Muito embora a micro e a macrotextura dos pavimentos sejam importantes para o tráfego seguro, principalmente em condição de pista molhada e com velocidades superiores a 50 km/h, nos locais de acidentes de trânsito no Brasil esses parâmetros não são avaliados quando das perícias técnicas. Assim, o objetivo principal desta tese é estabelecer critérios de avaliação de pavimentos asfálticos que possam integrar um protocolo para a perícia técnica em locais de acidentes de trânsito. Foi baseada em coleta de dados de micro e de macrotextura dos revestimentos asfálticos em três rodovias no Estado do Paraná, num total de 106 locais, e em quatro vias urbanas na cidade de Londrina-PR, num total de 148 locais, todas com velocidades permitidas iguais ou superiores a 50 km/h, especificamente em trechos onde ocorreram acidentes de trânsito, o que permitiu a determinação da aderência na interface pneu/pavimento, se os valores encontram-se dentro das faixas de aceitabilidade do DNIT, da ANTT e da ARTESP e se houve efetiva contribuição do pavimento para a ocorrência e para a severidade dos acidentes. Dos 106 acidentes rodoviários analisados, em 19 deles as alturas médias de mancha de areia, parâmetro empregado para avaliar a macrotextura, apresentaram-se com valor inferior ao mínimo recomendado (0,60 mm), enquanto que dos 148 acidentes ocorridos em vias urbanas, 22 ocorreram em trechos com alturas médias de mancha de areia também inferiores ao valor mínimo recomendado. Nesses casos também foram realizados ensaios de microtextura, com uso do pêndulo britânico, e posteriormente foram calculados os valores do Índice de Atrito Pneu-Pavimento Internacional (International Friction Index, IFI). Os resultados e as análises deste trabalho indicam que uma melhor condição de macrotextura pode reduzir entre 6% e 19% as energias cinéticas envolvidas nos acidentes em rodovias e de 3% a 11% em vias urbanas, com real possibilidade de redução tanto das avarias produzidas nos veículos quanto, principalmente, das lesões nas vítimas. Dada a importância da micro e da macrotextura, recomenda-se que o protocolo de avaliação de pavimentos para perícias técnicas em locais de acidentes de trânsito em rodovias e em vias urbanas estabeleça a realização dos ensaios de Pêndulo Britânico e de Mancha de Areia em até 24 horas após o evento e que a área a ser levantada contemple toda a extensão das marcas de frenagem dos veículos envolvidos ou, no caso de inexistência de marcas, que compreenda uma extensão de 10 a 70 metros, respectivamente para vias com velocidade máxima permitida de 40 km/h e de 120 km/h. Espera-se, complementarmente, que um protocolo com critérios simples e objetivos, como o desenvolvido neste trabalho, permita a adoção de políticas públicas preventivas, de maior alcance e periodicidade, com as avaliações não somente nos trechos onde ocorrem acidentes, mas ao longo das vias. / Although the micro and macro textures of pavements are important factors for safe driving, especially on wet tracks and with speeds above 50 km/h, such parameters are not even evaluated during technical inspections in traffic accident sites in Brazil. Thus, the main purpose of this thesis is to establish criteria for the evaluation of asphalt pavements that may become integral part of a protocol for technical inspection in traffic accident sites. This work is based on the collection of data concerning the micro and macro texture of asphalt pavements on three roads in the State of Paraná, totaling 106 locations, and on four urban streets in the city of Londrina, State of Paraná, totaling 148 locations. All such locations have a speed limit of equal to or higher than 50 km/h, especially on the sites where traffic accidents occurred, which allowed for the determination of the tire/pavement adherence, and whether the values found were in accordance with the acceptable levels established by DNIT, ANTT and ARTESP, and whether there was effective contribution on the part of the pavement for the occurrence as well as the severity of the accidents. Out of the 106 road accidents that were analyzed, it was observed that in 19 of them the average heights of the sand spot, a parameter used to evaluate the macro-texture, were lower than the minimum value recommended (0,60 mm), while out of the 148 accidents taken place in urban streets, 22 took place in areas where the average heights of the sand spot were also lower than the recommended minimum value. In the case of the accidents that occurred in places where the heights of the sand spots were lower than the minimum recommended, micro texture essays were also carried out by use of the British Pendulum Tester, and later the values of the International Friction Index (IFI) were calculated. The results and the analyzes of this work indicated that a better condition in the macro texture would reduce the kinetic energies involved in road accidents between 6% and 19%, and from 3% to 11% on urban streets, with the real possibility of minimizing both damages caused to the vehicles and especially the lesions on the victims. Given the importance of micro and macro textures, it is recommended that the protocol for the evaluation of pavements for the purpose of technical inspection in traffic accident sites both on roads and urban streets require the carrying out of the British Pendulum Tester and the Sand Spot within 24 hours of the time of the accident and that the area to be tested should include the entire extension of the braking skid marks of the vehicles involved in the accident, or, in the case of inexistence of such marks, covering 10 to 70 meters, respectively, for locations where the permitted maximum speed is 40 km/h, and for locations where the permitted maximum speed is 120 km/h. It is additionally expected that a protocol having simple yet objective criteria, such as the ones developed in this work, will allow for the adoption of preventive public policies, having greater scope and periodical applications, not only on sites where accidents take place, but also on the entirety of roads and streets.

A infraestrutura de transportes traz benefícios sociais e econômicos, porém traz também inevitáveis impactos ambientais que não podem ser negligenciados, como supressão da vegetação local e poluição atmosférica. Esses impactos ambientais podem ser quantificados e analisados pela técnica Avaliação do Ciclo de Vida (ACV), que cria a possibilidade de contemplar o aspecto ambiental na tomada de decisões e pode trazer melhor compreensão da cadeia produtiva. Na última década, é crescente a utilização dessa técnica na área de pavimentação, entretanto ainda é pouco usual no Brasil. O objetivo dessa dissertação é avaliar os impactos ambientais produzidos por duas técnicas de restauração de pavimentos asfálticos, comparando-se os resultados de ACV que observaram as fases de produção de materiais e de transportes. Dois cenários de restauração foram estudados, o primeiro considerou uma mistura asfáltica composta exclusivamente por materiais virgens (restauração convencional), e o segundo, considerou uma mistura asfáltica composta por 35% de Reciclado de Pavimento Asfáltico (RPA). As ACV foram procedidas de três maneiras distintas: (a) com o banco de dados e software alemão GaBi e o método EDIP 1997, (b) com o banco de dados da USLCI e pelo método do EDIP 1997, e (c) com software PavementLCA e o método TRACI. Os resultados obtidos a partir dos três diferentes procedimentos indicaram que a restauração com RPA apresentou redução dos impactos ambientais potencias quando comparada com a restauração convencional. Observou-se também que, para a maioria das análises, a atividade que mais contribuiu para os impactos das duas estratégias de restauração foi a de produção dos materiais. A análise de sensibilidade dos resultados obtidos com o GaBi e com o USLCI mostrou diferenças consideráveis, causadas pelas diferentes fontes de dados. Apesar de ser uma técnica em crescimento, a ACV ainda apresenta limitações quando aplicada a pavimentos, sobretudo, pela complexidade de seu ciclo de vida e pelas incertezas que envolvem sua elaboração, assim, estudos sobre ACV devem continuar, a fim de padronizar a técnica para a área e, com o tempo, obter resultados cada vez mais precisos. / Transportation infrastructure brings social and economic benefits, but it also brings unavoidable environmental impacts that can not be neglected, such as suppression of local vegetation and air pollution. These environmental impacts can be quantified and analyzed by the Life Cycle Assessment (LCA) technique, which creates the possibility of contemplating the environmental aspect in decision making and can provide a better understanding of the production chain. In the last decade, the use of this technique in the area of pavement is increasing, although not very usual in Brazil. The goal of this thesis is to analyze the environmental impacts produced by two asphalt pavement rehabilitation techniques, comparing the LCA results of material production and transportation phases. Two rehabilitation scenarios were studied, the first one considering an asphalt mixture composed exclusively by raw materials (conventional rehabilitation), and the second one considered an asphalt mixture composed by 35% of Reclaimed Asphalt Pavement (RAP). The LCA was done in three different ways: (a) with the German database and software GaBi and the EDIP 1997 method, (b) with the USLCI database and the EDIP 1997 method, and (c) with PavementLCA software and the TRACI method. The results obtained from the three different procedures indicated that the rehabilitation with RPA showed reduction of the potential environmental impacts when compared with the conventional rehabilitation. It was also observed that for the majority of the analysis, the activity that contributed the most to the impacts of the two rehabilitation strategies was the material production one. The sensitivity analysis of the results obtained with GaBi and with USLCI showed considerable differences in their values, caused by the different data sources. Although it is a growing technique, LCA still presents limitations when applied to pavements, mainly due to the complexity of its life cycle and the uncertainties involved in its elaboration, so studies about LCA should continue with the aim of standardizing the technique for the area and, over time, achieve increasingly more accurate results.

Chevron pavement markings have seen rising interest in the United States as a means to reduce speeds at high-speed locations and improve safety performance. In Atlanta, there are two freeway-to-freeway ramps where chevron markings are being used. A previous study analyzed before-and-after speed data at these ramps and found only a modest reduction on overall vehicle speeds. However, a cursory crash analysis indicated that the ramps had crash reductions of over 60%, suggesting that safety benefits exist even though vehicle speeds are not significantly affected. This research aims to evaluate the safety performance of chevron markings on the two ramps in Atlanta, GA in order to quantify the potential impact of the treatment on safety and to understand the mechanism by which the treatment influences safety. This thesis begins with a literature review covering topics in human factors in safety, past uses of different types of pavement markings, and methods in using crash databases and police reports in accident studies. Next, the thesis presents an in-depth before and after analysis of crash data from crash databases and police reports provided by the Georgia Department of Transportation. And finally, the thesis concludes with a summary of findings and a discussion of further research needs. The results verified that there were 73% and 61% crash reductions in the two study ramps. Chevron markings appear to have benefitted all types of crashes and that they are possibly serving as a warning to drivers of potential upcoming hazards. Unavailability of a number of police reports and errors in crash databases were limitations to this study, and ultimately, new sites should be selected carefully and further studies need to be performed to better understand the treatment's benefits.

Skidding contributes to up to 35% of wet pavement accidents. Pavement surface friction therefore is an important component of highway safety. The skid resistance also varies seasonally and reduces over time due to surface polishing. These leave the pavement in a state of increased risk of skidding accidents. An adequate surface friction that accommodates the seasonal and long term variations is essential for safety over the pavement surface service life. The resistance to skidding, however, depends on surface microtexture and macrotexture. Alternatively, increased texture aimed at increased and durable surface friction may affect the noise generated on the road. In fact, traffic noise is a growing problem throughout the world. Noise barriers, traditionally used for noise reduction, are expensive and inefficient in some cases. As the pavement surface characteristics play a key role in noise generation and propagation, it provides a window for noise reduction by altering the pavement surface. The challenge, however, is to provide a smooth, quiet, long-lasting, and economic pavement with adequate and durable surface friction. This research has been directed to address this challenge and to provide a realistic guideline. The tire-pavement noise, sound absorption, and skid resistance performances of various flexible and rigid pavement surfaces have been examined using the field and laboratory test data. Models for the prediction of pavement skid resistance including the seasonal and long term variations have also been developed correlating the influencing factors. A value engineering approach has been proposed to accommodate the construction and maintenance costs, longevity, smoothness, safety and noise in the selection of pavement surfaces.

Virgin aggregate is being used faster than it is being made available creating a foreseeable shortage in the future. Despite this trend, the availability of demolished concrete for use as recycled concrete aggregate (RCA) is increasing. Using this waste concrete as RCA conserves virgin aggregate, reduces the impact on landfills, decreases energy consumption and can provide cost savings. However, there are still many unanswered questions on the beneficial use of RCA in concrete pavements. This research addresses the many technical and cost-effective concerns regarding the use of RCA in concrete pavements by identifying concrete mixture and proportioning designs suitable for jointed plain concrete pavements; constructing test sections using varying amounts of RCA; monitoring performance through testing, condition surveys and sensor data; modeling RCA pavement performance; and predicting life cycle costs. The research was carried out as a partnership between the Centre for Pavement and Transportation Technology (CPATT) at the University of Waterloo, the Cement Association of Canada, Dufferin Construction, and the Natural Sciences and Engineering Research Council of Canada. The literature review provides an overview of sustainability and key performance indicators, the material properties of RCA both as an aggregate and in concrete, concrete mixture and proportioning designs with RCA, performance of existing RCA pavements, and the implementation of RCA highlighting some examples where RCA has been used successfully. Twelve preliminary mixes were developed using three total cementitious contents amounts of 315 kg/m3, 330 kg/m3, and 345 kg/m3 to determine four suitable mixes with varying coarse RCA contents (0%, 15%, 30% and 50%) to place at the CPATT test track. At 28-days, all of the twelve mixes exceed the 30 MPa design strength. Four test sections containing 0%, 15%, 30% and 50% coarse RCA were constructed in June 2007. The test sections had identical cross sections consisting of 250 mm portland cement concrete (PCC), 100 mm asphalt-stabilized OGDL and a 450 mm granular base. For each coarse RCA content, one slab was instrumented with six vibrating wire concrete embedment strain gages to measure long-term longitudinal and transverse strain due to environmental changes, two vibrating wire vertical extensometers to monitor slab curling and warping, two vibrating wire inter-panel extensometers to monitor joint movement, and two maturity meters to measure maturity and temperature. Quality assurance and quality control (QA/QC) testing showed that the mixes containing RCA exhibited similar or improved performance when compared to the conventional concrete for compressive and flexural strength, freeze-thaw durability and coefficient of thermal expansion. Pavement performance of the four test sections was evaluated using visual surveys following the Ontario Ministry of Transportation’s Manual for Condition rating of Rigid Pavements. Nine pavement evaluations have been performed every two to four months since construction. All test sections are in excellent condition with pavement condition index (PCI) values greater than 85 after two years in-service and approximately three hundred thousand Equivalent Single Axle Loads. Sensor data from the strain gauges, and vertical and inter-panel extensometers are providing consistent results between the test sections. Long-term performance modeling using the Mechanistic-Empirical Pavement Design Guide (ME-PDG) showed improved performance with respect to cracked slabs, joint faulting, and pavement roughness as the RCA content increased. Multivariable sensitivity analysis showed that the performance results were sensitive to CTE, unit weight, joint spacing, edge support, surface absorption, and dowel bar diameter. Life cycle cost analysis (LCCA) illustrated the savings that can be expected using RCA as a replacement aggregate source as the cost of virgin aggregate increase as the sources becomes depleted. Multivariable sensitivity analysis showed that the LCCA results were sensitive to construction costs, discount rate, and maintenance and rehabilitation quantities.

Skidding contributes to up to 35% of wet pavement accidents. Pavement surface friction therefore is an important component of highway safety. The skid resistance also varies seasonally and reduces over time due to surface polishing. These leave the pavement in a state of increased risk of skidding accidents. An adequate surface friction that accommodates the seasonal and long term variations is essential for safety over the pavement surface service life. The resistance to skidding, however, depends on surface microtexture and macrotexture. Alternatively, increased texture aimed at increased and durable surface friction may affect the noise generated on the road. In fact, traffic noise is a growing problem throughout the world. Noise barriers, traditionally used for noise reduction, are expensive and inefficient in some cases. As the pavement surface characteristics play a key role in noise generation and propagation, it provides a window for noise reduction by altering the pavement surface. The challenge, however, is to provide a smooth, quiet, long-lasting, and economic pavement with adequate and durable surface friction. This research has been directed to address this challenge and to provide a realistic guideline. The tire-pavement noise, sound absorption, and skid resistance performances of various flexible and rigid pavement surfaces have been examined using the field and laboratory test data. Models for the prediction of pavement skid resistance including the seasonal and long term variations have also been developed correlating the influencing factors. A value engineering approach has been proposed to accommodate the construction and maintenance costs, longevity, smoothness, safety and noise in the selection of pavement surfaces.

Virgin aggregate is being used faster than it is being made available creating a foreseeable shortage in the future. Despite this trend, the availability of demolished concrete for use as recycled concrete aggregate (RCA) is increasing. Using this waste concrete as RCA conserves virgin aggregate, reduces the impact on landfills, decreases energy consumption and can provide cost savings. However, there are still many unanswered questions on the beneficial use of RCA in concrete pavements. This research addresses the many technical and cost-effective concerns regarding the use of RCA in concrete pavements by identifying concrete mixture and proportioning designs suitable for jointed plain concrete pavements; constructing test sections using varying amounts of RCA; monitoring performance through testing, condition surveys and sensor data; modeling RCA pavement performance; and predicting life cycle costs. The research was carried out as a partnership between the Centre for Pavement and Transportation Technology (CPATT) at the University of Waterloo, the Cement Association of Canada, Dufferin Construction, and the Natural Sciences and Engineering Research Council of Canada. The literature review provides an overview of sustainability and key performance indicators, the material properties of RCA both as an aggregate and in concrete, concrete mixture and proportioning designs with RCA, performance of existing RCA pavements, and the implementation of RCA highlighting some examples where RCA has been used successfully. Twelve preliminary mixes were developed using three total cementitious contents amounts of 315 kg/m3, 330 kg/m3, and 345 kg/m3 to determine four suitable mixes with varying coarse RCA contents (0%, 15%, 30% and 50%) to place at the CPATT test track. At 28-days, all of the twelve mixes exceed the 30 MPa design strength. Four test sections containing 0%, 15%, 30% and 50% coarse RCA were constructed in June 2007. The test sections had identical cross sections consisting of 250 mm portland cement concrete (PCC), 100 mm asphalt-stabilized OGDL and a 450 mm granular base. For each coarse RCA content, one slab was instrumented with six vibrating wire concrete embedment strain gages to measure long-term longitudinal and transverse strain due to environmental changes, two vibrating wire vertical extensometers to monitor slab curling and warping, two vibrating wire inter-panel extensometers to monitor joint movement, and two maturity meters to measure maturity and temperature. Quality assurance and quality control (QA/QC) testing showed that the mixes containing RCA exhibited similar or improved performance when compared to the conventional concrete for compressive and flexural strength, freeze-thaw durability and coefficient of thermal expansion. Pavement performance of the four test sections was evaluated using visual surveys following the Ontario Ministry of Transportation’s Manual for Condition rating of Rigid Pavements. Nine pavement evaluations have been performed every two to four months since construction. All test sections are in excellent condition with pavement condition index (PCI) values greater than 85 after two years in-service and approximately three hundred thousand Equivalent Single Axle Loads. Sensor data from the strain gauges, and vertical and inter-panel extensometers are providing consistent results between the test sections. Long-term performance modeling using the Mechanistic-Empirical Pavement Design Guide (ME-PDG) showed improved performance with respect to cracked slabs, joint faulting, and pavement roughness as the RCA content increased. Multivariable sensitivity analysis showed that the performance results were sensitive to CTE, unit weight, joint spacing, edge support, surface absorption, and dowel bar diameter. Life cycle cost analysis (LCCA) illustrated the savings that can be expected using RCA as a replacement aggregate source as the cost of virgin aggregate increase as the sources becomes depleted. Multivariable sensitivity analysis showed that the LCCA results were sensitive to construction costs, discount rate, and maintenance and rehabilitation quantities.

Šiame darbe pateikti duomenys apie Vilniaus miesto gatvių tinklą, jų techninius parametrus, trumpai apžvelgiama Vilniaus miesto gatvių būklė. Nagrinėti pažaidų tipai gatvėse su asfalto danga, pažaidų atsiradimo priežastys bei jų nustatymo metodikos, naudojamos įrangos. Nurodomi transporto eismo intensyvumo matavimo metodai, įranga. Atlikta analizė vizualiai nustatytų asfalto dangos pažaidų vienuolikos gatvių, esančių Vilniau mieste, bei transporto eismo intensyvumo matavimų, naudojant automatinį skaičiuoklį – klasifikatorių Marksman 660. Įvertinta asfalto dangos pažaidų bei transporto eismo intensyvumo priklausomybė. Atsižvelgiant į darbe atliktą analizę, sudarytas prioritetinis Vilniaus miesto remontuotinų gatvių sąrašas. / In this work there are supplied the net of Vilnius city streets, its engineering parameters, condition of streets in Vilnius has been overlooked briefly. There has been analysed types of defects in streets with asphalt pavement, reasons for origination of defects and methods for identification, usable equipment. Methods of measurement of traffic intensity and usable equipment has been also indicated. There has been analysed defects of asphalt pavement, which had been defined visually in eleven streets in Vilnius city, and measurements of traffic volume using the counter-sizer Marksman 660. Dependence of asphalt pavement defects and traffic volume has been estimated too. According to the analyse of this work, there has been done the list of priority for repairing these eleven streets in Vilnius city.

Analizuojama asfalto dangos konstrukcijos elgsena Lietuvos klimato sąlygomis, įvertinant temperatūros ir drėgnio, kaip vienų iš svarbiausių klimato veiksnių, įtaką kelio asfalto dangos konstrukcijos stipriui. Pateikta krintančio svorio deflektometro matavimo metodikų apžvalga kitose šalyse. Atlikta temperatūros ir drėgnio kiekvienos dienos pokyčių analizė, įvertinant jų įtaką dangos konstrukcijai. Nustatyta kelio dangos stiprio ir Eo modulio priklausomybė nuo dangos temperatūros, matuojant kelio dangos įlinkius krintančio svorio deflektometru. Kai asfalto dangos stipris matuojamas skirtingu metų laiku ar įvairiu paros metu, tai Eo modulio reikšmės turi būti redukuojamos priimtai standartinei temperatūrai. Eksperimentiniame asfalto dangų konstrukcijų ruože atliktu tyrimu patikslintas temperatūrinis redukcijos koeficientas, kuris leidžia krintančio svorio deflektometru nustatytas asfalto dangos sluoksnių Eo modulio vertes redukuoti standartinei +20 °C temperatūrai. / This final master thesis performs asphalt pavement structural behavior of the Lithuanian climate conditions, taking into account the temperature and moisture, as one of the most important climatic factors that influence the road asphalt pavement structural strength. The Falling Weight Deflectometer (FWD) measurement methods used in other countries are presented. The temperature and moisture changes in the day are analysed, evaluating their impact on pavement design. The strength of asphalt pavement layers, as well as Eo modulus values, measured using the falling weight deflectometer, strongly depend on the pavement temperature. When we use deflectometer for measuring asphalt pavement strength at different environmental conditions and in different season, the values of Eo modulus should be reduced to the assumed standard temperature. So during this research at the experimental asphalt pavement structure the temperature correction factor was revised. The use of this factor enables to adjust the Eo modulus values of asphalt pavement layers measured by the Falling Weight Deflectometer to the standard temperature of +20 °C.

Pastaraisiais metais Lietuvoje ženkliai padidėjęs sunkiasvorio transporto eismas sąlygoja ankstyvą daugumos šalies kelių dangų suirtį, nes jau nepakanka esamo jos stiprio. Įvairios asfaltbetonio dangos pažaidos rodo, kad ardoma ne tik danga, bet ir jos konstrukcija – tai didina išlaidas kelių remontui bei priežiūrai, mažėja eismo saugumas bei komfortiškumas. Iki šiol Lietuvoje dar nėra metodikos, kurią taikant būtų galima pakankamai tiksliai įvertinti sunkiasvorio transporto poveikį kelių dangai. Šiame darbe ištirta sunkiasvorio transporto eismo ardomojo poveikio, įvertinant Lietuvos klimato sąlygas, įtaka kelių dangos asfaltbetonio sluoksnių stipriui ir funkcionavimo trukmei. Pateikta metodika sunkiasvorio transporto eismo ir apkrovų ardančio poveikio Lietuvos kelių dangai, priklausomai nuo eismo sezoniškumo, jos stiprio, asfaltbetonio sluoksnių likutinio stiprio bei kelių dangos įtempto-deformuoto būvio kitėjimo, įvertinti. Pasiūlytas kelių dangos asfaltbetonio sluoksnių likutinio stiprio ir funkcionavimo trukmės likutinio resurso modelis. Modelis įvertina apkrovos parametrus bei jos poveikio intensyvumą, automobilių srauto sudėtį, kelių dangos sluoksnių medžiagų bei jai stiprinti naudojamų medžiagų projektines savybes, kelių dangos sluoksnio medžiagos stiprio kitėjimą, atsižvelgiant į jos suirties mastą, kelių dangos darbą, esant įvairioms vietovės klimato sąlygoms, skirtingiems žemės sankasos gruntams ir vietovės hidroterminiams rėžimams, remonto darbų kainą bei ekonominį... [toliau žr. visą tekstą] / The marked increase of heavy weight vehicle traffic in Lithuania in recent years is the reason for early deterioration of majority road pavements of the country due to inadequate strength of road pavements. Various kinds of damages in asphalt concrete pavements indicate that damage is made not only to a pavement but to its construction as well, which increases costs for road repair and maintenance and reduces road safety and comfort. There is no methodology in Lithuania that would allow to evaluate the impact of heavy weight vehicles on a road pavement with adequate preciseness. This study analyses the impact of damaging effect of heavy weight vehicle traffic on the strength and duration of service life of asphalt concrete layers in a road pavement taking account of climate conditions of Lithuania. A methodology to evaluate the damaging effect of heavy weight vehicle traffic and loads on road pavements in Lithuania depending on seasonal peculiarities of traffic, its strength, remaining strength resource of asphalt concrete layers and changes in stressed or deformed state of a road pavement is presented. A model of remaining strength of asphalt concrete layers in a road pavement and remaining resource of service life was proposed. The model evaluates load parameters and intensity of its impact, composition of vehicle flow, design characteristics of materials in layers of a road pavement and materials used when strengthening it, changes in the strength of layer material in a... [to full text]