The authors present the unsolved issue of the contextual design of urban intersections (UI) from the point of view of traffic noise emissions around residential buildings in the Slovak context. Noise ...barriers are very rarely used in urban areas, due to such reasons as lack of space for their installation, traffic safety (view at intersections), architectural factors, as well as the fact that they represent a barrier for pedestrians and cyclists. The use of low-noise asphalt pavements is limited in urban areas primarily due to the high cost of production and maintenance of these covers, their limited durability in a colder climate, and lower efficiency compared to the roads outside urban areas. From this aspect of urban intersection design, the authors focused on the identification of individual factors associated with the significant reduction (2–8 dB) of traffic noise induced by the reconstruction of non-signalized urban intersections into roundabouts. The authors draw attention to the fact that both new surfaces of intersection branches and the change in traffic processes contribute to the aforementioned reduction. This finding was obtained by comparing direct measurements of noise levels and the results of their predicted values using validated 3D models in the CadnaA program. Noise emissions were measured by a noise analyzer (NOR-1210), and traffic noise emissions were predicted by the “Nouvelle Méthode de Prévision du Bruit” methodology (NMPB-1996). Based on the analysis of the measured and predicted traffic noise levels, the authors objectivized the share of reduction in traffic processes in the 2–3 dB range. The authors objectified the share of traffic noise reduction due to the change in traffic processes as being in the 2.2–3.3 dB range. The presented research results could contribute to a quantifiable reduction in the noise load in the external environment of residential buildings using the contextual design of intersections.
In this article, the authors explore examples of preserved cultural heritage related to traffic structures, focusing on the world's oldest bridges in Europe and Slovakia, as well as the oldest ...preserved roadways. They delve into the detailed history of Marians Square in Žilina, particularly its surface treatment, drawing from credible historical sources. The article also presents comparisons of elasticity modules and deformations of the roadway, based on measurements taken in 1966 and the last reconstruction from 1995 to 1997, which cost SK 64.5 million (equivalent to EUR 6.9 million in 2024). Through an evaluation of mechanical characteristics and environmental criteria, the authors conclude that the reconstructed road, even in 2024, effectively protects against frost damage, minimizes particulate matter and noise pollution (excluded motor traffic), and adheres to principles of contextual design for pavements.
The article presents the possibilities of utilizing waste from the automotive industry, namely old tires, in constructing pavements. The application of shredded rubber creates conditions for ...devulcanization, which improves the rheological properties of the binder and ensures its better dissolution in asphalt. The focus is on assessing the condition of the pavement surface, measuring the noise level in the vicinity of the road, and quantifying and evaluating the cost of implementing an asphalt pavement design with a crumb rubber modifier (CRM). A visual inspection was performed after 6 years of pavement life. Based on the inspection outputs, the pavement surface structure was in a favourable condition with no permanent deformations. Verifying the acoustic properties showed a noise reduction compared to the road section with the modified asphalt pavement surface. Currently, the price of rubber-modified asphalt for pavement in Slovakia is on average 10 to 15 % higher than the price of other modified mixes. However, we can conclude that pavements with CRM are economically and especially ecologically more advantageous in the long run.
This article presents the case study of our research in the field of innovative methods of pavement subgrade quality control using the CIST (Clegg Impact Soil Tester) device. The CIST device ...developed by Dr Clegg from the University of Western Australia measures soil compaction indirectly using the CBR value. The value is evaluated based on the deceleration rate of a falling 4.5 kg weight moving in a vertical guide roller. In Europe, for the assessment of the mechanical efficiency (bearing capacity) of cohesive soils in the pavement subgrade, priority is given to indirect assessment methods especially using the laboratory determination of CBR (Californian Bearing Ratio) and directly through the implementation of a static plate load test (SPLT). This article reports the long-term results of our research in the field of verification and validation of an innovative CIST device, which minimizes the time, space, and economic disadvantages of SPLT. This article presents the results of determining the field of applicability of the CIST device for cohesive soils, the correlation dependencies (CD) of the CBR values determined by the CIST device, and, according to STN 72 1016, the CD of the impact dynamic deformation modulus Evd from the CIV (Clegg Impact Value). We consider the most important results of our long-term research to be a recognition of the ability of CIST to assess the quality of cohesive soils up to a compression value of 40 mm, corresponding to a CBR of 2.2% and a modulus of subgrade deformation of 20 MPa. A very strong correlation dependence of CBRClegg % on the moisture content of clayey soils in the interval from 5 to 19% was also observed. The presented knowledge led to the creation of relevant documents for the credible implementation of the CIST device in the system approach for assessing the quality of the pavement subgrade.
The authors present the law protection of cultural monuments in the Slovak Republic and the outputs of an interesting case study, more specifically the creation of a 3D model with real textures of ...Hricov Castle, which was created in 2019 with additional improvements done in 2022. Ruins of Hricov Castle are located in the village of Hricovske Podhradie, 15 km from Zilina. For model creation, devices obtained within the project of the Broker centre of air transport for the transfers of technology and knowledge into transport and transport infrastructure was used. The 3D model of Hricov Castle created by team leader Tomas Cesnek currently presents one of the most realistic Slovak digital 3D models created by laser scanning technology. This model will be a part of the permanent exhibition of Hricov Castle in the historical toll building from 1556 in Dolny Hricov, Slovakia, the reconstruction of which is ensured by the members The Association of Friends of Hricov Castle. Model creation methodology and the use of special textures should be used to produce more realistic laser scan 3D models.
Authors have long been guided by the following premise in their research, educational, professional and publishing activities. Components of the Integrated Transport Infrastructure (ITI) of Slovakia, ...including roads, should be designed, built, managed, maintained, recycled (decomposed) at a reasonable price, in reasonable quality, respecting the relevant requirements of users, residents and sustainable development throughout life cycle. Elements of ITI Slovakia, as important landscape ecological elements, should be designed with respect to aesthetic principles considering the cultural and natural wealth of Slovakia. Slovak technical universities have recently been criticized for teaching 50-years-old curriculum. The authors dare to disagree with the statement and, due to their scientific profile, pre-sent their partial outputs of a holistic approach to the sustainability of transport structures with a priority focus on pavement. In the intentions of the above mentioned, it could perhaps be partly convergently concluded that they learn new things in the field of transport construction, but under the old names.
Climate pavement adaptability is an integral part of a holistic concept of road design, construction, and pavement management. One of the possibilities for fulfilling the mentioned author’s premise ...in sustainable cycle pavements in the cold region of Central Europe is using composite foam concrete (CFC). To establish the credibility of the design of these pavements, we objectified the correlation dependencies of average annual air temperatures and frost indexes, for altitude regions from 314 to 858 m in the period 1971 to 2020, at its height above sea level. As part of the research on the increase in tensile strength during bending of CFC, extensive laboratory measurements were carried out and validated by isomorphic models of real roads, which enabled an increase in tensile strength during bending from 0.376 to 1.370 N·mm−2 for basalt reinforcing mesh. The research results, verified through FEM (Finite Element Method) models of cycle pavements, demonstrated a possible reduction of total pavement thickness from 56 to 38 cm for rigid pavements and 48 to 38 cm for flexible pavements.
The authors present the first ideas of contextual design (CD) of noise barriers (NB), which integrates acoustic, architectural, environmental, and economic aspects of a holistic approach to the ...design of these engineering structures. The paper presents an example of an economic subsystem of CD focused on the economical optimization of NBs with an emphasis on the circular economy. It also demonstrates the significant potential of NBs to improve the architectural visual appearance of built-up areas as essential spatial elements and improve the microclimate of their surroundings. The authors focused on comparing the costs of construction of NB with acoustic elements made of the most used materials in the Slovak Republic: aluminium, chipped cement, transparent NB, and NB made of recycled plastic. The comparisons show that the most cost-effective option is a noise barrier made of recycled plastic. Despite the higher cost, its higher sound absorption and the environmental durability of the acoustic elements are decisive. The use of secondary raw materials is also a significant advantage of CD. Waste plastics, mainly from municipal waste, are used for production, making it possible to recycle 100 % of them again.
