Title: wetten.nl - Regeling - Europese Overeenkomst inzake internationale hoofdverkeerswegen - BWBV0003779

Source: https://wetten.overheid.nl/BWBV0003779/

Content:
{"title": "wetten.nl - Regeling - Europese Overeenkomst inzake internationale hoofdverkeerswegen - BWBV0003779", "content": "Europese Overeenkomst inzake internationale hoofdverkeerswegen\n\nThe Contracting Parties,\n\nConscious of the need to facilitate and develop international road traffic in Europe,\n\nConsidering that in order to strengthen relations between European countries it is\n                                       essential to lay down a co-ordinated plan for the construction and development of\n                                       roads adjusted to the requirements of future international traffic and the environment,\n\nHave agreed as follows:\n\nThe Contracting Parties adopt the proposed road network hereinafter referred to as\n                                          \u201cthe international E-road network\u201d and described in annex I to this Agreement, as\n                                          a co-ordinated plan for the construction and development of roads of international\n                                          importance which they intend to undertake within the framework of their national programmes.\n\nThe international E-road network consists of a grid system of reference roads having\n                                          a general north-south and west-east orientation; it includes also intermediate roads\n                                          located between the reference roads and branch, link and connecting roads.\n\nThe roads of the international E-road network as referred to in article 1 of this\n                                          Agreement shall be brought into conformity with the provisions of annex II to this\n                                          Agreement.\n\n1 The roads of the international E-road network shall be identified and signed by means\n                                                of the road sign described in annex III to this Agreement.\n\n2 All signs used to designate E roads, which are not in conformity with the provisions\n                                                of this Agreement and its annexes shall be removed within three years from the date\n                                                of entry into force of this Agreement for the State concerned, in accordance with\n                                                article 6.\n\n3 New road signs conforming to that described in annex III to this Agreement shall be\n                                                placed on all roads of the international E-road network within four years from the\n                                                date of entry into force of this Agreement for the State concerned, in accordance\n                                                with article 6.\n\n4 The provisions of this article shall not be subject to any limitations which may result\n                                                from the national programmes referred to in article 1 of this Agreement.\n\n1 This Agreement shall be open until 31 December 1976 for signature by States which\n                                                are either Members of the United Nations Economic Commission for Europe or have been\n                                                admitted to the Commission in a consultative capacity in conformity with paragraph\n                                                8 of the terms of reference of the Commission.\n\n2 Those States may become Parties to this Agreement by\n\n(a) signature not subject to ratification, acceptance or approval;\n\n(b) signature subject to ratification, acceptance or approval, followed by ratification,\n                                                      acceptance or approval; or\n\n(c) accession.\n\n3 Ratification, acceptance, approval or accession shall be effected by the deposit of\n                                                an instrument in good and due form with the Secretary-General of the United Nations.\n\n1 This Agreement shall enter into force 90 days after the date on which the Governments\n                                                of eight States have either signed it not subject to ratification, acceptance or approval\n                                                or have deposited an instrument of ratification, acceptance, approval or accession\n                                                provided that one or more roads of the international E-road network link, in a continuous\n                                                manner, the territories of at least four of the States which have so signed or which\n                                                have deposited such an instrument. If this condition is not fulfilled, the Agreement\n                                                shall enter into force 90 days after the date either of the signature not subject\n                                                to ratification, acceptance or approval or of the deposit of the instrument of ratification,\n                                                acceptance, approval or accession, whereby the said condition will be satisfied.\n\n2 For each State which deposits its instrument of ratification, acceptance, approval\n                                                or accession after the commencement of the period of 90 days specified in paragraph\n                                                1 of this article, the Agreement shall enter into force 90 days after the date of\n                                                deposit of the said instrument.\n\n3 Upon its entry into force, this Agreement shall terminate and replace in relations\n                                                between the Contracting Parties the Declaration on the Construction of Main International Traffic Arteries signed at Geneva on 16 September 1950.\n\n1 The main text of this Agreement may be amended by either of the procedures specified\n                                                in this article.\n\n2\n\n(a) Upon the request of a Contracting Party, any amendment proposed by it to the main\n                                                      text of this Agreement shall be considered in the Working Party on Road Transport\n                                                      of the Economic Commission for Europe (ECE).\n\n(b) If adopted by a two-thirds majority of those present and voting and if such a majority\n                                                      includes a two-thirds majority of the Contracting Parties present and voting, the\n                                                      amendment shall be communicated by the Secretary-General to all Contracting Parties\n                                                      for acceptance.\n\n(c) If the amendment is accepted by two-thirds of the Contracting Parties, the Secretary-General\n                                                      shall so notify all Contracting Parties and the amendment shall come into force twelve\n                                                      months after the date of such notification. The amendment shall come into force with\n                                                      respect to all Contracting Parties except those which, before it comes into force,\n                                                      make a declaration that they do not accept the amendment.\n\n3 Upon the request of at least one-third of the Contracting Parties, a conference to\n                                                which the States referred to in article 5 shall be invited, shall be convened by the\n                                                Secretary-General. The procedure specified in sub paragraphs (a) and (b) of paragraph\n                                                2 of this article shall be applied in respect of any amendment submitted to the consideration\n                                                of such a conference.\n\n1 Annex I to this Agreement may be amended by the procedure specified in this article.\n\n2 Upon the request of a Contracting Party, any amendment proposed by it to annex I to\n                                                this Agreement shall be considered in the Working Party on Road Transport of the Economic\n                                                Commission for Europe (ECE).\n\n3 If adopted by the majority of those present and voting and if such majority includes\n                                                the majority of the Contracting Parties present and voting, the amendment shall be\n                                                communicated by the Secretary-General to the competent administrations of the Contracting\n                                                Parties directly concerned. The following shall be considered Contracting Parties\n                                                directly concerned:\n\n(a) in the case of a new, or the modification of an existing class-A international road,\n                                                      any Contracting Party whose territory is crossed by that road;\n\n(b) in the case of a new, or the modification of an existing, class-B international road,\n                                                      any Contracting Party contiguous to the requesting country, whose territory is crossed\n                                                      by the class-A international road or roads with which the class-B international road,\n                                                      whether new or to be modified, is connected. Two Contracting Parties having in their\n                                                      respective territories the terminal points of a sea link on the class-A international\n                                                      road or roads specified above shall also be considered contiguous for the purposes\n                                                      of this paragraph.\n\n4 Any proposed amendments communicated in accordance with paragraph 3 of this article\n                                                shall be accepted if within a period of six months following the date of its communication\n                                                none of the competent administrations of the Contracting Parties directly concerned\n                                                notify the Secretary-General of their objection to the amendment. If the administration\n                                                of a Contracting Party states that its national law obliges it to subordinate its\n                                                agreement to the grant of a specific authorization or to the approval of a legislative\n                                                body, the competent administration shall not be considered as having consented to\n                                                the amendment to annex I to this Agreement, and the proposed amendment shall not be\n                                                accepted, until such time as the said competent administration notifies the Secretary-General\n                                                that it has obtained the required authorization or approval. If such notification\n                                                is not made within a period of eighteen months following the date on which the proposed\n                                                amendment was communicated to the said competent administration or if, within the\n                                                period of six months specified above, the competent administration of a Contracting\n                                                Party directly concerned expresses an objection to the proposed amendment, that amendment\n                                                shall not be accepted.\n\n5 Any amendment accepted shall be communicated by the Secretary-General to all the Contracting\n                                                Parties and shall come into force for all the Contracting Parties three months after\n                                                the date of its communication.\n\n1 Annexes II and III to this Agreement may be amended by the procedure specified in\n                                                this article.\n\n2 Upon the request of a Contracting Party, any amendment proposed by it to annexes II\n                                                and III to this Agreement shall be considered in the Working Party on Road Transport\n                                                of the Economic Commission for Europe (ECE).\n\n3 If adopted by the majority of those present and voting, and if such majority includes\n                                                the majority of the Contracting Parties present and voting, the amendment shall be\n                                                communicated by the Secretary-General to the competent administrations of all Contracting\n                                                Parties for acceptance.\n\n4 Such amendment shall be accepted if during a period of six months from the date of\n                                                notification, less than one-third of the competent administrations of the Contracting\n                                                Parties notify the Secretary-General of their objection to the amendment.\n\n5 Any amendment accepted shall be communicated by the Secretary-General to all Contracting\n                                                Parties and shall come into force three months after the date of its communication\n                                                with respect to all Contracting Parties except those which, during the six-month period\n                                                referred to in Article 9.4, make a declaration that they do not accept all or part\n                                                of the amendment.\n\nEach State shall, at the time of signing, ratifying, accepting, approving or acceding\n                                          to this Agreement, inform the Secretary-General of the name and address of its administration\n                                          to which proposed amendments to the annexes to this Agreement are to be communicated\n                                          in conformity with articles 8 and 9 of this Agreement.\n\nAny Contracting Party may denounce this Agreement by written notification addressed\n                                          to the Secretary-General. The denunciation shall take effect one year after the date\n                                          of receipt by the Secretary-General of such notification.\n\nThis Agreement shall cease to be in force if the number of Contracting Parties is\n                                          less than eight for any period of twelve consecutive months.\n\n1 Any dispute between two or more Contracting Parties which relates to the interpretation\n                                                or application of this Agreement and which the Parties in dispute are unable to settle\n                                                by negotiation or other means of settlement shall be referred to arbitration if any\n                                                of the Contracting Parties in dispute so requests and shall, to that end, be submitted\n                                                to one or more arbitrators selected by mutual agreement between the Parties in dispute.\n                                                If the Parties in dispute fail to agree on the choice of an arbitrator or arbitrators\n                                                within three months after the request for arbitration, any of those Parties may request\n                                                the Secretary-General of the United Nations to appoint a single arbitrator to whom\n                                                the dispute shall be submitted for decision.\n\n2 The award of the arbitrator or arbitrators appointed in accordance with paragraph\n                                                1 of this article shall be binding upon the Contracting Parties in dispute.\n\nNothing in this Agreement shall be construed as preventing a Contracting Party from\n                                          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\n                                          external or internal security.\n\nAny State may, at the time of signing this Agreement or of depositing its instrument\n                                          of ratification, acceptance, approval or accession, declare that it does not consider\n                                          itself bound by article 13 of this Agreement. Other Contracting Parties shall not\n                                          be bound by article 13 with respect to any Contracting Party which has made such a\n                                          declaration.\n\nIn addition to the declarations, notifications and communications provided for in\n                                          articles 7, 8, 9 and 15 of this Agreement, the Secretary-General shall notify the\n                                          Contracting Parties and the other States referred to in article 5 of the following:\n\n(a) signatures, ratifications, acceptances, approvals and accessions under article 5;\n\n(b) the dates of entry into force of this Agreement in accordance with article 6;\n\n(c) the date of entry into force of amendments to this Agreement in accordance with article\n                                                7, paragraph 2 (c), article 8, paragraphs 4 and 5, and article 9;\n\n(d) denunciations under article 11;\n\n(e) the termination of this Agreement under article 12.\n\nAfter 31 December 1976 the original of this Agreement shall be deposited with the\n                                          Secretary-General of the United Nations, who shall send certified true copies to all\n                                          the States referred to in article 5 of this Agreement.\n\nIN WITNESS WHEREOF, the undersigned, being duly authorized thereto, have signed this\n                                    Agreement.\n\nDONE at Geneva, this fifteenth day of November one thousand nine hundred and seventy-five,\n                                    in a single copy in the English, French and Russian languages, the three texts being\n                                    equally authentic.\n\nExplanatory notes\n\n1. Reference roads and intermediate roads, called class-A roads, have two-digit numbers;\n                                             branch, link and connecting roads, called, class-B roads, have three-digit numbers.\n\n2. North-south orientated reference roads have two-digit odd numbers terminating in the\n                                             figure 5 and increasing from west to east. East-west orientated reference roads have\n                                             two-digit even numbers terminating in the figure 0 and increasing from north to south.\n                                             Intermediate roads have respectively two-digit odd and two-digit even numbers comprised\n                                             within the numbers of the reference roads between which they are located. Class-B\n                                             roads have three-digit numbers, the first digit being that of the nearest reference\n                                             road to the north of the B-road concerned, and the second digit being that of the\n                                             nearest reference road to the west of the B-road concerned; the third digit is a serial\n                                             number.\n\n4. Branch, link and connecting roads located eastwards of E 101 have 3-digit numbers,\n                                             beginning with 0, from 001 to 099.\n\nLIST OF ROADS\n\nA. Main roads\n\n1) West-east orientation\n\na) Reference roads\n\nE 10\n\n\u00c5 - Narvik - Kiruna - Lulea\n\nE 20\n\nShannon \u2013 Limerick \u2013 Portlaoise \u2013 Dublin ... Liverpool \u2013 Manchester \u2013 Bradford \u2013 Leeds\n                                                      \u2013 Hull ... Esbjerg \u2013 Kolding \u2013 Middelfart \u2013 Odense \u2013 Kors\u00f6r \u2013 K\u00f8ge \u2013 K\u00f8benhavn \u2013 Malm\u00f6\n                                                      \u2013 Helsingborg \u2013 Halmstad \u2013 G\u00f6teborg \u2013 Orebro \u2013 Arboga \u2013 Eskilstuna \u2013 S\u00f6dert\u00e4lje \u2013\n                                                      Stockholm ... Tallin \u2013 St. Petersburg.\n\nE 30\n\nCork \u2013 Waterford \u2013 Wexford \u2013 Rosslare ... Fishguard \u2013 Swansea \u2013 Cardiff \u2013 Newport\n                                                      \u2013 Bristol \u2013 London \u2013 Colchester \u2013 Ipswich \u2013 Felixstowe ... Hoek van Holland \u2013 Den\n                                                      Haag \u2013 Gouda \u2013 Utrecht \u2013 Amersfoort \u2013 Oldenzaal \u2013 Osnabr\u00fcck \u2013 Bad Oeynhausen \u2013 Hannover\n                                                      \u2013 Braunschweig \u2013 Magdeburg \u2013 Berlin \u2013 \u0160wiebodzin \u2013 Pozna\u0144\u2013 \u0141owicz \u2013 Warszawa \u2013 Brest\n                                                      \u2013 Minsk \u2013 Smolensk \u2013 Moskva \u2013 Rjazan \u2013 Penza \u2013 Samara \u2013 Ufa \u2013 Chelyabinsk \u2013 Kurgan\n                                                      \u2013 Ishim \u2013 Omsk\n\nE 40\n\nCalais \u2013 Oostende \u2013 Gent \u2013 Bruxelles \u2013 Li\u00e8ge \u2013 Aachen \u2013 K\u00f6ln \u2013 Olpe \u2013 Giessen \u2013 Bad\n                                                      Hersfeld \u2013 Herleshausen \u2013 Eisenach \u2013 Erfurt \u2013 Gera \u2013 Chemnitz \u2013 Dresden \u2013 G\u00f6rlitz\n                                                      \u2013 Legnica \u2013 Wroc\u0142aw \u2013 Opole \u2013 Gliwice \u2013 Krak\u00f3w \u2013 Przemy\u015bl \u2013 Lvov \u2013 Rovno \u2013 Zhitomir\n                                                      \u2013 Kiev \u2013 Kharkov \u2013 Rostov-n\u00e1-Donu \u2013 Lougansk \u2013 Volgograd \u2013 Astrakhan \u2013 Atyrau \u2013 Beineu\n                                                      \u2013 Kungrad \u2013 Nukus \u2013 Dasshaus \u2013 Buchara \u2013 Nawoy \u2013 Samarkand \u2013 Dihzak \u2013 Tashkent \u2013 Shymkent\n                                                      \u2013 Zhambyl \u2013 Bishkek \u2013 Almaty \u2013 Sary-Ozek \u2013 Taldy- Kurgan \u2013 Ucharal \u2013 Taskesken \u2013 Ayaguz\n                                                      \u2013 Georgiyevka \u2013 Ust-Kamenogorsk \u2013 Ridder\n\nE 50\n\nBrest - Rennes - Le Mans - Paris - Reims - Metz - Saarbr\u00fccken - Mannheim - Heilbronn\n                                                      - N\u00fcrnberg - Rozvadov - Plze\u0148 - Praha - Jihlava - Brno - Trenc\u00edn - Pre\u0161ov - Ko\u0161ice\n                                                      - Vy\u0161n\u00e9 Nemeck\u00e9 - Uzhgorod \u2013 Mukacevo \u2013 Stryei \u2013 Ternopol \u2013 Khmelnitski \u2013 Vinnitza\n                                                      \u2013 Uman \u2013 Kizovograd \u2013 Dnepropetrovsk \u2013 Donetsk \u2013 Rostov-na-Donu \u2013 Armavir \u2013 Mineralijnie\n                                                      Vodi \u2013 Makhachkala\n\nE 60\n\nBrest \u2013 Nantes \u2013 Tours \u2013 Orl\u00e9ans \u2013 Courtenay \u2013 Beaune \u2013 Besan\u00e7on \u2013 Belfort \u2013 Mulhouse\n                                                      \u2013 Basel \u2013 Z\u00fcrich \u2013 Winterthur \u2013 St. Gallen \u2013 St. Margrethen \u2013 Lauterach \u2013 Feldkirch\n                                                      \u2013 Imst \u2013 Innsbruck \u2013 W\u00f6rgl \u2013 Rosenheim \u2013 Salzburg \u2013 Linz \u2013 Wien \u2013 Nickelsdorf \u2013 Mosonmagyar\u00f3v\u00e1r\n                                                      \u2013 Gy\u00f6r \u2013 Budapest \u2013 P\u00fcsp\u00f6klad\u00e1ny \u2013 Oradea \u2013 Cluj Napoca \u2013 Turda \u2013 T\u00eergu-Mure\u015f \u2013 Bra\u015fov\n                                                      \u2013 Ploie\u015fti \u2013 Bucure\u015fti \u2013 Urziceni \u2013 Slobozia \u2013 H\u00e2r\u015fova \u2013 Constan\u0163a \u2013 Agigea \u2026 Poti\n                                                      \u2013 Samtredia \u2013 Khashuri \u2013 Tbilisi \u2013 Gandja \u2013 Evlak \u2013 Baku \u2026 Turkmenbashi \u2013 Gyzylarbat\n                                                      \u2013 Ashgabat \u2013 Tedjen \u2013 Mary \u2013 Chardzhu \u2013 Alat \u2013 Buchara \u2013 Karshi \u2013 Guzai \u2013 Sherobod\n                                                      \u2013 Termis \u2013 Dushanbe \u2013 Jirgatal \u2013 Sary Tash \u2013 Irkeshtam\n\nE 70\n\nLa Coru\u00f1a - Oviedo - Bilbao - San Sebastian - Bordeaux - Clermont-Ferrand - Lyon -\n                                                      Chamb\u00e9ry - Susa - Torino - Aless\u00e1ndria - Tortona - Brescia - Verona - Mestre (Venezia)\n                                                      - Palmanova - Trieste - Ljubljana - Zagreb - Djakovo - Beograd -Vrsac - Timisoara\n                                                      - Caransebe\u015f - Drobeta Turnu Severin \u2013 Craiova \u2013 Alexandria \u2013 Bucuresti \u2013 Giurgiu\n                                                      - Ruse - Razgrad - Choumen - Varna... Samsun \u2013 Ordu \u2013 Giresun \u2013 Trabzon \u2013 Batumi \u2013\n                                                      Poti\n\nE 80\n\nLisboa - Santarem - Leiria - Coimbra - Aveiro (Albergaria) - Viseu - Guarda - Vilar\n                                                      Formoso - Salamanca - Burgos - San Sebasti\u00e1n - Pau - Toulouse - Narbonne - Nimes -\n                                                      Aix-en-Provence - Nice - Vintimiglia - Savona - Genova - La Spezia - Migliarino -\n                                                      Livorno - Grosseto \u2013 Civitavecchia \u2013 Roma - Pescara ... Dubrovnik - Petrovac - Titograd\n                                                      - Pri\u0161tina - Ni\u0161 - Dimitrovgrad - Sofia - Plovdiv - Svilengrad - Edirne - Babaeski\n                                                      - Silivri - Istanbul - Izmit - Adapazari - Bolu - Gerede - Ilgaz - Amasya - Niksar\n                                                      - Refahiye - Erzincan - Askale - Erzurum - A\u011fri - G\u00fcrbulak - Iran.\n\nE 90\n\nLisboa\u2013Montijo\u2013Set\u00fabal - Evora - Caia - Badajoz - Madrid - Zaragoza - L\u00e9rida - Barcelona\n                                                      ... Mazara del Vallo - Alcamo - Palermo - Buonfornello - Messina - Reggio Calabria\n                                                      - Catanzaro - Crotone - Sibari - Metaponto - Taranto - Brindisi ... Igoumenitsa -\n                                                      Ioannina - Kozani - Thessaloniki - Alexandropouli - Ipsala - Kesan - Gelibolu ...\n                                                      Lapseki - Bursa - Eskisehir - Sivribisar - Ankara - Aksaray - Adana - Toprakkale -\n                                                      Gaziantep - S. Urfa - Nusaybin - Cizre - Habur - Iraq\n\nb) Intermediate roads\n\nE 04\n\nHelsingborg \u2013 J\u00f6nk\u00f6ping \u2013 Norrk\u00f6ping \u2013 S\u00f6dert\u00e4lje \u2013 Stockholm \u2013 Sundsvall \u2013 Ume\u00e5 \u2013\n                                                      Lule\u00e5 \u2013 Haparanda \u2013 Tornio\n\nE 06\n\nTrelleborg - Malm\u00f6 - Halmstad - G\u00f6teborg - Oslo - Lillehammer - Trondheim - Narvik\n                                                      - Olderfjord - Karasjok - Kirkenes\n\nE 08\n\nTroms\u00f8 \u2013 Nordkjosbotn \u2013 Skibotn \u2013 Kilpisj\u00e4rvi \u2013 Tornio \u2013 Oulu \u2013 Vaasa \u2013 Turku\n\nE12\n\nMo i Rana - Ume\u00e5 ... Vaasa - Tampera - Helsinki.\n\nE 14\n\nTrondheim - Storlien - \u00d6stersund - Sundsvall\n\nE 16\n\nLondonderry \u2013 Belfast \u2013 Glasgow \u2013 Edinburgh \u2013 Bergen \u2013 Fagernes \u2013 H\u00f8nefoss (-Oslo)\n                                                      \u2013 Gardermoen \u2013 Kongsvinger \u2013 the Norwegian/Swedish border \u2013 Torsby \u2013 Malung \u2013 Borl\u00e4nge\n                                                      \u2013 Falun \u2013 Sandviken \u2013 G\u00e4vle\n\nE 18\n\nCraigavon - Belfast - Lame ... Stranraer - Gretna Carlisle - Newcastle ... Kristiansand\n                                                      - Oslo - \u00d6rebro - Arboga - V\u00e4ster\u00e5s - Stockholm/Kapellsk\u00e4r ... Mariehamn... Turku/Naantali\n                                                      - Helsinki - Vaalimaa - Leningrad\n\nE 22\n\nHolyhead \u2013 Chester \u2013 Warrington \u2013 Manchester \u2013 Leeds \u2013 Doncaster \u2013 Immingham ... Amsterdam\n                                                      \u2013 Groningen \u2013 Oldenburg \u2013 Bremen \u2013 Hamburg \u2013 L\u00fcbeck \u2013 Rostock \u2013 Stralsund \u2013 Sassnitz\n                                                      ... Trellenborg \u2013 Malm\u00f6 \u2013 Kalmar \u2013 Nork\u00f6ping \u2013 Ventspils \u2013 Riga \u2013 Rezekne \u2013 Velikie\n                                                      Luki \u2013 Moskva \u2013 Vladimir \u2013 Nizhny Novgorod \u2013 Kazan \u2013 Elabuga \u2013 Perm \u2013 Ekaterinburg\n                                                      \u2013 Tyumen \u2013 Ishim\n\nE 24\n\nBirmingham - Cambridge - Ipswich\n\nE 26\n\nHamburg - Berlin\n\nE 28\n\nBerlin - Szczecin - Goleni\u00f3w - Koszalin \u2013 Gdansk \u2013 ... ... \u2013 Kaliningrad \u2013 Tolpaki\n                                                      \u2013 Nesterov \u2013 Marijampole \u2013 Vilnius \u2013 Minsk\n\nE 32\n\nColchester - Harwich.\n\nE 34\n\nZeebrugge\u2013Antwerpen\u2013Eindhoven\u2013 Venlo - Oberhausen - Dortmund - Bad Oeynhausen\n\nE 36\n\nBerlin - L\u00fcbbenau - Cottbus - Legnica\n\nE 38\n\nGlukhov \u2013 Kursk \u2013 Voronezh \u2013 Saratov \u2013 Uralsk \u2013 Aktobe \u2013 Karabutak \u2013 Aralsk \u2013 Novokazalinsk\n                                                      \u2013 Kzylorda \u2013 Shymkent\n\nE 42\n\nDunkerque - Lille - Mons - Charleroi - Namur - Li\u00e8ge - St. Vith - Wittlich - Bingen\n                                                      - Wiesbaden - Frankfurt am Main - Aschaffenburg\n\nE 44\n\nLe Havre - Amiens - Charleville-M\u00e9zi\u00e8res - Luxembourg - Trier - Koblenz - Giessen\n\nE 46\n\nCherbourg - Caen - Rouen - Reims - Charleville-M\u00e9zi\u00e8res - Li\u00e8ge\n\nE 48\n\nSchweinfurt - Bayreuth - Marktredwitz - Cheb - Karlovy Vary - Praha\n\nE 52\n\nStrasbourg - Appenweier - Karlsruhe - Stuttgart - Ulm - M\u00fcnchen - Salzburg\n\nE 54\n\nParis - Chaumont - Mulhouse - Basel - Waldshut - Lindau - M\u00fcnchen\n\nE 56\n\nN\u00fcrnberg - Regensburg - Passau - Wels - Sattledt\n\nE 58\n\nWien \u2013 Bratislava \u2013 Zvolen \u2013 Kosice \u2013 Uzhgorod \u2013 Mukacevo \u2013 Halmeu \u2013 Suceava \u2013 Iasi\n                                                      \u2013 Sculeni \u2013 Kishinev \u2013 Odessa \u2013 Nikolaev \u2013 Kherson \u2013 Melitopol \u2013 Tagonrog \u2013 Rostov-na-Donu\n\nE 62\n\nNantes - Poitiers - Macon - Gen\u00e8ve - Lausanne - Martigny - Sion - Simplon - Gravellona\n                                                      Toce - Milano - Tortona - Genova\n\nE 64\n\nTorino - Milano - Brescia\n\nE 66\n\nFortezza \u2013 St. Candido \u2013 Spittal \u2013 Villach \u2013 Klagenfurt \u2013 Graz \u2013 Veszpr\u00e9m \u2013 Sz\u00e9kesfeh\u00e9rv\u00e1r\n                                                      \u2013 Duna\u00fajv\u00e1ros \u2013 Kecskem\u00e9t \u2013 Szolnok\n\nE 68\n\nSzeged \u2013 Arad \u2013 Ilia \u2013 Deva \u2013 Sebe\u015f \u2013 Sibiu \u2013 Ve\u015ftem \u2013 F\u0103g\u0103ra\u015f \u2013 Bra\u015fov\n\nE 72\n\nBordeaux - Toulouse\n\nE 74\n\nNice - Cuneo - Asti - Alessandria\n\nE 76\n\nMigliarino - Firenze\n\nE 78\n\nGrosseto - Arezzo - Sansepolcro - Fano.\n\nE 82\n\nPorto - Vila Real - Bragan\u00e7a - Zamora - Tordesillas\n\nE 84\n\nKesan - Tekirdag - Silivri\n\nE 86\n\nKrystalopigi - Florina - Vevi - Yefira\n\nE 88\n\nAnkara \u2013 Yozgat \u2013 Sivas \u2013 Refahiye\n\nE 92\n\nIgoumenitsa - Joannina - Trikala - Volos\n\nE 94\n\nCorinthos - Athinai.\n\nE 96\n\nIzmir \u2013 U\u015fak \u2013 Afyon \u2013 Sivrihisar\n\nE 98\n\nToppogazi - Kirikhan - Reyhanli - Cilveg\u00f6z\u00fc - Syrian Arab Republic\n\n2) North-south orientation\n\na) Reference roads\n\nE 05\n\nGreenock - Glasgow - Gretna - Carlisle - Penrith - Preston - Warrington - Birmingham\n                                                      - Newbury - Southampton . .. Le Havre - Paris - Orl\u00e9ans - Tours - Poitiers - Bordeaux\n                                                      - San Sebastian - Burgos - Madrid - Cord\u00f3ba - Sevilla - C\u00e1diz - Algeciras.\n\nE 15\n\nInverness - Perth - Edinburgh - Newcastle - Scotch-Corner - Doncaster - London - Folkestone\n                                                      - Dover ... Calais - Paris - Lyon - Orange - Narbonne - Gerona - Barcelona - Tarragona\n                                                      - Castell\u00f3n de la Plana - Valencia - Alicante - Murcia - Algeciras.\n\nE 25\n\nHoek van Holland \u2013 Rotterdam \u2013 Gouda \u2013 Utrecht \u2013 \u2019s-Hertogenbosch \u2013 Eindhoven \u2013 Maastricht\n                                                      \u2013 Li\u00e8ge \u2013 Bastogne \u2013 Arlon \u2013 Luxembourg \u2013 Metz \u2013 St. Avold \u2013 Strasbourg \u2013 Mulhouse\n                                                      \u2013 Basel \u2013 Olten \u2013 Bern \u2013 Lausanne \u2013 Gen\u00e8ve \u2013 Mont-Blanc \u2013 Aosta \u2013 Ivrea \u2013 Vercelli\n                                                      \u2013 Allessandria \u2013 Genova ... Bastia \u2013 Porto Vecchio \u2013 Bonifacio ... Porto Torres \u2013\n                                                      Sassari \u2013 Cagliari ... Palermo\n\nE 35\n\nAmsterdam - Utrecht - Arnhem - Emmerich - Oberhausen - K\u00f6ln - Frankfurt am Main -\n                                                      Heidelberg - Karlsruhe - Offenburg - Basel - Olten - Luzern - Altdorf - S. Gottardo\n                                                      - Bellinzona - Lugano - Chiasso - Como - Milano - Piacenza - Parma - Modena - Firenze\n                                                      - Arezzo - Roma\n\nE 45\n\nAlta \u2212 Kautokeino \u2212 Hetta \u2212 Palojoensuu \u2212 Kaaresuvanto \u2212 Karesuando \u2212 Hetta \u2212 Palojoensuu\n                                                      \u2212 G\u00e4llivare \u2212 Storuman \u2212 \u00d6stersund \u2212 Mora \u2212 Grums \u2212 Trollh\u00e4ttan \u2212 G\u00f6teborg Frederikshavn\n                                                      \u2212 Aalborg \u2212 \u00c5rhus \u2212 Vejle \u2212 Kolding \u2212 Fr\u00f8slev \u2212 Flensburg \u2212 Hamburg \u2212 Hannover \u2212 G\u00f6ttingen\n                                                      \u2212 Kassel \u2212 Fulda \u2212 W\u00fcrzburg \u2212 N\u00fcrnberg \u2212 M\u00fcnchen \u2013 Rosenheim \u2013 W\u00f6rgl \u2013 Innsbruck \u2013\n                                                      Brennerpasset \u2013 Franzenfeste \u2013 Bolzano \u2013 Trento \u2212 Verona \u2212 Modena \u2212 Bologna \u2212 Cesena\n                                                      \u2212 Perugia \u2212 Fiano (Roma) \u2212 S. Cesareo (Roma) \u2212 Napoli \u2212 Salerno \u2212 Sicignano \u2212 Cosenza\n                                                      \u2212 Villa S. Giovanni \u2026 Messina \u2212 Cat\u00e0nia \u2212 Siracusa \u2212 Gela\n\nE 55\n\nKemi-Tornio - Haparanda - Leule\u00e5 - Ume\u00e5 - Sundsvall - Stockholm - S\u00f6dert\u00e4lje - Norrk\u00f6ping\n                                                      - J\u00f6nk\u00f6ping - Helsingborg ... Helsing\u00f8r - K\u00f8benhavn - K\u00f8ge - Vordingborg - Far\u00f8 -\n                                                      Nyk\u00f8bing Falster - Gedser ... Rostock - Berlin - L\u00fcbbenau - Dresden - Teplice - Praha\n                                                      - T\u00e1bor - \u010cesk\u00e9 Bud\u0115jo - Doln\u00ed Dvo\u0159ist\u0115 - Linz - Salzburg - Villach - Tarvisio - Udine\n                                                      - Palmanova - Mestre (Venezia) - Ravenna - Cesena - Rimini - Fano - Ancona - Pescara\n                                                      - Canosa - Bari - Brindisi... Igoumenitsa - Preveza - Messolongi - Rion - Patrai -\n                                                      Pyrgos - Kalamata\n\nE 65\n\nMalm\u00f6 - Ystad ... \u015awinouj\u015bcie - Wolin - Goleni\u00f3w - Szczecin - \u015awiebodzin - Jelenia-G\u00f3ra\n                                                      - Harrachov - \u017delezny Brod - Turnov - Mlad\u00e1 Boleslav - Praha - Jihlava - Brno - B\u0159eclav\n                                                      - Bratislava - Rajka - Mosonmagyar\u00f3va\u0155 - Csorna - Szombathely - K\u00f6rmend - Zalaegerszeg\n                                                      - Nagykanizsa - Letenye - Zagreb - Karlovac - Rijeka - Split - Metkovi\u0107 - Dubrovnik\n                                                      - Petrovac - Titograd - Bijelo Polje - Skopje - Kicevo - Ohrid - Bitolj - Niki - Vevi\n                                                      - Kozani - L\u00e1rissa - Domokos - Lamia - Brallos - Itea - Antirrion ... Rion - Egion\n                                                      - Korinthos - Tripoli - Kalamata ... Kissamos - Chania\n\nE 75\n\nVardo\u2013Utsjoki\u2013Ivalo\u2013 Sodankyl\u00e4 - Rovaniemi - Kemi - Oulu \u2013Jyv\u00e4skyl\u00e4\u2013Heinola\u2013Lahti\u2013Helsinki\n                                                      ... Gdansk - \u015awiecie - Kro\u015bniewice - L\u00f6d\u017a - Piotrk\u00f3w Trybunalski - Katowice - \u010c. Te\u0161in\n                                                      - \u017dilina - Bratislava - Gy\u00f6r - Budapest - Szeged - Beograd - Ni\u0161 - Kumanovo - Skopje\n                                                      - Gevgelija - Evzoni - Thessaloniki - L\u00e1rissa - Almyros - Lamia - Athinai - Chania\n                                                      - Iraklion - Agios Nikolaos - Sitia\n\nE 85\n\nKlaip\u00e9da \u2013 Kaunas \u2013 Vilnius \u2013 Lida \u2013 Slonim \u2013 Kobrin \u2013 Luck \u2013 \u010cernovcy \u2013 Siret \u2013 Suceava\n                                                      \u2013 S\u0103b\u0103oani \u2013 Roman \u2013 Ba\u010dau \u2013 M\u0103r\u0103\u015fe\u015fti \u2013 Ti\u015fi\u0163a \u2013 Buz\u0103u \u2013 Urziceni \u2013 Bucure\u015fti \u2013 Giurgiu\n                                                      \u2013 Ruse \u2013 Bjala \u2013 Veliko Tarnovo \u2013 Stara Zagora \u2013 Haskovo \u2013 Svilengrad \u2013 Ormenio \u2013\n                                                      Kastanies \u2013 Didymoteicho \u2013 Alexandropouli\n\nE 101\n\nMoskva \u2013 Kaluga \u2013 Brjansk \u2013 Glukhov \u2013 Kiev\n\nE 105\n\nKirkenes\u2013Murmansk\u2013Petrozavodsk\u2013Sankt Petersburg\u2013 Moskva\u2013Orel\u2013Kharkov\u2013Simferopol\u2013Alushta\u2013Yalta\n\nE 115\n\nYaroslav \u2013 Moskva \u2013 Voronezh \u2013 Rostov na Donu \u2013 Krasnodar \u2013 Novorossijsk\n\nE 117\n\nMineraljnie Vodi \u2013 Naljchik \u2013 Vladikavkaz \u2013 Tbilisi \u2013 Yerevan \u2013 Goris \u2013 Megri\n\nE 119\n\nMoskva \u2013 Tambov \u2013 Povorino \u2013 Volgograd \u2013 Astrakhan \u2013 Makhachkala \u2013 Kuba \u2013 Baku \u2013\n                                                      Alyat \u2013 Astara\n\nE 121\n\nSamara \u2013 Uralsk \u2013 Atyrau \u2013 Beineu \u2013 Shetpe \u2013 Zhetybay \u2013 Fetisovo \u2013 Bekdash \u2013 Turkmenbashi\n                                                      \u2013 Gyzylarbat \u2013 border of Iran (Gorgan)\n\nE 123\n\nChelyabinsk \u2013 Kostanay \u2013 Zapadnoe \u2013 Buzuluk \u2013 Derzhavinsk \u2013 Arkalyk \u2013 Zhezkazgan \u2013\n                                                      Kyzylorda \u2013 Shymkent \u2013 Tashkent \u2013 Aini \u2013 Dushanbe \u2013 Nizhny Pyanj\n\nE 125\n\nIshim \u2013 Petropavlovsk \u2013 Kokshetau \u2013 Shchuchinsk \u2013 Astana \u2013 Karagandy \u2013 Balkhash \u2013\n                                                      Burubaytal \u2013 Almaty \u2013 Bishkek \u2013 Naryn \u2013 Torugart\n\nE 127\n\nOmsk \u2013 Pavlodar \u2013 Semipalatinsk \u2013 Georgiyevka \u2013 Maikapshagai\n\nb) Intermediate roads\n\nE 01\n\nLarne - Belfast - Dublin - Wexford - Rosslare ... La Coru\u00f1a - Pontevedra - Valen\u00e7a\n                                                      - Porto - Aveiro (Albergaria) - Coimbra - Lisboa - Set\u00fabal - Faro - Vila Real de Santo\n                                                      Ant\u00f3nio - Huelva - Seville\n\nE 03\n\nCherbourg - Rennes - Nantes - La Rochelle.\n\nE 07\n\nPau - Ja\u00e7a - Huesca - Zaragoza\n\nE 09\n\nOrl\u00e9ans - Limoges - Toulouse - Barcelona\n\nE 11\n\nVierzon - Montlu\u00e7on - Clermont Ferrand - Montpellier\n\nE 13\n\nDoncaster - Sheffield - Nottingham - Leicester - Northampton - London\n\nE 17\n\nAntwerpen - Gent - Kortrijk - Cambrai - Rheims - Beaune.\n\nE 19\n\nAmsterdam - Den Haag - Rotterdam - Breda - Antwerpen - Bruxelles - Mons - Valenciennes\n                                                      - Paris.\n\nE 21\n\nMetz - Nancy - Dijon - Gen\u00e8ve\n\nE 23\n\nMetz - Nancy - Besan\u00e7on - Vallorbe - Lausanne.\n\nE 27\n\nBelfort - Bern - Martigny - Grand-Saint-Bernard - Aosta\n\nE 29\n\nK\u00f6ln - Luxembourg - Saarbr\u00fccken - Sarreguemines (E 25 Strasbourg)\n\nE 31\n\nRotterdam - Gorinchem - Nijmegen - Goch - Krefeld - K\u00f6ln - Koblenz - Bingen - Ludwigshafen\n\nE 33\n\nParma - La Spezia\n\nE 37\n\nBremen - Osnabr\u00fcck - Dortmund - K\u00f6ln\n\nE 39\n\nTrondheim - \u00c5lesund - Bergen - Stavanger - Kristiansand - Hirtshals - Hj\u00f8rring - N\u00f8rre\n                                                      Sundby - Aalborg\n\nE 41\n\nDortmund - Giessen - Aschaffenburg - W\u00fcrzburg - Stuttgart - Schaffhausen - Winterthur\n                                                      - Z\u00fcrich - Altdorf\n\nE 43\n\nW\u00fcrzburg - Ulm - Lindau - Bregenz - St. Margrethen - Buchs - Chur - S. Bernardino\n                                                      - Bellinzona\n\nE 47\n\nHelsingborg ... Helsing\u00f8r - K\u00f8benhavn - K\u00f8ge - Vordingborg - Far\u00f8 - R\u00f8dby ...Puttgarden\n                                                      - Lubeck\n\nE 49\n\nMagdeburg - Halle - Plauen - Sch\u00f6nberg - Vojtanov - Karlovy Vary - Plze\u0148 - \u010cesk\u00e9 Bud\u011bjovice\n                                                      - T\u0159ebo\u0148 - Hal\u00e1mky - Wien\n\nE 51\n\nBerlin - Leipzig - Gera - Hirschberg - Hof - Bayreuth - N\u00fcrnberg\n\nE 53\n\nPlze\u0148 - Bayer - Eisenstein - Deggendorf - M\u00fcnchen.\n\nE 57\n\nSattledt - Liezen - St. Michael - Graz - Maribor - Ljubljana.\n\nE 59\n\nPraha - Jihlava - Wien - Graz - Spielfeld - Maribor - Zagreb\n\nE 61\n\nVillach - Karawanken Tunnel/Predor Karavanke - Naklo\n\nE 63\n\nSodankyl\u00e4 - Kemij\u00e4rvi - Kuusamo - Kajaani - Kuopio - Jyv\u00e4skyl\u00e4 - Tampere - Turku\n\nE 67\n\nHelsinki\u2013Tallinn\u2013Riga\u2013Panev\u00e9\u017eys\u2013Kaunas\u2013Warszawa\u2013 Piotrk\u00f3w Trybunalski - Wroclaw -\n                                                      Klodzko - B\u0115loves - N\u00e1chod - Hradec Kr\u00e1lov\u00e9 - Praha\n\nE 69\n\nNordkapp - Olderfjord\n\nE 71\n\nKo\u0161ice - Miskolc - Budapest - Balatonaliga - Nagykanizsa - Zagreb - Karlovac - Biha\u010d\n                                                      - Knin - Split\n\nE 73\n\nBudapest - Szeksz\u00e1rd - Moh\u00e1cs - Osijek - Djakovo - Samak - Zenica - Mostar - Metkovi\u0107.\n\nE 77\n\nPskov \u2013 Riga \u2013 Siauliai \u2013 Tolpaki \u2013 Kaliningrad \u2013 ... ... \u2013 Gdansk \u2013 Elblag \u2013 Warszawa\n                                                      \u2013 Radom \u2013 Krakow \u2013 Ruzomberok \u2013 Zvolen \u2013 Budapest\n\nE 79\n\nMiskolc \u2013 Debrecen \u2013 Beretty\u00f3\u00fajfal\u00fa \u2013Oradea \u2013 Beius \u2013 Deva \u2013 Petrosani \u2013 Tirgu Jiu\n                                                      \u2013 Craiova \u2013 Calafat \u2013 Vidin \u2013 Vraca \u2013 Botevgrad \u2013 Sofia \u2013 Blogojevgrad \u2013 Serai \u2013 Thessaloniki\n\nE 81\n\nMukacevo \u2013 Halmeu \u2013 Satu Mare \u2013 Zal\u0103u \u2013 Cluj Napoca \u2013 Turda \u2013 Sebe\u015f \u2013 Sibiu \u2013 Pite\u015bti\n                                                      \u2013 Bucure\u015fti \u2013 Lehliu \u2013 Fete\u015fti \u2013 Cernavod\u0103 \u2013 Constan\u0163a\n\nE 83\n\nBjala - Pleven - Jablanica - Botevgrad - Sofia.\n\nE 87\n\nOdessa \u2013 Izmail \u2013 Reni \u2013 Galati \u2013 Tulcea \u2013 Constanta \u2013 Varna \u2013 Burgas \u2013 Marinka \u2013\n                                                      Zvezdec \u2013 Malko Tarnovo \u2013 Derek\u00f6y \u2013 Kirklareli \u2013 Babaeski \u2013 Havza \u2013 Ke\u015fan \u2013 Gelibolu\n                                                      \u2013 Eceabat \u2026 \u00c7anakkale \u2013 Ayvalik \u2013 Izmir \u2013 Sel\u00e7uk \u2013 Aydin \u2013 Denizli \u2013 Acipayam \u2013 Korkuteli\n                                                      \u2013 Antalya\n\nE 89\n\nGerede - Kizilcahamam - Ankara\n\nE 91\n\nToprakkale - Iskenderun - Topbo\u011fazi - Antakya - Yaylada\u0123 - Syrian Arab Republic\n\nE 95\n\nSankt Petersburg\u2013Pskov\u2013Gomel\u2013Kyiv\u2013Odessa... Samsun \u2013 Merzifon\n\nE 97\n\nTrabzon \u2013 G\u00fcm\u00fc\u015fhane \u2013 A\u015fkale\n\nE 99\n\n\u015eanliurfa \u2013 Diyarbakir \u2013 Bitlis \u2013 Do\u011fubeyazit \u2013 I\u011fdir \u2013 Dilucu \u2013 Sadarak.\n\nB. Branch, link and connecting roads\n\nE 001\n\nTbilissi \u2013 Bagratashe \u2013 Vanatzor\n\nE 002\n\nAlyat \u2013 Saatli \u2013 Mehgri \u2013 Ordubad \u2013 Djulfa \u2013 Nakhchivan \u2013 Sadarak.\n\nE 003\n\nUchkuduk \u2013 Dasshaus \u2013 Ashgabat \u2013 Gaudan\n\nE 004\n\nKyzylorda \u2013 Uchkuduk \u2013 Buchara\n\nE 005\n\nGuza \u2013 Samarkand\n\nE 006\n\nAyni \u2013 Kokand\n\nE 007\n\nTashkent \u2013 Kokand \u2013 Andijan \u2013 Osh \u2013 Irkeshtam\n\nE 008\n\nDushanbe \u2013 Kulab \u2013 Kalaikhumb \u2013 Khorog \u2013 Murgab \u2013 Kulma \u2013 border of China\n\nE 009\n\nJirgatal \u2013 Khorog \u2013 Ishkashim \u2013 Lyanga \u2013 China\n\nE 010\n\nOsh \u2013 Bishkek\n\nE 011\n\nKokpek \u2013 Kegen \u2013 Tyup\n\nE 012\n\nAlmaty \u2013 Kokpek \u2013 Chundzha \u2013 Koktal \u2013 Khorgos\n\nE 013\n\nSary-Ozek \u2013 Koktal\n\nE 014\n\nUcharal \u2013 Druzhba\n\nE 015\n\nTaskesken \u2013 Bakhty\n\nE 016\n\nZapadnoe \u2013 Zhaksy \u2013 Atbasar \u2013 Astana\n\nE 017\n\nElabuga \u2013 Ufa\n\nE 018\n\nZhezkazgan \u2013 Karagandy \u2013 Pavlodar \u2013 Uspenka\n\nE 019\n\nPetropavlovsk \u2013 Zapadnoe\n\nE 134\n\nHaugesund \u2013 Haukeligrend \u2013 Drammen \u2013 Dr\u00f8bak \u2013 Vassum\n\nE 136\n\n\u00c5lesund - Andalsnes - Domb\u00e5s\n\nE 201\n\nCork - Portlaoise\n\nE 231\n\nAmsterdam - Amersfoort\n\nE 232\n\nAmersfoort - Hoogeveen - Groningen\n\nE 233\n\nHoogeveen - Hasel\u00fcnne - Cloppenburg - Bremen\n\nE 234\n\nCuxhaven - Bremerhaven - Bremen - Walsrode\n\nE 251\n\nSassnitz - Stralsund - Neubrandenburg - Berlin\n\nE 261\n\n\u015awiecie - Pozna\u0144 - Wroclaw\n\nE 262\n\nKaunas \u2013 Ukmerge \u2013 Daugavpils \u2013 Rezekne \u2013 Ostrov\n\nE 263\n\nTallinn \u2013 Tartu \u2013 Luhamaa.\n\nE-264\n\nJ\u00f5hvi \u2013 Tartu \u2013 Valga \u2013 Valka \u2013 Valmiera \u2013 Incukalns\n\nE 265\n\nTallinn \u2013 Paldiski \u2013 Kappelsk\u00e4r\n\nE 271\n\nMinsk\u2013Gomel\n\nE 272\n\nKlaip\u00e9da \u2013 Palanga \u2013 \u0160iauliai \u2013 Panev\u00e9\u017eys \u2013Ukmerge\u2013Vilnius\n\nE 311\n\nBreda - Gorinchem - Utrecht\n\nE 312\n\nVlissingen - Breda - Eindhoven\n\nE 313\n\nAntwerpen - Li\u00e8ge.\n\nE 314\n\nLeuven\u2013Hasselt\u2013Heerlen\u2013Aachen\n\nE 331\n\nDortmund - Kassel\n\nE 372\n\nWarszawa\u2013Lublin\u2013Lvov\n\nE 373\n\nLublin \u2013 Kovel \u2013 Kiev\n\nE 391\n\nTrosna \u2013 Glukhkov\n\nE 401\n\nSt. Brieuc - Caen\n\nE 402\n\nCalais - Rouen - Le Mans\n\nE 403\n\nZeebrugge\u2013Brugge\u2013Kortrijk\u2013Tournai\n\nE 404\n\nJabbeke\u2013Zeebrugge\n\nE 411\n\nBruxelles\u2013Namur\u2013Arlon\u2013Longwy\u2013Metz\n\nE 420\n\nNivelles\u2013Charleroi\u2013Reims\n\nE 421\n\nAachen - St. Vith - Luxembourg\n\nE 422\n\nTrier - Saarbr\u00fccken\n\nE 429\n\nTournai\u2013Halle\n\nE 441\n\nChemnitz \u2013 Plauen \u2013 Hof.\n\nE 442\n\nKarlovy Vary - Teplice - Turnov - Hradec Kr\u00e1lov\u00e9 - Olomouc - Zilina\n\nE 451\n\nGiessen - Frankfurt am Main - Mannheim\n\nE 461\n\nSvitavy - Brno - Wien.\n\nE 462\n\nBrno - Olomouc - \u010cesk\u00fd T\u0115\u0161in - Krak\u00f3w\n\nE 471\n\nMuka\u010devo - Lvov\n\nE 501\n\nLe Mans - Angers\n\nE 502\n\nLe Mans - Tours\n\nE 511\n\nCourtenay (A6) - Troyes\n\nE 531\n\nOffenburg - Donaueschingen\n\nE 532\n\nMemmingen - F\u00fcssen\n\nE 533\n\nM\u00fcnchen - Garmisch-Partenkirchen - Mittenwald - Seefeld - Innsbruck\n\nE 551\n\n\u010ceck\u00e9 Bud\u011bjovice - Humpolec\n\nE 552\n\nM\u00fcnchen - Braunau - Wels - Linz\n\nE 571\n\nBratislava - Zvolen - Ko\u0161ice\n\nE 573\n\nP\u00fcsp\u00f6klad\u00e1ny - Nyiregyh\u00e1za - Tchop - U\u017egorod\n\nE 574\n\nBacau \u2013 Brasov \u2013 Pitesti \u2013 Craiova\n\nE 576\n\nCluj Napoca \u2013 Dej\n\nE 577\n\nPloie\u015fti \u2013 Buz\u0103u.\n\nE 578\n\nSaratel \u2013 Reghin \u2013 Toplita \u2013 Gheorgheni \u2013 Miercurea Ciuc \u2013 Sfantu \u2013 Gheorghe \u2013 Chichis\n\nE 579\n\nG\u00f6rbeh\u00e1za \u2013 Ny\u00edregyh\u00e1za \u2013 V\u00e1s\u00e1rosnam\u00e9ny \u2013 Beregdar\u00f3c\n\nE 581\n\nTi\u015fi\u0163a \u2013 Tecuci \u2013 Albi\u0163a \u2013 Leucheni \u2013 Kishinev \u2013 Odessa.\n\nE 583\n\nS\u0103b\u0103oani \u2013 Ia\u015fi \u2013 Sculeni \u2013 Beltzy \u2013 Mohelerpodolsc \u2013 Vinnitza \u2013 Zhitomir.\n\nE 584\n\nPoltava \u2013 Kirovgrad \u2013 Kishinev \u2013 Giurgulesti \u2013 Galati \u2013 Slobozia\n\nE 592\n\nKrasnodar \u2013 Djoubga\n\nE 601\n\nNiort (A 10) - La Rochelle\n\nE 602\n\nLa Rochelle - Saintes\n\nE 603\n\nSaintes - Angoul\u00e8me - Limoges\n\nE 604\n\nTours - Vierzon\n\nE 606\n\nAngoul\u00e8me - Bordeaux\n\nE 607\n\nDigoin - Chalon-sur-Sa\u00f4ne\n\nE 611\n\nLyon - Pont d'Ain\n\nE 612\n\nIvrea - Torino\n\nE 641\n\nW\u00f6rgl -St. Johann - Lofer - Salzburg\n\nE 651\n\nAltenmarkt - Liezen\n\nE 652\n\nKlagenfurt - Loibl-Pass - Naklo\n\nE 653\n\nLetenye \u2013 Torniyiszentmikl\u00f3s\n\nE 661\n\nBalatonkereszt\u00far - Nagyat\u00e1d - Barcs - Virovitica - Oku\u010dani - Banja Luka - Jajce -\n                                                      Donji Vakuf - Zenica.\n\nE 662\n\nSubotica - Sombor - Osijek\n\nE 671\n\nTimisoara \u2013 Arad \u2013 Oradea \u2013 Satu Mare\n\nE 673\n\nLugoj \u2013 Ilia.\n\nE 675\n\nAgigea \u2013 Negru Vod\u0103/Kardam.\n\nE 691\n\nAshtarak \u2013 Gumri \u2013 Ashotsk \u2013 Vale \u2013 Turkg\u00f6z\u00fc \u2013 Posof \u2013 Kars \u2013 Horasan.\n\nE 692\n\nVale \u2013 Ashotsk \u2013 Gumri \u2013 Ashtarak\n\nE 693\n\nBatumi \u2013 Samtredia\n\nE 711\n\nLyon - Grenoble\n\nE 712\n\nGen\u00e8ve - Chamb\u00e9ry - Marseille\n\nE 713\n\nValence - Grenoble\n\nE 714\n\nOrange - Marseille\n\nE 717\n\nTorino - Savona\n\nE 751\n\nRijeka - Pula - Koper.\n\nE 761\n\nBiha\u010d - Jajce - Donji Vakuf - Zenica - Sarajevo - Titovo U\u017eice - \u010ca\u010dak - Kraljevo\n                                                      - Kru\u0161evac - Pojate - Para\u010din - Zaje\u010dar.\n\nE 762\n\nSarajevo - Titograd - Albanian border.\n\nE 763\n\nBeograd - Cacak - Nova Varos - Bijelo Polje\n\nE 771\n\nDrobeta Turnu Severin - Ni\u0161\n\nE 772\n\nJablanica - Velico Tirnovo - Choumen\n\nE 773\n\nPopovica - Stara Zagora - Burgas\n\nE 801\n\nCoimbra\u2013Viseu\u2013Vila Real\u2013Chaves\u2013Verin\n\nE 802\n\nBragan\u00e7a - Guarda - Castelo Branco - Portalegre - Evora - Beja - Ourique\n\nE 803\n\nSalamanca - Merida - Sevilla\n\nE 804\n\nBilbao - Logro\u00f1o - Zaragoza.\n\nE 805\n\nFamalic\u00e3o\u2013Chaves.\n\nE 806\n\nTorres Novas\u2013Abrantes\u2013Castelo Branco\u2013Guarda\n\nE 821\n\nRoma - San Cesareo (Roma)\n\nE 840\n\nSassari \u2013 Olbia ... (maritime link) \u2013 Civitavecchia \u2013 intersection with E 80 (near\n                                                      Civitavecchia)\n\nE 841\n\nAvellino - Salerno\n\nE 842\n\nNapoli - Avellino - Benevento - Canosa\n\nE 843\n\nBari - Taranto.\n\nE 844\n\nSpezzano - Albanese - Sibari\n\nE 846\n\nCosenza - Crotone\n\nE 847\n\nSicignano - Potenza - Metaponto\n\nE 848\n\nS. Eufemia - Catanzaro.\n\nE 851\n\nPetrovac-(Albania) - Prizren - Pristina\n\nE 852\n\nOhrid - Albanian border\n\nE 853\n\nJoannina - Albanian Border\n\nE 871\n\nSofia - Kjustendil - Kumanovo\n\nE 881\n\nIzmit \u2013 Bursa \u2013 Balikesir \u2013 Manisa \u2013 Izmir \u2013 Ce\u015fme\n\nE 901\n\nMadrid - Valencia\n\nE 902\n\nJa\u00e9n - Granada - M\u00e1laga\n\nE 931\n\nMazara del Vallo - Gela.\n\nE 932\n\nBuonfornello - Enna-Gatania\n\nE 933\n\nAlcamo - Trapani\n\nE 951\n\nJoannina - Arta - Agrinion - Massolongi\n\nE 952\n\nAktio - Vonitsa - Amfilochia - Karpenisi - Lamia\n\nE 961\n\nTripoli - Sparti - Gythio\n\nE 962\n\nElefsina - Thiva\n\nE 981\n\nAfyon-Konya- Junction (Aksaray-Pozanti) ( on the State road linking Ankara and Mersin\n                                                      on E90)\n\nE 982\n\nMersin- Junction Tarsus East (on the motorway linking Ankara and Adana on E90)\n\nE 371\n\nPre\u0161ov - Svidn\u00edk - Vy\u0161n\u00fd Kom\u00e1rnik - (continuing on the territory of Poland ... Rzesz\u00f3w\n                                                      - Radom)\n\nE 575\n\nBratislava - Dunajsk\u00e1 St\u0159eda - Medved\u00f3v - (continuing on the territory of Hungary\n                                                      ... V\u00e1m\u00f3szabadi - Gyor)\n\nE 572\n\nTren\u010d\u00edn - \u017diar nad Hronom\n\n1. General considerations\n\n2. Horizontal and vertical alignment\n\n2.1 Basic parameters\n\n2.2 Conditions of visibility\n\n3. Cross-section between junctions\n\n3.1 Number and width of traffic lanes\n\n3.2 Shoulders\n\n3.3 Central reserve\n\n3.4 Crossfall\n\n4. Overhead clearance\n\n5. Intersections\n\n5.1 Choice of type of junction\n\n5.2 Layout of level junctions\n\n5.3 Interchanges\n\n5.3.1 General provisions\n\n5.3.2 Geometric characteristics\n\n6. Deceleration and acceleration lanes\n\n7. Railway intersections\n\n1. General considerations\n\n2. Vertical signs and road markings\n\n2.1 General characteristics of vertical signs and road markings\n\n2.2 Road markings\n\n2.3 Vertical signs\n\n2.4 Roadworks and emergency signs\n\n3. Equipment and user services\n\n3.1 Safety fences and barriers\n\n3.2 Delineators\n\n3.3 Anti-glare devices\n\n3.4 Arrester beds\n\n4. Traffic control\n\n4.1 Traffic light signals\n\n4.2 Variable message signs\n\n4.3 Emergency communications systems\n\n4.4 User information\n\n5. Road lighting\n\n6. Ancillary facilities installation\n\n6.1 Safety of pedestrians and cyclists\n\n6.2 Protection of disabled persons\n\n6.3 Protection from animals\n\n7. Service facilities\n\n7.1 Rest areas\n\n7.2 Service areas\n\n7.3 Toll areas\n\n7.4 Frontier posts\n\n1. Traffic management systems\n\n2. Control centre\n\n3. Emergency exits and acces for emergency services\n\n4. Tunnel equipment\n\n4.1 Lighting appliances, power supply and electrical circuits\n\n4.2 Emergency applicances\n\n4.3 Ventilation systems\n\n4.4 Other appliances and systems for the improvement of safety\n\n1. General remarks\n\n2. Integration of roads into the environment\n\n3. The main adverse effects of roads on the environment\n\n3.1 Water pollution\n\n3.1.1 Pollution during roadworks\n\n3.1.2 Seasonal pollution\n\n3.1.3 Accidental pollution\n\n3.1.4 Chronic pollution\n\n3.2 Noise\n\n3.2.1 Factors to be taken into account\n\n3.2.2 Measures to be taken\n\n4. Taking account of the landscape and the cultural environment\n\n1. General considerations\n\n2. Maintenance management\n\n3. Specific maintenance aspects\n\nThe fundamental characteristics of the construction, improvement, equipment and maintenance\n                                          of the main international traffic arteries, hereafter designated \u2018international roads\u2019,\n                                          are dealt with in the following provisions, which are based on modern concepts of\n                                          road construction technology. They do not apply in built-up areas. The latter shall\n                                          be by-passed if they constitute a hindrance or a danger.\n\nThe provisions of this annex take into account various criteria including traffic\n                                          safety, environmental protection, fluidity of traffic flow and comfort of road users,\n                                          applied on the basis of economic evaluation. The provisions of this annex concerning\n                                          tunnels shall apply to tunnels with lengths of over 500 m. Some of these provisions,\n                                          however, concern long tunnels only.\n\nCountries shall make every possible effort to conform to these provisions both in\n                                          the construction of new roads and in modernizing existing ones.\n\nInternational roads are classed as follows:\n\n1. \nMotorways\n\n\u2018Motorway\u2019 means a road specially designed and built for motor traffic, which does\n                                                not serve properties bordering on it, and which:\n\n(i) Is provided, except at special points or temporarily, with separate carriageways for\n                                                      the two directions of traffic, separated from each other by a dividing strip not intended\n                                                      for traffic or, exceptionally, by other means,\n\n(ii) Does not cross at level with any road, railway or tramway track, or footpath; and\n\n(iii) Is specially sign-posted as a motorway.\n\n2. \nExpress roads\n\nAn express road is a road reserved for motor traffic accessible from interchanges\n                                                or controlled junctions only and which:\n\n(i) Prohibits stopping and parking on the running carriageway(s); and\n\n(ii) Does not cross at level with any railway or tramway track, or footpath.\n\n3. \nOrdinary roads\n\nAn ordinary road is one open to all categories of users and vehicles. It may have\n                                                a single carriageway or separate carriageways.\n\nInternational roads should preferably be motorways or express roads.\n\nIII.1. \nGeneral considerations\n\nThe choice of geometric characteristics shall be such as to afford to all users proper\n                                                safety and traffic flow conditions with a minimum of congestion, bearing in mind the\n                                                function of the road and the general behaviour of drivers.\n\nThe general rules of design apply to both the construction of new roads and the modernization\n                                                of the existing network. In the latter case, however, account shall be taken of special\n                                                constraints and situations and the basic rules shall be applied flexibly so as to\n                                                conserve the general consistency of the route. Less importance may therefore be attached\n                                                to some basic parameters while upgrading the quality of the alignment and its perception\n                                                by the driver (\u2018readability\u2019 of the road) so as to improve safety.\n\nThe progressive improvements to a road shall be effected with particular care so as,\n                                                at each stage, to respect the general consistency of the route (importance of transitions).\n\nWhen a motorway or a road with separate carriageways is constructed in stages, involving\n                                                the initial inauguration of a single two-way carriageway, care shall be taken in designing\n                                                this first phase so that its two-way nature is clearly recognizable by users and so\n                                                that it can function as such; this will involve the need to ensure overtaking visibility\n                                                for traffic in each direction along most of the alignment and, as far as possible,\n                                                to conceal such installations as must be constructed in their final form from the\n                                                outset.\n\nThe parameters of the design and dimensions depend on the choice of category of road,\n                                                which is conditioned by its functions, its location (topography, land use, etc.) and\n                                                the general technical and economic context. The choice of category shall take account\n                                                of:\n\nInternal consistency (homogeneity) of construction characteristics;\n\nConsistency of the road with the user\u2019s perception of it.\n\nIt will then be possible to define a consistent overall approach to the development\n                                                of the route (or section) under consideration, and to decide accordingly on all the\n                                                components of the project (geometry, signs and equipment, and junctions).\n\nA range of design speed is associated with each category of road.\n\nThe design speed is that speed which in a scheme for the improvement or construction\n                                                of a road is chosen to determine geometric characteristics permitting isolated vehicles\n                                                to travel at this speed in safety.\n\nThe range of recommended design speeds in km/h on international roads is as follows:\n\nMotorways\n\nX\n\n80\n\n100\n\n120\n\n140\n\nExpress roads\n\n60\n\n80\n\n100\n\n120\n\nX\n\nOrdinary roads\n\n60\n\n80\n\n100\n\nX\n\nX\n\nDesign speeds of over 100 km/h should not be selected unless the carriageways are\n                                                separated and the layout of intersections so permits.\n\nThe lowest design speeds (60 km/h for roads or 80 km/h for motorways) may be used\n                                                on highly restrictive sections.\n\nThe design speed may be reduced in exceptional cases on sections of limited length\n                                                of the road and in difficult topographic and other conditions. Changes from one design\n                                                speed to another should be applied gradually in such a manner that they can be easily\n                                                foreseen by the driver.\n\nThe concept of \u2018design speed\u2019 may not be applicable to certain routes with a difficult\n                                                topography.\n\nInternational roads shall present homogeneous characteristics over sufficiently long\n                                                sections. Changes of category shall be made at points where they are quite clear to\n                                                users (approaching built-up areas, change in topography, interchanges, toll areas\n                                                and frontier posts.) and particular attention shall be paid to transition zones.\n\nIt is also important to verify that minimum conditions of safety are observed at all\n                                                points on the road, taking into account the actual speeds at which most users travel,\n                                                in the light of the general configuration of the alignment and the regulations in\n                                                force.\n\nInternational roads should provide for traffic of motor vehicles in accordance with\n                                                national regulations concerning the sizes, total weight and axle load.\n\nIII.2. \nHorizontal and vertical alignment\n\nIII.2.1. \nBasic parameters\n\nThe horizontal and vertical alignment shall be co-ordinated in such a way that the\n                                                      road is perceived by the driver as being without undue discontinuities of alignment,\n                                                      permits him to anticipate his manoeuvres and to see clearly the critical points, in\n                                                      particular junctions and entrances and exits of interchanges.\n\nThe rules for the dimensions of the horizontal and vertical alignment shall be based\n                                                      on conventional traffic engineering parameters (reaction times, friction coefficients,\n                                                      height of obstacle, etc.) for the majority of users.\n\nThe recommended minimum values for the parameters of the horizontal and vertical alignment\n                                                      are given in the following table:\n\nDesign speed (km/h)\n\n60\n\n80\n\n100\n\n120\n\n140\n\nMinimum radii in plane (corresponding to maximum superelevation 7%)\n\n120\n\n240\n\n450\n\n650\n\n1 000\n\nMaximum gradient (percentage not to be exceeded)1)\n\n8\n\n7\n\n6\n\n5\n\n4\n\nMaximum longitudinal gradient in new tunnels2)\n\n5\n\n5\n\n5\n\n5\n\n5\n\nMinimum radii at the highest point of the vertical alignment (in m)\n\nOne-way\n\n1 500\n\n3 000\n\n6 000\n\n10 000\n\n18 000\n\nTwo-way\n\n1 600\n\n4 500\n\n10 000\n\n\u2013\n\n\u2013\n\nMinimum radii at the lowest point of the vertical alignment\n\n1 500\n\n2 000\n\n3 000\n\n4 200\n\n6 000\n\n1)The maximum gradient should be decreased by 1% in the case of express roads and motorways.\n                                                            When the maximum gradient is applied, an additional lane for slow-moving vehicles\n                                                            should be envisaged.\n\n2)Unless no other solution is geographically possible. In tunnels with gradients higher\n                                                            than 3%, additional and/or reinforced measures should be taken to enhance safety on\n                                                            the basis of a risk analysis.\n\nThe minimum vertical alignment radii shall be avoided at the approaches to critical\n                                                      points (junctions, interchanges, accesses, entries to built-up areas, etc.).\n\nThe gradient resulting from longitudinal slope and superelevation shall not exceed\n                                                      10 per cent.\n\nHorizontal alignment curves shall, when appropriate, be introduced by transition curves.\n\nIII.2.2. \nConditions of visibility\n\nVisibility distances shall be at least equal to stopping distances for obstacles over\n                                                      the whole length of the road.\n\nMinimum values are given for guidance in the table below:\n\nDesign speed (km/h)\n\n60\n\n80\n\n100\n\n120\n\n140\n\nMinimum stopping distance (m)\n\n70\n\n100\n\n150\n\n200\n\n300\n\nOn two-way roads, the minimum visibility distances required for overtaking shall be\n                                                      provided on as great a percentage of the length of the road and be as uniformly distributed\n                                                      as possible.\n\nWhere visibility is insufficient, the construction, on single carriageway two-way\n                                                      roads, of passing areas or judiciously-sited local widening of the road is recommended.\n\nIn areas where visibility distances cannot be ensured (permanently or temporarily),\n                                                      appropriate road markings and signs shall prohibit overtaking in a form clear and\n                                                      perceptible to users.\n\nIII.3. \nCross-section between junctions\n\nThe formation of international roads shall comprise, in addition to the carriageway\n                                                or carriageways, verges and possibly a central reserve and special paths for pedestrians\n                                                and cyclists. Such special paths shall not be permitted within the formation of motorways\n                                                and express roads.\n\nThe cross-section shall be such as to ensure at all times the smooth flow of current\n                                                and foreseeable traffic in proper conditions of safety and comfort.\n\nIn this respect, tunnels and bridges, structures which are an integral part of the\n                                                road system, should, to the extent possible, with the exception of the emergency lane,\n                                                have the same number of traffic lanes as there are before and after these structures.\n                                                Any change in the number of lanes should occur at a sufficient distance from the entrance\n                                                to these infrastructures.\n\nFor tunnels, the principal criteria to be taken into account in deciding on the number\n                                                of tubes to build (a single tube or two tubes) are traffic forecasts and safety (taking\n                                                into account such aspects as the percentage of heavy goods vehicles, gradient and\n                                                length).\n\nEmergency stopping places (lay-bys) should be provided at least every 1000 m in narrow\n                                                bidirectional tunnels with heavy traffic.\n\nNew tunnels without an emergency lane should as far as possible be provided with emergency\n                                                walkways, elevated or not, for tunnel users in the event of an incident. In existing\n                                                tunnels where there is neither an emergency lane nor an emergency walkway, additional\n                                                and/or reinforced measures should be taken to ensure safety.\n\nIII.3.1. \nNumber and width of traffic lanes\n\nThe choice of the number of lanes shall be based on current and foreseeable flows\n                                                      of traffic. It must ensure that the necessary standard of service is provided, taking\n                                                      into account the economic function of the road.\n\nOperational measures may also ensure a steady flow of traffic under certain special\n                                                      conditions.\n\nParticular care shall be taken in regard to the construction of three-lane roads and\n                                                      the use of the central lane. The central lane should not be used for overtaking in\n                                                      both directions at the same time.\n\nOperational measures with a view to temporarily increasing capacity, inter alia, counterflow\n                                                      traffic, speed reductions and a reduction in the width of lanes, may also ensure a\n                                                      steady flow of traffic under certain special conditions and during certain periods.\n\nAdditional lanes should be considered, especially on gradients when the proportion\n                                                      and speed of slow vehicles lead to unacceptable reduction in service level.\n\nTraffic lanes on a straight alignment should have a minimum width of 3.50 m. Extra\n                                                      width shall be provided in small radius curves so as to make room for the largest\n                                                      authorized vehicles.\n\nThe width of supplementary lanes on gradients can be reduced to 3 m.\n\nIII.3.2.  \nShoulders\n\nThe shoulder can be taken to comprise a stabilized or paved section and a grass or\n                                                      gravel verge.\n\nThe recommended minimum width of shoulders is a range from 2.50 m for ordinary roads\n                                                      to 3.25 m for motorways. On difficult sections of mountainous terrain and on sections\n                                                      crossing intensively urbanized areas, and also on sections equipped with acceleration\n                                                      or deceleration lanes the width of shoulder can be reduced. The recommended minimum\n                                                      width of shoulders is a range from 2.50 m for ordinary roads to 3.25 m for motorways.\n                                                      On difficult sections of mountainous terrain and on sections crossing intensively\n                                                      urbanized areas, with constructions such as fly-overs, viaducts, bridges and tunnels\n                                                      and also on sections equipped with acceleration or deceleration lanes, the width of\n                                                      shoulder can be reduced.\n\nOn motorways, the shoulders should normally include a continuous stopping strip (emergency\n                                                      stopping strip) of at least 2.50 m (3 m if heavy vehicle traffic so justifies), stabilized\n                                                      and paved so as to permit stopping.\n\nOn ordinary roads, the provision of stabilized lateral strips of at least 0.7 m width,\n                                                      clearly differentiated from the carriageway, is recommended.\n\nFor safety reasons, an obstacle-free area of at least 3 m beyond the edge of the running\n                                                      carriageway should be provided, if possible, and obstacles which are too close to\n                                                      the edge of the carriageway shall be isolated by appropriate means.\n\nIn the absence of a stopping-strip, parking areas (stopping points) shall be provided\n                                                      at intervals. Where necessary, draw-ins for buses shall also be provided.\n\nWhen two-wheeled traffic so justifies, special facilities (cycle paths or strips)\n                                                      shall be envisaged. Special facilities for pedestrians shall also be envisaged when\n                                                      their presence makes it necessary.\n\nThe verge shall be sufficiently wide to permit clear visibility and provide room for\n                                                      highway equipment (signs, barriers - see chapter IV) where necessary.\n\nIII.3.3.  \nCentral reserve\n\nThe recommended minimum width of the central reserve on motorways and roads with separate\n                                                      carriageways is about 3 m. This minimum width may be reduced in highly restrictive\n                                                      areas, although an adequate width must be maintained for the installation of a safety\n                                                      fence. Adequate safety fences shall be provided in such cases (see chapter IV).\n\nThe central reserve shall normally be equipped with safety fences (crash barriers\n                                                      or safety barriers) unless it is wide enough to result in little risk of vehicle cross-over\n                                                      accidents.\n\nIII.3.4.  \nCrossfall\n\nOn straight or nearly straight alignments the carriageway crossfall as a rule should\n                                                      be from 2 per cent to 3 per cent to facilitate water runoff. The slope should be from\n                                                      a central crown on two-way roads and slope outwards from the central reserve where\n                                                      there are separate carriageways.\n\nAreas of varied superelevation should be treated with special care to ensure adequate\n                                                      water runoff.\n\nIII.4.  \nOverhead clearance\n\nOverhead clearance shall be not less than 4.5 m.\n\nIII.5. \nIntersections\n1\n\nAn intersection is a point at which two or more traffic flows meet.\n\nIII.5.1. \nChoice of type of junction\n\nThe whole of the interchange system shall be treated consistently over the whole route,\n                                                      both in terms of the location and distances between interchange points, and in the\n                                                      choice of facilities which must be clear to all users and so designed as to minimize\n                                                      risks of conflict (particularly in traffic cuts).\n\nThe number of interchange points may also be reduced by re-routing some traffic flows\n                                                      to better constructed neighbouring junctions.\n\nInternational roads shall normally have priority, except at specific points (intersection\n                                                      with another international road, transition zones, roundabouts) where loss of priority\n                                                      may be allowed.\n\nOn two-way roads, intersections can either be grade separated or level junctions.\n                                                      Grade-separated junctions may be envisaged for important interchange points if economic\n                                                      conditions so permit, as well as grade separation without interchange for re-establishing\n                                                      certain communications (agricultural traffic, for example).\n\nRoundabouts are a solution under certain conditions (transition areas, outskirts of\n                                                      a built-up area, large-scale interchange movements).\n\nOn roads where the carriageways are separated, intersections shall generally be constructed\n                                                      on separate levels (grade-separation of flows), since level junctions with interchanges\n                                                      can be envisaged only under certain specific conditions in which safety criteria can\n                                                      be respected.\n\nIntermediate solutions (grade separation without interchange, no-left-turn half-junction)\n                                                      may be envisaged under certain conditions.\n\nOn motorways, grade-separated intersections shall be obligatory.\n\nThe use of junctions with traffic light signals (three colour system) outside built-up\n                                                      areas may be envisaged provided that their visibility and successful operation can\n                                                      be ensured without risk to users.\n\nIII.5.2. \nLayout of level junctions\n\nLevel junctions shall be constructed in accordance with the rules in force on the\n                                                      basis of the following general principles:\n\nThe best possible conditions of visibility and perception of the junction shall be\n                                                      ensured on approaches from main or secondary roads;\n\nComplex layouts shall be avoided and the geometry made as simple as possible consistent\n                                                      with the functions of the junction, so as to render it readable and comprehensible\n                                                      to users. Junctions comprising more than four branches shall therefore be simplified\n                                                      by grouping certain traffic streams, or shall be treated as roundabouts;\n\nGeometry and traffic-signals shall be used to warn and slow down non-priority users.\n                                                      The junction should include on the non-priority carriageways directional islands,\n                                                      bordered, for example, by a slightly raised kerb to channel secondary flows (diversion\n                                                      of lanes);\n\nIntersecting lanes shall intersect one another as nearly at right angles as possible;\n\nLeft-turn deceleration lanes shall be provided on the road as soon as the corresponding\n                                                      traffic reaches a substantial level;\n\nPriority-road users shall be forewarned and excessively wide lanes avoided, since\n                                                      they encourage speeding, reduce vigilance and make crossing more difficult (for example,\n                                                      avoid increasing the number of through lanes, and provide deceleration lanes to the\n                                                      right and merging lanes only if the traffic so justifies);\n\nIn the case of substantial interchange traffic and in the presence of left-turn 2deceleration lanes, the central storage area and special lanes shall be indicated\n                                                      clearly (islands, and appropriate markings and surfacing);\n\nWhere necessary, direct and clearly marked paths for pedestrians and cyclists shall\n                                                      be provided.\n\nIII.5.3. \nInterchanges\n\nIII.5.3.1. \nGeneral provisions\n\nInterchanges are grade-separated junctions with slip roads permitting traffic to pass\n                                                            from one road to the other.\n\nThe choice of the form of interchanges shall be based on the objectives of simplicity\n                                                            and uniformity.\n\nUniformity shall be taken to be \u2018operational\u2019, i.e linked to the fact that motorway-users\n                                                            \u2018expect\u2019 to have to make similar manoeuvres, even in interchanges of different types.\n\nThe form of an interchange shall depend on the topography, the relative importance\n                                                            of traffic flows, the type of intersecting road and the possible presence of toll\n                                                            booths.\n\nIII.5.3.2. \nGeometric characteristics\n\nSlip roads: It is desirable for slip roads, including lateral markings and shoulders,\n                                                            to have the following minimal widths:\n\nOne-way carriageway: 6 m, including horizontal markings and shoulders;\n\nTwo-way carriageway: 9 m including horizontal markings and shoulders;\n\nThe characteristics of the alignment of slip roads should be as follows (but in exceptional\n                                                            cases the standards below may be reduced):\n\nInternal minimum radius on the level\n\n50 m\n\nMaximum ascending gradient\n\n7%\n\nMaximum descending gradient\n\n8%\n\nMinimum radius in convex vertical curve\n\n800 m\n\nMinimum radius in concave vertical curve\n\n400 m\n\nHorizontal curves shall be joined by transition curves of a suitable length. For this\n                                                            purpose it is also necessary to apply appropriate signs and/or markings.\n\nWeaving sections: It is recommended that weaving sections should be long enough to\n                                                            allow movements to be effected in complete safety.\n\nDivergence of traffic streams: Where a carriageway divides into two other carriageways,\n                                                            the separation of the two traffic streams shall be so effected as to be clearly perceptible.\n\nTo this end, the user shall have time to move into the lane most appropriate for the\n                                                            direction he wishes to take, and shall have a sufficiently clear view of the point\n                                                            of divergence. It is therefore also necessary to apply appropriate signs and/or markings.\n\nThe less important traffic stream shall be required to leave by the right-hand carriageway.\n\nConvergence of traffic streams: Where two carriageways converge to form one single\n                                                            carriageway, the integration of the two traffic streams shall be effected in safe\n                                                            conditions and shall not entail any significant reduction in the speeds of vehicles\n\nTo this end:\n\n(a) The drivers in the less important traffic stream shall preferably merge from the right\n                                                                  into the more important traffic stream;\n\n(b) The driver who has to merge shall have a good view of the other carriageway before\n                                                                  and beyond the point of convergence. The merging manoeuvre, where appropriate via\n                                                                  an acceleration lane, shall not entail any appreciable reduction in the speed of the\n                                                                  principal stream.\n\n(c)  Should the total number of converging traffic lanes be reduced, this reduction should\n                                                                  be made at a sufficient distance from the point of convergence.\n\nIII.6. \nDeceleration and acceleration lanes\n\nIt is recommended that acceleration and deceleration lanes should be provided for\n                                                access to or exit from the main carriageway at interchanges or related areas. These\n                                                lanes shall be of constant width and either followed or preceded by a taper.\n\nThe length of the acceleration and deceleration lanes shall be calculated in accordance\n                                                with the design speed or the traffic flow.\n\nIII.7.  \nRailway intersections\n\nIt is desirable for the railway intersections with international roads to be at different\n                                                levels.\n\nIV.1. \nGeneral Considerations\n\nThe, types of road equipment described below constitute an essential element in the\n                                                functioning of the road network and have an important impact on fluidity and safety\n                                                of the traffic as well as on the comfort of road users.\n\nRegular checking of the functioning of all such equipment and appropriate maintenance\n                                                will enable it to ensure maximum efficiency.\n\nIV.2. \nVertical signs and road markings\n\nIV.2.1. \nGeneral characteristics of vertical signs and road markings\n\nVertical signs and road markings, in accordance with the principles set out in international\n                                                      conventions and agreements, contribute to the comprehensibility of the road and shall\n                                                      be designed and executed in such a way as to be consistent with each other and with\n                                                      the components of the project in general.\n\nThe basis prerequisite for signs shall be homogeneity; they are intended for users\n                                                      moving rapidly and shall therefore be visible from an adequate distance by day or\n                                                      by night, and be immediately comprehensible.\n\nAn effort should be made to generalize the use of non-literal messages, with standardized\n                                                      dimensions, symbols and characters, so as to make them easily comprehensible to road-users\n                                                      of any country.\n\nIlluminated panels or panels using retro-reflective materials shall be used for signs\n                                                      on roads which are not lit and may also be used on roads which are equipped with permanent\n                                                      lighting. It is recommended that markings on roads without permanent lighting should\n                                                      be executed using retro-reflective materials.\n\nIt is also important to avoid having too many signs.\n\nIV.2.2. \nRoad Markings\n\nRoad markings shall be harmonized with vertical signs and the materials used shall\n                                                      have a high skid resistance.\n\nIV.2.3. \nVertical signs\n\nIn view of the international nature of the roads under consideration, particular care\n                                                      shall be taken in the use of indicator panels and the use of the \u2018E\u2019 sign.\n\nThe effectiveness, and particularly the comprehensibility and readability of the signs\n                                                      depends on a number of conditions, their dimensions and correct siting, predominance\n                                                      of international symbols over words, brevity of the message conveyed, use of the same\n                                                      alphabet over the entire international network (other alphabets should be used only\n                                                      in conjunction with Latin characters) appropriate sizes for symbols and characters\n                                                      and the suitable proportions in relation to their background and the maximum speed\n                                                      of traffic.\n\nIV.2.4. \nRoadworks and emergency signs\n\nFor roadworks, emergencies (accidents) or ongoing operations entailing the closure\n                                                      of carriageways or lanes to traffic, adequate temporary signs shall be installed so\n                                                      as to ensure the safety of users and the personnel involved in such operations. These\n                                                      signs shall be removed once they are no longer required.\n\nWithin an area of road lighting the signs shall be retro-reflective. Where there is\n                                                      no road lighting the signs shall be retro-reflective and, as far as possible, combined\n                                                      with special illuminating guiding devices.\n\nPermanent signs which are in contradiction with the temporary signs shall be removed\n                                                      or concealed.\n\nIV.3. \nEquipment and user services\n\nIV.3.1. \nSafety fences and barriers\n\nSafety fences and barriers are designed to prevent a vehicle accidentally leaving\n                                                      the carriageway or to limit the consequences of its doing so.\n\nThe choice of device (guard-rails, crash barriers, safety barriers and fences) and\n                                                      the conditions for their use shall depend on the type of vehicle to be arrested, the\n                                                      cross-section, the possible consequences of vehicles leaving the carriageway, specific\n                                                      problems of visibility and difficulty of maintenance.\n\nSince such devices themselves constitute obstacles, they shall not be installed unless\n                                                      the risk attendant on not doing so justifies them.\n\nSuch safety devices shall normally be provided on structures and in their approach\n                                                      zones.\n\nThe use of safety devices on the central reserve depends on a number of factors, the\n                                                      most important of which are the volume of traffic and the width of the central reserve\n                                                      itself.\n\nSafety devices shall be provided on shoulders where protruding non-brittle obstructions\n                                                      are situated too near the carriageway, where the height of embankments or the slope\n                                                      of banks constitutes an obvious hazard, or on sections bordered or crossed by a watercourse,\n                                                      a heavily used road, a railway, etc.\n\nIV.3.2. \nDelineators\n\nThe installation of delineators (i.e. road studs and hazard marker posts) furnished\n                                                      with retro-reflective devices may considerably improve perception of the alignment.\n\nIV.3.3. \nAnti-glare devices\n\nOutside lighted sections, it might be advisable to install an artificial screen or\n                                                      a hedge on the central reserve of motorways and expressways, or on the shoulder when\n                                                      another road runs along the \u2018E\u2019 road. It is advisable to make sure that such arrangements\n                                                      do not obstruct the visibility for road users and do not reduce the efficiency of\n                                                      traffic safety devices installed nearby.\n\nIV.3.4. \nArrester beds\n\nTo ensure the safety of lorries on very long, steep gradients, it may be useful to\n                                                      provide judiciously-placed arrester beds alongside the downhill lane. This facility\n                                                      should, however, be the exception, and be reserved for instances when no other solution\n                                                      can be envisaged.\n\nIV.4. \nTraffic control and user information\n\nIV.4.1. \nTraffic light signals\n\nTraffic light signals shall be used in accordance with the international conventions\n                                                      and agreements in force. Flashing amber lights may be used to indicate a particular\n                                                      hazard (roadworks, toll gates, pedestrian crossings, etc.) thus encouraging users\n                                                      to pay more attention and reduce their speed.\n\nTemporary traffic light signals may be provided in some exceptional cases (e.g. alternating\n                                                      traffic as a result of roadworks or accidents).\n\nIV.4.2. \nVariable message signs\n\nVariable message signs shall be used in accordance with the international conventions\n                                                      and agreements in force.\n\nVariable message signs shall be as comprehensible as static road signs, and be legible\n                                                      by day and night to drivers in all lanes. In particular, variable message signs may\n                                                      be used where special road safety requirements and/or road capacity problems exist.\n\nIV.4.3. \nEmergency communication systems\n\nThe provision of emergency telephone or other communication posts, indicated by specific\n                                                      signs, linked to a centre operating 24 hours a day is recommended on all types of\n                                                      international roads. Such call points would be installed along the road on the outer\n                                                      verge away from structures, regularly spaced and at reasonably frequent intervals.\n                                                      An emergency communication system should include signs (or panels) indicating the\n                                                      direction and distance to the nearest call-point. On motorways an interval of 2 km\n                                                      is recommended.\n\nWhere a special road emergency communication system does not exist on express roads\n                                                      and ordinary roads the general telephone system can be utilized and signs indicating\n                                                      the position of the nearest public telephone would be helpful.\n\nSpecial allowance can be made for long bridges and tunnels.\n\nThe operation of call-points shall be simple, easy for users to understand and preferably\n                                                      explained by symbols or ideograms.\n\nIV.4.4.  \nUser information\n\nUp-to-date information on road and traffic conditions should be transmitted to road\n                                                      users by appropriate means (e.g. variable message signs). Possibility of receiving\n                                                      such information in tunnels is advisable. Contracting Parties should endeavour to\n                                                      harmonize the content and presentation of road and traffic conditions information\n                                                      as far as possible.\n\nIV.5. \nRoad lighting\n\nLighting is desirable at some special areas such as frontier posts, tunnels, adjoining\n                                                areas, interchanges with other \u201cE\u201d roads, toll areas, etc. When the volume of traffic\n                                                justifies its installation and operation, homogeneous and adequate road lighting may\n                                                also be advisable if the road crosses or borders an area in which the lighting may\n                                                inconvenience traffic on the international road (airports, industrial or heavily built-up\n                                                areas, etc.)\n\nIV.6. \nAuxiliary facilities installation\n\nIV.6.1. \nSafety of pedestrians and cyclists\n\nOn ordinary roads, special paths for pedestrians and cyclists may improve the safety.\n\nThe utmost attention shall be paid to crossings for two-wheeled vehicles and pedestrians,\n                                                      especially at junctions.\n\nIV.6.2. \nProtection of disabled persons\n\nUsers, whether passengers or drivers, for whom travel is difficult or who are not\n                                                      able to provide for their own immediate needs unaided, shall also be able to use the\n                                                      road with ease.\n\nThe design of the road and its equipment must thus be such as to minimize the critical\n                                                      situations in which such users may find themselves.\n\nIt is necessary in any case to ensure that the constraints imposed on users, particularly\n                                                      in rest and service areas, are compatible with their capabilities.\n\nIV.6.3. \nProtection from and of animals\n\nIn order to protect users from animals adequate fencing shall be provided wherever\n                                                      the topography indicates a risk of animals crossing.\n\nProtective measures must also be taken for the animals themselves, such as over- or\n                                                      under-passes of suitable size and shape.\n\nIV.7. \nService facilities\n\nDepending on the characteristics of their operation, separate rest areas, service\n                                                areas, frontier posts, etc. shall be provided along international roads.\n\nIV.7.1. \nRest areas\n\nRest areas away from interchanges enable users to stop in an environment which provides\n                                                      a break from the monotony of traffic; in such cases landscaping is of great importance.\n\nWater points, tables, shelters and toilets are desirable with easy access for physically\n                                                      disabled persons.\n\nRest areas should be provided at appropriate intervals; a sign indicating the approach\n                                                      to a rest area should also indicate the distance to the next rest or service area.\n\nIV.7.2. \nService areas\n\nService areas adapted both to the site and to its users (e.g. tourists, road hauliers)\n                                                      and away from interchanges shall provide a minimum of services such as parking space\n                                                      for trucks, buses and cars, fuel, restaurant and toilets with easy access for physically\n                                                      disabled persons.\n\nDue to the increasing number of vehicles in international traffic using alternative\n                                                      energy propulsion systems, it is also desirable to provide refuelling points for Compressed\n                                                      Natural Gas (CNG), Liquefied Petroleum Gas (LPG), hydrogen (H2), Liquefied Natural\n                                                      Gas (LNG), and electricity.\n\nThese areas should be provided at appropriate intervals, taking into account, among\n                                                      other things, the volume of traffic; a sign indicating the approach to a service area\n                                                      should also indicate the distance to the next service area and the type of services\n                                                      available.\n\nAll traffic and parking areas shall be separated from the carriageway(s) of the E-road.\n\nIV.7.3. \nToll areas\n\nToll areas comprise a progressive widening of the carriageway or interchange loops\n                                                      up to and beyond the control lanes.\n\nThe number of control lanes shall be determined in terms of the volume of traffic\n                                                      anticipated.\n\nToll booths should be situated in open areas; it is not advisable to situate them\n                                                      at the bottom of a descent.\n\nAdequate spaces shall be provided outside the control lanes for the buildings and\n                                                      installations required for collecting tolls, for surveillance and the personnel involved.\n\nIV.7.4. \nFrontier posts\n\nThe location dimensions and form of frontier posts, as well as the type and layout\n                                                      of the installations, buildings, parking areas, etc., shall be selected on the basis\n                                                      of the checks anticipated and the traffic passing through such posts. By means of\n                                                      agreements with the neighbouring states, joint frontier control installations as well\n                                                      as coordinated control services with sufficient personnel shall be aimed at.\n\nThe structure and form of a frontier complex and the internal communications network\n                                                      should, with effective signposting that is coordinated among the neighbouring states,\n                                                      make it possible to preselect and separate passenger and goods traffic according to\n                                                      the different kinds of control before they arrive at the building and installations.\n                                                      At frontier posts with high lorry-traffic peaks, lorry reception areas for precontrol\n                                                      or preselection according to the kinds of control should be provided for in front\n                                                      of the frontier control installations themselves.\n\nV.1 Traffic management systems\n\nTunnels with high traffic volume should be equipped with traffic management systems\n                                                in order to avoid traffic congestion, particularly in the case of an incident.\n\nIn the case of long or short-term closure of tunnels, the best possible alternative\n                                                itineraries should be planned and indicated to users at diversion locations situated\n                                                in advance of the tunnel.\n\nIn the event of a serious accident, all the affected tubes of the tunnel should immediately\n                                                be closed to traffic. The traffic should be managed in such a way that unaffected\n                                                vehicles can quickly leave the tunnel.\n\nV.2 Control centre\n\nA control centre should be provided for long tunnels with a heavy volume of traffic.\n                                                Surveillance of several tunnels may be centralized at a single control centre.\n\nFor tunnels starting and ending in different countries or falling under the control\n                                                of different national regions, one single control centre should be designated as being\n                                                in control at any given time.\n\nV.3 Emergency exits and access for emergency services\n\nThe need to provide emergency exits and the distance between them should be decided\n                                                on the basis of a risk analysis of the tunnel in question. However, in new tunnels,\n                                                emergency exits should be provided where the traffic volume is higher than an annual\n                                                daily average of 2000 vehicles per lane.\n\nThe maximum distance between two emergency exits should not exceed 500 m.\n\nShelters without an exit leading to escape routes to the open air should be avoided\n                                                in future tunnel construction.\n\nIn twin-tube tunnels, in the event of an incident in one tube, the other tube may\n                                                be used as an escape and rescue route. To this effect, the tubes should be connected\n                                                at regular intervals by cross-connections for pedestrians and by cross-connections\n                                                allowing the passage of emergency services. In the absence of these, direct connections\n                                                with the outside or with an emergency gallery should be provided in each tube.\n\nFor twin-tube tunnels, wherever geographically possible, crossing of the central reserve\n                                                (median strip) should be made possible outside each entry and exit to allow emergency\n                                                services to gain immediate access to either tube.\n\nV.4 Tunnel equipment\n\nAll safety installations or facilities for tunnel users, in particular, emergency\n                                                telephones, fire extinguishers, emergency exits, lay-bys, or the indication of radio\n                                                frequencies or use of radio should be signalled by means of fully visible signs and\n                                                panels. The signs and panels to be used are described in the Vienna Convention on\n                                                Road Signs and Signals of 1968.\n\nThe safety equipment required in tunnels should be defined on the basis of a risk\n                                                analysis of the tunnel under consideration. A list of such equipment is provided below.\n                                                Some of this equipment is intended mainly for long tunnels and/or tunnels with heavy\n                                                traffic.\n\nV.4.1  Lighting devices, power supply and electrical circuits\n\n\u2013 Normal lighting to ensure appropriate visibility day and night for drivers;\n\n\u2013 Safety lighting to allow a minimum visibility in the event of a breakdown of the power\n                                                            supply;\n\n\u2013 Evacuation lighting, such as evacuation marker lights, at a height of no more than\n                                                            1.5 m to guide tunnel users to evacuate the tunnel on foot, in the event of an emergency;\n\n\u2013 Emergency power supply capable of ensuring the operation of safety equipment indispensable\n                                                            for the evacuation of users;\n\n\u2013 Design of electrical, measurement and control circuits such that a local failure (such\n                                                            as one due to a fire) does not affect unimpaired circuits.\n\nV.4.2  Emergency provisions\n\n\u2013 Emergency stations, equipped with at least an emergency telephone and two fire extinguishers,\n                                                            should be installed at the entry and exit of tunnels and inside at regular intervals.\n                                                            These intervals should not exceed 150 m for new tunnels and 250 m for existing tunnels.\n\n\u2013 In addition, a water supply should be provided for the fire brigade near the tunnel\n                                                            entry and exit and inside at intervals which should not exceed 250 m.\n\nV.4.3  Ventilation systems\n\nAppropriate ventilation systems should be provided to ensure the control of pollutants\n                                                      emitted by road vehicles under normal conditions and in the event of an incident,\n                                                      and the control of the air and of smoke in the event of a fire. When mechanical ventilation\n                                                      is necessary, the following recommendations should be observed:\n\n\u2013 In tunnels with congested bidirectional or unidirectional traffic, longitudinal ventilation\n                                                            should be used only if a risk analysis of the tunnel in question shows it is acceptable\n                                                            and/or if appropriate measures are taken.\n\n\u2013 Transverse or semi-transverse ventilation systems should be used in other cases.\n\n\u2013 In bidirectional tunnels with transverse or semi-transverse ventilation, equipped\n                                                            with a control centre, when justified by the length and the traffic, air and smoke\n                                                            extraction dampers should be installed which can be operated separately or in groups.\n                                                            In addition, the longitudinal air and smoke velocity should be monitored constantly\n                                                            and the steering process of the ventilation system adjusted accordingly.\n\n\u2013 In twin-tube tunnels, appropriate means should be implemented to stop the propagation\n                                                            of smoke and gases from one tube to the other in the case of fire.\n\nV.4.4  Other safety improvement devices and systems\n\n\u2013 Radio broadcast installations that can be used by the emergency services;\n\n\u2013 Systems for video surveillance and automatic detection of incidents and/or fires;\n\n\u2013 User information systems (radio, loudspeakers, variable message signs);\n\n\u2013 Traffic lights, barriers and other equipment to stop vehicles when necessary before\n                                                            the tunnel entrance and, if required, road signs and other appropriate means within\n                                                            the tunnel;\n\n\u2013 Overheating control systems for heavy goods vehicles (to be installed outside tunnels);\n\n\u2013 Road signs and/or markings to help drivers to maintain an adequate distance from the\n                                                            vehicle in front;\n\n\u2013 Automatic systems for detecting violations of traffic regulations particularly regarding\n                                                            speed limits and distance between vehicles.\n\nV.5 Fire resistance of the structure\n\nThe main structure of tunnels where a local collapse may have catastrophic consequences\n                                                (for example, an underwater tunnel or a tunnel liable to cause the collapse of large\n                                                adjoining structures) should ensure a sufficient level of fire resistance.\n\nVI.1  General remarks\n\nRoads are a tool for road-users, designed within the framework of town and country\n                                                planning. They make possible the movement and transport of people and goods and offer\n                                                access to work, rest and leisure areas. However, in some circumstances they can give\n                                                rise to various nuisances (noise, pollution, vibrations) both in and outside urban\n                                                areas; these have taken on a new dimension as a consequence of a considerable increase\n                                                in road traffic. Taking account of the impact of a road on the environment must therefore\n                                                be considered carefully with the general aim of maximizing the positive effects on\n                                                the environment and correcting the negative ones.\n\nThe concern to preserve the quality (visual and ecological) of the environment also\n                                                means that roads must be designed to harmonize with landscapes.\n\nIt is therefore important that all administrators should acquaint themselves with\n                                                the environmental features involved and should subsequently take appropriate measures\n                                                to inform users of the presence of these features and the regulations protecting them,\n                                                or should take steps to protect them physically.\n\nIt is desirable for the cultural heritage of the regions passed through to be brought\n                                                to the notice of users by appropriate means: signs, information centres in service\n                                                areas, etc.\n\nVI.2 Integration of roads into the environment\n\nWhen a new project is proposed or existing roads are upgraded, consideration should\n                                                be given to the direct and indirect effects of the roads and traffic on:\n\n\u2013 People, fauna and flora;\n\n\u2013 Soils, sub-soils, water, air, microclimate;\n\n\u2013 Landscape, physical property and cultural heritage.\n\nIn this regard the following factors should ideally be taken into account:\n\nGood coordination of the alignment and the longitudinal profile, in relation to the\n                                                elements of the landscape, should ensure not only harmonious integration of the alignment\n                                                with local topography and land use but also prevent unfavourable impact on the safety\n                                                of road users.\n\nAcoustic nuisances, vibration and air, water and soil pollution deriving from traffic\n                                                and from the maintenance and exploitation of roads, should be limited as far as possible\n                                                by appropriate means, in accordance with the regulations of the countries concerned.\n\nWhenever a new road and the works involved have a great influence on the landscape,\n                                                it would be better to take care of their quality by creating a new landscape rather\n                                                than trying to mask it.\n\nVI.3 The main adverse effects of roads on the environment\n\nThe most acute problems generally arise from water and noise pollution. Water pollution\n                                                may affect man and his environment, while noise directly disturbs the rhythm of his\n                                                life and particularly his sleep.\n\nVI.3.1 Water pollution\n\nThere are four types of pollution caused by roads. As conventional drainage systems\n                                                      can remove only a small fraction of the pollution deposited on the roadway, specific\n                                                      solutions need to be devised for each type of pollution.\n\nVI.3.1.1  Pollution during roadworks\n\nOn the one hand, there is the erosion by rainwater of the bare soil and embankments,\n                                                            which carries off fine materials. To avoid this, it is important to clear and strip\n                                                            only the surfaces necessary for the work. The temporary installation of desilting\n                                                            or infiltration basins makes it possible to reduce and hold back the waste materials\n                                                            in the most susceptible places. On the other hand, the works vehicles leave behind\n                                                            traces of oil and suspended solids.\n\nVI.3.1.2  Seasonal pollution\n\nSeasonal pollution is caused by dissolvable and abrasive de-icing products used in\n                                                            winter maintenance, most of which are based on sodium chloride. This type of pollution\n                                                            can be reduced by salting the roads less and reducing the amount of salt used. Moreover,\n                                                            it is strongly advised to cover stocks in order to avoid the constant discharge of\n                                                            brine.\n\nVI.3.1.3  Accidental pollution\n\nAccidental pollution results from spills following road accidents involving the transport\n                                                            of dangerous goods. Statistics show that such accidents usually take place outside\n                                                            built-up areas. Hydrocarbons are the main cause of this type of pollution. Solutions\n                                                            to this problem involve both measures to adapt the infrastructure and operational\n                                                            measures. Susceptible environments can be protected by installing crash barriers or\n                                                            embankments or by building a watertight drainage system.\n\nVI.3.1.4  Chronic pollution\n\nChronic pollution describes all the forms of pollution associated with road traffic:\n                                                            wear of the roadway, metal corrosion, tyre wear and exhaust emissions. It should be\n                                                            noted that only a small proportion of the amounts emitted is carried off by rainwater\n                                                            to discharge points. However, a rainstorm or mini-flood can drain a sizeable area\n                                                            and thus cause more widespread pollution. The cleansing capacities of ditches and\n                                                            soil should therefore be maximized.\n\nVI.3.2  Noise\n\nRoad noise is typically a combination of unpleasant and undesirable sounds caused\n                                                      by the passage of light and/or heavy vehicles. The noise level, measured in decibels\n                                                      (dBA), can cause disturbances in people\u2019s daily lives and sleeping habits.\n\nThe relationship between the noise level experienced and disturbances allows us to\n                                                      define the thresholds above which noise-reduction measures should be taken. These\n                                                      thresholds, which should be set nationally or, failing that, by administrators, vary\n                                                      from country to country.\n\nVI.3.2.1  Factors to be taken into account\n\nThe following factors concerning noise should be taken into account in environmental\n                                                            impact assessments:\n\n\u2013 Information on the estimated daytime and night-time traffic and on the traffic observed\n                                                                  at particular times (percentage of heavy goods vehicles);\n\n\u2013 Inhabited or sensitive areas, where necessary;\n\n\u2013 Information on relief;\n\n\u2013 Nature of the project: new, existing or modified;\n\n\u2013 Information on the road surface;\n\n\u2013 Nature of buildings to be protected; measures differ for hospitals, housing and factories;\n\n\u2013 Category of road concerned and speed limit(s) authorized, etc.\n\nVI.3.2.2  Measures to be taken\n\nThe measures to be taken are:\n\n\u2013 Avoid inhabited or sensitive areas (schools, hospitals);\n\n\u2013 Install protective devices (noise barriers);\n\n\u2013 Use less noisy surfaces where possible;\n\n\u2013 Soundproof facades;\n\n\u2013 Take account of the existing noise pollution in planning documents.\n\nVI.4  Taking account of the landscape and the cultural environment\n\nSuch elements of the landscape that are visible from the road will contribute to traffic\n                                                safety and to the comfort of road users. They should supplement and reinforce visual\n                                                guidance and add to the interest of the journey.\n\nThe sight of towns, rivers, hills, etc., gives users an opportunity to take their\n                                                bearings and should be conserved as far as possible.\n\nPlantations (in alignment or other forms) may contribute to improving visual guidance\n                                                and to breaking the monotony of the road alignment, provided that the conditions of\n                                                their implementation do not create additional risks.\n\nLandscaping may also contribute to protection against dazzle and against adverse weather\n                                                conditions (wind, snow, etc.).\n\nWhen the installation of noise barriers is considered, care should be taken in their\n                                                construction to ensure that they are integrated to the maximum into the landscape\n                                                and compensate users for any information hidden.\n\nIt is desirable for the cultural heritage of the regions travelled through to be brought\n                                                to the attention of users by appropriate means: signs, information centres in service\n                                                and rest areas, etc.\n\nFor primarily safety reasons, commercial advertising near roads should be avoided.\n\nVII.1  General considerations\n\nRoads and auxiliary facilities should be maintained as close as possible to their\n                                                original condition, to preserve their investment value and to ensure constant levels\n                                                of safety and comfort.\n\nIt is advisable that from the initial design and construction stages, account be taken\n                                                of future maintenance activities, in order to reduce the costs and negative effects\n                                                on traffic flow.\n\nMaintenance concerns all the elements which make up the road: pavements, structures,\n                                                embankments and cuts, drainage signs and markings, traffic control systems, landscaping,\n                                                building etc.\n\nLandscaping should be designed with regard to future maintenance aspects. Growth of\n                                                trees and bushes should be monitored and action taken if necessary to avoid obscuring\n                                                signs and the obstructions of safety equipment.\n\nAny special equipment needed for maintenance should not impair the safety of road\n                                                users and excessively hinder the normal traffic flow and operations.\n\nA systematic and rational approach to maintenance activities can reduce substantially\n                                                the direct costs of road administration as well as the indirect costs incurred by\n                                                road users on the given road network. The distinction between preventive maintenance\n                                                and rehabilitation operations is necessary to optimize the cost-benefit effects of\n                                                a maintenance programme during the decision-making process of an authority.\n\nVII.2  Maintenance management\n\nMaintenance management closely related to traffic management should be supported by\n                                                procedural and technical inspection plans, systematic data collection and analysis,\n                                                instructions etc. These facilities should be implemented by the road administration\n                                                as an expedient to road maintenance efficiency and to account for compromise solutions\n                                                in certain cases.\n\nThe operational organization set up to survey the level of maintenance of the actual\n                                                road facilities and equipment, should have at its disposal an up-dated and complete\n                                                inventory of all the elements of the road under consideration. This is an essential\n                                                part of the operation allowing rapid decisions and action in case of incidents which\n                                                reduce the traffic flow or in case of accidents.\n\nThe planning and budgeting operation, providing priorities for the technical interventions,\n                                                should be based on results of systematic measurements and observations of pavement\n                                                conditions, the aspect and visibility of vertical road signing and of horizontal markings\n                                                (both by day and by night), etc. in the light of international standards\u2019 requirements.\n                                                This technical inspection and verification is recommended as essential information\n                                                for the elaboration of preventive or rehabilitation maintenance in the context of\n                                                the local transport economy.\n\nThe executive organization, responsible for the supervision of maintenance work, should\n                                                also regulate all temporary measures needed during the maintenance activities, ensuring\n                                                safety requirements, efficient working and applied technology. Restrictions, traffic\n                                                speeds, design characteristics etc. need a consequent scheduled plan of provisions\n                                                and regulations.\n\nVII.3  Specific maintenance aspects\n\nMaintenance of road elements directly linked to traffic safety should be given maximum\n                                                priority. These include:\n\nPavements, regarding their skid resistance and drainage of surface water;\n\nStructures, especially expansion joints, supports, parapets etc. of bridges and viaducts;\n                                                tunnel installations;\n\nLighting; safety devices;\n\nRoad signs and markings;\n\nTotal viability throughout the year: provision for snow and ice removal, and for other\n                                                particularly unfavourable environmental weather situations;\n\nWorks involving merging the road into its environment, such as anti-noise barriers,\n                                                landscaping etc.\n\nIt is essential to ensure the quality of carriageways and road structures at high\n                                                level through a coherent maintenance policy and to guarantee transport reliability\n                                                during maintenance operations. Maintenance activities should be executed in good time\n                                                in order to avoid the mechanism of progressive pavement failure.\n\nThe safety of road workers as well as that of road users is to be ensured through\n                                                adequate protective measures which must be both foreseen in the planning of activities\n                                                and regularly checked throughout the work.\n\nThe provision of road safety equipment, signs and markings is essential on work sites\n                                                to avoid accidents, traffic delays etc. and installations must be clearly visible\n                                                both by day and by night. Systematic inspections should ensure that they are visible\n                                                and understood according to the requirements of the international conventions in force.\n                                                Temporary equipment and road signing should also be in conformity with these conventions.\n\nUnder winter conditions, through appropriate measures, traffic safety and operation\n                                                shall be secured to the maximum extent possible. Special attention should be given\n                                                to maintaining adequate skidding resistant surfaces and to the clearance of snow and\n                                                ice from road signs. This operation should be considered as an additional maintenance\n                                                activity for winter conditions.\n\n1. The sign to be used for identifying and signing E-roads is rectangular in shape.\n\n2. This sign consists of the letter E, generally followed by the number in Arabic numerals\n                                             attributed to the route.\n\n3. It has a green ground with white inscription; it may be affixed to or combined with\n                                             other signs.\n\n4. Its size should be such that it can be easily identified and understood by drivers\n                                             of vehicles travelling at speed.\n\n5. The sign to be used for identifying and signing E-roads does not preclude the use\n                                             of a sign for identifying roads on a national basis.\n\n6. In principle, E-road numbers will be integrated into (or combined) with the system\n                                             of direction signs of the member country in question. The numbering can be inserted\n                                             before as well as after each access road or interchange.\n\nIn case the E-road changes over to another road or crosses another E-road it is recommended\n                                             to indicate the relative E-road numbers before the access or the interchange.\n\nDe Overeenkomstsluitende Partijen,\n\nZich bewust van de noodzaak het internationale wegverkeer in Europa te vergemakkelijken\n                                       en te verbeteren,\n\nOverwegende dat het voor de versteviging van de betrekkingen tussen Europese landen\n                                       van groot belang is een geco\u00f6rdineerd plan op te stellen voor het aanleggen van wegen\n                                       die voldoen aan de eisen van het toekomstige internationale wegverkeer, alsmede voor\n                                       het aanpassen van wegen aan deze eisen,\n\nZijn overeengekomen als volgt:\n\nDe Overeenkomstsluitende Partijen aanvaarden het voorgestelde wegennet, hierna te\n                                          noemen \u201ehet internationale E-wegennet\u201d en omschreven in bijlage I bij deze Overeenkomst,\n                                          als een geco\u00f6rdineerd plan voor het aanleggen en aanpassen van wegen van internationaal\n                                          belang, dat zij voornemens zijn uit te voeren binnen het kader van hun nationale programma\u2019s.\n\nHet internationale E-wegennet bestaat uit een netwerk van referentiewegen die in het\n                                          algemeen van noord naar zuid of van west naar oost lopen; het omvat ook de tussenliggende\n                                          wegen en de zij- en verbindingswegen.\n\nDe wegen van het internationale E-wegennet, als bedoeld in artikel 1 van deze Overeenkomst,\n                                          worden in overeenstemming gebracht met de bepalingen van bijlage II bij deze Overeenkomst.\n\n1 De wegen van het internationale E-wegennet worden aangeduid door en voorzien van het\n                                                verkeersteken, beschreven in bijlage III bij deze Overeenkomst.\n\n2 Alle tekens die worden gebruikt om E-wegen aan te geven en die niet in overeenstemming\n                                                zijn met de bepalingen van deze Overeenkomst en haar bijlagen, worden overeenkomstig\n                                                artikel 6 verwijderd binnen drie jaar na de datum waarop deze Overeenkomst voor de\n                                                betrokken Staat in werking treedt.\n\n3 Nieuwe verkeerstekens die voldoen aan het bepaalde in bijlage III bij deze Overeenkomst,\n                                                worden overeenkomstig artikel 6 aangebracht op alle wegen van het internationale E-wegennet\n                                                binnen 4 jaar na de datum waarop deze Overeenkomst voor de betrokken Staat in werking\n                                                treedt.\n\n4 De bepalingen van dit artikel zijn niet onderworpen aan beperkingen die kunnen voortvloeien\n                                                uit de nationale programma\u2019s waarnaar in artikel 1 van deze Overeenkomst wordt verwezen.\n\n1 Deze Overeenkomst staat tot 31 december 1976 open voor ondertekening door Staten die\n                                                lid zijn van de Economische Commissie voor Europa van de Verenigde Naties dan wel\n                                                in een adviserende hoedanigheid tot de Commissie zijn toegelaten overeenkomstig paragraaf\n                                                8 van het mandaat van de Commissie.\n\n2 Bedoelde Staten kunnen Partij bij deze Overeenkomst worden door\n\n(a) ondertekening zonder voorbehoud van bekrachtiging, aanvaarding of goedkeuring;\n\n(b) ondertekening onder voorbehoud van bekrachtiging, aanvaarding of goedkeuring, gevolgd\n                                                      door bekrachtiging, aanvaarding of goedkeuring; of\n\n(c) toetreding.\n\n3 Bekrachtiging, aanvaarding, goedkeuring of toetreding geschiedt door nederlegging\n                                                van een akte, in de vereiste vorm, bij de Secretaris-Generaal van de Verenigde Naties.\n\n1 Deze Overeenkomst treedt in werking 90 dagen na de datum waarop de Regeringen van\n                                                acht Staten deze hebben ondertekend zonder voorbehoud van bekrachtiging, aanvaarding\n                                                of goedkeuring, dan wel een akte van bekrachtiging, aanvaarding, goedkeuring of toetreding\n                                                hebben nedergelegd, mits \u00e9\u00e9n of meer wegen van het internationale E-wegennet als doorlopende\n                                                weg het grondgebied verbinden van ten minste vier van de Staten die de Overeenkomst\n                                                op die wijze hebben ondertekend of zulk een akte hebben nedergelegd. Indien aan deze\n                                                voorwaarde niet wordt voldaan, treedt de Overeenkomst in werking 90 dagen na de datum\n                                                van ondertekening zonder voorbehoud van bekrachtiging, aanvaarding of goedkeuring\n                                                dan wel de nederlegging van de akte van bekrachtiging, aanvaarding, goedkeuring of\n                                                toetreding, waardoor aan genoemde voorwaarde zal zijn voldaan.\n\n2 Voor elke Staat die zijn akte van bekrachtiging, aanvaarding, goedkeuring of toetreding\n                                                nederlegt na het begin van de in het eerste lid van dit Artikel vermelde periode van\n                                                90 dagen, treedt de Overeenkomst in werking 90 dagen na de datum van nederlegging\n                                                van genoemde akte.\n\n3 Bij haar inwerkingtreding be\u00ebindigt en vervangt deze Overeenkomst in de betrekkingen\n                                                tussen de Overeenkomstsluitende Partijen de Verklaring nopens de aanleg van internationale hoofdverkeerswegen, ondertekend te Gen\u00e8ve op 16 september 1950.\n\n1 De tekst van de Overeenkomst zelf kan door een van de in dit artikel genoemde procedures\n                                                worden gewijzigd.\n\n2\n\n(a) Op verzoek van een Overeenkomstsluitende Partij wordt elke door haar voorgestelde\n                                                      wijziging in de tekst van de Overeenkomst zelf bestudeerd in de Werkgroep voor Wegvervoer\n                                                      van de Economische Commissie voor Europa (ECE).\n\n(b) Indien de wijziging met een tweederde meerderheid door de hun stem uitbrengende aanwezigen\n                                                      wordt aangenomen en indien deze meerderheid een tweederde meerderheid van de Overeenkomstsluitende\n                                                      Partijen welke aanwezig zijn en hun stem uitbrengen, omvat, wordt door de Secretaris-Generaal\n                                                      mededeling van de wijziging gedaan aan alle Overeenkomstsluitende Partijen ter fine\n                                                      van aanvaarding.\n\n(c) Indien de wijziging door tweederde van de Overeenkomstsluitende Partijen wordt aanvaard,\n                                                      stelt de Secretaris-Generaal alle Overeenkomstsluitende Partijen daarvan in kennis\n                                                      en treedt de wijziging in werking twaalf maanden na de datum van deze kennisgeving.\n                                                      De wijziging treedt in werking voor alle Overeenkomstsluitende Partijen, met uitzondering\n                                                      van die welke, v\u00f3\u00f3rdat zij van kracht wordt, mededeling doen van het feit dat zij\n                                                      de wijziging niet aanvaarden.\n\n3 Op verzoek van ten minste \u00e9\u00e9nderde van de Overeenkomstsluitende Partijen wordt door\n                                                de Secretaris-Generaal een conferentie bijeengeroepen waartoe de in artikel 5 bedoelde\n                                                Staten worden uitgenodigd. De in de letters (a) en (b) van het tweede lid van dit\n                                                artikel vermelde procedure is van toepassing op elke wijziging die aan zulk een Conferentie\n                                                wordt voorgelegd.\n\n1 Bijlage I bij deze Overeenkomst kan door de in dit artikel omschreven procedure worden\n                                                gewijzigd.\n\n2 Op verzoek van een Overeenkomstsluitende Partij wordt elke door haar voorgestelde\n                                                wijziging van Bijlage I bij deze Overeenkomst bestudeerd in de Werkgroep voor Wegvervoer\n                                                van de Economische Commissie voor Europa (ECE).\n\n3 Indien de wijziging door een meerderheid van de hun stem uitbrengende aanwezigen wordt\n                                                aangenomen en indien deze meerderheid de meerderheid van de aanwezige en hun stem\n                                                uitbrengende Overeenkomstsluitende Partijen omvat, wordt deze door de Secretaris-Generaal\n                                                ter kennis gebracht van de bevoegde beleidsinstanties van de direct betrokken Overeenkomstsluitende\n                                                Partijen. Als direct betrokken Overeenkomstsluitende Partijen worden beschouwd:\n\n(a) in het geval van een nieuwe, of de wijziging van een bestaande internationale A-weg,\n                                                      elke Overeenkomstsluitende Partij over wier grondgebied deze weg loopt;\n\n(b) in het geval van een nieuwe, of de wijziging van een bestaande internationale B-weg,\n                                                      elke Overeenkomstsluitende Partij wier grondgebied grenst aan dat van het verzoekende\n                                                      land en over wier grondgebied de internationale A-weg of A-wegen loopt of lopen waarmede\n                                                      de nieuwe of te wijzigen internationale B-weg wordt verbonden.\n\nDe grondgebieden van twee Overeenkomstsluitende Partijen waarop zich de onderscheiden\n                                                eindpunten bevinden van een zeeverbinding als onderdeel van de internationale A-weg\n                                                of A-wegen zoals hierboven omschreven, worden voor de toepassing van het bepaalde\n                                                in dit lid eveneens geacht aan elkaar te grenzen.\n\n4 Elke voorgestelde wijziging waarvan overeenkomstig het derde lid van dit artikel kennis\n                                                is gegeven, is aanvaard, indien binnen een tijdvak van zes maanden na de datum van\n                                                kennisgeving geen van de bevoegde beleidsinstanties van de direct betrokken Overeenkomstsluitende\n                                                Partijen de Secretaris-Generaal van haar bezwaar tegen de wijziging in kennis heeft\n                                                gesteld. Indien de beleidsinstantie van een Overeenkomstsluitende Partij verklaart,\n                                                dat haar nationale wetgeving haar verplicht haar instemming afhankelijk te stellen\n                                                van de verlening van een bijzondere machtiging of van de goedkeuring van een wetgevend\n                                                lichaam, wordt de bevoegde beleidsinstantie geacht niet te hebben ingestemd met de\n                                                wijziging van Bijlage I bij deze Overeenkomst, en wordt de voorgestelde wijziging\n                                                eerst aanvaard op het tijdstip waarop de genoemde bevoegde beleidsinstantie de Secretaris-Generaal\n                                                ervan in kennis stelt, dat zij de vereiste machtiging of goedkeuring heeft verkregen.\n                                                Indien deze kennisgeving niet wordt gedaan binnen een tijdvak van achttien maanden\n                                                na de datum waarop de voorgestelde wijziging ter kennis werd gebracht van de bevoegde\n                                                beleidsinstantie, of indien de bevoegde beleidsinstantie van een direct betrokken\n                                                Overeenkomstsluitende Partij binnen het hierboven aangegeven tijdvak van zes maanden\n                                                bezwaar aantekent tegen de voorgestelde wijziging, wordt de wijziging niet aanvaard.\n\n5 Elke aanvaarde wijziging wordt door de Secretaris-Generaal ter kennis gebracht van\n                                                alle Overeenkomstsluitende Partijen en treedt voor alle Overeenkomstsluitende Partijen\n                                                in werking drie maanden na de datum van kennisgeving.\n\n1 Bijlagen II en III bij deze Overeenkomst kunnen door de in dit artikel omschreven\n                                                procedure worden gewijzigd.\n\n2 Op verzoek van een Overeenkomstsluitende Partij wordt elke door haar voorgestelde\n                                                wijziging van de Bijlagen II en III bij deze Overeenkomst bestudeerd in de Werkgroep\n                                                voor Wegvervoer van de Economische Commissie voor Europa (ECE).\n\n3 Indien de wijziging door een meerderheid van de hun stem uitbrengende aanwezigen wordt\n                                                aangenomen en indien deze meerderheid de meerderheid van de aanwezige en hun stem\n                                                uitbrengende Overeenkomstsluitende Partijen omvat, wordt door de Secretaris-Generaal\n                                                mededeling van de wijziging gedaan aan de bevoegde beleidsinstanties van alle Overeenkomstsluitende\n                                                Partijen ter fine van aanvaarding.\n\n4 Deze wijziging zal zijn aanvaard indien gedurende een tijdvak van zes maanden na de\n                                                datum van kennisgeving minder dan \u00e9\u00e9n derde van de bevoegde beleidsinstanties van\n                                                de Overeenkomstsluitende Partijen de Secretaris-Generaal in kennis stelt van hun bezwaar\n                                                tegen de wijziging.\n\n5 Elke aanvaarde wijziging wordt door de Secretaris-Generaal ter kennis gebracht van\n                                                alle Overeenkomstsluitende Partijen en treedt drie maanden na de datum van kennisgeving\n                                                in werking voor alle Overeenkomstsluitende Partijen behalve voor degene die, gedurende\n                                                het tijdvak van zes maanden bedoeld in artikel 9, vierde lid, een verklaring afleggen\n                                                dat zij de gehele of een deel van de wijziging niet aanvaarden.\n\nElke Staat deelt op het tijdstip van ondertekening, bekrachtiging, aanvaarding of\n                                          goedkeuring van of toetreding tot deze Overeenkomst de Secretaris-Generaal de naam\n                                          en het adres van zijn beleidsinstantie mede die overeenkomstig de artikelen 8 en 9\n                                          van deze Overeenkomst in kennis dient te worden gesteld van de voorgestelde wijzigingen\n                                          van de Bijlagen bij deze Overeenkomst.\n\nElke Overeenkomstsluitende Partij kan deze Overeenkomst opzeggen door middel van een\n                                          tot de Secretaris-Generaal gerichte schriftelijke kennisgeving. De opzegging wordt\n                                          van kracht een jaar na de datum van ontvangst van deze kennisgeving door de Secretaris-Generaal.\n\nDeze Overeenkomst houdt op van kracht te zijn, indien het aantal Overeenkomstsluitende\n                                          Partijen gedurende een tijdvak van twaalf achtereenvolgende maanden minder is dan\n                                          acht.\n\n1 Elk geschil tussen twee of meer Overeenkomstsluitende Partijen, dat betrekking heeft\n                                                op de uitlegging of toepassing van deze Overeenkomst en dat door de partijen bij het\n                                                geschil niet door onderhandelingen of door andere middelen tot regeling van een geschil\n                                                kan worden opgelost, wordt onderworpen aan arbitrage, indien \u00e9\u00e9n der bij het geschil\n                                                betrokken Overeenkomstsluitende Partijen zulks verzoekt, en wordt hiertoe voorgelegd\n                                                aan \u00e9\u00e9n of meer scheidsmannen die in onderlinge overeenstemming tussen de partijen\n                                                bij het geschil wordt of worden gekozen. Indien de partijen bij het geschil niet binnen\n                                                drie maanden na het verzoek om arbitrage tot overeenstemming kunnen komen over de\n                                                keuze van een scheidsman of scheidsmannen, kan elk van die partijen de Secretaris-Generaal\n                                                van de Verenigde Naties verzoeken een enkele scheidsman te benoemen aan wie het geschil\n                                                ter beslissing zal worden voorgelegd.\n\n2 De uitspraak van de overeenkomstig het eerste lid van dit artikel benoemde scheidsman\n                                                of scheidsmannen is bindend voor de bij een geschil betrokken Overeenkomstsluitende\n                                                Partijen.\n\nNiets in deze Overeenkomst mag zo worden uitgelegd, dat een Overeenkomstsluitende\n                                          Partij daardoor zou worden belet de maatregelen te nemen die deze Partij noodzakelijk\n                                          acht voor haar buitenlandse of binnenlandse veiligheid en die verenigbaar zijn met\n                                          de bepalingen van het Handvest der Verenigde Naties en beperkt blijven tot de vereisten der gegeven omstandigheden.\n\nElke Staat kan bij de ondertekening van deze Overeenkomst of bij de nederlegging van\n                                          zijn akte van bekrachtiging, aanvaarding, goedkeuring of toetreding verklaren, dat\n                                          hij zich niet gebonden acht aan artikel 13 van deze Overeenkomst. Andere Overeenkomstsluitende\n                                          Partijen zijn niet gebonden aan artikel 13 ten opzichte van een Overeenkomstsluitende\n                                          Partij die een zodanige verklaring heeft afgelegd.\n\nBehalve de verklaringen, kennisgevingen en mededelingen, bedoeld in de artikelen 7,\n                                          8, 9 en 15 van deze Overeenkomst, stelt de Secretaris-Generaal de Overeenkomstsluitende\n                                          Partijen en de andere Staten, bedoeld in artikel 5 van deze Overeenkomst, in kennis\n                                          van:\n\n(a) ondertekeningen, bekrachtigingen, aanvaardingen, goedkeuringen en toetredingen ingevolge\n                                                artikel 5;\n\n(b) de data waarop deze Overeenkomst in werking treedt overeenkomstig artikel 6;\n\n(c) de datum waarop de wijzigingen van deze Overeenkomst in werking treden overeenkomstig\n                                                artikel 7, tweede lid, letter (c), artikel 8, vierde en vijfde lid, en artikel 9;\n\n(d) opzeggingen ingevolge artikel 11;\n\n(e) de be\u00ebindiging van deze Overeenkomst ingevolge artikel 12.\n\nNa 31 december 1976 wordt het origineel van deze Overeenkomst nedergelegd bij de Secretaris-Generaal\n                                          van de Verenigde Naties, die voor eensluidend gewaarmerkte afschriften daarvan toezendt\n                                          aan alle Staten, bedoeld in artikel 5 van deze Overeenkomst.\n\nTEN BLIJKE WAARVAN de ondergetekenden, daartoe behoorlijk gemachtigd, deze Overeenkomst\n                                    hebben ondertekend.\n\nGEDAAN te Gen\u00e8ve, 15 november 1975, in \u00e9\u00e9n enkel exemplaar in de Engelse, de Franse\n                                    en de Russische taal, zijnde de drie teksten gelijkelijk authentiek.\n\nToelichting\n\n1. Referentiewegen en tussenliggende wegen, klasse A-wegen genoemd, hebben nummers\n                                       van twee cijfers; de overige wegen worden klasse B-wegen genoemd en hebben nummers\n                                       van drie cijfers.\n\n2. Referentiewegen die van noord naar zuid lopen, hebben oneven nummers van twee cijfers,\n                                       eindigend op het cijfer 5 en oplopend van west naar oost. Referentiewegen die van\n                                       oost naar west lopen, hebben even nummers van twee cijfers, eindigend op het cijfer\n                                       0 en oplopend van noord naar zuid. De tussenliggende wegen hebben respectievelijk\n                                       oneven en even nummers van twee cijfers, liggend tussen de nummers van de referentiewegen\n                                       waartussen zij zijn gelegen. Klasse B-wegen hebben nummers van drie cijfers; het eerste\n                                       cijfer is dat van de naaste referentieweg ten noorden van de desbetreffende klasse\n                                       B-weg, terwijl het tweede cijfer dat van de naaste referentieweg ten westen van de\n                                       desbetreffende klasse B-weg is. Het derde cijfer is een serienummer.\n\nWEGENLIJST\n\n[Red: De tekst van de vertaling is niet beschikbaar.]\n\n[Red: De tekst van de vertaling is niet beschikbaar.]\n\n[Red: De tekst van de vertaling is niet beschikbaar.]\n\n[Red: De tekst van de vertaling is niet beschikbaar.]"}