The Contracting Parties,
Conscious of the need to facilitate and develop international road traffic in Europe,
Considering that in order to strengthen relations between European countries it is essential to lay down a co-ordinated plan for the construction and development of roads adjusted to the requirements of future international traffic and the environment,
Have agreed as follows:
The Contracting Parties adopt the proposed road network hereinafter referred to as “the international E-road network” and described in annex I to this Agreement, as a co-ordinated plan for the construction and development of roads of international importance which they intend to undertake within the framework of their national programmes.
The international E-road network consists of a grid system of reference roads having a general north-south and west-east orientation; it includes also intermediate roads located between the reference roads and branch, link and connecting roads.
The roads of the international E-road network as referred to in article 1 of this Agreement shall be brought into conformity with the provisions of annex II to this Agreement.
The roads of the international E-road network shall be identified and signed by means of the road sign described in annex III to this Agreement.
All signs used to designate E roads, which are not in conformity with the provisions of this Agreement and its annexes shall be removed within three years from the date of entry into force of this Agreement for the State concerned, in accordance with article 6.
This Agreement shall be open until 31 December 1976 for signature by States which are either Members of the United Nations Economic Commission for Europe or have been admitted to the Commission in a consultative capacity in conformity with paragraph 8 of the terms of reference of the Commission.
This Agreement shall enter into force 90 days after the date on which the Governments of eight States have either signed it not subject to ratification, acceptance or approval or have deposited an instrument of ratification, acceptance, approval or accession provided that one or more roads of the international E-road network link, in a continuous manner, the territories of at least four of the States which have so signed or which have deposited such an instrument. If this condition is not fulfilled, the Agreement shall enter into force 90 days after the date either of the signature not subject to ratification, acceptance or approval or of the deposit of the instrument of ratification, acceptance, approval or accession, whereby the said condition will be satisfied.
For each State which deposits its instrument of ratification, acceptance, approval or accession after the commencement of the period of 90 days specified in paragraph 1 of this article, the Agreement shall enter into force 90 days after the date of deposit of the said instrument.
Upon its entry into force, this Agreement shall terminate and replace in relations between the Contracting Parties the Declaration on the Construction of Main International Traffic Arteries signed at Geneva on 16 September 1950.
The main text of this Agreement may be amended by either of the procedures specified in this article.
Upon the request of a Contracting Party, any amendment proposed by it to the main text of this Agreement shall be considered in the Working Party on Road Transport of the Economic Commission for Europe (ECE).
If adopted by a two-thirds majority of those present and voting and if such a majority includes a two-thirds majority of the Contracting Parties present and voting, the amendment shall be communicated by the Secretary-General to all Contracting Parties for acceptance.
If the amendment is accepted by two-thirds of the Contracting Parties, the Secretary-General shall so notify all Contracting Parties and the amendment shall come into force twelve months after the date of such notification. The amendment shall come into force with respect to all Contracting Parties except those which, before it comes into force, make a declaration that they do not accept the amendment.
Upon the request of at least one-third of the Contracting Parties, a conference to which the States referred to in article 5 shall be invited, shall be convened by the Secretary-General. The procedure specified in sub paragraphs (a) and (b) of paragraph 2 of this article shall be applied in respect of any amendment submitted to the consideration of such a conference.
Upon the request of a Contracting Party, any amendment proposed by it to annex I to this Agreement shall be considered in the Working Party on Road Transport of the Economic Commission for Europe (ECE).
If adopted by the majority of those present and voting and if such majority includes the majority of the Contracting Parties present and voting, the amendment shall be communicated by the Secretary-General to the competent administrations of the Contracting Parties directly concerned. The following shall be considered Contracting Parties directly concerned:
in the case of a new, or the modification of an existing class-A international road, any Contracting Party whose territory is crossed by that road;
in the case of a new, or the modification of an existing, class-B international road, any Contracting Party contiguous to the requesting country, whose territory is crossed by the class-A international road or roads with which the class-B international road, whether new or to be modified, is connected. Two Contracting Parties having in their respective territories the terminal points of a sea link on the class-A international road or roads specified above shall also be considered contiguous for the purposes of this paragraph.
Any proposed amendments communicated in accordance with paragraph 3 of this article shall be accepted if within a period of six months following the date of its communication none of the competent administrations of the Contracting Parties directly concerned notify the Secretary-General of their objection to the amendment. If the administration of a Contracting Party states that its national law obliges it to subordinate its agreement to the grant of a specific authorization or to the approval of a legislative body, the competent administration shall not be considered as having consented to the amendment to annex I to this Agreement, and the proposed amendment shall not be accepted, until such time as the said competent administration notifies the Secretary-General that it has obtained the required authorization or approval. If such notification is not made within a period of eighteen months following the date on which the proposed amendment was communicated to the said competent administration or if, within the period of six months specified above, the competent administration of a Contracting Party directly concerned expresses an objection to the proposed amendment, that amendment shall not be accepted.
Upon the request of a Contracting Party, any amendment proposed by it to annexes II and III to this Agreement shall be considered in the Working Party on Road Transport of the Economic Commission for Europe (ECE).
If adopted by the majority of those present and voting, and if such majority includes the majority of the Contracting Parties present and voting, the amendment shall be communicated by the Secretary-General to the competent administrations of all Contracting Parties for acceptance.
Each State shall, at the time of signing, ratifying, accepting, approving or acceding to this Agreement, inform the Secretary-General of the name and address of its administration to which proposed amendments to the annexes to this Agreement are to be communicated in conformity with articles 8 and 9 of this Agreement.
Any Contracting Party may denounce this Agreement by written notification addressed to the Secretary-General. The denunciation shall take effect one year after the date of receipt by the Secretary-General of such notification.
This Agreement shall cease to be in force if the number of Contracting Parties is less than eight for any period of twelve consecutive months.
Any dispute between two or more Contracting Parties which relates to the interpretation or application of this Agreement and which the Parties in dispute are unable to settle by negotiation or other means of settlement shall be referred to arbitration if any of the Contracting Parties in dispute so requests and shall, to that end, be submitted to one or more arbitrators selected by mutual agreement between the Parties in dispute. If the Parties in dispute fail to agree on the choice of an arbitrator or arbitrators within three months after the request for arbitration, any of those Parties may request the Secretary-General of the United Nations to appoint a single arbitrator to whom the dispute shall be submitted for decision.
Nothing in this Agreement shall be construed as preventing a Contracting Party from taking such action, compatible with the provisions of the Charter of the United Nations and limited to the exigencies of the situation, as it considers necessary to its external or internal security.
Any State may, at the time of signing this Agreement or of depositing its instrument of ratification, acceptance, approval or accession, declare that it does not consider itself bound by article 13 of this Agreement. Other Contracting Parties shall not be bound by article 13 with respect to any Contracting Party which has made such a declaration.
In addition to the declarations, notifications and communications provided for in articles 7, 8, 9 and 15 of this Agreement, the Secretary-General shall notify the Contracting Parties and the other States referred to in article 5 of the following:
signatures, ratifications, acceptances, approvals and accessions under article 5;
the dates of entry into force of this Agreement in accordance with article 6;
the date of entry into force of amendments to this Agreement in accordance with article 7, paragraph 2 (c), article 8, paragraphs 4 and 5, and article 9;
denunciations under article 11;
the termination of this Agreement under article 12.
After 31 December 1976 the original of this Agreement shall be deposited with the Secretary-General of the United Nations, who shall send certified true copies to all the States referred to in article 5 of this Agreement.
IN WITNESS WHEREOF, the undersigned, being duly authorized thereto, have signed this Agreement.
DONE at Geneva, this fifteenth day of November one thousand nine hundred and seventy-five, in a single copy in the English, French and Russian languages, the three texts being equally authentic.
Explanatory notes
Reference roads and intermediate roads, called class-A roads, have two-digit numbers; branch, link and connecting roads, called, class-B roads, have three-digit numbers.
North-south orientated reference roads have two-digit odd numbers terminating in the figure 5 and increasing from west to east. East-west orientated reference roads have two-digit even numbers terminating in the figure 0 and increasing from north to south. Intermediate roads have respectively two-digit odd and two-digit even numbers comprised within the numbers of the reference roads between which they are located. Class-B roads have three-digit numbers, the first digit being that of the nearest reference road to the north of the B-road concerned, and the second digit being that of the nearest reference road to the west of the B-road concerned; the third digit is a serial number.
Branch, link and connecting roads located eastwards of E 101 have 3-digit numbers, beginning with 0, from 001 to 099.
|
A. Main roads |
|
|
1) West-east orientation |
|
|
a) Reference roads |
|
|
E 10 |
Å - Narvik - Kiruna - Lulea |
|
E 20 |
Shannon – Limerick – Portlaoise – Dublin ... Liverpool – Manchester – Bradford – Leeds – Hull ... Esbjerg – Kolding – Middelfart – Odense – Korsør – Køge – København – Malmö – Helsingborg – Halmstad – Göteborg – Orebro – Arboga – Eskilstuna – Södertälje – Stockholm ... Tallin – St. Petersburg. |
|
E 30 |
Cork – Waterford – Wexford – Rosslare ... Fishguard – Swansea – Cardiff – Newport – Bristol – London – Colchester – Ipswich – Felixstowe ... Hoek van Holland – Den Haag – Gouda – Utrecht – Amersfoort – Oldenzaal – Osnabrück – Bad Oeynhausen – Hannover – Braunschweig – Magdeburg – Berlin – Swiebodzin – Poznan – Lowicz – Warszawa – Brest – Minsk – Smolensk – Moskva – Rjazan – Penza – Samara – Ufa – Chelyabinsk – Kurgan – Ishim – Omsk |
|
E 40 |
Calais - Oostende - Gent - Bruxelles - Liège - Aachen - Köln - Olpe - Giessen - Bad Hersfeld - Herleshausen - Eisenach - Erfurt - Cera - Karl-Marx-Stadt - Dresden - Görlitz - Legnica - Wrocław - Opole - Gliwice - Kraków - Przemyśl - Lvov - Rovno - Zhitomir - Kiev – Kharkov – Lougansk – Volgograd – Astrakhan – Atyrau – Beineu – Kungrad – Nukus – Dasshaus – Buchara – Nawoy – Samarkand – Dihzak – Tashkent – Shymkent – Zhambyl – Bishkek – Almaty – Sary-Ozek – Taldy-Kurgan – Ucharal – Taskesken – Ayaguz – Georgiyevka – Ust-Kamenogorsk – Leninogorsk |
|
E 50 |
Brest - Rennes - Le Mans - Paris - Reims - Metz - Saarbrücken - Mannheim - Heilbronn - Nürnberg - Rozvadov - Plzeň - Praha - Jihlava - Brno - Trencín - Prešov - Košice - Vyšné Nemecké - Uzhgorod – Mukacevo – Stryei – Ternopol – Khmelnitski – Vinnitza – Uman – Kizovograd – Dnepropetrovsk – Donetsk – Rostov-na-Donu – Armavir – Mineralijnie Vodi – Makhachkala |
|
E 60 |
Brest - Nantes - Tours - Orléans - Courtenay - Beaune - Besançon - Belfort - Mulhouse - Basel - Zürich - Winterthur - St. Gallen - St. Margrethen - Lauterach - Feldkirch - Imst - Innsbruck - Wörgl - Rosenheim - Salzburg - Linz - Wien - Nickelsdorf - Mosonmagyaróvár - Györ - Budapest - Püspökladány - Oradea - Cluj Napoca - Turda - Tirgu-Mureş - Braşov - Ploieşti - Bucureşti - Urziceni - Slobozia - Hîrşova – Constanta – ... ... – Poti – Samtredia – Khashuri – Tbilissi – Gandja – Evlak – Baku – ... ... – Turkmenbashi – Gyzylarbat – Ashgabat – Tedjen – Mary – Chardzhu – Alat – Buchara – Karshi – Guzai – Sherobod – Termis – Dushanbe – Jirgatal – Sary Tash – Irkeshtam |
|
E 70 |
La Coruña - Oviedo - Bilbao - San Sebastian - Bordeaux - Clermont-Ferrand - Lyon - Chambéry - Susa - Torino - Alessándria - Tortona - Brescia - Verona - Mestre (Venezia) - Palmanova - Trieste - Ljubljana - Zagreb - Djakovo - Beograd -Vrsac - Timisoara - Caransebeş - Drobeta Turnu Severin – Craiova – Alexandria – Bucuresti – Giurgiu - Ruse - Razgrad - Choumen - Varna... Samsun – Ordu – Giresun – Trabzon – Batumi – Poti |
|
E 80 |
Lisboa - Santarem - Leiria - Coimbra - Aveiro (Albergaria) - Viseu - Guarda - Vilar Formoso - Salamanca - Burgos - San Sebastián - Pau - Toulouse - Narbonne - Nimes - Aix-en-Provence - Nice - Vintimiglia - Savona - Genova - La Spezia - Migliarino - Livorno - Grosseto – Civitavecchia – Roma - Pescara ... Dubrovnik - Petrovac - Titograd - Priština - Niš - Dimitrovgrad - Sofia - Plovdiv - Svilengrad - Edirne - Babaeski - Silivri - Istanbul - Izmit - Adapazari - Bolu - Gerede - Ilgaz - Amasya - Niksar - Refahiye - Erzincan - Askale - Erzurum - Ağri - Gürbulak - Iran. |
|
E 90 |
Lisboa–Montijo–Setúbal - Evora - Caia - Badajoz - Madrid - Zaragoza - Lérida - Barcelona ... Mazara del Vallo - Alcamo - Palermo - Buonfornello - Messina - Reggio Calabria - Catanzaro - Crotone - Sibari - Metaponto - Taranto - Brindisi ... Igoumenitsa - Ioannina - Kozani - Thessaloniki - Alexandropouli - Ipsala - Kesan - Gelibolu ... Lapseki - Bursa - Eskisehir - Sivribisar - Ankara - Aksaray - Adana - Toprakkale - Gaziantep - S. Urfa - Nusaybin - Cizre - Habur - Iraq |
|
b) Intermediate roads |
|
|
E 04 |
Helsingborg – Jönköping – Norrköping – Södertälje – Stockholm – Sundsvall – Umeå – Luleå – Haparanda – Tornio |
|
E 06 |
Trelleborg - Malmö - Halmstad - Göteborg - Oslo - Lillehammer - Trondheim - Narvik - Olderfjord - Karasjok - Kirkenes |
|
E 08 |
Tromsø – Nordkjosbotn – Skibotn – Kilpisjärvi – Tornio – Oulu – Vaasa – Turku |
|
E12 |
Mo i Rana - Umeå ... Vaasa - Tampera - Helsinki. |
|
E 14 |
Trondheim - Storlien - Östersund - Sundsvall |
|
E 16 |
Londonderry - Belfast ... Glasgow - Edinburgh ... Bergen - Fagernes - Oslo |
|
E 18 |
Craigavon - Belfast - Lame ... Stranraer - Gretna Carlisle - Newcastle ... Kristiansand - Oslo - Örebro - Arboga - Västerås - Stockholm/Kapellskär ... Mariehamn... Turku/Naantali - Helsinki - Vaalimaa - Leningrad |
|
E 22 |
Holyhead – Chester – Warrington – Manchester – Leeds – Doncaster – Immingham ... Amsterdam – Groningen – Oldenburg – Bremen – Hamburg – Lübeck – Rostock – Stralsund – Sassnitz ... Trellenborg – Malmö – Kalmar – Norköping – Ventspils – Riga – Rezekne – Velikie Luki – Moskva – Vladimir – Nizhny Novgorod – Kazan – Elabuga – Perm – Ekaterinburg – Tyumen – Ishim |
|
E 24 |
Birmingham - Cambridge - Ipswich |
|
E 26 |
Hamburg - Berlin |
|
E 28 |
Berlin - Szczecin - Goleniów - Koszalin – Gdansk – ... ... – Kaliningrad – Tolpaki – Nesterov – Marijampole – Vilnius – Minsk |
|
E 32 |
Colchester - Harwich. |
|
E 34 |
Zeebrugge–Antwerpen–Eindhoven– Venlo - Oberhausen - Dortmund - Bad Oeynhausen |
|
E 36 |
Berlin - Lübbenau - Cottbus - Legnica |
|
E 38 |
Glukhov – Kursk – Voronezh – Saratov – Uralsk – Aktyubinsk – Karabutak – Aralsk – Novokazalinsk – Kyzylorda |
|
E 42 |
Dunkerque - Lille - Mons - Charleroi - Namur - Liège - St. Vith - Wittlich - Bingen - Wiesbaden - Frankfurt am Main - Aschaffenburg |
|
E 44 |
Le Havre - Amiens - Charleville-Mézières - Luxembourg - Trier - Koblenz - Giessen |
|
E 46 |
Cherbourg - Caen - Rouen - Reims - Charleville-Mézières - Liège |
|
E 48 |
Schweinfurt - Bayreuth - Marktredwitz - Cheb - Karlovy Vary - Praha |
|
E 52 |
Strasbourg - Appenweier - Karlsruhe - Stuttgart - Ulm - München - Salzburg |
|
E 54 |
Paris - Chaumont - Mulhouse - Basel - Waldshut - Lindau - München |
|
E 56 |
Nürnberg - Regensburg - Passau - Wels - Sattledt |
|
E 58 |
Wien – Bratislava – Zvolen – Kosice – Uzhgorod – Mukacevo – Halmeu – Suceava – Iasi – Sculeni – Kishinev – Odessa – Nikolaev – Kherson – Melitopol – Tagonrog – Rostov-na-Donu |
|
E 62 |
Nantes - Poitiers - Macon - Genève - Lausanne - Martigny - Sion - Simplon - Gravellona Toce - Milano - Tortona - Genova |
|
E 64 |
Torino - Milano - Brescia |
|
E 66 |
Fortezza - St. Candido - Spittal - Villach - Klagenfurt - Graz - Veszprém - Skékesfehérvár |
|
E 72 |
Bordeaux - Toulouse |
|
E 74 |
Nice - Cuneo - Asti - Alessandria |
|
E 76 |
Migliarino - Firenze |
|
E 78 |
Grosseto - Arezzo - Sansepolcro - Fano. |
|
E 82 |
Porto - Vila Real - Bragança - Zamora - Tordesillas |
|
E 84 |
Kesan - Tekirdag - Silivri |
|
E 86 |
Krystalopigi - Fiorina - Vevi - Yefira |
|
E 88 |
Vervallen |
|
E 92 |
Igoumenitsa - Joannina - Trikala - Volos |
|
E 94 |
Corinthos - Athinai. |
|
E 96 |
Vervallen |
|
E 98 |
Toppogazi - Kirikhan - Reyhanli - Cilvegözü - Syrian Arab Republic |
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2) North-south orientation |
|
|
a) Reference roads |
|
|
E 05 |
Greenock - Glasgow - Gretna - Carlisle - Penrith - Preston - Warrington - Birmingham - Newbury - Southampton . .. Le Havre - Paris - Orléans - Tours - Poitiers - Bordeaux - San Sebastian - Burgos - Madrid - Cordóba - Sevilla - Cádiz - Algeciras. |
|
E 15 |
Inverness - Perth - Edinburgh - Newcastle - Scotch-Corner - Doncaster - London - Folkestone - Dover ... Calais - Paris - Lyon - Orange - Narbonne - Gerona - Barcelona - Tarragona - Castellón de la Plana - Valencia - Alicante - Murcia - Algeciras. |
|
E 25 |
Hoek van Holland – Rotterdam – Gouda – Utrecht – ’s-Hertogenbosch – Eindhoven – Maastricht – Liège – Bastogne – Arlon – Luxembourg – Metz – St. Avold – Strasbourg – Mulhouse – Basel – Olten – Bern – Lausanne – Genève – Mont-Blanc – Aosta – Ivrea – Vercelli – Allessandria – Genova ... Bastia – Porto Vecchio – Bonifacio ... Porto Torres – Sassari – Cagliari ... Palermo |
|
E 35 |
Amsterdam - Utrecht - Arnhem - Emmerich - Oberhausen - Köln - Frankfurt am Main - Heidelberg - Karlsruhe - Offenburg - Basel - Olten - Luzern - Altdorf - S. Gottardo - Bellinzona - Lugano - Chiasso - Como - Milano - Piacenza - Parma - Modena - Firenze - Arezzo - Roma |
|
E 45 |
Göteborg ... Frederikshavn - Aalborg - Århus - Vejle - Kolding - Frøslev - Flensburg - Hamburg - Hannover - Göttingen - Kassel - Fulda - Würzburg - Nürnberg - München - Rosenheim - Wörgl - Innsbruck - Brenner-Pass/Passo del Brennero - Fortezza - Bolzano - Trento - Verona - Modena - Bologna - Cesena - Perugia - Fiano (Roma) - S. Cesareo (Roma) - Napoli - Salerno - Sicignano - Cosenza - Villa San Giovanni - Messina - Catania - Siracusa - Gela |
|
E 55 |
Kemi-Tornio - Haparanda - Leuleå - Umeå - Sundsvall - Stockholm - Södertälje - Norrköping - Jönköping - Helsingborg ... Helsingør - København - Køge - Vordingborg - Farø - Nykøbing Falster - Gedser ... Rostock - Berlin - Lübbenau - Dresden - Teplice - Praha - Tábor - České Budĕjo - Dolní Dvořistĕ - Linz - Salzburg - Villach - Tarvisio - Udine - Palmanova - Mestre (Venezia) - Ravenna - Cesena - Rimini - Fano - Ancona - Pescara - Canosa - Ban - Brindisi... Igoumenitsa - Preveza - Messolongi - Rion - Patrai - Pyrgos - Kalamata |
|
E 65 |
Malmö - Ystad ... Świnoujście - Wolin - Goleniów - Szczecin - Świebodzin - Jelenia-Góra - Harrachov - Železny Brod - Turnov - Mladá Boleslav - Praha - Jihlava - Brno - Břeclav - Bratislava - Rajka - Mosonmagyaróvaŕ - Csorna - Szombathely - Körmend - Zalaegerszeg - Nagykanizsa - Letenye - Zagreb - Karlovac - Rijeka - Split - Metković - Dubrovnik - Petrovac - Titograd - Bijelo Polje - Skopje - Kicevo - Ohrid - Bitolj - Niki - Vevi - Kozani - Lárissa - Domokos - Lamia - Brallos - Itea - Antirrion ... Rion - Egion - Korinthos - Tripoli - Kalamata ... Kissamos - Chania |
|
E 75 |
Vardo–Utsjoki–Ivalo– Sodankylä - Rovaniemi - Kemi - Oulu –Jyväskylä–Heinola–Lahti–Helsinki ... Gdansk - Świecie - Krośniewice - Lödź - Piotrków Trybunalski - Katowice - Č. Tešin - Žilina - Bratislava - Györ - Budapest - Szeged - Beograd - Niš - Kumanovo - Skopje - Gevgelija - Evzoni - Thessaloniki - Lárissa - Almyros - Lamia - Athinai - Chania - Iraklion - Agios Nikolaos - Sitia |
|
E 85 |
Klaipéda – Kaunas – Vilnus – Lida – Slonim – Kobrin – Luck – Černovcy - Siret - Suceava - Roman - Bačau, - Mărăşeşti - Buzău - Urziceni - Bucureşti - Giurgiu - Bjala - Veliko Tarnovo - Stara Zagora - Haskovo - Svilengrad - Ormenio - Kastanies - Didymoteicho - Alexandropouli |
|
E 101 |
Moskva – Kaluga – Brjansk – Glukhov – Kiev |
|
E 105 |
Kirkenes–Murmansk–Petrozavodsk–Sankt Petersburg– Moskva–Orel–Kharkov–Simferopol–Alushta–Yalta |
|
E 115 |
Yaroslav – Moskva – Voronezh – Rostov na Donu – Krasnodar – Novorossijsk |
|
E 117 |
Mineraljnie Vodi – Naljchik – Vladikavkaz – Tbilisi – Yerevan – Goris – Megri |
|
E 119 |
Moskva – Tambov – Povorino – Volgograd – Astrakhan – Makhachkala – Kuba – Baku – Alyat – Astara |
|
E 121 |
Samara – Uralsk – Atyrau – Beineu – Shetpe – Zhetybay – Fetisovo – Bekdash – Turkmenbashi – Gyzylarbat – border of Iran (Gorgan) |
|
E 123 |
Chelyabinsk – Kostanay – Zapadnoe – Buzuluk – Derzhavinsk – Arkalyk – Zhezkazgan – Kyzylorda – Shymkent – Tashkent – Aini – Dushanbe – Nizhny Pyanj |
|
E 125 |
Ishim – Petropavlovsk – Kokshetau – Shchuchinsk – Astana – Karagandy – Balkhash – Burubaytal – Almaty – Bishkek – Naryn – Torugart |
|
E 127 |
Omsk – Pavlodar – Semipalatinsk – Georgiyevka – Maikapshagai |
|
b) Intermediate roads |
|
|
E 01 |
Larne - Belfast - Dublin - Wexford - Rosslare ... La Coruña - Pontevedra - Valença - Porto - Aveiro (Albergaria) - Coimbra - Lisboa - Setúbal - Faro - Vila Real de Santo António - Huelva - Seville |
|
E 03 |
Cherbourg - Rennes - Nantes - La Rochelle. |
|
E 07 |
Pau - Jaça - Huesca - Zaragoza |
|
E 09 |
Orléans - Limoges - Toulouse - Barcelona |
|
E 11 |
Vierzon - Montluçon - Clermont Ferrand - Montpellier |
|
E 13 |
Doncaster - Sheffield - Nottingham - Leicester - Northampton - London. |
|
E 17 |
Antwerpen - Gent - Kortrijk - Cambrai - Rheims - Beaune. |
|
E 19 |
Amsterdam - Den Haag - Rotterdam - Breda - Antwerpen - Bruxelles - Mons - Valenciennes - Paris. |
|
E 21 |
Metz - Nancy - Dijon - Genève |
|
E 23 |
Metz - Nancy - Besancon - Vallorbe - Lausanne. |
|
E 27 |
Belfort - Bern - Martigny - Grand-Saint-Bernard - Aosta |
|
E 29 |
Köln - Luxembourg - Saarbrücken - Sarreguemines (E 25 Strasbourg) |
|
E 31 |
Rotterdam - Gorinchem - Nijmegen - Goch - Krefeld - Köln - Koblenz - Bingen - Ludwigshafen |
|
E 33 |
Parma - La Spezia |
|
E 37 |
Bremen - Osnabrück - Dortmund - Köln |
|
E 39 |
Trondheim - Ålesund - Bergen - Stavanger - Kristiansand - Hirtshals - Hjørring - Nørre Sundby - Aalborg |
|
E 41 |
Dortmund - Giessen - Aschaffenburg - Würzburg - Stuttgart - Schaffhausen - Winterthur - Zürich - Altdorf |
|
E 43 |
Würzburg - Ulm - Lindau - Bregenz - St. Margrethen - Buchs - Chur - S. Bernardino - Bellinzona |
|
E 47 |
Helsingborg ... Helsingør - København - Køge - Vordingborg - Farø - Rødby ...Puttgarden - Lubeck |
|
E 49 |
Magdeburg - Halle - Plauen - Schönberg - Vojtanov - Karlovy Vary - Plzeň - České Budějovice - Třeboň - Halámky - Wien |
|
E 51 |
Berlin - Leipzig - Gera - Hirschberg - Hof - Bayreuth - Nürnberg |
|
E 53 |
Plzeň - Bayer - Eisenstein - Deggendorf - München. |
|
E 57 |
Sattledt - Liezen - St. Michael - Graz - Maribor - Ljubljana. |
|
E 59 |
Praha - Jihlava - Wien - Graz - Spielfeld - Maribor - Zagreb |
|
E 61 |
Villach - Karawanken Tunnel/Predor Karavanke - Naklo |
|
E 63 |
Sodankylä - Kemijärvi - Kuusamo - Kajaani - Kuopio - Jyväskylä - Tampere - Turku |
|
E 67 |
Helsinki–Tallinn–Riga–Panevezˇys–Kaunas–Warszawa– Piotrków Trybunalski - Wroclaw - Klodzko - Bĕloves - Náchod - Hradec Králové - Praha |
|
E 69 |
Nordkapp - Olderfjord |
|
E 71 |
Košice - Miskolc - Budapest - Balatonaliga - Nagykanizsa - Zagreb - Karlovac - Bihač - Knin - Split |
|
E 73 |
Budapest - Szekszárd - Mohács - Osijek - Djakovo - Samak - Zenica - Mostar - Metković. |
|
E 77 |
Pskov – Riga – Siauliai – Tolpaki – Kaliningrad – ... ... – Gdansk – Elblag – Warszawa – Radom – Krakow – Ruzomberok – Zvolen – Budapest |
|
E 79 |
Miskolc – Debrecen – Püspöklandany – Oradea – Beius - Deva - Petrosani - Tïrgu Jiu - Craiova - Calafat ... Vidín - Vraca - Botevgrad - Sofia - Blagojevgrad - Serai - Thessaloniki. |
|
E 81 |
Mukacevo – Halmeu – Satu Mare - Zalåu - Cluj Napoca - Turda - Sebeş - Sibiu – Pitesti – Bucuresti |
|
E 83 |
Bjala - Pleven - Jablanica - Botevgrad - Sofia. |
|
E 87 |
Odessa – Izmail – Reni – Galati – Tulcea – Constanta – Varna – Burgas – Mičurin - Malko Tarnovo - Dereköy - Kirklareli - Babaeski - Havza - Kesan - Gelibolu - Eceabat... Canakkale - Ayvalik - Izmir - Selçuk - Aydin - Denizli - Acipayam - Korkuteli - Antalya |
|
E 89 |
Gerede - Kizilcahamam - Ankara |
|
E 91 |
Toprakkale - Iskenderun - Topboğazi - Antakya - Yayladaģ - Syrian Arab Republic |
|
E 95 |
Sankt Petersburg–Pskov–Gomel–Kyiv–Odessa... Samsun – Merzifon |
|
E 97 |
Kherson – Djankoy – Novorossiysk – Sotchi – Sukhumi – Poti |
|
E 99 |
Doğubeyazit - Muradiye - Bitlis - Diyarbakir - S. Urfa |
|
B. Branch, link and connecting roads |
|
|
E 001 |
Tbilissi – Bagratashe – Vanatzor |
|
E 002 |
Mehgri – Alyat |
|
E 003 |
Uchkuduk – Dasshaus – Ashgabat – Gaudan |
|
E 004 |
Kyzylorda – Uchkuduk – Buchara |
|
E 005 |
Guza – Samarkand |
|
E 006 |
Ayni – Kokand |
|
E 007 |
Tashkent – Kokand – Andijan – Osh – Irkeshtam |
|
E 008 |
Dushanbe – Kulab – Kalaikhumb – Khorog – Murgab – Kulma – border of China |
|
E 009 |
Jirgatal – Khorog – Ishkashim – Lyanga – China |
|
E 010 |
Osh – Bishkek |
|
E 011 |
Kokpek – Kegen – Tyup |
|
E 012 |
Almaty – Kokpek – Chundzha – Koktal – Khorgos |
|
E 013 |
Sary-Ozek – Koktal |
|
E 014 |
Ucharal – Druzhba |
|
E 015 |
Taskesken – Bakhty |
|
E 016 |
Zapadnoe – Zhaksy – Atbasar – Astana |
|
E 017 |
Elabuga – Ufa |
|
E 018 |
Zhezkazgan – Karagandy – Pavlodar – Uspenka |
|
E 019 |
Petropavlovsk – Zapadnoe |
|
E134 |
Haugesund - Haukeligrend - Drammen |
|
E136 |
Ålesund - Andalsnes - Dombås |
|
E 201 |
Cork - Portlaoise |
|
E 231 |
Amsterdam - Amersfoort |
|
E232 |
Amersfoort-Hoogeveen-Groningen |
|
E 233 |
Hoogeveen - Haselünne - Cloppenburg - Bremen |
|
E 234 |
Cuxhaven - Bremerhaven - Bremen - Walsrode |
|
E 251 |
Sassnitz - Stralsund - Neubrandenburg - Berlin |
|
E 261 |
Świecie - Pozań - Wroclaw |
|
E 262 |
Kaunas – Ukmerge – Daugavpils – Rezekne – Ostrov |
|
E 271 |
Minsk–Gomel |
|
E 272 |
Klaipéda – Palanga – Šiauliai – Panevéžys –Ukmerge–Vilnius |
|
E 311 |
Breda - Gorinchem - Utrecht |
|
E 312 |
Vlissingen - Breda - Eindhoven |
|
E 313 |
Antwerpen - Liège. |
|
E 314 |
Leuven–Hasselt–Heerlen–Aachen |
|
E 331 |
Dortmund - Kassel |
|
E 372 |
Warszawa–Lublin–Lvov |
|
E 373 |
Lublin – Kovel – Kiev |
|
E 391 |
Trosna – Glukhkov |
|
E 401 |
St. Brieuc - Caen |
|
E 402 |
Calais - Rouen - Le Mans |
|
E 403 |
Zeebrugge–Brugge–Kortrijk–Tournai |
|
E 404 |
Jabbeke–Zeebrugge |
|
E 411 |
Bruxelles–Namur–Arlon–Longwy–Metz |
|
E 420 |
Nivelles–Charleroi–Reims |
|
E 421 |
Aachen - St. Vith - Luxembourg |
|
E 422 |
Trier - Saarbrücken |
|
E 429 |
Tournai–Halle |
|
E 441 |
Karl-Marx-Stadt - Plauen |
|
E 442 |
Karlovy Vary - Teplice - Turnov - Hradec Králové - Olomouc - Zilina |
|
E 451 |
Giessen - Frankfurt am Main - Mannheim |
|
E 461 |
Svitavy - Brno - Wien. |
|
E 462 |
Brno - Olomouc - Český Tĕšin - Kraków |
|
E 471 |
Mukačevo - Lvov |
|
E 501 |
Le Mans - Angers |
|
E 502 |
Le Mans - Tours |
|
E 511 |
Courtenay (A6) - Troyes |
|
E 531 |
Offenburg - Donaueschingen |
|
E 532 |
Memmingen - Füssen |
|
E 533 |
München - Garmisch-Partenkirchen - Mittenwald - Seefeld - Innsbruck |
|
E 551 |
Čecké Budějovice - Humpolec |
|
E 552 |
München - Braunau - Wels - Linz |
|
E 571 |
Bratislava - Zvolen - Košice |
|
E 573 |
Püspökladány - Nyiregyháza - Tchop - Užgorod |
|
E 574 |
Bacau – Brasov – Pitesti – Craiova |
|
E 576 |
Cluj Napoca – Dej |
|
E 578 |
Saratel – Reghin – Toplita – Gheorgheni – Miercurea Ciuc – Sfantu – Gheorghe – Chichis |
|
E 581 |
Mărăşeşti - Tecuci - Albiţa - Leucheni - Kishinev - Odessa |
|
E 583 |
Roman – Iasi – Beltzy – Mohelerpodolsc – Vinnitza – Zhitomir |
|
E 584 |
Poltava – Kirovgrad – Kishinev – Giurgulesti – Galati – Slobozia |
|
E 592 |
Krasnodar – Djoubga |
|
E 601 |
Niort (A 10) - La Rochelle |
|
E 602 |
La Rochelle - Saintes |
|
E 603 |
Saintes - Angoulème - Limoges |
|
E 604 |
Tours - Vierzon |
|
E 606 |
Angoulème - Bordeaux |
|
E 607 |
Digoin - Chalon-sur-Saône |
|
E 611 |
Lyon - Pont d'Ain |
|
E 612 |
Ivrea - Torino |
|
E 641 |
Wörgl -St. Johann - Lofer - Salzburg |
|
E 651 |
Altenmarkt - Liezen |
|
E 652 |
Klagenfurt - Loibl-Pass - Naklo |
|
E 653 |
Letenye – Torniyiszentmiklós |
|
E 661 |
Balatonkeresztúr - Nagyatád - Barcs - Virovitica - Okučani - Banja Luka - Jajce - Donji Vakuf - Zenica. |
|
E 662 |
Subotica - Sombor - Osijek |
|
E 671 |
Timisoara – Arad – Oradea – Satu Mare |
|
E 673 |
Lugoj–Deva |
|
E 675 |
Constanta – Agigea – Negru Voda/Kardam (RO/BG border) |
|
E 692 |
Vale – Ashotsk – Gumri – Ashtarak |
|
E 693 |
Batumi – Samtredia |
|
E 711 |
Lyon - Grenoble |
|
E 712 |
Genève - Chambéry - Marseille |
|
E 713 |
Valence - Grenoble |
|
E 714 |
Orange - Marseille |
|
E 717 |
Torino - Savona |
|
E 751 |
Rijeka - Pula - Koper. |
|
E 761 |
Bihač - Jajce - Donji Vakuf - Zenica - Sarajevo - Titovo Užice - Čačak - Kraljevo - Kruševac - Pojate - Paračin - Zaječar. |
|
E 762 |
Sarajevo - Titograd - Albanian border. |
|
E 763 |
Beograd - Cacak - Nova Varos - Bijelo Polje |
|
E 771 |
Drobeta Turnu Severin - Niš |
|
E 772 |
Jablanica - Velico Tirnovo - Choumen |
|
E 773 |
Popovica - Stara Zagora - Burgas |
|
E 801 |
Coimbra–Viseu–Vila Real–Chaves–Verin |
|
E 802 |
Bragança - Guarda - Castelo Branco - Portalegre - Evora - Beja - Ourique |
|
E 803 |
Salamanca - Merida - Sevilla |
|
E 804 |
Bilbao - Logroño - Zaragoza. |
|
E 805 |
Famalicäo–Chaves |
|
E 806 |
Torres Novas–Abrantes–Castelo Branco–Guarda |
|
E 821 |
Roma - San Cesareo (Roma) |
|
E 840 |
Sassari – Olbia ... (maritime link) – Civitavecchia – intersection with E 80 (near Civitavecchia) |
|
E 841 |
Avellino - Salerno |
|
E 842 |
Napoli - Avellino - Benevento - Canosa |
|
E 843 |
Bari - Taranto. |
|
E 844 |
Spezzano - Albanese - Sibari |
|
E 846 |
Cosenza - Crotone |
|
E 847 |
Sicignano - Potenza - Metaponto |
|
E 848 |
S. Eufemia - Catanzaro. |
|
E 851 |
Petrovac-(Albania) - Prizren - Pristina |
|
E 852 |
Ohrid - Albanian border |
|
E 853 |
Joannina - Albanian Border |
|
E 871 |
Sofia - Kjustendil - Kumanovo |
|
E 901 |
Madrid - Valencia |
|
E 902 |
Jaén - Granada - Málaga |
|
E 931 |
Mazara del Vallo - Gela. |
|
E 932 |
Buonfornello - Enna-Gatania |
|
E 933 |
Alcamo - Trapani |
|
E 951 |
Joannina - Arta - Agrinion - Massolongi |
|
E 952 |
Aktio - Vonitsa - Amfilochia - Karpenisi - Lamia |
|
E 961 |
Tripoli - Sparti - Gythio |
|
E 962 |
Elefsina - Thiva |
|
E 371 |
Prešov - Svidník - Vyšný Komárnik - (continuing on the territory of Poland ... Rzeszów - Radom) |
|
E 575 |
Bratislava - Dunajská Středa - Medvedóv - (continuing on the territory of Hungary ... Vámószabadi - Gyor) |
|
E 572 |
Trenčín - Žiar nad Hronom |
General considerations
Horizontal and vertical alignment
Basic parameters
Conditions of visibility
Cross-section between junctions
Number and width of traffic lanes
Shoulders
Central reserve
Crossfall
Overhead clearance
Intersections
Choice of type of junction
Layout of level junctions
Interchanges
General provisions
Geometric characteristics
Deceleration and acceleration lanes
Railway intersections
General considerations
Vertical signs and road markings
General characteristics of vertical signs and road markings
Road markings
Vertical signs
Roadworks and emergency signs
Equipment and user services
Safety fences and barriers
Delineators
Anti-glare devices
Arrester beds
Traffic control and user information
Traffic light signals
Variable-message signs
Emergency communication systems
Road lighting
Ancillary facilities installation
Safety of pedestrians and cyclists
Protection of disabled persons
Protection from animals
Service facilities
Rest areas
Service areas
Toll areas
Frontier posts
General remarks
Integration of roads into the environment
Effects of the environment on the road user
General considerations
Maintenance management
Specific maintenance aspects
The fundamental characteristics of the construction, improvement, equipment and maintenance of the main international traffic arteries, hereafter designated ‘international roads’, are dealt with in the following provisions, which are based on modern concepts of road construction technology. They do not apply in built-up areas. The latter shall be by-passed if they constitute a hindrance or a danger.
The provisions of this annes take into account various criteria including traffic safety, environmental protection, fluidity of traffic flow and comfort of road users, applied on the basis of economic evaluation.
Countries shall make every possible effort to conform to these provisions both in the construction of new roads and in modernizing existing ones.
International roads are classed as follows:
Motorways
'Motorway' means a road specially designed and built for motor traffic, which does not serve properties bordering on it, and which:
Is provided, except at special points or temporarily, with separate carriageways for the two directions of traffic, separated from each other by a dividing strip not intended for traffic or, exceptionally, by other means,
Does not cross at level with any road, railway or tramway track, or footpath; and
Is specially sign-posted as a motorway.
Express roads
An express road is a road reserved for motor traffic accessible only from interchanges or controlled junctions and on which, in particular, stopping and parking are prohibited on the running carriageway(s).
Ordinary roads
An ordinary road is one open to all categories of users and vehicles. It may have a single carriageway or separate carriageways.
International roads should preferably be motorways or express roads.
General considerations
The choice of geometric characteristics shall be such as to afford to all users proper safety and traffic flow conditions with a minimum of congestion, bearing in mind the function of the road and the general behaviour of drivers.
The general rules of design apply to both the construction of new roads and the modernization of the existing network. In the latter case, however, account shall be taken of special constraints and situations and the basic rules shall be applied flexibly so as to conserve the general consistency of the route. Less importance may therefore be attached to some basic parameters while upgrading the quality of the alignment and its perception by the driver ('readability' of the road) so as to improve safety.
The progressive improvements to a road shall be effected with particular care so as, at each stage, to respect the general consistency of the route (importance of transitions).
When a motorway or a road with separate carriageways is constructed in stages, involving the initial inauguration of a single two-way carriageway, care shall be taken in designing this first phase so that its two-way nature is clearly recognizable by users and so that it can function as such; this will involve the need to ensure overtaking visibility for traffic in each direction along most of the alignment and, as far as possible, to conceal such installations as must be constructed in their final form from the outset.
The parameters of the design and dimensions depend on the choice of category of road, which is conditioned by its functions, its location (topography, land use, etc.) and the general technical and economic context. The choice of category shall take account of:
Internal consistency (homogeneity) of construction characteristics;
Consistency of the road with the user's perception of it.
It will then be possible to define a consistent overall approach to the development of the route (or section) under consideration, and to decide accordingly on all the components of the project (geometry, signs and equipment, and junctions).
A range of design speed is associated with each category of road.
The design speed is that speed which in a scheme for the improvement or construction of a road is chosen to determine geometric characteristics permitting isolated vehicles to travel at this speed in safety.
The range of recommended design speeds in km/h on international roads is as follows:
|
Motorways |
X |
80 |
100 |
120 |
140 |
|
Express roads |
60 |
80 |
100 |
120 |
X |
|
Ordinary roads |
60 |
80 |
100 |
X |
X |
Design speeds of over 100 km/h should not be selected unless the carriageways are separated and the layout of intersections so permits.
The lowest design speeds (60 km/h for roads or 80 km/h for motorways) may be used on highly restrictive sections.
The design speed may be reduced in exceptional cases on sections of limited length of the road and in difficult topographic and other conditions. Changes from one design speed to another should be applied gradually in such a manner that they can be easily foreseen by the driver.
The concept of 'design speed' may not be applicable to certain routes with a difficult topography.
International roads shall present homogeneous characteristics over sufficiently long sections. Changes of category shall be made at points where they are quite clear to users (approaching built-up areas, change in topography, interchanges) and particular attention shall be paid to transition zones.
It is also important to verify that minimum conditions of safety are observed at all points on the road, taking into account the actual speeds at which most users travel, in the light of the general configuration of the alignment and the regulations in force.
International roads should provide for traffic of motor vehicles in accordance with national regulations concerning the sizes, total weight and axle load.
Horizontal and vertical alignment
Basic parameters
The horizontal and vertical alignment shall be co-ordinated in such a way that the road is perceived by the driver as being without undue discontinuities of alignment, permits him to anticipate his manoeuvres and to see clearly the critical points, in particular junctions and entrances and exits of interchanges.
The rules for the dimensions of the horizontal and vertical alignment shall be based on conventional traffic engineering parameters (reaction times, friction coefficients, height of obstacle, etc.) for the majority of users.
The recommended minimum values for the parameters of the horizontal and vertical alignment are given in the following table:
|
Category (design speed) |
60 |
80 |
100 |
120 |
140 |
|
Minimum radii in plane corresponding to maximum superelevation 7 per cent) |
120 |
240 |
425 |
650 |
1000 |
|
Maximum gradient (percentage not to be exceeded) |
8 |
7 |
6 |
5 |
4 |
|
Minimum radii at the highest point of the vertical alignment (in m) |
|||||
|
one-way |
1 500 |
3 000 |
6 000 |
10 000 |
18 000 |
|
two-way |
1 600 |
4 500 |
10 000 |
- |
- |
|
Minimum radii at the lowest point of the vertical alignment |
1 500 |
2 000 |
3 000 |
4 200 |
6 000 |
The minimum vertical alignment radii shall be avoided at the approaches to critical points (junctions, interchanges, accesses, entries to built-up areas, etc.).
The gradient resulting from longitudinal slope and superelevation shall not exceed 10 per cent.
Horizontal alignment curves shall, when possible, be introduced by links with a progressive curvature.
Conditions of visibility
Visibility distances shall be at least equal to stopping distances for obstacles over the whole length of the road.
Minimum values are given for guidance in the table below:
|
Design speed (km/h) |
60 |
80 |
100 |
120 |
140 |
|
Minimum stopping distance (m) |
70 |
100 |
150 |
200 |
300 |
On two-way roads, the minimum visibility distances required for overtaking shall be provided on as great a percentage of the length of the road and be as uniformly distributed as possible.
Where visibility is insufficient, the construction, on single carriageway two-way roads, of passing areas or judiciously-sited local widening of the road is recommended.
In areas where visibility distances cannot be ensured (permanently or temporarily), appropriate road markings and signs shall prohibit overtaking in a form clear and perceptible to users.
Cross-section between junctions
The formation of international roads shall comprise, in addition to the carriageway or carriageways, verges and possibly a central reserve and special paths for pedestrians and cyclists. Such special paths shall not be permitted within the formation of motorways and express roads.
The cross-section shall be such as to ensure at all times the smooth flow of current and foreseeable traffic in proper conditions of safety and comfort.
Number and width of traffic lanes
The choice of the number of lanes shall be based on current and foreseeable flows of traffic. It must ensure that the necessary standard of service is provided, taking into account the economic function of the road.
The volume of traffic flow for calculation purposes varies according to the general characteristics of the route, the structure of the traffic and types of use (function of the road).
Various methods of calculation linked to traffic flow may be used, depending on actual traffic conditions and the data available.
Operational measures may also ensure a steady flow of traffic under certain special conditions.
Particular care shall be taken in regard to the construction of three-lane roads and the use of the central lane. The central lane should not be used for overtaking in both directions at the same time.
Separate one-way carriageways are strongly recommended for four-lane roads so as to maintain proper safety standards.
Additional lanes should be considered, especially on gradients when the proportion and speed of slow vehicles lead to unacceptable reduction in service level.
Traffic lanes on a straight alignment should have a minimum width of 3.50 m. Extra width shall be provided in small radius curves so as to make room for the largest authorized vehicles.
The width of supplementary lanes on gradients can be reduced to 3 m.
Shoulders
The shoulder can be taken to comprise a stabilized or paved section and a grass or gravel verge.
The recommended minimum width of shoulders is a range from 2.50 m for ordinary roads to 3.25 m for motorways. On difficult sections of mountainous terrain and on sections crossing intensively urbanized areas, and also on sections equipped with acceleration or deceleration lanes the width of shoulder can be reduced.
On motorways, the shoulders should normally include a continuous stopping strip (emergency stopping strip) of at least 2.50 m (3 m if heavy vehicle traffic so justifies), stabilized and paved so as to permit stopping.
On ordinary roads, the provision of stabilized lateral strips of at least 0.7 m width, clearly differentiated from the carriageway, is recommended.
For safety reasons, an obstacle-free area of at least 3 m beyond the edge of the running carriageway should be provided, if possible, and obstacles which are too close to the edge of the carriageway shall be isolated by appropriate means.
In the absence of a stopping-strip, parking areas (stopping points) shall be provided at intervals. Where necessary, draw-ins for buses shall also be provided.
When two-wheeled traffic so justifies, special facilities (cycle paths or strips) shall be envisaged. Special facilities for pedestrians shall also be envisaged when their presence makes it necessary.
The verge shall be sufficiently wide to permit clear visibility and provide room for highway equipment (signs, barriers - see chapter IV) where necessary.
Central reserve
The recommended minimum width of the central reserve on motorways and roads with separate carriageways is about 3 m. This minimum width may be reduced in highly restrictive areas, although an adequate width must be maintained for the installation of a safety fence. Adequate safety fences shall be provided in such cases (see chapter IV).
The central reserve shall normally be equipped with safety fences (crash barriers or safety barriers) unless it is wide enough to result in little risk of vehicle cross-over accidents.
Crossfall
On straight or nearly straight alignments the carriageway crossfall as a rule should be from 2 per cent to 3 per cent to facilitate water runoff. The slope should be from a central crown on two-way roads and slope outwards from the central reserve where there are separate carriageways.
Areas of varied superelevation should be treated with special care to ensure adequate water runoff.
Overhead clearance
Overhead clearance shall be not less than 4.5 m.
Intersections *) Note: This text is based on the assumption that traffic keeps to the right.
Choice of type of junction
The whole of the interchange system shall be treated consistently over the whole route, both in terms of the location and distances between interchange points, and in the choice of facilities which must be clear to all users and so designed as to minimize risks of conflict (particularly in traffic cuts).
The number of interchange points may also be reduced by re-routing some traffic flows to better constructed neighbouring junctions.
International roads shall normally have priority, except at specific points (intersection with another international road, transition zones, roundabouts) where loss of priority may be allowed.
On two-way roads, intersections can either be grade separated or level junctions. Grade-separated junctions may be envisaged for important interchange points if economic conditions so permit, as well as grade separation without interchange for re-establishing certain communications (agricultural traffic, for example).
Roundabouts are a solution under certain conditions (transition areas, outskirts of a built-up area, large-scale interchange movements).
On roads where the carriageways are separated, intersections shall generally be constructed on separate levels (grade-separation of flows), since level junctions with interchanges can be envisaged only under certain specific conditions in which safety criteria can be respected.
Intermediate solutions (grade separation without interchange, no-left-turn half-junction) may be envisaged under certain conditions.
On motorways, grade-separated intersections shall be obligatory.
The use of junctions with traffic signals (three colour lights) outside built-up areas may be envisaged provided that their visibility and successful operation can be ensured without risk to users.
Layout of level junctions
Level junctions shall be constructed in accordance with the rules in force on the basis of the following general principles:
The best possible conditions of visibility and perception of the junction shall be ensured on approaches from main or secondary roads;
Complex layouts shall be avoided and the geometry made as simple as possible consistent with the functions of the junction, so as to render it readable and comprehensible to users. Junctions comprising more than four branches shall therefore be simplified by grouping certain traffic streams, or shall be treated as roundabouts;
Geometry and traffic-signals shall be used to warn and slow down non-priority users. The junction should include on the non-priority carriageways directional islands, bordered, for example, by a slightly raised kerb to channel secondary flows (diversion of lanes);
Intersecting lanes shall intersect one another as nearly at right angles as possible;
Left-turn deceleration lanes shall be provided on the road as soon as the corresponding traffic reaches a substantial level;
Priority-road users shall be forewarned and excessively wide lanes avoided, since they encourage speeding, reduce vigilance and make crossing more difficult (for example, avoid increasing the number of through lanes, and provide deceleration lanes to the right and merging lanes only if the traffic so justifies);
In the case of substantial interchange traffic and in the presence of left-turn *) Note: This text is based on the assumption that traffic keeps to the right.deceleration lanes, the central storage area and special lanes shall be indicated clearly (islands, and appropriate markings and surfacing);
Where necessary, direct and clearly marked paths for pedestrians and cyclists shall be provided.
Interchanges
General provisions
Interchanges are grade-separated junctions with slip roads permitting traffic to pass from one road to the other.
The choice of the form of interchanges shall be based on the objectives of simplicity and uniformity.
Uniformity shall be taken to be 'operational', i.e linked to the fact that motorway-users 'expect' to have to make similar manoeuvres, even in interchanges of different types.
The form of an interchange shall depend on the topography, the relative importance of traffic flows, the type of intersecting road and the possible presence of toll booths.
Geometric characteristics
Slip roads: It is desirable for slip roads, including lateral markings and shoulders, to have the following minimal widths:
One-way carriageway: 6 m, including horizontal markings and shoulders;
Two-way carriageway: 9 m including horizontal markings and shoulders;
The characteristics of the alignment of slip roads should be as follows (but in exceptional cases the standards below may be reduced):
|
Internal minimum radius on the level |
50 m |
|
Maximum ascending gradient |
7% |
|
Maximum descending gradient |
8% |
|
Minimum radius in convex vertical curve |
800 m |
|
Minimum radius in concave vertical curve |
400 m |
Horizontal curves shall always be joined by progressively curved links of a suitable length. For this purpose it is also necessary to apply appropriate signs and/or markings.
Weaving sections: It is recommended that weaving sections should be long enough to allow movements to be effected in complete safety.
Divergence of traffic streams: Where a carriageway divides into two other carriageways, the separation of the two traffic streams shall be so effected as to be clearly perceptible.
To this end, the user shall have time to move into the lane most appropriate for the direction he wishes to take, and shall have a sufficiently clear view of the point of divergence. It is therefore also necessary to apply appropriate signs and/or markings.
The less important traffic stream shall be required to leave by the right-hand carriageway.
Convergence of traffic streams: Where two carriageways converge to form one single carriageway, the integration of the two traffic streams shall be effected in safe conditions and shall not entail any significant reduction in the speeds of vehicles
To this end:
The drivers in the less important traffic stream shall preferably merge from the right into the more important traffic stream;
The driver who has to merge shall have a good view of the other carriageway before and beyond the point of convergence. The merging manoeuvre, where appropriate via an acceleration lane, shall not entail any appreciable reduction in the speed of the principal stream.
Deceleration and acceleration lanes
It is recommended that acceleration and deceleration lanes should be provided for access to or exit from the main carriageway at interchanges or related areas. These lanes shall be of constant width and either followed or preceded by a taper.
The length of the acceleration and deceleration lanes shall be calculated in accordance with the design speed or the traffic flow.
Railway intersections
It is desirable for the railway intersections with international roads to be at different levels.
General Considerations
The, types of road equipment described below constitute an essential element in the functioning of the road network and have an important impact on fluidity and safety of the traffic as well as on the comfort of road users.
Regular checking of the functioning of all such equipment and appropriate maintenance will enable it to ensure maximum efficiency.
Vertical signs and road markings
General characteristics of vertical signs and road markings
Vertical signs and road markings, in accordance with the principles set out in international conventions and agreements, contribute to the comprehensibility of the road and shall be designed and executed in such a way as to be consistent with each other and with the components of the project in general.
The basis prerequisite for signs shall be homogeneity; they are intended for users moving rapidly and shall therefore be visible from an adequate distance by day or by night, and be immediately comprehensible.
An effort should be made to generalize the use of non-literal messages, with standardized dimensions, symbols and characters, so as to make them easily comprehensible to road-users of any country.
Illuminated panels or panels using retro-reflective materials shall be used for signs on roads which are not lit and may also be used on roads which are equipped with permanent lighting. It is recommended that markings on roads without permanent lighting should be executed using retro-reflective materials.
It is also important to avoid having too many signs.
Road Markings
Road markings shall be harmonized with vertical signs and the materials used shall have a high skid resistance.
Vertical signs
In view of the international nature of the roads under consideration, particular care shall be taken in the use of indicator panels and the use of the 'E' sign.
The effectiveness, and particularly the comprehensibility and readability of the signs depends on a number of conditions, their dimensions and correct siting, predominance of international symbols over words, brevity of the message conveyed, use of the same alphabet over the entire international network (other alphabets should be used only in conjunction with Latin characters) appropriate sizes for symbols and characters and the suitable proportions in relation to their background and the maximum speed of traffic.
Roadworks and emergency signs
For roadworks, emergencies (accidents) or ongoing operations entailing the closure of carriageways or lanes to traffic, adequate temporary signs shall be installed so as to ensure the safety of users and the personnel involved in such operations. These signs shall be removed once they are no longer required.
Within an area of road lighting the signs shall be retro-reflective. Where there is no road lighting the signs shall be retro-reflective and, as far as possible, combined with special illuminating guiding devices.
Permanent signs which are in contradiction with the temporary signs shall be removed or concealed.
Equipment and user services
Safety fences and barriers
Safety fences and barriers are designed to prevent a vehicle accidentally leaving the carriageway or to limit the consequences of its doing so.
The choice of device (guard-rails, crash barriers, safety barriers and fences) and the conditions for their use shall depend on the type of vehicle to be arrested, the cross-section, the possible consequences of vehicles leaving the carriageway, specific problems of visibility and difficulty of maintenance.
Since such devices themselves constitute obstacles, they shall not be installed unless the risk attendant on not doing so justifies them.
Such safety devices shall normally be provided on structures.
The use of safety devices on the central reserve depends on a number of factors, the most important of which are the volume of traffic and the width of the central reserve itself.
Safety devices shall be provided on shoulders where protruding non-brittle obstructions are situated too near the carriageway, where the height of embankments or the slope of banks constitutes an obvious hazard, or on sections bordered or crossed by a watercourse, a heavily used road, a railway, etc.
Delineators
The installation of delineators (i.e. road studs and hazard marker posts) furnished with retro-reflective devices may considerably improve perception of the alignment.
Anti-glare devices
Outside lighted sections, it might be advisable to install an artificial screen or a hedge on the central reserve of motorways and expressways, or on the shoulder when another road runs along the 'E' road. It is advisable to make sure that such arrangements do not obstruct the visibility for road users and do not reduce the efficiency of traffic safety devices installed nearby.
Arrester beds
To ensure the safety of lorries on very long, steep gradients, it may be useful to provide judiciously-placed arrester beds alongside the downhill lane. This facility should, however, be the exception, and be reserved for instances when no other solution can be envisaged.
Traffic control and user information
Traffic light signals
Traffic light signals shall be used in accordance with the international conventions and agreements in force. Flashing amber lights may be used to indicate a particular hazard (roadworks, toll gates, pedestrian crossings, etc.) thus encouraging users to pay more attention and reduce their speed.
Temporary traffic light signals may be provided in some exceptional cases (e.g. alternating traffic as a result of roadworks or accidents).
Variable traffic signs
Variable traffic signs shall be as comprehensible as static road signs, and be legible by day and night to drivers in all lines.
Emergency communication systems
The provision of emergency telephone or other communication posts, indicated by specific signs, linked to a centre operating 24 hours a day is recommended on all types of international roads. Such call points would be installed along the road on the outer verge away from structures, regularly spaced and at reasonably frequent intervals. An emergency communication system should include signs (or panels) indicating the direction and distance to the nearest call-point. On motorways an interval of 2 km is recommended.
Where a special road emergency communication system does not exist on express roads and ordinary roads the general telephone system can be utilized and signs indicating the position of the nearest public telephone would be helpful.
Special allowance can be made for long bridges and tunnels.
The operation of call-points shall be simple, easy for users to understand and preferably explained by symbols or ideograms.
User information
Up-to-date information on road and traffic conditions should be transmitted to road-users by appropriate means. Possibility of receiving such information in tunnels is advisable.
Road lighting
Lighting is desirable in some special areas such as frontier posts, long tunnels, adjoining areas, interchanges with other 'E' roads, etc. When the volume of traffic justifies its installation and operation, homogeneous and adequate road lighting may also be advisable if the road crosses or borders an area in which the lighting may inconvenience traffic on the international road (airports, industrial or heavily built-up areas, etc.)
Auxiliary facilities installation
Safety of pedestrians and cyclists
On ordinary roads, special paths for pedestrians and cyclists may improve the safety.
The utmost attention shall be paid to crossings for two-wheeled vehicles and pedestrians, especially at junctions.
Protection of disabled persons
Users, whether passengers or drivers, for whom travel is difficult or who are not able to provide for their own immediate needs unaided, shall also be able to use the road with ease.
The design of the road and its equipment must thus be such as to minimize the critical situations in which such users may find themselves.
It is necessary in any case to ensure that the constraints imposed on users, particularly in rest and service areas, are compatible with their capabilities.
Protection from aninmals
In order to protect users from animals adequate fencing shall be provided wherever the topography indicates a risk of animals crossing.
Protective measures must also be taken for the animals themselves, such as over- or under-passes of suitable size and shape.
Service facilities
Depending on the characteristics of their operation, separate rest areas, service areas, frontier posts, etc. shall be provided along international roads.
Rest areas
Rest areas away from interchanges enable users to stop in an environment which provides a break from the monotony of traffic; in such cases landscaping is of great importance.
Water points, tables, shelters and toilets are desirable with easy access for physically disabled persons.
Rest areas should be provided at appropriate intervals; a sign indicating the approach to a rest area should also indicate the distance to the next rest or service area.
Service areas
Service areas adapted both to the site and to its users (tourists, road hauliers, etc.) and away from interchanges shall provide a minimum of services such as parking, telephone, fuel and toilets with easy access for physically disabled persons.
These areas should be provided at appropriate intervals, taking into account, among other things, the volume of traffic; a sign indicating the approach to a service area should also indicate the distance to the next service area.
All traffic and parking areas shall be separated from the carriageway(s) of the E-road.
Toll areas
Toll areas comprise a progressive widening of the carriageway or interchange loops up to and beyond the control lanes.
The number of control lanes shall be determined in terms of the volume of traffic anticipated.
Toll booths should be situated in open areas; it is not advisable to situate them at the bottom of a descent.
Adequate spaces shall be provided outside the control lanes for the buildings and installations required for collecting tolls, for surveillance and the personnel involved.
Frontier posts
The location dimensions and form of frontier posts, as well as the type and layout of the installations, buildings, parking areas, etc., shall be selected on the basis of the checks anticipated and the traffic passing through such posts. By means of agreements with the neighbouring states, joint frontier control installations as well as coordinated control services with sufficient personnel shall be aimed at.
The structure and form of a frontier complex and the internal communications network should, with effective signposting that is coordinated among the neighbouring states, make it possible to preselect and separate passenger and goods traffic according to the different kinds of control before they arrive at the building and installations. At frontier posts with high lorry-traffic peaks, lorry reception areas for precontrol or preselection according to the kinds of control should be provided for in front of the frontier control installations themselves.
General Remarks
The pace of changes in the economic, social and cultural fields has had as a consequence in recent decades, a considerable increase in road traffic. At the same time this phenomenon has produced various nuisances (noise, pollution, vibrations, severance) both in and outside urban areas.
The concern to preserve the quality (visual and ecological) of the environment means that roads must be designed to harmonize with landscapes.
An environmental impact assessment shall be carried out when new projects are prepared. It is also desirable to extend this provision to include reconstruction or major improvements of existing roads.
The general aim is to maximize the positive effects on the environment and to correct the negative ones.
It is desirable for the cultural heritage of the regions passed through to be brought to the notice of users by appropriate means: signs, information centres in service areas, etc.
Integration of roads into the environment
When the project is set up, consideration should be given to the direct and indirect effects of roads and traffic on:
People, fauna, flora;
Ground conditions, water, air, microclimate;
Landscape, physical property and the cultural heritage.
In this regard the following elements should ideally be taken into account:
Good co-ordination of the alignment and the longitudinal profile, in relation to the elements of the landscape, should ensure not only harmonious integration of the alignment with local topography and land use but also prevent unfavourable impact on the safety of road users;
Acoustic nuisance, vibration and air and water pollution deriving from traffic, the maintenance and the exploitation of roads, should be limited as far as possible by approprite means, in accordance with the rules and regulations of the countries concerned;
Whenever a new road and the works involved have a great influence on the landscape, it would be better to take care of their quality by creating a new landscape rather than trying to mask it.
Effects of the environment on the road user
Such elements of the landscape and the environment as are visible from the road will contribute to traffic safety and to the comfort of road-users. They should supplement and reinforce visual guidance and add to the interest of the journey.
The sight of towns, rivers, hills etc. gives users an opportunity to take their bearings and should be conserved as far as possible.
Plantations (in alignment or other forms) may contribute to improving visual guidance and to breaking the monotony of the road alignment, provided that the conditions of their implementation do not create additional risks. Landscaping may also contribute to protection against dazzle and against adverse weather conditions (wind, snow etc.).
The installation of noise barriers along roads means that the user loses a great deal of his information about the environment and has the impression of being 'shut in'; such installations should therefore be constructed so as to ensure that they are integrated to the maximum into the landscape and so as to compensate users for the information lost. For aesthetic and safety reasons, commercial advertising near international highways should be avoided.
General considerations
Roads and auxiliary facilities should be maintained as close as possible to their original condition, to preserve their investment value and to ensure constant levels of safety and comfort.
It is advisable that from the initial design and construction stages, account be taken of future maintenance activities, in order to reduce the costs and negative effects on traffic flow.
Maintenance concerns all the elements which make up the road: pavements, structures, embankments and cuts, drainage signs and markings, traffic control systems, landscaping, building etc.
Landscaping should be designed with regard to future maintenance aspects. Growth of trees and bushes should be monitored and action taken if necessary to avoid obscuring signs and the obstructions of safety equipment.
Any special equipment needed for maintenance should not impair the safety of road users and excessively hinder the normal traffic flow and operations.
A systematic and rational approach to maintenance activities can reduce substantially the direct costs of road administration as well as the indirect costs incurred by road users on the given road network. The distinction between preventive maintenance and rehabilitation operations is necessary to optimize the cost-benefit effects of a maintenance programme during the decision-making process of an authority.
Maintenance management
Maintenance management closely related to traffic management should be supported by procedural and technical inspection plans, systematic data collection and analysis, instructions etc. These facilities should be implemented by the road administration as an expedient to road maintenance efficiency and to account for compromise solutions in certain cases.
The operational organization set up to survey the level of maintenance of the actual road facilities and equipment, should have at its disposal an up-dated and complete inventory of all the elements of the road under consideration. This is an essential part of the operation allowing rapid decisions and action in case of incidents which reduce the traffic flow or in case of accidents.
The planning and budgeting operation, providing priorities for the technical interventions, should be based on results of systematic measurements and observations of pavement conditions, the aspect and visibility of vertical road signing and of horizontal markings (both by day and by night), etc. in the light of international standards' requirements. This technical inspection and verification is recommended as essential information for the elaboration of preventive or rehabilitation maintenance in the context of the local transport economy.
The executive organization, responsible for the supervision of maintenance work, should also regulate all temporary measures needed during the maintenance activities, ensuring safety requirements, efficient working and applied technology. Restrictions, traffic speeds, design characteristics etc. need a consequent scheduled plan of provisions and regulations.
Specific maintenance aspects
Maintenance of road elements directly linked to traffic safety should be given maximum priority. These include:
Pavements, regarding their skid resistance and drainage of surface water;
Structures, especially expansion joints, supports, parapets etc. of bridges and viaducts; tunnel installations;
Lighting; safety devices;
Road signs and markings;
Total viability throughout the year: provision for snow and ice removal, and for other particularly unfavourable environmental weather situations;
Works involving merging the road into its environment, such as anti-noise barriers, landscaping etc.
It is essential to ensure the quality of carriageways and road structures at high level through a coherent maintenance policy and to guarantee transport reliability during maintenance operations. Maintenance activities should be executed in good time in order to avoid the mechanism of progressive pavement failure.
The safety of road workers as well as that of road users is to be ensured through adequate protective measures which must be both foreseen in the planning of activities and regularly checked throughout the work.
The provision of road safety equipment, signs and markings is essential on work sites to avoid accidents, traffic delays etc. and installations must be clearly visible both by day and by night. Systematic inspections should ensure that they are visible and understood according to the requirements of the international conventions in force. Temporary equipment and road signing should also be in conformity with these conventions.
Under winter conditions, through appropriate measures, traffic safety and operation shall be secured to the maximum extent possible. Special attention should be given to maintaining adequate skidding resistant surfaces and to the clearance of snow and ice from road signs. This operation should be considered as an additional maintenance activity for winter conditions.
The sign to be used for identifying and signing E-roads is rectangular in shape.
This sign consists of the letter E, generally followed by the number in Arabic numerals attributed to the route.
It has a green ground with white inscription; it may be affixed to or combined with other signs.
Its size should be such that it can be easily identified and understood by drivers of vehicles travelling at speed.
The sign to be used for identifying and signing E-roads does not preclude the use of a sign for identifying roads on a national basis.
In principle, E-road numbers will be integrated into (or combined) with the system of direction signs of the member country in question. The numbering can be inserted before as well as after each access road or interchange.
In case the E-road changes over to another road or crosses another E-road it is recommended to indicate the relative E-road numbers before the access or the interchange.
De Overeenkomstsluitende Partijen,
Zich bewust van de noodzaak het internationale wegverkeer in Europa te vergemakkelijken en te verbeteren,
Overwegende dat het voor de versteviging van de betrekkingen tussen Europese landen van groot belang is een gecoördineerd plan op te stellen voor het aanleggen van wegen die voldoen aan de eisen van het toekomstige internationale wegverkeer, alsmede voor het aanpassen van wegen aan deze eisen,
Zijn overeengekomen als volgt:
De Overeenkomstsluitende Partijen aanvaarden het voorgestelde wegennet, hierna te noemen „het internationale E-wegennet” en omschreven in bijlage I bij deze Overeenkomst, als een gecoördineerd plan voor het aanleggen en aanpassen van wegen van internationaal belang, dat zij voornemens zijn uit te voeren binnen het kader van hun nationale programma’s.
Het internationale E-wegennet bestaat uit een netwerk van referentiewegen die in het algemeen van noord naar zuid of van west naar oost lopen; het omvat ook de tussenliggende wegen en de zij- en verbindingswegen.
De wegen van het internationale E-wegennet, als bedoeld in artikel 1 van deze Overeenkomst, worden in overeenstemming gebracht met de bepalingen van bijlage II bij deze Overeenkomst.
De wegen van het internationale E-wegennet worden aangeduid door en voorzien van het verkeersteken, beschreven in bijlage III bij deze Overeenkomst.
Alle tekens die worden gebruikt om E-wegen aan te geven en die niet in overeenstemming zijn met de bepalingen van deze Overeenkomst en haar bijlagen, worden overeenkomstig artikel 6 verwijderd binnen drie jaar na de datum waarop deze Overeenkomst voor de betrokken Staat in werking treedt.
Deze Overeenkomst staat tot 31 december 1976 open voor ondertekening door Staten die lid zijn van de Economische Commissie voor Europa van de Verenigde Naties dan wel in een adviserende hoedanigheid tot de Commissie zijn toegelaten overeenkomstig paragraaf 8 van het mandaat van de Commissie.
Bedoelde Staten kunnen Partij bij deze Overeenkomst worden door
ondertekening zonder voorbehoud van bekrachtiging, aanvaarding of goedkeuring;
ondertekening onder voorbehoud van bekrachtiging, aanvaarding of goedkeuring, gevolgd door bekrachtiging, aanvaarding of goedkeuring; of
toetreding.
Deze Overeenkomst treedt in werking 90 dagen na de datum waarop de Regeringen van acht Staten deze hebben ondertekend zonder voorbehoud van bekrachtiging, aanvaarding of goedkeuring, dan wel een akte van bekrachtiging, aanvaarding, goedkeuring of toetreding hebben nedergelegd, mits één of meer wegen van het internationale E-wegennet als doorlopende weg het grondgebied verbinden van ten minste vier van de Staten die de Overeenkomst op die wijze hebben ondertekend of zulk een akte hebben nedergelegd. Indien aan deze voorwaarde niet wordt voldaan, treedt de Overeenkomst in werking 90 dagen na de datum van ondertekening zonder voorbehoud van bekrachtiging, aanvaarding of goedkeuring dan wel de nederlegging van de akte van bekrachtiging, aanvaarding, goedkeuring of toetreding, waardoor aan genoemde voorwaarde zal zijn voldaan.
Voor elke Staat die zijn akte van bekrachtiging, aanvaarding, goedkeuring of toetreding nederlegt na het begin van de in het eerste lid van dit Artikel vermelde periode van 90 dagen, treedt de Overeenkomst in werking 90 dagen na de datum van nederlegging van genoemde akte.
Bij haar inwerkingtreding beëindigt en vervangt deze Overeenkomst in de betrekkingen tussen de Overeenkomstsluitende Partijen de Verklaring nopens de aanleg van internationale hoofdverkeerswegen, ondertekend te Genève op 16 september 1950.
De tekst van de Overeenkomst zelf kan door een van de in dit artikel genoemde procedures worden gewijzigd.
Op verzoek van een Overeenkomstsluitende Partij wordt elke door haar voorgestelde wijziging in de tekst van de Overeenkomst zelf bestudeerd in de Werkgroep voor Wegvervoer van de Economische Commissie voor Europa (ECE).
Indien de wijziging met een tweederde meerderheid door de hun stem uitbrengende aanwezigen wordt aangenomen en indien deze meerderheid een tweederde meerderheid van de Overeenkomstsluitende Partijen welke aanwezig zijn en hun stem uitbrengen, omvat, wordt door de Secretaris-Generaal mededeling van de wijziging gedaan aan alle Overeenkomstsluitende Partijen ter fine van aanvaarding.
Indien de wijziging door tweederde van de Overeenkomstsluitende Partijen wordt aanvaard, stelt de Secretaris-Generaal alle Overeenkomstsluitende Partijen daarvan in kennis en treedt de wijziging in werking twaalf maanden na de datum van deze kennisgeving. De wijziging treedt in werking voor alle Overeenkomstsluitende Partijen, met uitzondering van die welke, vóórdat zij van kracht wordt, mededeling doen van het feit dat zij de wijziging niet aanvaarden.
Op verzoek van ten minste éénderde van de Overeenkomstsluitende Partijen wordt door de Secretaris-Generaal een conferentie bijeengeroepen waartoe de in artikel 5 bedoelde Staten worden uitgenodigd. De in de letters (a) en (b) van het tweede lid van dit artikel vermelde procedure is van toepassing op elke wijziging die aan zulk een Conferentie wordt voorgelegd.
Op verzoek van een Overeenkomstsluitende Partij wordt elke door haar voorgestelde wijziging van Bijlage I bij deze Overeenkomst bestudeerd in de Werkgroep voor Wegvervoer van de Economische Commissie voor Europa (ECE).
Indien de wijziging door een meerderheid van de hun stem uitbrengende aanwezigen wordt aangenomen en indien deze meerderheid de meerderheid van de aanwezige en hun stem uitbrengende Overeenkomstsluitende Partijen omvat, wordt deze door de Secretaris-Generaal ter kennis gebracht van de bevoegde beleidsinstanties van de direct betrokken Overeenkomstsluitende Partijen. Als direct betrokken Overeenkomstsluitende Partijen worden beschouwd:
in het geval van een nieuwe, of de wijziging van een bestaande internationale A-weg, elke Overeenkomstsluitende Partij over wier grondgebied deze weg loopt;
in het geval van een nieuwe, of de wijziging van een bestaande internationale B-weg, elke Overeenkomstsluitende Partij wier grondgebied grenst aan dat van het verzoekende land en over wier grondgebied de internationale A-weg of A-wegen loopt of lopen waarmede de nieuwe of te wijzigen internationale B-weg wordt verbonden.
De grondgebieden van twee Overeenkomstsluitende Partijen waarop zich de onderscheiden eindpunten bevinden van een zeeverbinding als onderdeel van de internationale A-weg of A-wegen zoals hierboven omschreven, worden voor de toepassing van het bepaalde in dit lid eveneens geacht aan elkaar te grenzen.
Elke voorgestelde wijziging waarvan overeenkomstig het derde lid van dit artikel kennis is gegeven, is aanvaard, indien binnen een tijdvak van zes maanden na de datum van kennisgeving geen van de bevoegde beleidsinstanties van de direct betrokken Overeenkomstsluitende Partijen de Secretaris-Generaal van haar bezwaar tegen de wijziging in kennis heeft gesteld. Indien de beleidsinstantie van een Overeenkomstsluitende Partij verklaart, dat haar nationale wetgeving haar verplicht haar instemming afhankelijk te stellen van de verlening van een bijzondere machtiging of van de goedkeuring van een wetgevend lichaam, wordt de bevoegde beleidsinstantie geacht niet te hebben ingestemd met de wijziging van Bijlage I bij deze Overeenkomst, en wordt de voorgestelde wijziging eerst aanvaard op het tijdstip waarop de genoemde bevoegde beleidsinstantie de Secretaris-Generaal ervan in kennis stelt, dat zij de vereiste machtiging of goedkeuring heeft verkregen. Indien deze kennisgeving niet wordt gedaan binnen een tijdvak van achttien maanden na de datum waarop de voorgestelde wijziging ter kennis werd gebracht van de bevoegde beleidsinstantie, of indien de bevoegde beleidsinstantie van een direct betrokken Overeenkomstsluitende Partij binnen het hierboven aangegeven tijdvak van zes maanden bezwaar aantekent tegen de voorgestelde wijziging, wordt de wijziging niet aanvaard.
Bijlagen II en III bij deze Overeenkomst kunnen door de in dit artikel omschreven procedure worden gewijzigd.
Op verzoek van een Overeenkomstsluitende Partij wordt elke door haar voorgestelde wijziging van de Bijlagen II en III bij deze Overeenkomst bestudeerd in de Werkgroep voor Wegvervoer van de Economische Commissie voor Europa (ECE).
Indien de wijziging door een meerderheid van de hun stem uitbrengende aanwezigen wordt aangenomen en indien deze meerderheid de meerderheid van de aanwezige en hun stem uitbrengende Overeenkomstsluitende Partijen omvat, wordt door de Secretaris-Generaal mededeling van de wijziging gedaan aan de bevoegde beleidsinstanties van alle Overeenkomstsluitende Partijen ter fine van aanvaarding.
Elke Staat deelt op het tijdstip van ondertekening, bekrachtiging, aanvaarding of goedkeuring van of toetreding tot deze Overeenkomst de Secretaris-Generaal de naam en het adres van zijn beleidsinstantie mede die overeenkomstig de artikelen 8 en 9 van deze Overeenkomst in kennis dient te worden gesteld van de voorgestelde wijzigingen van de Bijlagen bij deze Overeenkomst.
Elke Overeenkomstsluitende Partij kan deze Overeenkomst opzeggen door middel van een tot de Secretaris-Generaal gerichte schriftelijke kennisgeving. De opzegging wordt van kracht een jaar na de datum van ontvangst van deze kennisgeving door de Secretaris-Generaal.
Deze Overeenkomst houdt op van kracht te zijn, indien het aantal Overeenkomstsluitende Partijen gedurende een tijdvak van twaalf achtereenvolgende maanden minder is dan acht.
Elk geschil tussen twee of meer Overeenkomstsluitende Partijen, dat betrekking heeft op de uitlegging of toepassing van deze Overeenkomst en dat door de partijen bij het geschil niet door onderhandelingen of door andere middelen tot regeling van een geschil kan worden opgelost, wordt onderworpen aan arbitrage, indien één der bij het geschil betrokken Overeenkomstsluitende Partijen zulks verzoekt, en wordt hiertoe voorgelegd aan één of meer scheidsmannen die in onderlinge overeenstemming tussen de partijen bij het geschil wordt of worden gekozen. Indien de partijen bij het geschil niet binnen drie maanden na het verzoek om arbitrage tot overeenstemming kunnen komen over de keuze van een scheidsman of scheidsmannen, kan elk van die partijen de Secretaris-Generaal van de Verenigde Naties verzoeken een enkele scheidsman te benoemen aan wie het geschil ter beslissing zal worden voorgelegd.
Niets in deze Overeenkomst mag zo worden uitgelegd, dat een Overeenkomstsluitende Partij daardoor zou worden belet de maatregelen te nemen die deze Partij noodzakelijk acht voor haar buitenlandse of binnenlandse veiligheid en die verenigbaar zijn met de bepalingen van het Handvest der Verenigde Naties en beperkt blijven tot de vereisten der gegeven omstandigheden.
Elke Staat kan bij de ondertekening van deze Overeenkomst of bij de nederlegging van zijn akte van bekrachtiging, aanvaarding, goedkeuring of toetreding verklaren, dat hij zich niet gebonden acht aan artikel 13 van deze Overeenkomst. Andere Overeenkomstsluitende Partijen zijn niet gebonden aan artikel 13 ten opzichte van een Overeenkomstsluitende Partij die een zodanige verklaring heeft afgelegd.
Behalve de verklaringen, kennisgevingen en mededelingen, bedoeld in de artikelen 7, 8, 9 en 15 van deze Overeenkomst, stelt de Secretaris-Generaal de Overeenkomstsluitende Partijen en de andere Staten, bedoeld in artikel 5 van deze Overeenkomst, in kennis van:
ondertekeningen, bekrachtigingen, aanvaardingen, goedkeuringen en toetredingen ingevolge artikel 5;
de data waarop deze Overeenkomst in werking treedt overeenkomstig artikel 6;
de datum waarop de wijzigingen van deze Overeenkomst in werking treden overeenkomstig artikel 7, tweede lid, letter (c), artikel 8, vierde en vijfde lid, en artikel 9;
opzeggingen ingevolge artikel 11;
de beëindiging van deze Overeenkomst ingevolge artikel 12.
Na 31 december 1976 wordt het origineel van deze Overeenkomst nedergelegd bij de Secretaris-Generaal van de Verenigde Naties, die voor eensluidend gewaarmerkte afschriften daarvan toezendt aan alle Staten, bedoeld in artikel 5 van deze Overeenkomst.
TEN BLIJKE WAARVAN de ondergetekenden, daartoe behoorlijk gemachtigd, deze Overeenkomst hebben ondertekend.
GEDAAN te Genève, 15 november 1975, in één enkel exemplaar in de Engelse, de Franse en de Russische taal, zijnde de drie teksten gelijkelijk authentiek.
Toelichting
1. Referentiewegen en tussenliggende wegen, klasse A-wegen genoemd, hebben nummers van twee cijfers; de overige wegen worden klasse B-wegen genoemd en hebben nummers van drie cijfers.
2. Referentiewegen die van noord naar zuid lopen, hebben oneven nummers van twee cijfers, eindigend op het cijfer 5 en oplopend van west naar oost. Referentiewegen die van oost naar west lopen, hebben even nummers van twee cijfers, eindigend op het cijfer 0 en oplopend van noord naar zuid. De tussenliggende wegen hebben respectievelijk oneven en even nummers van twee cijfers, liggend tussen de nummers van de referentiewegen waartussen zij zijn gelegen. Klasse B-wegen hebben nummers van drie cijfers; het eerste cijfer is dat van de naaste referentieweg ten noorden van de desbetreffende klasse B-weg, terwijl het tweede cijfer dat van de naaste referentieweg ten westen van de desbetreffende klasse B-weg is. Het derde cijfer is een serienummer.
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