponding tension of the driver. The same is characteristic for city highway-bridges with their frequent entries, exits and crossings between storeys.
     As a result, in these cases and in the range of speeds from 30 km/h to 100km/hour time of reaction of the driver for situation change, or time of a delay makes as well as out of this interval, about 1 second, or time of a delay is raised.
     Let's enter also concept of density of a transport stream d which is equal to the relation of physical length of the car to the dynamic length of the car: d = ls/ldl. This expression reflects extent of filling with lane by cars (as a percentage) taking into account as average physical length of cars, so safety distances between them defined by the speed of movement of the cars  substantially that, in our opinion, is more exact than expression of density of a transport stream through number of cars on unit (kilometer) of length accepted in the theory of transport streams  which explicitly doesn't consider dependence of the distance between cars from the speed of their movement. From expression d = ls/ldl (see the tab. below) comes to light at once degree of a sparseness of an automobile stream at various speeds of movement at fixed time of a delay for the driver. The ratio of the lane occupied physically with cars and intervals between cars is visible also. For example, at a decelerated motion in the case traffic jams car casings borrow to two thirds of each lane (the road is clogged by cars), and at speeds of cars higher than 100 km/h car casings borrow less the tenth part of a road lane.
     For an illustration we will provide the table. The table is shown dependence of dynamic length  ldl,  throughput  N of a lane and density of transport stream d from speed of movement the cars V in the range of speeds from 2 m/s (7.2km/hour) to 45 m/s (162km/hour) for city conditions (at ;d = 1 sec on highways).


       

     It is visible from this table that at speeds of movement of cars in the range from 10 m/s (36km/hour) to 27 m/s (97km/hour) the throughput N has the greatest value in comparison with remained high-speed modes.
It is visible also from this table that the throughput N changes slightly in the specified range – about 5%.
     Graphically dependence of the throughput N on the speed of movement of a transport stream is shown below. From the schedule it is visible that the throughput increases approximately twice - from one thousand cars per hour on one lane and approximately to two thousand cars per hour at increase in speed from 7 km/h to 30 km/h, - and then the throughput grows  slowly  up  to 2200 thousand cars per hour right up to 45 km/h, this size of throughput remains up to the speed 72 km/h, and then there is a slow throughput reduction up to 1800 cars per hour at a speed 162 km/h. Thus, the most favorable mode of movement, from the point of view of use of throughput of lanes, begins with 30 km/h. However if at the speed 30 km/h  2000 cars per hour pass on lane only 30 km, the same 2000 cars at the speed 90 km/h pass already three times bigger distance. Therefore, from the point of view of profitability and speed of conveyance it is most favorable to choose more a high-speed mode, but thus, without leaving out of the limit in 100 km/h from the point of view of traffic safety.
      


    This table and the schedule, in our opinion, reflect more adequately dynamics of traffic on its critical parameters, than, for example, the main diagram of a transport stream (it is shown above), used in the theory of a transport stream based on hydrodynamic model [2].
     The approach stated above on creation and maintenance of unceasing movement can be applied both to multilevel highway-bridges, and to the ground highways which don't have intersections (without traffic lights), like "The third transport ring" (TTR) in Moscow.
     At certain changes the same approach can be applied and to highways with intersections, or with traffic lights [5].
     The essence of these changes consists that unceasing movement is established in the form of a stream of cars with gaps. In other words, when separate columns (pools) of cars are formed, then gaps, or intervals between columns find oneself at movement of columns on forbidding (red) signal of a traffic light, and columns – on allowing (green) signal of a traffic light. That is at traffic lights working in antiphase at the neighboring intersections through each intersection during action of an allowing signal there passes a column of cars, and after change of a signal on opposite in the formed rupture of columns pass cars of the cross directions. Such approach allows to be led in the same way columns of cars of an opposite direction on highways with two-way traffic. And feature of this approach is that at the fixed interval of action of a signal of all traffic lights, for example, 40 seconds, traffic control transfers as though from a traffic light to drivers of the front part of each automobile column who brake if see that the column goes too quickly and it can appear at the intersection before change of red signal on green or, on the contrary, drivers add to gas if the speed of a column is insufficient to use all the time of work of allowing signal. As for refill of the columns decreasing by number of cars in process of their departure on lateral streets, the admission from the cross directions on a highway of cars is carried out on a signal recalculating cars in a column of detectors which are transferred by the controller to an entrance traffic light if the decrease of cars makes, for example, 20% from the number of cars which was available originally of cars in a column.  And the admission of cars on a highway is stopped as soon as the former number of cars in a column will be restored.

4.3. Estimate of risks of the project.

     Let's consider possible objections on working capacity and efficiency of the offered technique of regulation of transport streams from the point of view of an estimate of risks of the project.
1) Introduction of unceasing movement on highways without traffic lights (traffic jams and congestion don't arise) TTR and MRH type in Moscow worsens conditions of journey on an adjacent street road network, including, breaks of work of public passenger transport.
     At first on a concrete example of such highway without traffic lights as "The third transport ring" (TTR) we will show possible results of use of a technique of regulation of transport streams offered by us on the basis of "ramp metering" concerning throughput and concerning the organization of unceasing movement (without emergence of traffic jams and congestion).
     Usually at the complicated movement on TTR, for example, in rush hours, on it the cars driving on TTR approximately from 30 entrances on one party of TTR start accumulating. Density of transport streams start to grow, the speed of movement also falls. In particular, when falling speed to 7 km/h with emergence between cars of distance  in 2 meters and with  average length of the car  5 meters on three lanes of one party of TTR at its extent  36 km are accumulated (36000m x 3lanes): (5+2) m = 15400 cars. If to take a case that each car before departure from TTR has to pass on it a half (18 km) at speed 7 km/h then for car journey in these conditions is spent: 18km: 7km/hour ; 2.6 hours. Thus, during 2.6 hours on 1/2 TTR will be able to move 15400cars x 1/2 ; 7700 cars, that is for one hour on one lane will be able to pass (7700cars : 3lanes): 2.6hour ; 1000 cars.
     At regulation of movement on the offered technique on three through lanes of TTR (extent of TTR makes 36 km) with the same average length of the car (5m) and distance between cars of 30 - 40 meters (speed of movement 60 – 90 km/h) on the average are approximately (36000m x 3): 35m ; 3000 cars, or it are less, than in already considered case, by 5 times: 15400cars : 3000cars ; 5 (number of cars under existing conditions – admittance of cars into TTR from all entrances by portions - fluctuates approximately from 3300 to 2400). It is spent for the pass of a half of TTR (18 km) at an average speed of 75 km/h:  18km : 75km/hour ; 0.24 hours, or about 14 minutes. Thus, during 0.24 hours on 1/2 TTR will be able to move 3000cars x 1/2 ; 1500 cars, that is for one hour on one lane will be able to pass ((1500cars : 3lanes) : 0.24) ; 2025 cars.
     These data indicate the major for introduction of the offered technique the fact: time demanded on journey of identical distance at established free movement on a highway without traffic lights, for example, at the expense of restriction of entrance at withdrawal out of limits of the established speed interval, is 11 times less time spent for journey of the same way at uncontrollable entrance of cars in rush hours on the highway. Therefore it will be possible even in rush hours on highways with unceasing mode of high-speed movement significantly to reduce time in a way.
     As for highway throughput, the provided data show obvious dependence of throughput on the speed of movement of a transport stream: throughput increases with speed growth in this case more than twice.
     Let's look as far as these skilled data coincide with the calculated indicators received for similar cases from ratios entered by us.
     According to the offered approach to an estimate of formation of transport streams the throughput N of one lane is calculated on formula:

                N = v/ldl,

 where ldl is the dynamic length of the car.
     It is determined by formula:

                ldl = ls + lsd,

where ls is the physical length of the car and it on the average makes 5 meters, and lsd is a safety distance from a front bumper to a rear bumper of the adjacent cars in a stream.

     It is determined by formula:  lsd = ;d • v + v ;/50,

where ;d – delay time, that is time of reaction of the driver for change of a surrounding situation; v – car speed.

     Let's review the first example: at uncontrollable entrance of cars on TTR occurs gradual highway saturation by cars and the speed of a stream of cars falls to 7 km/h (congestion), or 2 m/s, and delay time for drivers makes in the conditions of the complicated movement about 1 sec. In this case throughput can be calculated as follows:

N = v/ (ls + lsd) = v / (ls + ;d • v + v ;/50) = 2 / (5 + 1 • 2 + 4/50) = 2 / (7 + 0.08) = 0.29 (cars / sec) ; 1164 (cars per hour).

     In this example with use of the offered technique the average speed of cars on TTR makes 75 km/h, or 21 m/s, and delay time for drivers in the conditions of frequent maneuvering, so cars almost constantly drive on the highway and move down from it, makes as well as in the first example, about 1 sec, throughput is calculated as follows:

N = v/ (ls + lsd) = v / (ls + ;d • v + v ;/50) = 21 / (5 + 1.0 • 21 + 441/50) = 21/34.8 ; 0.6 (cars / sec) = 2160 (cars in hour).

     It as a whole coincides with skilled data according to which lane throughput  increases approximately twice – from 1000 cars per hour to 2000 cars per hour.
     The given example shows that the average daily throughput of each operating lane on condition of preservation for cars of space for maneuvering remains near value 2000 cars per hour, and time of pass of half of TTR (18 km) also makes at any time of day about 14 minutes. That is, if within a day on TTR average speed makes 75 km/h (rather rarefied movement), congestion and traffic jams, which reason is falling of speed of a transport stream, won't arise.
     However traffic jams can result from accident on the route. Therefore we offer for a bypass or streamlining of places of accidents to enter and use reserve-technical, or buffer (extreme on the right in the direction of travel) lanes as well as lanes being remained free during accident or repair. It allows at preservation of mode "ramp metering"   (a regular suspension of entrance of cars on the highway, or controlled entrance on a highway) to retain movement by the unceasing.
     The reserve-technical lane, on which the through passage is forbidden, is used also as the buffer at entrance and departure of cars, or only for smooth moving on extreme lane from a place of entrance or to drive up to a departure place from a highway. It allows not to be accumulated to cars on lanes at exits and, thereby, not to block lanes of high-speed movement.
     Besides buffer lanes can be used to drive up to specialized transport to places of accidents or repair as well as in case of need as lanes for rather rare movement of public transport.    
     Multiple cutting-down of time of journey of cars on a highway without traffic lights - the TTR type - promotes unloading of an adjacent street road network from cars thanks to their accelerated transfer to destinations through this highway with non-stop traffic and high throughput and, thus, doesn't worsen, and improves journey conditions on this network, and at the expense of the offered organization of movement the part of lanes of a highway can be used both for its needs, and for rather seldom passing public transport.
     For a multilevel highway-bridge as well as for any ground highway, in the period of a choice of a place of its installation (construction) and preparation of project documentation the necessary stage is coordination of inflow of cars from lateral entrances, including prospects of this inflow and a projected throughput of a highway-bridge and outflow of cars with   throughput of routes departing from a highway-bridge. And, if the error by calculation of inflow can be corrected, having built on a bridge or having cut off excess storeys, the mistake by calculation of outflow can be fraught with complications, up to a blockage of too rare places of departure and search by cars of empty exits. Therefore, for example, in case of approximately equal inflow and outflow of cars the number of entries on a highway-bridge and number of exits from a highway-bridge has to be identical, and the throughput of a highway-bridge has to be slightly higher than the greatest possible inflow of cars. That is it is necessary to provide necessary increase on a site of number of exits and if it isn't enough of them, then to design the corresponding offtakes from a highway-bridge on adjacent streets. However and thus, in general, equilibrium situation there can be considerable deviations from average values of inflow, accumulation of cars on storeys of a highway-bridge and outflow of cars, for example, on entrances in the morning peak. It is necessary for this purpose at design on the corresponding sites to provide additional entrances on a highway-bridge directly on its top storeys with leading to them of the corresponding offtakes from adjacent streets and roads. As for possible overflow of a highway-bridge by cars above the set limit, for its prevention as preservation of high-speed unceasing movement depends on it, it is necessary on each entry on a highway-bridge to install automatic system which, for example, by means of a radar, that is on speed or by means of recalculating sensors, that is by number of passable cars, made registration of parameters of a transport stream and at their deviation out of the bottom limit short-term  stopped the entrance of cars on a highway-bridge, transmitting through the controller command for inclusion of a forbidding signal of the entrance traffic light operating before restoration of average values of parameters of a transport stream.
     Similar actions have to be made in order to avoid congestion and traffic jams and for preservation of high-speed unceasing movement on ground highways without traffic lights. Let's show on the example of TTR what it has characteristics on entrance on it of cars, its throughput at preservation of a high-speed mode of movement and on outflow of cars from it. .On TTR along each through lane, and them there three on both parties (on separate sites of TTR the number of lanes reaches five), can pass per hour as we showed above, about 2000 cars in the range of the speeds of 60-90 km/h, that is 6000 cars per hour on three lanes of through movement. In the presence of about 30 entrances on TTR from one its party and 30 exits from it during one hour on this party can on the average drive in 6000: 30 = 200 cars and to move down 200 cars, or about 3 cars per minute. Therefore the simplest way of preservation of this favorable high-speed mode is a continuous recalculation of cars on entries with an admission to TTR no more than three cars per minute. If cars starts driving more, entrance is limited at once and cars are stopped, for example, on specially prepared platforms – land if there is a place for them, or elevated (underground), in the absence of that.
     Another technique of entrance on TTR for preservation of a high-speed mode is based on use of radars, That is when falling average speed of a transport stream up to the set limit in 60 km/h the controller gives command on inclusion of a forbidding signal to entrance traffic light before restoration of average speed of a stream, for example, up to value – 80 km/h, and only after that entrance again resolves. As for departure with TTR then everything is simpler as from a reserve-technical (buffer) lane on exit on the average there are per minute only 3 cars therefore any hindrances for departure for them as well as for movement of the main transport stream it does not create even in case of sudden desire, for example, drivers at once 10 cars to move down through the same exit at the same time. In this case cars, having built one by one on a reserve-technical (buffer) lane, will consistently leave TTR, without obstructing traffic of the main transport stream. In the same case, if they have will be no place to leave – for example, the adjacent street will be in a traffic jam – on a reserve-technical (buffer) lane at this exit the turn will be built until places on this lane will be enough, and then other cars should pass simply further – before the subsequent exits.
     So the current situation with congestion and traffic jams, for example in Moscow, on highways without intersections is quite solved as it is described above.
     It should be noted also that existence free from movement of a reserve-technical (buffer) lane on edges of a highway is especially important in the case deficiencies of exits from a highway, as, for example, on MRH of Moscow. So far as preservation of a high-speed mode is the most important for normal functioning of highways in so far as cars leaving from a stream shouldn't detain him and have to take place for leaving at any time from a stream. This place is the reserve-technical (buffer) lane, capable to contain sufficient number of cars if the throughput of exits, for example, in rush hours doesn't suffice. And it is technically simple to expand in addition buffer lane for the bigger capacity of cars settled on it until departure, at least, to that time while additional exits won't be constructed.
     As for transport streams on highways with traffic lights (with adjustable intersections) like radial highways in Moscow, then on them it is necessary to use the improved by us technique "ramp metering" described in brief above by means of which unceasing movement could be established enough simple on highways (without emergence of congestion and traffic jams) even in the presence on them traffic lights. And, for example, if in places of traverses of highways by other streets arise insuperable difficulties at movement in the cross direction, the problem can be solved, for example, having thrown through a highway lightweight overpasses for a cross traffic.
     Thus it is possible to solve a problem of connectedness of a street road network and cars of one district of the city aren't cut from another area by a highway with unceasing movement that is in detail described below as well as in source [4].
     Besides, the problem of connectedness is solved also by another option of a technique of the organization of unceasing movement, namely: movement of cars on a highway with adjustable intersections without stopping by columns with gaps between them, in details described in source [5].

2) Possibility of unacceptably big waiting time of allowing signal of traffic light at entrance on a highway.
     As by us already it was stated above, it is much more important to establish on all highways the high-speed non-stop traffic allowing for 10-20 minutes to cross considerable part of the city, than all the rest as highways are the main transport arteries of the city. This most practically solves a problem of becoming ripe transport collapse, that is tens and even hundreds thousands cars on highways can move freely around the city without congestion and traffic jams on them, how it occurs now.
     As for "a possible unacceptable big waiting time of allowing signal of traffic light", how already it was shown above, short-term expectation (some minutes before entrance on a highway for each car), practically only in rush hours on specially allocated platforms are more favorable immeasurably than idle time of cars within 2-3 hours in traffic jams on a highway as it occurs every day on MRH, TTR and other city highways of Moscow and on similar highways of other cities.
     Let's note a departure problem from a highway which is important from the point of view of preservation on highways of unceasing high-speed movement. For example, on TTR in rush hours traffic jams at a number of exits are formed because exits are on joints of TTR and radial highways which are clogged into rush hours by cars. Certainly, introduction of a reserve-technical (buffer) lane on which, without disturbing the main movement, moving-down cars can be built in turn waiting for departure on a radial highway and not partition off through lanes, in a certain measure solves a problem. However more constructive is establishment of unceasing movement on all highways – and ring and radial – with traffic lights and without traffic lights. In this case in the presence of coordination of transport streams and application of modern outcomes on their joints as well as reserve-technical lanes for entrance and departure problems with moving from one highway on another can't arise.

3) Difficulty of the evolutions necessary for following on a route, because of the created dense transport streams.
     The present technique just allows to avoid formation of dense transport streams. With its help on highways the rarefied transport streams of high-speed, unceasing movement are automatically formed. Therefore cars can freely maneuver in these conditions. It is necessary because in city conditions in the presence of frequent entries on a highway and exits from them cars for entrances or departures should move from one lane to another.  For providing it, the distance between cars has to be big, than at movement without maneuvers as it, for example, occurs on long-distance highways where exits are rare. In other words, maneuvering on lanes distracts the driver, on the average increasing time on adoption of these or those decisions by it (delay time). Therefore theoretically greatest possible throughput of city highways making about 3000 cars per hour for one lane at speeds from 30 to 100 km/h, decreases approximately to 2000 cars per hour for one lane (see calculations above). Nevertheless, this size of throughput is higher than present average throughput on ñity highways without use of traffic lights approximately twice and above present average capacity on highways with use of traffic lights approximately four times, but the main thing not it, but that in lack of congestion and traffic jams high speed on highways allows cars to cross all city within minutes 10-20. For establishment and preservation of the mode of high-speed unceasing movement the number of cars on highways is automatically regulated by the technique described above. As a result the average speed of a transport stream at the specified fluctuations, for example, from 60 km/h to 90 km/h doesn't fall to low values and averages about 75 km/h. And at emergency cases or repair for bypass is used the buffer lane advance allocated on each edge of a highway.

4) Low efficiency of restriction of access on a highway from the point of view of redistribution of transport streams because of low connectivity of the local street road network and impossibility of a choice of an alternative route.
     We already mentioned a popular belief on noticeable influence of some (generally the extremely insignificant on time and being used, as a rule, in rush hours) restrictions of entrance on highways of cars on efficiency of traffic above.
     In city conditions everything occurs just the opposite: if it is possible on highways without congestion and traffic jams (exactly for this purpose highways and are intended) quickly (in 10-20 minutes) to reach to the destination, the driver, as a rule, won't look for alternative routes, and he will prefer to go on a highway even in case for entrance on it is necessary to wait some minutes. Thus, time for it will increase in a way for some minutes, for example, from 15 minutes to 20 minutes whereas it should reach other routes the same place in traffic jams for hours.
     In other words, if to create movement without traffic jams at least on highways, the throughput of a city network will increase at once.
     But it is possible completely to solve a problem of traffic jams on city streets only by means of a network of multilevel highway-bridges for pass of cars as well as road trains or electric trains for the passengers, wishing to move around the city without cars (inexpensive analog of the subway, but over the earth), described above, as the network of highway-bridges as though soaks up in itself cars, exempting sectoral streets from excess transport for free journey. Besides, highway-bridges provide free entrance into the city and departure from it for any number of vehicles.  It isn't necessary   to spend the enormous sums for a housebreaking and construction of additional roads in the city at installation of highway-bridges over operating highways and/or rail tracks, and almost unlimited throughput of a city network of highways will be provided.

5) The high cost of the introduction demanding essential investments into transport infrastructure.

     It is known that within more than 10 years of fight against traffic jams in Moscow hundreds billions dollars are without results spent, and these useless expenditures are supposed to be carried out and further.
     Introduction of the technique of regulation of transport streams "ramp metering" [2] improved by us on highways with traffic lights [5] and without traffic lights [4] in comparison with construction or expansion of roads is cheap: for regulation of process of entrance of cars on a highway are required traffic lights, radars or detectors, boards, controllers. This equipment isn't expensive. Besides, on many entries on a highway traffic lights and the other equipment already is available and it should be retargeted only. As for installation of multilevel highway-bridges over ground highways, the kilometer of a two-level highway with eight operating lanes and parking third level costs $7-8 million, instead of one hundred millions dollars spent by the city budget, in this case Moscow, on one kilometer of city ground highways.
     Only one introduction of the technique of regulation of transport streams "ramp metering" improved by us on highways with traffic lights and without them, increases the throughput of present highways approximately in one and a half time that only on this indicator is equivalent to the corresponding increase in a network of transport highways, and these are hundreds billions dollars. It is possible  to add to it reduction of losses of time in a way, the fuel which is in vain spending in traffic jams, reduction of exhaust gas arriving in air, etc.


4.4. Lightweight overpasses on a steel framework with one-way traffic for crossing of highways without traffic lights. Economic estimate. 
               
     If to mean transformation available in the cities the most part of highways with intersections in a highway without them, that is without use of traffic lights – transformation in a highway with non-stop traffic - it is necessary to install elevated or underground overpasses for vehicles crossing a highway without having forgotten and about pedestrians.
     We offered option of elevated lightweight overpasses out of a steelwork of the simplest design as crossings with one-way traffic through a highway from lateral streets.
     Over a highway the lightweight overpass on a steel framework is thrown. The overpass has one buffer lane, two lanes in one-way and entry from a highway. Cars and pedestrian can cross a highway through it. This option allows to be excluded the left turning movement from a highway not to slow down movement. At the following intersection or crossing the overpass is installed for the moving organization over a highway in the opposite direction. And so on. Thereby, the construction becomes simpler, low-cost. The construction allows to be established on a highway unceasing movement and, at the same time, practically doesn't break cross transit of cars and pedestrians. Depending on an estimated difference of loading of the overpass by cars from a highway and from the street brought to it the number of lanes has to correspond to it. That is one or two lanes can be brought to overpass from the lateral street or the highway (see drawings below).
     Costs of installation of lightweight metal overpass of one-way traffic on the basis of a steel framework make about $600 thousand at its extent in 250 meters. It has weight on metal 257 tons, and on a road coating (from rather thin layer of steel-fiber-concrete) – 362 tons.
     It is expedient to cover overpass from above, at least, with nonflammable plastic, having provided big safety of lanes. It is rather easy to avoid of emergence of icicles and other dangers from snow on a roof, using the following. It is known that at corners of the slopes equal or big
60 °, snow on a roof at all doesn't remain, that is the coefficient, depending on inclination angle of a slope, is equal 0. At 45 ° this coefficient is equal 0.5. Thus, it is possible to deduce the acceptable height of a roof, inclination angle of slopes, a material and system of fastenings for a roof on condition of the size of loading known from tables on 1ì ; roof in order to not to clean at all snow from overpass roof (see, e.g., site ostroykevse.ru ›Snow loading). If for one reason or another falling even the small mass of snow from a roof of a overpass is inadmissible, as we know, it is possible to mount into slopes of a roof the cramps holding snow and ice , turning them eventually into safe mass (see, e.g., site ard-center.ru› home/publ/TS2011/nomer1_2/pub21/).

   
     Let's give a short economic estimate of overpass of one-way traffic on the basis of steel framework and steel spans with a road coating from steel-fiber-concrete (2 lanes and one buffer lane).
     Spans of overpass over the highway with unceasing movement and length 250 m  in the form of steel sheet-plates of 6 õ 3 õ 0.01 meters are being laid down on steel beams – longitudinal and cross bearing parts, height on cross section 200mm, width – 100mm which are fixed on vertical metal supports–columns  from 2 to 4 meters of height, diameter - 30 cm, wall thickness - 20 mm. Columns settle down at distance 50 meters from each other longitudinal and 10 meters cross. About 2 meters of each column are part of the base.
     The area of spans of overpass makes 2500 m ;, number of steel sheet-plates – 139. As on overpass, except passenger cars, pass buses and heavy-load vehicles so far as strengthening of steel plates is necessary. For this purpose the longitudinal and cross crossbars having different rigidness are welded on the bottom surface of flat steel plate. So the ortotropny plate is formed. Price of the ortotropny plate is slightly higher than a price of a flat steel sheet of rolled metal.
     The mass of spans of overpass by length 250m and width 10 meters at thickness of steel sheet-plates 0.01 m and density of steel  7.8 T/m ; makes:  250m x 10m x 0.01m x 7.8T/m ; = 195 tons.  The area makes 2500 m;.
     The mass of entry by extent 100m from ground level to overpass (width - 4 meters, thickness of steel sheet-plates 0.1 m, density of steel 7.8 T/m;) makes: 100m x 4m x 0.01m x 7.8T/m ; = 31.2ò. The area of entry spans makes 400 m;.
     The total area of spans of overpass and entry makes 2900 m ;.
     Diameter of vertical supports makes 300mm, wall thickness 20mm, cross section – 17600mm ;. Number of vertical columns under overpass – 8, height of each of four columns makes 4 meters, and height of each of other four columns – 2 meters. Two columns hold entry to overpass, height of one column is 4 meter, height another - 2 meters. About two meters of each column are part of the base. Total extent of columns – 50 meters, weight – 6.86 tons.
     Extent of beams - longitudinal bearing parts of spans - makes four rows and in each row 5 fifty-meter longitudinal bearing parts – 1000m, 4 cross ten-meter bearing parts beams have total length 40 m, the total length of beams – 1040m. It is known that 44.7 m of beam of the specified size weigh one ton, hence it follows that the mass of all beams of overpass makes 22 tons. The entry is supported by two cross beams on 4 meters and two longitudinal rows of beams by length 200 meters, the general extent of beams of entry - 208 meters. Total extent of all beams of overpass and entry – 1248 meters, their weight makes 28 tons.
     The total mass of steel blocks and overpass elements taking into account bearing parts and entry makes about 260ò. At the price of one ton of rolled metal in the form of the specified steelwork about $1000 the cost of steel blocks and elements of overpass makes $260 thousand.
     The mass of blocks, loading 8 support-columns of the overpass without entry, is equal 217ò.
     Spans of the overpass become covered, at least, by five-centimetric layer of road coating – steel-fiber-concrete. The area of spans of the overpass makes 2500 m ;. The volume of steel-fiber-concrete coating of spans of the overpass makes 125m ;, weight – 312.5 tons. The area of spans of entry makes 400 m ;. The volume of steel-fiber-concrete coating of spans of entry – 20m ;, weight – 50 tons. The total cost of steel-fiber-concrete coating of spans of the overpass and entry (the cubic meter price of steel-fiber-concrete - $300) makes $43.5 thousand.
     Taking into account weight of steel-fiber-concrete the mass of the overpass will make 620 tons and total cost - $300 thousand, and the mass of load on vertical supports will make 530ò.
     The covering of open steel surfaces about 2900 m; by anticorrosive structure with average cost about $10 on square meter can be estimated at the sum $29 thousand. And waterproofer installation on the same area with the same cost can be estimated at the sum $29 thousand.
     From above the opened spans are covered with a plastic roof from the nonflammable material. Area of roof makes 3000 m;. Its cost at the average price of plastic $10 for 1m ; makes $30 thousand.
     10 bases (1õ1õ2) meters for support-columns will demand 20 m ; concrete. It is worth $6 thousand.
     The cost of the specified designs and materials will make in the sum $395 thousand.
     Other items of expenditure on installation of a highway-bridge include delivery of ready blocks; assembly; rent of cranes and other gears, equipment; carrying out preliminary geodetic and other auxiliary works, installation on overpass 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 145m ; concrete from plant to a place of installation of overpass will cost $4.8 thousand. At the price of delivery of ton by motor transport on distance about 650 km - $50 delivery about 260 tons of metal designs costs about $13 thousand. In the sum delivery of designs and materials will cost $18 thousand.
     Assembly of 1 km of a highway-bridge together with entries, exits, crossings can be carried out in the presence of the necessary equipment and gears in one-two months by 10 experts at payment $50 thousand to them. 
     Rent of gears, including the crane and other equipments for one-two months will manage in the sum about $50 thousand.
     The cost of other auxiliary works it is possible to estimate about $50 thousand.
     As a result, costs of installation of overpass will make $565 thousand.
     Thus, the cost of square meter of spans of overpass (2900m;) will make about $195.
     The mass of overpass having two lanes and one buffer lane on the basis of rolled metal makes 530 tons. This weight is loading 8 steel support-columns with diameter 30cm, cross section 17600mm ; everyone. Thus 5300000 newtons put pressure upon the total area of columns of cross section 140000 mm ;, or one square millimeter is exposed to pressure 38n/mm;. The design has approximately 16-fold   safety margin at   limit of durability of steel 600n/mm;. Up to 20 trucks on the average on 10 tons everyone can be at the same time in movement at both lanes of overpass of the specified construction.  If to consider their total mass which will make 200 tons, the construction with additional loading in the form of trucks and lump near 730ò, being exposed to the greatest possible loading, maintains the safety margin close to 11.
     It should be noted, it is possible significantly (to 60%) to reduce the mass of a highway-bridge 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.

                List of references

1.  Semenov V. V. Paradigm change in the theory of transport streams. IPM of M.V.Keldysh of the Russian Academy of Sciences. M, 2006.
2. Afanasyev M. B. Transport stream. 2009.
 www.drivingplus.ru/driving/dorojnoe-dvijenie / …
3. Stephen Parker «Wisconsin Traffic Operations and Safety Laboratory». 2007. www.topslab.wisc.edu/projects/3-13
4. Patent 2422908  RU,  G08G 1/01. Mode of regulation of transport streams on highways. Yu.F.Makarov.
5. Patent 2422907  RU,  G08G 1/01. Mode of regulation of transport streams on highways crossed by streams of vehicles moving in the cross direction. Yu.F.Makarov.
6.  Kremenets Y.A.  Technical means of the organization of traffic.  M;  Transport, 1990.
7. Klinkovstein G. I. Afanasyev M. B. Traffic organization: the textbook for higher education institutions. M; Transport, 1992.

    
    

5. Comparative analysis of the main variants for non-stop traffic on urban highways.
Nizovtsev Y.M.
Moscow. 2013. 
                Abstract

Five main options for the organization of non-stop traffic in major cities are compared. All of them are characterized by high throughput, lack of traffic jams and congestion, high average speed and relatively low costs. A brief description of each option is offered. Comparing the basic technical and economic performance is conducted.
Highways, non-stop traffic, high throughput, low cost.

5.1. Introduction.

     In the majority of the large cities of the world for some last years the problem of high-speed and unceasing pass of cars arose and was aggravated. Highways and streets of considerable part of days are overloaded with cars. This involves emergence of congestion and hours-long traffic jams.
     All offered methods of fight against traffic jams didn't yield notable result, except restriction of entrance to city boundaries (Stockholm) or astronomical taxes on cars (Singapore). The paradoxical situation arose: the more is under construction roads and outcomes, traffic jams become more.
     We offered a little more or less effective concerning the size of throughput and cost of technical solutions. All of them are characterized not by fight against traffic jams, and these solutions are characterized by  establishment and preservation of a free stream at which cars can freely move one lane to another (to maneuver). Throughput of one lane on highways without traffic lights in this case makes about 2000 cars per hour, on highways with traffic lights – from 1000 to 1500 cars per hour, and the average speed of a stream – 75 km/h whereas in the cities now throughput of one lane on the average on highways with traffic lights makes 500 cars per hour, the average daily speed of cars, for example, in Moscow, makes 24 km/h.
     Lane cost of the highway-bridges also is significantly lower than a cost of a lane of city ground highways.

5.2. The short characteristic of the main options of the organization in the cities of high-speed, unceasing movement.

1. Elevated highways having two levels for movement of cars and the third additional level for a parking of cars.
     The lightweight two-storeyed closed highway-bridge (with the top parking level and installations of neutralization of exhaust gas) on steel framework and with steel spans covered with thin layer of steel-fiber-concrete [1,2,3], intends for passenger cars (90% of all vehicles).
     Its levels are connected among themselves and ground level by external and/or internal interstorey crossings, at the edges of each storey buffer lanes are located. The number of entries and exits is coordinated among themselves, on entries the equipment for implementation in case of need of controlled entrance of cars is installed.
     Eight lanes at both levels of movement provide in the sum throughput  about 16 thousand cars per hour. Speed of conveyance of cars can fluctuate in the range of 60-100 km/h. Downyards and discharge devices, regularly installed at all levels of the closed space of highway-bridge, provide neutralization of an exhaust and do this highway-bridge ecologically safe (pure).
     From 600 to 1000 cars can be parked on 1 km of the top level of a highway-bridge. Cars can drive in on parking level both from any storey of a highway-bridge, and from ground level.
     The specific cost of a lane (1 km) makes $0.9-1.0 million, and costs of 1 km of a highway-bridge - $7.85mln. The cost of square meter of spans of all three levels, including parking (54000m ;), makes $145, and the cost of 1 m ; lanes (eight lanes with width 3 meters everyone, all 24000m ;) - $330. Thus this cost includes the cost of all materials and costs of production of standard blocks, their delivery, a salary taking into account taxes, the cost of a preparatory work, cost of a crane lease and lease of other gears for assembly, the cost of installations for neutralization of exhaust gases, etc. Rather low costs of highway-bridge construction generally are determined by its fast assemblage from standard metal blocks and sections on bolts.
     Besides, from comparison of weight of similar designs from concrete and on the basis of  rolled metal it is visible that  steel highway-bridge is 4 times lighter than concrete flyover in spite of the fact that not less than 50% of weight of steel highway-bridge are the share of a steel-fiber-concrete road coating. At the same time, the cost of designs is approximately identical if to take the cost of steelwork $1000 for ton.
     As for the cost of various steelwork, their specific distribution and respectively cost  is as follows: 80% of black rolled metal  are steel plates of spans (plate - thickness10 mm - costs 24-27 thousand rubles for ton, channel section costs from 25500 rubles to 29000 rubles for ton), 15% - longitudinal and cross beams (28800 rubles for ton), 2% - support-columns in the form of tubes (41000 rubles for ton).
       These data on the price are taken at the concrete Moscow enterprises selling steelwork of specified types (see, e.g. "Steel-about". Moscow, Novovladykinsky Drive, 8, p. 5, ph. 495 661-70-61, site: steel-pro.ru). There are approximately the same prices of this production and at other similar enterprises. So it isn't found excess of cost of a new construction on materials, and the prices of a steel basis of a highway-bridge on the average make slightly less than $1000 for ton, and the rest is the same concrete and other. Besides blocks and construction sections on open sites are protected by an anticorrosion covering, and between a surface of spans from metal and a steel-fiber-concrete road coating the waterproofer is laid.
     Specific indicators (1km) of the highway-bridge are as follows: mass of steel – 4100tons, mass of cement – 7100 tons. 

 
     In drawing above is shown the highway-bridge with external entries, exits, crossings from one storey on another, parking platforms, and in drawing below is shown the configuration of lanes for pass of cars consistently from one level on another (internal moving).
      

2. The simplified option of a two-level highway-bridge (without a parking platforms and clearing installations).

     This option of a platform -bridge al
so has eight lanes on both levels [1, 2, 3], but has no parking platforms and clearing installations. Therefore specific costs (1km) make about $5 million. The cost of 1 km of a lane makes about $0.6 million. The cost of square meter of spans of two levels (36000m;) makes about $140. Rather low costs of highway-bridge construction generally are determined by fast assemblage on bolts of standard metal blocks and sections.    
     To eliminate misunderstanding of ways of achievement of so low expenses, we will note the following. First of all, it is necessary to have the arranged production of standard sections and highway-bridge blocks. Then sections and  blocks have to be delivered in due time to the prepared platform for their assembly generally on bolts  at minimum of welding works by prepared team of experts in the presence of the corresponding equipment and gears. This procedure according to in advance fulfilled scheme takes the small period of time depending on extent of a site, degree of readiness of assembly sites, existence of assembly units, the organizations of their transportation, resources of labor, the equipment, etc. In China, for example, a thirty-storey skyscraper at the beginning of 2013 was assembled for 15 days. Installation of pile framework from steel tubes doesn't take a lot of time on condition of that support-tubes are driven in into in advance defined points according to data of soil investigation and schemes of the laid city communications. Movement of cars at these operations on ground highways doesn't interrupt. Known and long ago  fulfilled procedures of drawing corrosion-resistant coating, waterproofer, steel-fiber-concrete, etc. proceed not for long at the corresponding training of specialists and  materials, as well as installation of lateral walls and a roof from nonflammable plastic. Placing on highway-bridge of equipment and devices, such as entrance traffic lights with radars and controllers, light sources, video recorders, communication lines, boards, sensors for monitoring, fire-prevention and evacuation equipment,  watching centers, possible helipads, various accompanying cables and pipelinets  can't be long if such equipment is prepared and delivered to highway-bridge in time. That is procedure has to be developed to details, preparatory work is complete, leased cranes and other gears are ready to work, experts too are ready, standard blocks have been made and are being brought with the necessary frequency to already built framework. All this is rather simple if it is in advance fulfilled on the experimental sample. After that highway-bridges on already debugged technology and at industrial production of standard blocks are installed quickly in defined places of city and in defined places of suburb on purpose "eradication" of traffic jams.
      As for a problem of finding of the additional areas for entrance and departure on highway-bridge on condition of dense city building, this problem found for a long time the permission in other cities (see, e.g., Tokyo with its most dense building): there entrance and departure sites are hoisted over sidewalks and streets. It is easy to carry out in the presence of offered lightweight and oversized construction in comparison with bulky concrete platforms – without big expenses and efforts: entries and exits can be mounted not on bulky concrete columns, and on steel support-tubes of rather small diameter. Besides, on condition of dense building it is possible to choose from our technical solutions also option of a design of highway-bridge with internal interstorey crossings. Exits and entries in this case can directly be brought to one of ground lanes of a highway, without going beyond a projection of highway-bridge to ground highway.
     Concerning the general throughput of all construction which can have the beginning and the end, that is points of concentration of transport on which in usual conditions the average speed of movement falls, can be told the following.
     In the cities, as a rule, it is necessary to install the through highway-bridges which have the beginning in one suburb and the end in another suburb from the opposite side. They can bend around the downtown not to affect its sight. Therefore the overwhelming part of cars as well as in the presence of enough frequent exits leaves a highway-bridge not in final points which are in the country place and to which reach the few cars. So these final points aren't more points of concentration.
     Further, except through highway-bridges can be installed ring highway-bridges. Ring highway-bridges at all have no points of concentration of transport as they have no ends. As for possible joints of highways, in particular, in South Korea the option of joints for multilevel platforms is offered [4]. But, naturally, can be and other options of joints or there can be usual interchanges.
     And even, if to allow emergence of points of concentration, speed falling on all highway doesn't happen as it is the same case of emergence of congestion.  It is solved by application of our improved technique "ramp metering", that is by application of controlled entrance of cars on bridge with use of through buffer lanes.
     Specific indicators of this type of highway-bridge: the mass of steel – 2600tons, the mass of cement – 4500 tons.
      The highway-bridge can be elevated part loaded considerable part of days of a city highway as well as elevated part of the overloaded long-distance highway. For example, in case of installation over a ground highway of eight-lane highway-bridge, on its first or second level cars from land highway pass on lateral offtake-entry (on this site of a highway in order to avoid braking of the main transport stream before entry the buffer lane is formed). Cars also can drive into the second storey from the first storey along interstorey crossing. From the second storey of a highway-bridge cars, having passed the part of a way, can move down along lateral offtake-exit on ground highway directly or having gone down from the second storey on the first along interstorey crossing, cars can go down from the first storey along exit on ground level. At these moving, in order to avoid congestion, buffer lanes are used. Besides, on adjacent to exit of highway-bridge sites of a ground highway for simplification of departure of cars from highway-bridge on lanes of a ground highway on its edge the buffer lane is formed. 
     The land highway can be provided to movement generally of public and heavy transport.
 
3. Option of a single-level highway-bridge platform.

     If, for example, in the city loading (throughput) on highway in the next years, by calculations, doesn't exceed 10 thousand cars, then  one level of  highway-bridge with four lanes and two buffer lanes enough will be to install over a ground highway. The throughput of this highway-bridge with the organization in specified way of unceasing movement makes for one lane of 2000 cars per hour. Then entries on elevated level and exits from it on ground highway become crossings from land level to elevated  level and the total throughput of elevated and ground highways will be more than 10 000 cars per hour. As for costs of assemblage and installation of a single-level highway-bridge on steel framework, in comparison with two-level highway-bridge they will decrease approximately twice and will make about $2.5 million on one kilometer. Specific prime cost of one lane of highway-bridge remains approximately to the same, as for two-level highway-bridge - $0.6 million. Average speed of movement on elevated highway will make about 75 km/h.   
     Practice of installation of single-level elevated highway along ground highways and over them in Vietnam is known. However there the movement mode on ground and elevated levels remains traditional, behind the only exception: driving direction at both levels is established by the opposite. In other words, for example, if on ground level cars move to the south, on elevated level cars move to the north.
     If it is required to increase throughput of a platform it is not too difficult to mount one more level over available level of a platform, having increased the total throughput of a platform to 16 thousand cars per hour.

4. The organization of unceasing movement on operating ground highways without intersections.

       The technique of the organization of unceasing movement of cars, that is movements without congestion and traffic jams, developed by us for overpasses and elevated highways is quite suitable and for usual ground highways without traffic lights (without intersections) with that restriction that, unlike multilane highway-bridges with interlinked levels, the number of lanes on ground highway is rather insignificant as well as the total throughput of the route less [5]. However, despite it, under the conditions defined by us favorable mode of unceasing movement can be established and on a ground highway.   
      Let's note some signs of this technique. On the basis of known technique of steering of traffic - "ramp metering" (USA), that is implementation of controlled entrance on separate road sites [6] and taking into account a new paradigm in the theory of transport flows of Semenov V. V. [7], we developed the technique allowing in any case to retain density of a transport stream in the set limits not on separate sites, and on all highway extent and not to allow of falling of its speed below the set level.  For this purpose, or for maintenance of continuity and high speed of movement of a transport stream, the following is undertaken. Extreme right lanes are transformed on each party of movement of highway in buffer, or these lanes is used only for entrance on a highway, departure from it as well as for bypass of places of happened accidents or repair. On each entrance on a highway the traffic lights are installed. The traffic lights are steered through the controller by radar on the program which forbids cars to drive in highway in the case falling speed of a stream below, for example, 60 km/h. As the result, the transport stream on the remained lanes turns in free, high-speed, continuous and throughput for each lane makes about 2000 cars per hour.   
     At the same time, it should be noted that for transformation of highway with intersections in highway without them it is necessary to install elevated or underground overpasses for cars and pedestrians crossing a highway.
     In particular, the following option of elevated lightweight overpasse of the simplest design on steel framework is offered. This design represents overpass of one-way traffic for cars through highway from lateral streets.
     Through a highway over intersection the lightweight overpass on steel framework with one buffer lane, two lanes of one-way traffic and entrance on it from highway is thrown. Along this overpass cars can cross highway, and this option allows to be excluded the left turning from a highway not to slow down movement on a highway. At the following intersection or moving the overpass is installed for organization of crossing over a highway in the opposite direction. And so on. Thereby, the design becomes simpler, costs become lower. This overpass allows to be established unceasing movement on a highway and, at the same time, leaves rather convenient cross transit for cars and pedestrians.  Depending on estimated difference of loading of overpass by cars from highway and from street brought to it the number of lanes has to correspond to it. That is one or two lanes can be brought to overpass from lateral street or road (see drawings below).
     Costs of installation of lightweight metal overpass of one-way traffic on steel framework make about $600 thousand at its extent 250 meters. It has weight on metal 257 tons, and on road coating (rather thin layer of steel-fiber-concrete) – 362 tons.
     As well as in the first two noted options the overpass is covered, at least, from above by nonflammable plastic. Most big safety of lanes is provided to these.
 

 5. The organization of unceasing movement on operating ground highways with adjustable intersections.

     If opportunity to transform highways with adjustable intersections (with traffic lights) in highways with unceasing motion (without traffic lights) isn't available, it is possible to apply another our technique of the organization of unceasing movement on highways with the traffic lights (intersections). Essence of this technique is reduced to establishment on highway of non-stop traffic in the form of car columns (pools), the period necessary for journey of cars crossing highway and for transition of pedestrians through the intersection [8] gets to gaps between columns. In other words, when separate columns (pools) of cars are formed, then gaps, or intervals between columns find oneself at movement of columns on forbidding (red) signal of a traffic light, and columns – on allowing (green) signal of a traffic light. That is at traffic lights working in antiphase at the neighboring intersections through each intersection during action of an allowing signal there passes a column of cars, and after change of a signal on opposite in the formed rupture of columns pass cars of the cross directions. Such approach allows to be led in the same way columns of cars of an opposite direction on highways with two-way traffic. And feature of this approach is that at the fixed interval of action of a signal of all traffic lights, for example, 40 seconds, traffic control transfers as though from a traffic light to drivers of the front part of each automobile column who brake if see that the column goes too quickly and it can appear at the intersection before change of a red signal on green or, on the contrary, drivers add to gas if the speed of a column is insufficient to use all the time of work of an allowing signal.  In this case as well as in the first, extreme right lanes are transferred for each party of movement on a highway in buffer lanes. These lanes are used only for entrance on highway, departure from it as well as for bypass of places of the happened accidents or repair.  On each entrance on highway the traffic lights steered through the controller by recalculating sensors on the program which forbids cars entrance on highway up to decrease of number of cars in column to the established level, for example, to level 80% from the greatest possible number of cars in the column at average speed of transport stream, for example, 75 km/h.
     As a result, the transport stream in the form of separate automobile columns on the remained lanes turns in high-speed, unceasing stream and with the throughput for each lane to 1500 cars per hour, despite existence on a highway of intersections. Besides this transport stream is synchronous in both directions of movement, unlike, so-called, "a green wave". At the same time, in order to avoid stream braking, the left turning movement on a highway is forbidden.
     Thus, on highways with traffic lights (intersections) quickly and rather cheap version of technique of the organization of unceasing movement of cars in the form of their movement by columns with gaps between them can be used. During these gaps moving of cars and transition of pedestrians through the intersection is carried out. The technique differs from known "a green wave" synchronism of movement of columns in both directions thanks to synchronism of work of traffic lights in both parties of movement and by application of the principle of "phasing", or participation of drivers of the front part of each column in supply timely of each column to signal of traffic light allowing pass of a column of cars through the intersection.

5.3. Comparative analysis.

     For an illustration we will consider transformation of a usual six-lane highway with adjustable intersections (traffic lights) by length 20 km in high-speed, non-stop highway with increased throughput.
     First, the closed highway-bridge on steel framework with two levels of movement and additional parking level can be installed over it.  Thus, 8 lanes with throughput of 16 thousand cars per hour and the average speed of movement of cars on them 75 km/h are added to ground lanes.  It is possible to install, to supply with the equipment, to test and to start in action this highway-bridge for some months provided that the corresponding number of standard blocks for fast assembly of the highway-bridge will be made. Expenditures (1 km) of this ecologically safe (pure), non-stop construction make: $7.85mln x 20 = $157mln.
     Secondly, the two-level highway-bridge on steel framework without parking level can be installed over six-lane highway.   Thus, 8 lanes with throughput of 16 thousand cars per hour and the average speed of movement of cars on them 75 km/h are added to ground lanes.  It is possible to install, to supply with the equipment, to test and to start in action this highway-bridge for some months provided that the corresponding number of standard blocks for fast assembly of the highway-bridge will be made. Expenditures (1 km) of this ecologically safe (pure), non-stop construction make: $5mln x 20 = $100mln.
      Thirdly, the single-level highway-bridge on steel framework can be installed over six-lane highway.   Thus, 4 lanes with throughput of 8 thousand cars per hour and the average speed of movement of cars on them 75 km/h are added to ground lanes.  It is possible to install, to supply with the equipment, to test and to start in action this highway-bridge for some months provided that the corresponding number of standard blocks for fast assembly of the highway-bridge will be made. Expenditures (1 km) of this ecologically safe (pure), non-stop construction make: $2.5mln x 20 = $50mln.
     Fourthly, it is possible to throw through a highway at intersections lightweight overpasses with one-way traffic with change of its direction (sign) at the neighboring intersections, to transfer extreme lanes of a highway in buffer lanes, to install or reprogram the traffic light equipment at intersections for the organization during heavy traffic (rush hours) of controlled entrance of cars on a highway and, thereby, to provide unceasing movement with throughput on a lane 2000 cars per hour. The throughput for four lanes remained from six lanes will make 8000 cars per hour (two extreme on the right lanes are transformed in buffer lanes) instead as show measurements, on the average 3 000 cars per hour on a usual six-lane highway with adjustable intersections, or start - stop mode of movement. Average speed of stream after this reorganization will make 75 km/h, but not less than 60 km/h for what the corresponding board-indexes have to be installed. Installation of lightweight overpasses and the equipment for entrance monitoring on a highway at intersections on the average through each 0.5 km according to preliminary estimates makes about $600 thousand for one intersection. Costs of this re-equipment in terms of 20 km will make $0.6mln x 40 = $24mln. Calculation is made of the assumption of installation of overpasses through each 0.5 km. Overpasses can be installed and at bigger distance, for example, 1 km (through one intersection). Then the sum of expenses on segment 20 km will decrease approximately twice, but also the number of through crossings too will decrease twice.
     For a number of city highways because of dense building the number of overpasses can be minimized – one or two by 5-10 km if their throughput corresponds to intensity of cross transport flows, and locally their throughput can be increased at the expense of introduction of the second level (see the description of overpasses).
       As for pedestrians, inexpensive elevated (with escalators) or subways overpasses can be built for them with bigger regularity.  Such solution of a question of cross transit will reduce financial costs several times.
     The administration of each city has to solve the matter, proceeding from own resources, intensity of movement, density of building, arrangement of roads and streets, etc.
     Fifthly, it is possible to organize unceasing movement on a highway with traffic lights (with intersections) in the form of columns (pools) with the corresponding gaps between them. The period necessary for journey of cars crossing highway and for transition of pedestrians through the intersection gets to gaps between columns. Synchronism of movement of columns in both directions is carried out thanks to synchronism of work of traffic lights in both parties of movement and by application of the principle of "phasing", or participation of drivers of the front part of each column in supply timely of each column of cars to signal of traffic light allowing pass of a column of cars through the intersection. On each entry on highway the traffic lights steered through the controller by recalculating sensors on the program which forbids cars entrance on highway up to decrease of number of cars in column to the established level. Operating on a highway from six lanes remain 4 lanes, and 2 lanes are transformed to the category of the buffer. Thus, the throughput of a lane which will decrease in comparison with the highway without traffic lights (option 4) owing to emergence of gaps between columns (smaller traffic density) a little, will be on the average 1250 cars per hour on one lane and in the sum – about 5000 cars per hour instead of 3000 cars per hour on six-lane highway at usual start - stop organization of movement. Average speed will make 75 km/h. Costs for re-equipment of intersection, according to preliminary estimates, will make about $100 thousand that for all highway with traffic lights by length  20 km and intersections through each 0.5 kilometers will make in this case $0.1mln x 40 = $4mln. The cost of re-equipment can be significantly reduced if only replacement of the software and additional installation of board-indexes be required.
     it is possible to provide the following data for comparison. According to Ministry of Transport of the Russian Federation the lane of a ground highway (1km) on the average across Russia costs $1.5mln (ng.ru›Ýêîíîìèê;›…/1_millionometry.html).  Thus, about $10mln is spent for construction of a six-lane ground highway (1 km) on the average in Russia, or one square meter of this highway costs about $500. In terms of 20km construction of similar highway in Russia on the average costs $200mln, and this construction is usually tightened for a long time and it has very mediocre quality at the exit. Average speed of movement of cars on highways of this kind in Moscow in days according to recent data makes 24 km/h. Total throughput of similar six-lane highway with traffic lights at intersections (start - stop movement) on the average makes 3000 cars per hour. Besides, we will note that for the majority of the cities with expensive land plots and dense building the cost of construction of highways is significantly more, and congestion and traffic jams on them, especially in rush hours, arise regularly.

5.4. Conclusion.

       Thus, the city administration can choose the most acceptable option on the organization of unceasing movement from specified, proceeding from the financial, technical and ideological reasons if, of course, the problem with traffic jams is for it actual.   
     Option 5 is the cheapest and fast ($200 thousand for two intersections). He doesn't assume installation of highway-bridge or overpasses. But the throughput of a highway increases only approximately by 1.5 times.
     Option  4 is more expensive (six times more expensively than option 5 on specific indicator at installation of two overpasses. However growth of throughput of a highway will be almost three times more in comparison with a usual highway with traffic lights.
     Option 3 - installation over a ground highway with intersections on all its extent of a single-level highway-bridge is more expensive than option 5 in 12.5 times, but this option allows to increase highway throughput in the sum (taking into account ground part with usual movement and elevated level with high-speed, unceasing movement of vehicles) almost in 4 times. If the ground highway is transformed to a highway with unceasing movement, the total throughput of the general system will increase more than five times, but thus expenses increase because of need of ensuring cross movement.
     Option 2 - installation over a ground highway with intersections on all its extent – directly – of a two-level highway-bridge is more expensive than option 5 - in 25 times, but option 2 allows to increase highway throughput taking into account only a highway-bridge more than by 5 times.
     Option 1 - installation over six-lane ground highway of two-storeyed ecologically safe highway-bridge with additional parking level is more expensively than option 5 almost in 40 times, but option 1 allows not only to increase the throughput of the general system of highways more than in 6 times, but option 1 does air in the city purer and provides additional cheap parking spaces. Besides, if the stream of cars significantly increases, parking level can be transformed in movement level quickly and with the minimum expenses. In this case highway-bridge throughput will increase on third: with 16 thousand cars per hour to 24 thousand cars per hour.
     It should be noted that the integrated throughput of highways can be increased even more if, along with installation of the two-level highway-bridge, to transform a usual ground highway in a ground highway with unceasing movement on option 4 or 5. In this case integrally  throughput of a highway can increase as much as possible - by 8 times.
     If to compare the average cost of 1 km of lane of a ground highway across the Russian Federation and cost of lane on a two-storeyed highway-bridge without parking level (option 2), it is almost three times higher than the last, and the average speed of cars on such ground lane is three times lower. Thus it should be noted that because of expensive land allocation and, as a rule, need of rerun of heating mains and other city communications this specific cost of a highway increases in the cities up to the improbable sizes. For example, it increases up to $700mln for kilometer in Moscow.
      Besides need of the organization one way or another unceasing movement from the specified follows and from that circumstance that the losses following general automobilization, already reached the astronomical sizes. It is illustrated by the table below.
      For comparison of losses because of traffic jams, road accident (accidents) and ecological air pollution by exhaust gas on the largest cities of 11 countries of the world, summation of these losses and estimate of payback of installation of new road constructions, we will reduce the published and settlement data in one table.



    The table shows, 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 are significant. It is clear also that the solution of problems is in increase of throughput of highways according to growth of number of cars and opportunity creation non-stop traffic (without emergence of traffic jams).

                List of references

1. Patent 105628 RU, E02C 1/04. Overpass for vehicular traffic at different levels. Yu.F.Makarov.
2. Patent 73716 Ukraine, E02C 1/04. Overpass for vehicular traffic at different levels. Yu.F.Makarov.
3. Patent 2447222  RU, E02C 1/04. Elevated highway for movement and placement of vehicles at different levels. Yu.F.Makarov.
4. Application ÐÑÒ WO0194702 (A1). Haeng Lee Soo [KR]. 13.12.2001.
5. Patent 2422908  RU,  G08G 1/01. Mode of regulation of transport streams on highways. Yu.F.Makarov.
6. Stephen Parker «Wisconsin Traffic Operations and Safety Laboratory». 2007. www.topslab.wisc.edu/projects/3-13
7.  Semenov V. V. Paradigm change in the theory of transport streams. IPM of M.V.Keldysh of the Russian Academy of Sciences. M, 2006.
8. Patent 2422907  RU,  G08G 1/01. Mode of regulation of transport streams on highways crossed by streams of vehicles moving in the cross direction. Yu.F.Makarov.
9. Patent 108046 RU, E02C 1/04. Network of highways for large cities and their suburbs.  Yu.M.Nizovtsev,  A.V.Antsygin.
10. Patent 3176909  Japan , E02C 1/04.  Network of highway for large cities and their suburbs.  Yu.M.Nizovtsev,  A.V.Antsygin.



6. Enclosed elevated automobile overpass (two levels, no traffic jams) on the steel framework. Design options and their economic evaluations. 
Nizovtsev A.Y., Nizovtsev Y.M.
Moscow. 2012.
                Abstract

We propose a new design of the overpass (two levels) on the steel frame. It is installed in the presence of ready blocks for month. Its prime cost is lower than the cost of conventional overpasses several times. It doesn't slow down streams of vehicles, and on the contrary, it unloads roads overloaded with streams of cars. Buses and auto trucks pass on the bottom level, cars pass preferably on the top level. Both levels are linked car crossings. Each level has additional (buffer) lanes.  If to prolong an overpass on both directions of a highway, the number of lanes will increase by highways twice. Respectively a throughput of a highway also will increase twice.
Two-level overpass, traffic jams, losses, interstorey crossings, buffer lanes, steel framework, unlimited   throughput.

6.1. Short description of an overpass and several options of its construction.

     The unloading overpass patented in the form of a design of bridge for pass of vehicles at different levels in Russia [1], in Ukraine [2] is installed mainly on the loaded highways crossing rail tracks, highways, the rivers, ravines, etc., as well as overpass is installed on those crossings where a few roads approach to a place of crossing and if on an operating overpass there is a smaller number of lanes, than on sites of the highway connected by it.
     The design of a two-level overpass includes 4 lanes plus two buffer lanes at the second level and as much at the first level. In total is available 8 lanes and 4 buffer lanes.
     This design provides overpass throughput at the level of about 16 thousand vehicles per hour and unceasing movement of vehicles at a speed not less than 30 km/h without emergence of congestion and traffic jams.
     Trucks move only on the first storey (level), cars can move both on the first storey, and on the second storey, moving to the second storey on entry-offtake from the highway as well as on interstorey crossing, for example, in case of approach of full load of the first level to rush hours and the other intense periods of action of the highway or in order to speed up passage through an overpass. The overpass when compacting transport streams on the highway and its possible overload can be prolonged in both parties over the ground highway for increase in throughput of all local route in the form of a two-level highway-bridge for 5, 10, 20 and more kilometers. Connectedness of levels of an overpass by interstorey crossings, entries and exits provides unceasing passage of the most part of vehicles - these vehicles are passenger cars - on any least loaded level. Besides, existence of free from movement of buffer (reserve and technical) lanes on each level of an overpass practically guarantees bypass of places of accidents or repair without stops and without essential falling of speed of a transport stream.
     If the number of vehicles grew (the number of lanes of the roads brought to an overpass increased) and began to exceed the overpass throughput and vice versa, the design of an overpass consisting of steel details and joints, connected by bolts, assumes rather simple and fast superstructure of additional levels or – opposite - dismantle of unnecessary levels, up to dismantling of a design and its transfer in another place.
     On the basis of a known technique of steering traffic "ramp metering" (USA) we developed the technique [3], allowing in any case to retain density of a transport stream in the set limits and not to allow falling of its speed below a certain 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 a radar 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 the unceasing everywhere.   
     In particular, application of an 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 which 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  2 thousand cars per hour everyone (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 the vehicles, crossing radial highways, to let on quickly assembled metal overpasses.
     For ensuring coordination of throughput of overpass with throughput of connected roads, the 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 [4, 5, 6, 7].
     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.
     To provide high reliability of design manage 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 use for clearing 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 [1].
    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 support-columns (for option with oncoming traffic) or one-two vertical support-columns (for option with one-way traffic) and cross bearing parts fastening on vertical support-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-storeyed overpass from land 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 sheet-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 reinforcement crossbars (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 of movement 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, 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. 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 (only 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 driving 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, that is 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,
     For movement safety side faces of an overpass are protected by shock-proof designs. 
     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.

6.2. 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 support-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 support-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 land level and level of the first storey of an overpass.
     Overpass height from level of land surface to level of spans of the second storey makes approximately 11 meters. On a half-kilometer overpass there is from each party 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 on 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 support-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.
     Over the first storey on metal bearing parts the second storey from metal spans in shape of plates by the size (6 õ 3 õ 0,008) meters is installed. At least, from above the design is covered with a material from nonflammable plastic. If the construction in city conditions on each side and from above is closed by plastic, in the formed volume downyards 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 from 750 standard road plates (6 õ 2 õ 0.14) meters. Total volume of spans makes 1260 m ;, weight – 3150 tons.
     The volume of 100 fifty-meter beams - (50 õ 0.5 õ 03) meters on storey - makes 750 m ;, weight – 1875 tons. The volume of 11 cross bearing parts -   (18 õ 0.5 õ 1.0) meters on storey - makes 99 m ;, weight – 243 tons. The volume of 18 ferroconcrete support-columns with diameter 1 meter and on the average height of each 5 meters makes 72 m ;, weight – 180 tons. The volume of 18 concreted well-bases with 2 meters in depth and square 4 m ; for support-columns makes 144 m ;, 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 m ;, the 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, the mass of one storey, including the mass of spans, cross and longitudinal bearing parts, except for the mass of support-columns and the 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 õ 3 õ 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 everyone, 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. The 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/m ; will make: 500m x 20m x 0.008m x 7.8T/m ;  = 700 tons.
       Diameter of cross and vertical bearing parts is accepted equal 150 mm, wall thickness - 8 mm, its section – 3600ìì ;. Extent of a cross bearing part – 20 meters, number of cross bearing parts – 84. The mass of cross bearing parts makes: 84 x 20 m x 0.0036 m ; x 7.8 T/m ; = 47 tons. Height of support-columns makes 4 meters, number of columns 251. The mass of columns will make: 251 x 4m x 0,0036m ; x 7.8 T/m ; = 27 tons. In the sum the mass of bearing parts makes 74 tons.   
     Thus, the mass of the second storey from rolled metal  is approximately equal to 780 tons. At the price of rolled metal $1000 for ton   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 farms.
    On one entry, exit, connecting land and second levels, and on one interstorey crossing from the first level on the second is mounted from both parties of half-kilometer overpass.
     The volume of material  of a interstorey crossing - (150 õ 4 õ 0.14) m ;  - together with three longitudinal beams (everyone on volume makes: 150m  õ 0.3m  õ 0.3 m), three cross bearing parts - (4 õ 0.5 õ 0.3) m ; -  three columns with diameter everyone  0.5 m and average height everyone 5m from reinforced concrete, makes 127 m ;. 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%. The 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 from rolled metal and they can be mounted on consoles.
     Entry or exit from rolled metal for joint of land level and the second storey of overpass with height difference to 12 meters includes spans from metal plates (6 x 4) meters and thickness 0.008 m, longitudinal and cross bearing parts, support-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 height of the second level in a junction can make about 4 meters and, respectively, the extent of the entry or the exit connecting land and second levels of an overpass will make, at least, 100 m. Extent of each site, connecting land 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 õ 4 õ 0.008) meters 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 support – metal hollow columns – height from 1.5 to 4 - 5 meters, diameter 15 cm, wall thickness 8 mm which settle down at distance of 6 meters from each other longitudinal. The number of cross bearing parts makes 16, vertical support – 32.
     The 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/m ; will make: 100 m x 4 m x 0.008 m x 7.8 T/m ; = 25 tons.
    Diameter of cross and vertical bearing parts is 150 mm, wall thickness - 8 mm, cross section – 3600 mm ;. Extent of the cross bearing part – 4 meters, number of cross bearing parts – 16. The mass of cross bearing parts makes: 16 x 4 m x 0.0036 m ; x 7.8 T/m ; = 1.8 tons. Height of support-columns makes on the average 3 meters, number of support-columns - 32. The mass of columns will make: 32 x 3 m x 0.0036 m ; x 7.8 T/m ; = 2.7 tons. In the sum the mass of bearing parts makes 4.5 tons. It should be noted that about 2 meters of support-columns are part of the base. In this connection 64 meters of columns on extent is required in addition and mass of  support-columns will increase to 6 ton.
     Thus, the mass of exit or entry by length 100 m and width 4 m, connecting land 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 m ;. Volume of steel-fiber-concrete – 640 m ;, 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 m ; by anticorrosive structure with average cost about $10 on square meter can be estimated at the sum $128 thousand. And waterproofer 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 m ; for a two-storeyed overpass with width of second level 20 meters and length – 500 meters. At the price on the average of plastic material $10 for 1 m ; 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 m ; and its cost - $28 thousand. The total area of the roof of the construction makes 12800 m ;, the cost of its covering - $128 thousand.
     The cost of the main materials of a half-kilometer two-storeyed overpass taking into account of two entries, two exits, two interstorey crossings, a road coating, an anticorrosive layer, a waterproofer, 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 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 of 51-55 km by motor transportation makes $33. Thus, delivery of 2574m ; reinforced concrete and 640 m ; 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 everyone 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.
     The mass of overpass having 8 lanes and 4 buffer lanes makes 7680 tons. This weight is loading of 18 reinforced-concrete support-columns with diameter of each 100cm, cross section of each 780000mm ;. Thus 76800000 newtons put pressure upon the total area of columns of cross section 14840000 mm ;, or one square millimeter is exposed to pressure 5.1n/mm;.
Limit of durability of concrete of the chosen type makes 39.3n/mm;. It means that the design has 8-fold margin of safety.
     Up to 100 trucks on the average on 10 tons everyone can be at the same time in movement at first level of overpass of the specified construction. Up to 100 passenger cars on the average on 2 tons everyone 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 8880ò, 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-storeyed 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 the throughput of operating one-storeyed 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-storeyed overpass, leads to a suspension or even to a long stop of movement.\

6.3. 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 sheet-plates (6 õ 3 õ 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 7.2 meters on height, its diameter is 30 cm, wall thickness - 20 mm. Column-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 m ;, number of steel sheet-plates is equal 500. If passage of buses and heavy-load cars 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 sheet. So ortotropny plate is formed.
     The mass of spans of the bottom level with extent 0.5km, width 18 meters, thickness of steel sheet-plates  0.008 m and density of steel  7.8
T /m ; makes: 500m x 18m x 0.008m x 7.8T/m ; = 562 tons. The area of spans makes 9000 m ;.
     Spans of the top level of overpass of two-way traffic by extent 500m in the form of steel sheet-plates (6  õ 3 õ 0.008) 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 a overpass.
     The area of spans of the top level makes 9000 m ;, number of steel sheet-plates – 500. The mass of spans of the top level with extent 0.5km, 18 meters on  width, thickness of steel sheet-plates 0.008 m and density of steel 7.8 T/m ; makes: 500m õ 18m õ 0,008m õ7.8T/m ; = 562 tons. The area of spans makes 9000m ;.
     The 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 18000m ;.
     The 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/m ; makes: 150m x 4m x 0.008m x 7.8T/m ; = 37 tons. The area of  crossing spans makes 600m;. The mass of eight metal consoles – steel beams by length 4m everyone, height on cross section 200mm, width 100mm   - makes 0.7 ton as for this type of beams the mass of beam with extent 44.7m makes 1 ton. The mass of a longitudinal beam by length 150 m makes 3 tons. Total mass of steel interstorey crossing makes 41ò. The mass of four crossings makes 164ò, and the area - 2400 m ;.
    The mass of entry (exit) from ground level to levels of overpass with extent of entry (exit) 100m and width 4 meters at thickness of steel sheet-plates of 0.008 m and density of steel  7.8T/m ; makes: 100m x 4m x 0.008m x 7.8T/m ; = 25ò. The area of spans makes 400m ;. The mass of two cross bearing parts – steel beams with length 4m everyone, height on cross section 200mm, width 100mm makes 0.2ò as for this type of beams the mass of the beam with extent 44.7m makes 1 ton. The mass of longitudinal beams at its total length 200 m makes 4 tons. The total mass of steel entry (exit) makes 30ò. Mass of two support-columns makes about 0.5 tons. The mass of 4 entries and 4 exits make 244 tons, and the area - 3200 m ;.
     Lump of these additional sites is 408 tons, the area – 5600m ;.
     Diameter of vertical support-column makes 300mm, wall thickness -  20mm, cross section – 17600mm ;. The number of support-columns under the bottom level of overpass - 18 and their height from level of the ground is changed from 2 to 7.2 m and on the average makes 5 m. The number of the columns supporting the top level is equal 18 and their height makes 4 meters from the bottom level of an overpass. The number of the support-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 the mass of all columns makes 38 tons.
     Extent of beams - longitudinal bearing parts of the bottom level of an overpass – makes seven rows by the total length 3500m, the extent of 9 cross eighteen-meter bearing part-beams - 162 m, the total length of beams – 3662m. The total length of bearing part-beams for two levels of an 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 part-beams, longitudinal and cross – 1664m. One row of longitudinal bearing part-beams of interstorey crossing has length 150m, 8 beam-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.
     The total area of all spans of 0.5 kilometer two-level overpass of two-way traffic, including crossings, exits (entries) makes 23200 m ;.
     The total mass of steel blocks and elements of an overpass makes about 1700ò. At the price of one ton of rolled metal $1000 the cost of steel blocks and elements of an overpass (0.5 km) will make $1.7mln.
     The mass of blocks of the overpass, making load of support-columns, is equal approximately 1500ò.
     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 a two-level overpass makes 23200m ;. The volume of a steel-fiber-concrete coating  makes 1160m ;, 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 the mass of the overpass will make 4600ò and total cost - $2.05 million, and the mass of load on vertical supports will make approximately 4400ò.
     The covering of open steel surfaces about 23200 m; by anticorrosive structure with average cost about $10 on square meter can be estimated at the sum $0.232 million. And waterproofer 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 from the nonflammable material. Area of roof makes 13000 m;. Its cost at the average price of plastic $10 for 1m ; makes $0. 13 mln.
     34 bases (1 õ 1 õ 2) meters for support-columns will demand 68 m ; 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 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 of 51-55 km by motor transportation makes $33. Thus, delivery of 1120m ; concrete from plant to a place of installation of an 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 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 10-20 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.
     The mass, making load of support-columns, of a two-level overpass with eight lanes on the basis of rolled metal makes 4400 tons. This weight is loading of 18 steel support-columns with diameter of each 30cm, cross section of each 17600mm ;. Thus 44000000 newtons puts pressure upon the total area of columns on cross section 316800mm ;, or one square millimeter is exposed to pressure 138n/mm ;. The design has approximately 4-fold safety margin at limit of durability of steel 600n/mm;. Up to 120 trucks on the average on 10 tons everyone can be at the same time in movement at bottom level of an overpass of the specified construction. Up to 120 passenger cars on the average on 2 tons everyone 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 5850ò, 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 the mass of a highway-bridge 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.

6.4. 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-storeyed 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 sheet-plates which are laying on beams or farms. 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 waterproofer 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, the 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 column-tubes, instead of 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-storeyed ferroconcrete overpasses of similar extent (about 0.5 km plus access sites) makes $25-30mln and the cost of construction of one-storeyed 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 the throughput of operating one-storeyed overpasses is lowest - the 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.

6.5. 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" the 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 crossing by expensive and 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 passage. However 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 [1]. 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 from rather thin layer of steel-fiber-concrete. Spans from steel sheet-plates by thickness 8-10 mm are laid on farms 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 ñan 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 a 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 not less than 580 m. Bias of sites of lifting and descent makes no more than 4%.
     Driving 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 the 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 actual 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 autostream and without allowing formation of traffic jams.
     Owing to simplicity of the design consisting of rather not numerous standard elements, made of rolled metal, the number of levels of an overpass can be increased or reduced, it also can be expanded.
      For coordination of throughput of an overpass with the throughput of the roads brought to of an overpass it is desirable that the 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, a 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 a 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 clearing 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 a overpass of two-way traffic with 380 m length in the form of steel sheet-plates (6 õ 3 õ 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 7.2 meters on height, its diameter is 30 cm, wall thickness - 20 mm. Column-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 m ;, number of steel sheet-plates is equal 254. If passage of buses and heavy-load cars 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 sheet. So ortotropny plate is formed.
     The 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 /m ; makes: 380m x 12m x 0.008m x 7.8T/m ; = 285 tons. The area of spans makes 4560 m ;.
     The 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/m ; makes: 150m x 4m x 0.008m x 7.8T/m ; = 37 tons. The area of  interstorey  crossing spans makes 600m;. The mass of eight metal consoles – steel beams by length 4m everyone, height on cross section 200mm, width 100mm   - makes 0.7 ton as for this type of beams the mass of beam with extent 44.7m makes 1 ton. The mass of a longitudinal beam of length 150 m makes 3 tons. Total mass of steel interstorey crossing makes 41ò. The mass of two crossings makes 82ò, and the area - 1200 m ;.
     The mass of spans for movement in one party of the second level and exit by extent 150m and 100m respectively and width of span 6 meters  at a thickness of steel sheet-plates of 0.008 m and density of steel of 7,8 T/m ; makes: 250m x 6m x 0.008m x 7.8T/m ; =93.6ò. The area of spans makes 1500m ;. The total mass of the second level of an overpass of two-way traffic and two of its exits makes 187ò, and the area - 3000 m ;.
     Diameter of vertical support-column makes 300mm, wall thickness -  20mm, cross section – 17600mm ;. The number of support-columns under the bottom level of 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. The number of the columns supporting the top level is equal 8 and their height makes 4 meters from the bottom level of an overpass. The number of the support-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 the mass of all columns makes 25 tons.
     Extent of beams - longitudinal bearing parts of the bottom level of an overpass – makes five rows by the total length 1900m, the extent of 7 cross twelve-meter bearing part-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 750 meters, five cross beams - 30m. For the second level of two-way traffic and two exits the extent of three rows of longitudinal bearing parts is equal 1500m, cross beams – 60m. One row of longitudinal bearing part-beams of interstorey crossing has length 150m, 8 beams-consoles – 32 m, in aggregate – 182m. Their length for both crossings makes 364ì. The general extent of all cross and longitudinal bearing parts makes 3908ì. It is known, 44.7 m of beam of the specified size weigh one ton, that is 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 m ;.
     The total mass of steel blocks and elements of an overpass makes about 650ò. At the price of one ton of rolled metal $1000 the cost of steel blocks and elements of an 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 8760m ;. The volume of a steel-fiber-concrete coating makes 438
m ;, the 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 the mass of this overpass will make 1750ò and total cost will make $0.780 million.
     The covering of open steel surfaces about 7800 m; by anticorrosive structure with average cost about $10 on square meter can be estimated at the sum $0.078 million. And waterproofer 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 m;. Its cost at the average price of plastic $10 for 1m ; makes $0.06 mln.
     22 bases (1 õ 1 õ 2) meters for support-columns will demand 50 m ; 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 of 51-55 km by motor transportation makes $33. Thus, delivery of 490 m ; 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.
     The mass of a two-level overpass with four lanes and four buffer lanes on the basis of rolled metal makes 1500 tons. This weight is loading of 14 steel support-columns with diameter of each 30cm, cross section of each 17600mm ;. Thus 15000000 newtons puts pressure upon the total area of columns on cross section 246400mm ;, or one square millimeter is exposed to pressure 66n/mm ;. The design has approximately 9-fold safety margin at limit of durability of steel 600n/mm;. Up to 50 trucks on the average on 10 tons everyone can be at the same time in movement at bottom level of an overpass of the specified construction. Up to 50 passenger cars on the average on 2 tons everyone 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 2100ò, 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 the 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.

 Note.

     As for the little significant roads crossing high-speed railway routes which some thousands are only in Russia, over these routes it is expedient to install inexpensive one-storeyed overpasses, at least, with two lanes and two buffer  lanes necessary for bypass of stopped owing to the various reasons of vehicles. And rather small mass of this overpass gives the chance not to install supports on the concrete base, and to hammer them or screw in them in a soil.  Costs of installation of overpasses are insignificant and is quite comparable to costs of barrier crossing which were noted above as barrier installations cost $0.3mln. From the calculations given above it is visible that costs of installation of one-storeyed overpass having two lanes and two buffer lanes with length from 200 to 400 meters and for which interstorey crossings and considerable expenses on auxiliary works aren't required, will make respectively $0.3-0.6mln. But such overpass is safe and gives opportunity of unceasing movement for cars, bicycles, motorcycles, tractors, buses, etc. over high-speed railway routes, considerably improving communications of regions. 

                List of references

1. Patent 105628 RU, E02C 1/04. Overpass for vehicular traffic at different levels. Yu.F.Makarov.
2. Patent 73716 Ukraine, E02C 1/04. Overpass for vehicular traffic at different levels. Yu.F.Makarov.
3. Patent 2422908 RU,  G08G 1/01. Mode of regulation of transport streams on highways. Yu.F.Makarov.
4. Yu.F.Makarov, Yu.M.Nizovtsev,  A.V.Antsygin.  Methods of the solution of transport problems of cities by means of the lightweight volume highway-bridges which storeys are connected by crossings for cars. 2010 www.ecoguild.ru
5. Patent 2447222 RU, E02C 1/04. Elevated highway for movement and placement  of vehicles at different levels. Yu.F.Makarov.
6. Patent 108046  RU , E02C 1/04.  Network of highway for large cities and their suburbs.  Yu.M.Nizovtsev, A.V.Antsygin.
7. Patent 3176909  Japan , E02C 1/04.  Network of highway for large cities and their suburbs.  Yu.M.Nizovtsev, A.V.Antsygin.



7. The combined compact highway-bridge integrating in uniform volume the railway tracks, road lanes, pipelines, communication lines, etc.  Economic estimate.
Nizovtsev A.Y., Nizovtsev Y.M.
Moscow. 2012.
                Abstract

Relatively inexpensive and fast overland container transportation for long distances compared to shipping requires the creation of a number of additional transport corridors with high throughput rate. However, while transport corridors are being built too long. They occupy large areas. They are very expensive. Their throughput rate and reliability are extremely low. They are difficult being laid on the sand, swamps, permafrost, etc. To address these shortcomings and to create a non-stop movement, we have developed the pile highway-bridge on a steel framework for transport corridors. Rolled metal highway-bridge includes two connected levels. The united volume of this construction includes lines of movement, the communication line, pipelines, etc.      
Transport corridor,  inexpensive combined transport line, steel framework, connected levels,  buffer lanes, unceasing movement pipelines, link, power lines.

7.1. Operating and planned transport corridors.

     Transport corridors in broad understanding represent set of land transport communications in the form of highways, railway lines as well as accompanying them power lines, communication lines, pipelines.
     Development of a number of the countries and the regions, growing commodity turnover needs additional transport networks, pipelines, communication lines, power lines. 
     However the railroads, as before, are constructed on embankments, on a layered pillow are built also highways. Separately from them, cutting down the woods, on supports are installed power lines, communication lines, pipelines. All this is open-air and occupies the big space.
     Traditional construction technologies are too sluggish, expensive, often unreliable. They are dangerous to environment. They withdraw from agricultural circulation the big land plots, etc. They are of little use or absolutely unsuitable for development of remote regions with permafrost, bogs, deserts, a hilly terrain, etc.
     There are no new, more effective and inexpensive methods of a construction of the transport corridors consisting of rather lightweight assembled designs. 
      For example, the highway through the territory of Amazon in Brazil, which length makes 5.5 thousand km, represents mainly a dirt road.
     However significant growth in freight traffics dictates the new relation to this problem.
     If to address to commodity turnover between Europe and Asia, it grows as avalanche. In particular, commodity turnover between Russia and China made in 2010 about $59.3 billion. It is expected that by 2015 it will make about $100 billion. This in itself demands new system of transport connection between the countries. Especially container transportations are important in this regard: statistically, two containers from three, moved in the world, go either from China, or to China.
     While billion dollars of profit on intercontinental transit get the sea freight companies because of the low cost of the transportation, the developed communications, good logistic infrastructure. However, for example, when using the sea corridor through the Suez Canal, freight reaches the destination in 45 days, and on the Trans-Siberian Railway – in 14 days. Therefore potentially Russia can intercept to 50% of a container stream between Europe and Asia if receives in addition to the Trans-Siberian Railway a new effective transport corridor for the container freights, possessing high throughput.
     It should be noted also that in China recently there was an idea of revival great "A silk way" in the form of the Euroasian transcontinental bridge. It is supposed that creation of such bridge will allow to reduce by 8-15 thousand kilometers the way from China to Europe in comparison with a transfer of freights through the Suez Canal or round Africa. The direct purpose of such project is creation by joint efforts of supermodern complete infrastructure for transport (railway and automobile),  power lines, gazo- and oil pipelines, the means of communication, stretching from Atlantic to the Pacific Ocean.

7.2. Main shortcomings of transport corridors and offer on their elimination.

     Transport corridors withdraw from circulation of grounds which in a 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, drifts of corridors by sand, washouts by rains, collapses of designs owing to a frost, a 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 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 ship 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, and the railway line 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?
     Still any constructive and inexpensive technical solution it was offered not.
     We developed a construction, allowing to narrow the transport corridor combined with a transporting corridor (TTC) to several tens meters. TTC combine in uniform space of several levels transport lines, pipelines, communication lines, etc. It not only does TTC compact, but also promotes minimization of influence of TTC on environment both at its construction, and at operation [1].
     Basis of TTÑ is the combined transport line (CTL). It is erected on a steel framework. On it are installed two metal platforms (one over another) connected by interstorey crossings. At the edges of each platform buffer lanes are provided. Platforms are mounted on longitudinal and cross beams which are fixed on vertical steel support-tubes, each of which leans on piles. The construction has, at least, the top covering protecting lanes from a precipitation and drifts owing to what their resource increases significantly, and expenses on repair are significantly cut. Vehicles and trains will be able freely to move on lanes and tracks under any weather conditions without preliminary cleaning of a road coating because of snow or sandy drifts.
     Metal platforms, as it is known from their operation on railway bridges, possess the increased safety in operation, resistance to external influences and more than a centenary resource on operation. Important also that in process of CTL construction she serves as the line for transportation of materials and the equipment, necessary at its construction.
     Expeditious repair and elimination of emergencies is facilitated at "coexistence" in one construction of reliable communication lines, power lines, reserve transport lanes and tracks.
     The pile technology which is using at installation of similar two-level highway-bridge, provides reliability of conducting of CTL on any soil and any landscape.
     Unceasing and high-speed movement of vehicles on CTL is provided with two innovations: interstorey crossings and buffer lanes on each storey. Therefore throughput in CTL keeps at the same high level (about 2000 vehicles per hour on one lane) [1, 2, 3, 4].
     Existence of a buffer railway track solves a problem of unceasing conducting of trains with the minimum intervals between them as the stop and unloading (loading) of trains is made on next buffer track free from movement. As a result the stream of container freights in freight trains in the presence of the corresponding terminals goes continuously, like the packages of information sent on the certain port one after another with a small gap with an identical speed [4].
     Thus, thanks to essential increase of throughput of a transport corridor efficiency of transportations significantly increases.
     The design, allowing to unite in one compact volume streams of the main land 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 CTL, 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 land road on the second storey or the subsequent storeys of CTL 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, that is   only for entrance on lanes, departure with them, moving on other storeys as well as at bypass of places of accidents or repair.
     Throughput of CTL 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 CTL there is a choice: they can move not only as it was told above, on the lanes of CTL, but also to drive at a stop of trains on the open platforms for transportation of vehicles on the distances which are defined only by a place of unloading of trains.
     CTL in the form of a multilevel highway-bridge 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 CTL with a throughput of roads near CTL.   Therefore the maximum loading of CTL, for example, in rush hours won't lead to suspending of entrance of vehicles on CTL and suspending of departure of vehicles from it. Besides, at force majeur situations it is possible to use an improved  by us technique of controlled entrance of vehicles on CTL («ramp metering») providing high-speed unceasing movement of vehicles  along lanes of CTL  practically at any number of vehicles [6] aiming on CTL.
     Uniformity of sections of CTL, possibility of production of all its elements in industrial conditions generally from rather inexpensive  rolled metal provide fast assembly and installation of CTL as well as its low prime cost.
     Possibility of placing of all lanes of CTL in the closed volume with use of ventilating fans and converter-neutralizers of a harmful exhaust allows to depress impurity of air inside CTL as well as won't give the chance to harmful gases to come to light. Out of limits CTL there is no noise. 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-bridges 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-bridges and at low height over the surface of the ground, raising their level only at intersection with other highways and constructions. The two-level CTL besides is cheaper of a land highway, having the same number of lanes. CTL 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 CTL 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 outer sides of CTL not only from land roads to the first storey, but also, for example, from land 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.
     Costs of installation of CTL 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 CTL allows to organize with application of already known means movement of cars and trains without participation of drivers.   
     Compact and reliable combination of transport streams and pumping on pipelines of these or those products allows not only to reduce the price of building of the corresponding corridor several times, for example, at its construction between Russia and the USA with its conducting on bogs, permafrost and under waters of the Bering Strait, or on deserts of great "A silk way" from China to Europe, not only to provide a fast, safe and reliable transportation of freights, motor transport and other products, but also quickly to provide repair of any sites of pipelines, power lines, communication lines, thanks to connectedness of all systems of CTL. In particular, existence of several transport lines allows quickly to be delivered any repair equipment irrespective of weather conditions and, on the contrary, transport lines are supplied if necessary with additional information and energy. For bigger efficiency and reliability of operation of CTL on it helipads can be built regularly from above.
     CTL can be on separate sites – where it is necessary to provide ecological purity of the corridor – to be equipped with powerful downyards and converters which will transform harmful exhaust gas from vehicles in neutral components.
     CTL is pile construction. Therefore it is extremely perspective for installation in seismodangerous zones where it will resist at earthquakes.
     CTL can be with one-way traffic of transport or two-way traffic
     Almost same design can be used in megalopolises in the form of inexpensive and reliable networks for elevated metro as well as for the organization of unceasing transport streams as well as for conducting on these or those hinge plates of various communications.
     It is shown below CTL having internal interstorey crossings for vehicles.
      
     It is shown below CTL having external interstorey crossings for vehicles.
 
 

 

 7.3. Short description of a new road construction.   
 
     The two-level combined  transport line (highway-bridge) - CTL - on the basis of a steel framework and metal spans includes vertical and horizontal bearing parts, a 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 CTL 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.   
 

     CTL in the conditions of cold or rainy the most part of year of climate is carried out in the form of a covered two-storeyed construction. At two-way traffic it, as a rule, contains on two lanes for vehicles in one party at the bottom level and on one operating railway tracks in one party 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, that is available, at least, on one reserve-technical lane in each party of the movement, carrying out a role of the buffer and being applied on CTL only for entrance, departures of vehicles and bypass of places of accidents or repair [4, 5]. Also at the bottom level is available on one reserve (buffer) track in each party 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 party for cars. External entries (exits) from ground level on the second level have width not less than 4 meters [1, 2].
     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 CTL along interstorey crossing. Entries, exits, interstorey external crossings are placed on each side CTL.
     CTL can be carried out practically anywhere, approaching with the ground level in the sparsely populated district and rising over it near the cities or if necessary. 
     The total of lanes is defined by number of levels and storey width. The interstorey distance makes size, sufficient for free journey of trains and vehicles at the bottom level (about 7 meters) and for journey of any type of passenger cars at the top level (4 meters).  Lane width and width of buffer lanes for vehicles makes about three meters.
     CTL represents a framework consisting in a cross section of three vertical supports (for option with oncoming traffic) or two vertical supports (for option with one-way traffic) and the cross bearing parts fastening on vertical supports. Height of vertical supports is defined by number of storeys of CTL and an arrangement over land level. If, for example, the first storey of CTL is located over railroad tracks, its height makes 7.2 meters if the first storey of CTL is located over the ground highway, height makes 4 meters. Height of two-level CTL from level of the first storey up to a roof of the second storey makes about 11 meters (7 plus 4 meters). Assembly of CTL is carried out, as a rule, with application of lengthy designs with small number of vertical supports. Each storey of CTL leans on the longitudinal and cross bearing parts fastening on vertical supports. Spans from metal sheet-plates are laid on bearing parts. Rather thin layer of steel-fiber-concrete is put on them as a road coating (not less than 50 mm by thickness). Steel plates of spans are strengthened by reinforcement ribs (ortotropny plates). Rails are laid on beam-not cutting farms. On separate sites if necessary instead of vertical supports   can be applied poles.
      CTL from a position of an applied material can be made as of reinforced concrete, and steel rolled metal.    Also combined option is possible.
 
7.4. Economic estimate.

     Spans of the bottom level of CTL of two-way traffic with 1000 m length and width 30 m in the form of steel sheet-plates (6 õ 3 õ 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.
     The 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 /m ; makes: 1000m x 30m x 0.01m x 7.8T/m ; = 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 400ò) the mass of spans of the bottom level will make 2740 tons. The area of spans makes 30000 m ;.
     Spans of the top level of CTL of two-way traffic by extent 1000m, width 30 meters in the form of steel sheet-plates (6 õ 3 õ 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 CTL.
     The area of spans of the top level makes 30000 m ;. 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/m ; makes: 1000m õ30m õ 0,01m õ7.8T/m ; = 2340 tons. The area of spans makes 30000m ;.
     The 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 60000m ;.
          The 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/m; makes: 150m x 4m x 0.008m x 7.8T/m ; = 37 tons. The area of crossing spans makes 600m;. The mass of eight metal consoles – steel beams by length 4m everyone, height on cross section 200mm, width 100mm   - makes 0.7 ton as for this type of beams the mass of beam with extent 44.7m makes 1 ton. The mass of a longitudinal beam of length 150 m makes 3 tons. Total mass of steel interstorey crossing makes 41ò. The mass of two crossings makes 82ò, and the area - 1200 m ;. However for extended long-distance CTL (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 1.6ò on weight and 24 m ; on the area.
    The mass of car entry (exit) from ground level to the second storey of CTL 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/m ; makes: 300m x 4m x 0.008m x 7.8T/m ; = 75ò. The area of spans makes 1200m ;. The mass of six cross bearing parts – steel beams with length 4m everyone, height on cross section 200mm, width 100mm makes 0.6ò 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 100ò. On the average for extended long-distance highway-bridges entries and exits are mounted not more often than through fifty kilometers, that is two entry and two exit on each fifty kilometers. The mass of entries (exits) makes 200ò, and the area - 2400 m ;. However for extended long-distance CTL (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 16ò on weight and 192 m ; on the area.
     The mass of railway entry (exit) from ground level on the first storey of CTL by extent 300m and width 4 meters at thickness of steel sheet-plates of 0.01 m and density of steel 7.8T/m ; makes: 300m x 4m x 0.01m x 7.8T/m ; ; 94ò. The area of spans makes 1200m ;. Bias of entry (exit) makes about 1%. The mass of six cross bearing parts – steel beams with length 4m everyone, height on section 200mm, width 100mm -  makes 0.6ò as for this type of beams the mass of a beam with extent 44.7m makes 1 ton. The mass of longitudinal beams with a total length of 600 m makes 12 tons. The mass of twelve bearing parts columns makes about 4 tons. The mass of rails from calculation that 1 meter of a rail weighs 50 kg makes 30 tons. Lump of steel entry (exit) makes 140ò. The mass of two entries (exits) makes 280ò, and the area - 2400 m ;. On the average for extended TTC on the basis of two-level CTL railway entries (exits) to the first storey are mounted not more often than through fifty kilometers, that is on two on each fifty kilometers. The mass of two entries and two exits makes 560ò, and the area - 4800 m ;. However for extended long-distance CTL (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 11ò on weight and 96 m ; on the area.

     Diameter of vertical support-column makes 50cm, wall thickness makes 30mm, cross section – 44300mm ;. Number of support-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 4430000mm ;.
     The number of the piles being the base of 112 support-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, pile length makes 3 meters, pile section – 3600mm ;. The volume of metal of a three-meter pile makes 0.0108 cubic meters, weight – 0.084 tons. The mass of 336 piles makes 28 tons.
     Extent of beams - longitudinal bearing parts of the bottom level of CTL – 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 310ò (of calculation that 44.7m correspond 1 ton). The total mass of the bottom level together with horizontal bearing parts makes 3050ò.
     Extent of beams for both levels of CTL makes 28000m. Their weight of calculation: 44.7m – 1 ton makes 620ò. The total mass of both levels together with horizontal bearing parts makes 5700ò.
     The total area of all spans of a kilometer two-level CTL of two-way traffic, including crossings, exits (entries), crossings makes about 60300
m ;.
     The total mass of steel blocks and elements of CTL makes about 6000ò. At the price of one ton of rolled metal $1000 the cost of steel blocks and elements of CTL (1 km) will make $6mln.
     The mass of blocks of CTL, making load of support-columns, is equal 5700ò.
     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 48300m;. The volume of a steel-fiber-concrete coating  makes 2415m ;, 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 the mass of CTL will make 12040ò and total cost - $6.724 million, and the mass of load on vertical supports will make: 5700ò + 6040ò = 11740ò.
     The covering of open steel surfaces about 72300 m; by anticorrosive structure with average cost about $10 on square meter can be estimated at the sum $0.723 million. And waterproofer 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 from the nonflammable material. Area of roof makes 30300 m;. Its cost at the average price of plastic $10 for 1m ; makes $0.303mln.
     112 bases (1 õ 1 õ 2) meters for support-columns will demand 224 m ; concrete. It is worth $67 thousand. In some cases piles can be driven in or screwed in 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 CTL include delivery of ready blocks; assembly; rent of cranes and other gears, equipment; carrying out preliminary geodetic and other auxiliary works, installation on CTL 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 2600m ; concrete from plant to a place of installation of CTL 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 CTL 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.
     The internal space of CTL as well as 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 CTL (1 km). The total cost of this equipment makes about $100 thousand.
     Illumination of lanes of CTL is carried out by LED sources, for example, 35 watts with luminous efficiency 40 lm/W.  Resource of each of these sources makes 11 years. Light sources don't heat up. Cost of one light source makes about $10. For illumination of volumes of CTL (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 CTL can make about $100 000.
     Equipment of CTL 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 CTL 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 CTL, 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 CTL 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 CTL (10 lanes)  provides without emergence of traffic jams on it the 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.
      The weight of the two-level CTL on the basis of steel framework, putting pressure upon supports,  makes: 5700 (steel) + 6040(concrete) = 11740 tons.
     To this weight the mass of pipelines can be added. If the number of branches of pipelines makes 4 with diameter of tube 1 meter and thickness of tube wall about 10 mm, the 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 everyone can be at the same time in movement at the top level (6 lanes) of CTL of the specified construction, or 600 tons. Up to 200 trucks on the average on 10 tons everyone can be at the same time in movement at the bottom level (4 lanes) of CTL 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. The 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.
     The mass of a two-level CTL with the specified limit loading makes about 45 thousand tons.
    This weight puts pressure upon 100 steel support-columns with diameter of each 50cm, cross section of each 44300mm ;. Thus 450000000 newtons puts pressure upon the total area of columns on cross section 4430000    mm;, or one square millimeter is exposed to pressure 101n/mm ;. The design has approximately 6-fold safety margin at limit of durability of steel 600n/mm;.
          It should be noted, it is possible significantly (to 60%) to reduce the mass of CTL 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.
     In summary we will tell: the main thing for movement of trains on transport corridor with use of the combined transport line and respectively with use of buffer tracks is its continuousness. It from an economic position is favorable to transfer on long distances practically any volume of container freights in the presence of the corresponding terminals. Therefore if to install CTL 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 CTL 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 land railroad.
     If CTL is used not as the doubler of a land railway line, and is autonomous, available on it buffer tracks it is quite possible to use for rather rare run of passenger regional trains, placing necessary road infrastructure partially on platforms of CTL, partially on land level.

                List of references

1. Patent 105628 RU, E02C 1/04. Overpass for vehicular traffic at different levels. Yu.F.Makarov.
2. Patent 73716 Ukraine, E02C 1/04. Overpass for vehicular traffic at different levels. Yu.F.Makarov.
3. Patent 2447222 RU, E02C 1/04. Elevated highway for movement and placement  of vehicles at different levels. Yu.F.Makarov.
4. Patent 2476633 RU, E02C 1/04. Elevated highway for movement of vehicles and transfer of transported environments. Yu.M.Nizovtsev, A.V.Antsygin.
5. Patent 2380474 RU, E02C 1/04. Mode of forward moving of the vehicle and the device for its implementation. Yu.F.Makarov.
6. Patent 2422908 RU,  G08G 1/01. Mode of regulation of transport streams on highways. Yu.F.Makarov.




                Conclusion

     Transport collapse in many cities of the world is challenge of forces of chaos to forces of organization and order.  And the adequate response to this challenge still isn't present.
     Obviously, in new conditions another organization of movement of transport streams is required in order that traffic jams weren't formed.
     It is paradoxical, but increase in investments in fight against traffic jams by traditional methods leads only to their lengthening
     Annual losses in the cities of the world because of congestion and traffic jams, accidents, air pollutions by exhaust gases already passed a level of one trillion dollars.
     All attempts of "fighters" with traffic jams terminated in failure. It no wonder as this problem has no neither practical, nor the mathematical solution. Nevertheless, fight against traffic jams allows city administrations to use allocated large funds for the purpose of own enrichment.
     And here, the number of cars grows quicker, than the extent of roads. In rush hours they don't find place in a highway. But car owners after all don't wish to change the car for the subway or the bus.
     Still in the majority of the cities there is no effective division of traffic streams and flows of pedestrians, and the number of victims on roads from year to year grows.
     Environmentally safe, inexpensive highways are absent.
     There are no inexpensive, reliable highways also for transport corridors with the increased throughput, capable to provide unceasing movement as transport, and certain products on pipelines, capable to provide transfer of energy on cables and information on wires in uniform compact space of a corridor. Therefore, as well as many years ago, freights float on vessels long time or with big expenses are delivered by heavy-load trucks.
     The offered approach can resolve all these problems, and it will be simple, inexpensive, effective and reliable both on operating highways, and by means of new road constructions. 
     Throughput of new road constructions practically isn't limited. Construction can be changed to bigger or smaller size at the expense of respectively escalating or removal of storeys. The construction even can be disassembled quickly and rearranged on another place. At the same time lanes doesn't fill up with snow and doesn't fill in with a rain.
     The lane of highway-bridges costs cheaper lanes of existing highways.   
     The transport streams are separated from pedestrians and they move on highway-bridges without stops and with a high speed.
     The noiseless closed highway-bridges installed in the cities, besides don't poison their atmosphere by exhaust gases.
     Transport corridors with the highway-bridges possessing the increased throughput, practically don't occupy the land plots, they are compact. They unite in the uniform space of freight streams, automobile streams, pipelines, communication lines, etc.
    Highways for transport corridors are under construction not for years and decades, and are installed for some months at their rather small extent and carrying out a preparatory work on any soil and at any land relief with rather small number of specialists and without ecosystem collapse. With their help inaccessible till this moment fields and regions – from a polar region to deserts - can be mastered, the various countries and continents can be connected.
     We need to wish only the fastest change of all road-transport infrastructure by introduction of the offered innovations.