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Human activities are related to obtain economic, technical, social and environmental benefits. The road construction process participants and road users have direct or indirect benefits from elaboration of new infrastructure. The number of the benefits received by individual entities is publicly discussed by politicians, lobbyists, experts and other decision-makers without having quantitative estimates of benefits, i.e., often relying on intuition or considering theoretical reasoning. The paper suggests a system of 19 benefit entities (criteria) assigned the ranks given by experts. The study involved three categories of experts, including 35 road engineers, 36 transport engineers and 61 road users. The values of the concordance coefficients obtained as a result of the conducted research were found significantly higher than critical values and showed that the opinions of the experts in each category were consistent (not contradictory). This made it possible to consider the average of the opinions of the expert group as a reliable result of solving the problem. Rank averages were replaced by the normalized weights of criteria using Average Rank Transformation into Weight-Linear (ARTIW-L) and – Nonlinear (ARTIW-N) methods. The global averages of criterion weights were used employing the Inverse Hierarchy for Assessment Main Criteria Importance (IHAMCI) method thus calculating the normalized weights of the road-related classified entities (three main criteria). The findings prove that road users benefit the most (weight 0.3485), the road construction contractor (weight 0.3325) is in the next position and the road owner (investor) takes the weight equal to 0.3190. The generated research data can be used for justifying the rationality of road investment.

Slip-form concrete (JPCP) has a number of years of good performance experience. An alternative to slip-form concrete is roller-compacted concrete (RCC). The RCC mixture has a significantly larger number of fine aggregates, which leads the concrete mix to be non-slip and compacted by rollers. RCC has the strength and performance of conventional concrete or even higher. Due to all the advantages, the use of RCC pavement in industrial areas and low-volume rural roads is very beneficial. Experimental test section of RCC pavement structure with cement and special additives stabilized base (CTB) was installed on local road No. 130 in Lithuania, which was reconstructed in 2021. The main objective of this study is to learn about the environmental impact on the pavement structure. To reach our aim at the stage of reconstruction of the local road temperature, humidity sensors and a strain gauge were installed under the RCC layer and CTB. During the lifetime of pavement structure temperature and humidity data were collected daily and bearing capacity was measured during spring thaw. In addition, an artificial wheel load simulation using a falling weight deflectometer was performed at the location of the installed strain gauge to analyse deflections and to calculate stresses under RCC layer. The stresses under the RCC layer calculated from the strain gauge were also compared with the theoretical stress calculated at the design stage of the pavement structure to learn more about performance of the pavement structure. The results showed that slight changes in humidity at the bottom of the CTB had no significant influence on the deformations at the bottom of the RCC layer. Comparison of stresses under RCC layer showed that stresses calculated from strain gauge were 1.80 times lower than those calculated theoretically.

Permeable asphalt pavement is one of the sustainable solutions to remove water from road surfaces. The aim of the research is to analyse the performance of permeable asphalt mixtures depending on the different nominal maximum size and, as a result, to determine the minimum air voids content, which ensures that the asphalt pavement is permeable. To analyse the permeability of asphalt mixtures, ten porous asphalt mixtures with different air voids content and nominal maximum size were designed and tested in terms of air voids content, horizontal and vertical water permeability, water sensitivity, water sensitivity after ultraviolet radiation and mass loss. The results showed that the PA 16 mixture, designed according to the technical requirements TRA ASPHALT 08, was the most porous and permeable mixture, while the modified PA 8 mixture (PA 8_M2) had the lowest air voids content and permeability. Based on the importance of vertical water permeability (0.5%), mass loss (0.3%), water sensitivity (ITSR) (0.2%), the Simple Additive Weighting (SAW) and Technique for Order Preference by Similarity to Ideal Solution (TOPSIS) methods showed that PA 11 (0.729 and 0.745) and PA 16 (0.684 and 0.631) had the highest overall weights.

Lithuania’s total road network consists of more than 84000 km of roads, of which more than 21000 km are national roads. Roads of national importance are managed by the Lithuanian Road Administration. The remaining roads are classified as local roads managed by local governments. Road installation and maintenance often lead to the problem of surface water drainage and accumulation on the road surface. The aim of this study is to identify and propose the most appropriate permeable asphalt pavement construction to solve this problem, taking into account the purpose of the application and the class of pavement structure. The scope of the study identifies three recommended permeable asphalt pavement designs for the installation of DK 0.1-DK 1 pavement structures in ancillary streets, parking and recreation areas where light vehicle traffic with occasional heavy vehicle traffic. It has also been found that in areas of high traffic intensity, it is appropriate to use an alternative to permeable pavements – a permeable pavement design for the shoulder, where the roadway structure is impermeable to water and the shoulders are permeable to water (a permeable pavement structure is installed). The recommended permeable asphalt pavement structures, when properly selected, reduce the risk of flooding on the roadway. Article in Lithuanian. Vandeniui pralaidžių asfalto dangos konstrukcijų taikymas transporto eismo zonoms Santrauka Bendrą Lietuvos kelių tinklą sudaro daugiau kaip 84 tūkst. km kelių, iš kurių daugiau kaip 21 tūkst. km yra valstybinės reikšmės keliai. Valstybinės reikšmės kelius patikėjimo teise valdo akcinė bendrovė „Via Lietuva“. Likę keliai priskiriami vietinės reikšmės keliams, kuriuos valdo savivaldos. Įrengiant ir prižiūrint kelius dažnai susiduriama su paviršinių nuotekų nuleidimo ir kaupimosi važiuojamojoje dalyje problema. Šiuo tyrimu siekiama nustatyti ir pasiūlyti šiai problemai spręsti tinkamiausias vandeniui pralaidžias asfalto dangos konstrukcijas atsižvelgiant į taikymo paskirtį ir dangos konstrukcijos klasę. Tyrime nustatytos trys rekomenduojamos vandeniui pralaidžios asfalto dangos konstrukcijos, taikytinos įrengiant DK 0,1–DK 1 klasės dangos konstrukcijas pagalbinėse gatvėse, automobilių stovėjimo ir poilsio aikštelėse, kuriose vyrauja lengvųjų transporto priemonių eismas esant pavieniam sunkiasvorio transporto važiavimui. Taip pat nustatyta, jog didelio eismo intensyvumo vietovėse tikslinga taikyti vandeniui pralaidžioms dangoms alternatyvų sprendinį – vandeniui pralaidžios dangos konstrukcijos kelkraštį, kai važiuojamosios dangos konstrukcija yra nelaidi vandeniui, o kelkraščiai – pralaidūs vandeniui (įrengiama vandeniui pralaidi dangos konstrukcija). Tinkamai pasirinktos rekomenduojamos vandeniui pralaidžios asfalto dangų konstrukcijos sumažina važiuojamosios dalies užtvindymo riziką. Reikšminiai žodžiai: vandeniui pralaidi dangos konstrukcija, asfalto danga, poringasis asfaltas, pralaidumas vandeniui.