One of the requirements concerning pavement quality is the evenness of its surface. Pavement unevenness has a random character and has an adverse influence to rolling resistance, tyre–pavement coherence, safety and the driving comfort. Knowledge of “longitudinal unevenness” has been long recognized as an important criteria of road performance, not only for safety by causing vehicle vibrations and affecting ride comfort but also as a major factor in pavement deterioration and working conditions of vehicles. The paper presents two original devices for the measurement of pavement longitudinal unevenness designed as a reaction to results and experiences gathered from a few years’ research activities, measurements and evaluations of road pavement evenness carried out in the authors' work place (University of Žilina – UNIZA). The first equipment has been designed as a single-wheel trailing vehicle and has been constructed on the Double-mass Measuring Set (DMS) principle and it is referred to as UNIZA single-wheel vehicle JP VSDS. The main reason for designing the device were authors’ findings that the reference quarter car model (used for calculation of International Roughness Index – IRI) can provide evaluation, which can be in contradiction with ride safety. This fact is determined by overvaluation of the short wavelengths and undervaluation the longer wavelengths by reference model. The second one is a profiler with very high resolution of surface scanning using mathematical models for unevenness evaluation. The device is referred to as Dynamic Road Scanner (DRS). The reason for designing of this equipment was in the first place insufficient repeatability of transversal unevenness measurements of device used by Slovak Road Administration, but for the purpose of correctness and measurements accuracy verifying were also results of longitudinal unevenness measurements compared. The paper presents results of evaluation by international established dynamic quantifiers of longitudinal unevenness based on measurements performed by these devices on three selected road sections in Slovakia. In the next part of the paper are compared IRI values obtained by mathematical calculations using reference quarter car model “driving” on road section profile measured by geodetic survey with IRI values obtained by conversion of the unevenness degree C (measured by UNIZA single-wheel vehicle JP VSDS) and IRI values measured by profilometer DRS.
Principles of sustainable development create the need to develop new building materials. Foam concrete is a type of lightweight concrete that has many advantages compared to conventional building materials, for example low density and thermal insulation characteristics. With current development level, any negatively influencing material features are constantly eliminated as well. This paper is dealing with substitution of hydraulically bound mixtures by cement foam concrete Poroflow 17-5. The executed assessment is according to the methodology of assessing the existing asphalt pavements in Slovak Republic. The ex post calculation was used to estimate modulus range for Poroflow 17-5 based on the results of static load tests conducted using the Testing Experiment Equipment.
The scientific community in Central Europe often discusses the extent to which temperature changes over the last two decades have contributed to changing the stresses induced in structures. In the field of road and environmental engineering, this question is especially pertinent for pavements. The pavement structure must first be defined methodologically by identifying and defining the types of parameters that change with time. Additionally, it is important to identify the areas of Central Europe that are most affected by climate change. The most important parameters must be described statistically for these areas. Slovakia is one of the countries that may be able to contribute to the solution of this issue due to its location in the middle of Europe. This paper provides a statistical analysis for the period from 1971 to 2020 in Slovakia. A concrete pavement, which is the most commonly used type of pavement, must be used as an example to numerical assess the situation. The conclusions and discussion in this scientific field are directed towards the evaluation of the measurement results in the context of the designed pavement composition and the calculations using the different methods specified in the standards.
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