When you say about a thing or a being that they are robust, you imagine a complete entity from the point of view of its component parts giving out force and safety. The notion of robustness is associated with a lot of activity domains. Consequently, there are many definitions individualizing the robustness notion depending on the study domain.
The work aims to join in the present day studies with a new research in the bridge domain. The object of the study is represented by three low track steel lattice girder railway bridges.
In the article there is also presented the way the structural robustness notion is to be found in the national codes.
A discussion of the dominant factors affecting the behaviour of long span cable supported bridges is the subject of this paper. The main issue is the evolution of properties and response of the bridge with the size of the structure, represented by the critical parameter of span length, showing how this affects the conceptual design. After a review of the present state of the art, perspectives for future developments are discussed.
This paper examines the need for a Public Procurement Maturity Model (PPMM) in organizations with the role of road infrastructure buyers under public procurement legislation in a monopsony market structure. The environment used to contextualize the information is Romania and CNADNR (Compania Națională de Autostrăzi și Drumuri Naționale din România).
The literature research, open data as well as my own practical experience are used as entry data for the four parts of the paper: (i) the context leading to the PPMM need identification, (ii) an overview of the existing public (procurement) maturity models; (iii) discussions and (iv) summary, limitations, and outlook.
The paper provides arguments of an upstream intervention in the value chain of road transport infrastructure and highlights the benefits of such an intervention. Elements such as Romanian cultural dimensions, type of market structure or impact of the outcomes of public procurement process for road infrastructure are considered relevant entry data for an intervention which aims to contribute to the improvement of performance at a procurement process level.
The results of this paper serve as a starting point for further reflection on the performance in road infrastructure public procurement area in Romania. In addition to the awareness of the need for an intervention at a contracting authority level, the paper arguments that market structure or national cultural dimensions must be considered as entry data in designing maturity models.
This paper aims to establish the interface conditions influence on the flexible pavement structures life. The methodology consists in using the interface constitutive model available in the Alizé calculation program to calculate the stresses and strains in the flexible pavement structures.
The design criteria related to limiting fatigue cracking of asphalt layers and permanent deformations at the subgrade level from the road bed are used to estimate the flexible pavement structures lifetime.
When calculating the critical stresses and strains, most mechanical design methods of the flexible pavement structures considers that the road layers at interfaces are perfect bonded or total unbonded.
Proper modeling of the interface binding condition is an important aspect in understanding the real behaviour of in-service flexible pavement structures.
Very often, pavements constructed in an economical manner or matching surface elevations of adjacent lanes cannot be designed for the soil conditions of the existing subgrade. Therefore, there is a need to stabilize the soil with an appropriate chemical substance in order to increase its strength to a satisfactory level. For the enhancement of subgrade soil strength characteristics, lime and cement are the most commonly used stabilizers. An experimental program was directed to the evaluation of a clayey soil and its mixtures with different cement contents performing tests on the index properties, the moisture-density relation, the unconfined compressive strength, and linear shrinkage. There is a definite improvement in strength. The time interval used to cure the prepared specimens affected positively both strength and plasticity features of the mixtures. A comparison with mixtures of the same soil with lime has been made, because of the wide use of lime in clay soil stabilization projects.
More than 1,24 million people die each year on the worlds roads and between 20 to 50 million suffer from nonfatal injuries. The UN Road Safety Collaboration Meetings under the leadership of WHO developed the Programme for the Decade of Actions for road safety taking nations into the responsibility of improving their accident figures by the five pillars of a national Road Safety Policy, safer Roads, safer Vehicles, safer Road Users and Post Crash Care. It is this Safe System Approach that takes into consideration the land use, infrastructure and transport planning, road user’s abilities and limitations and the close cooperation of all governmental and none governmental stakeholders involved.
Following the European Transport Safety Council's (ETSC) 8th Road Safety Performance Index Report on Ranking EU Progress on Road Safety; June 2014 Romania has made progress during the last 10 year but had still the highest fatality rate of 93 fatalities per 1 million inhabitants in Europe. 
The contribution will present the main activities of the fife pillars with a focus on PIARC's Road Infrastructure Management tools to improve safety and function of the road infrastructure based on the experiences with the land use problems in Asian, African and European countries.
A GPS based accident data system will help researchers and practitioners to improve their countries road safety.
The report will show the important steps for safer roads which had been developed in Romania and how actions of short and long term measures on all five pillars have reduced the number of traffic victims remarkable in Eastern Germany after reunification and in addition how the hierarchy of motorways, 2+1 express roads, the rural roads and traffic calming in built up areas, have improved the economic development of cities and villages in a safe way.
The norms and standards for design of timber bridges, as well as other structures built from this material, were obsolete, design standards that were used dated from 1978 to 1980. The introduction of European Standards has created a new legislative framework in the field of designing and building timber bridges. Currently the design of such constructions use Norm NP 005-2003 and SR EN 1995-1-1: 2004 Eurocode 5: Design of timber structures. Part 1-1: General. Common rules and rules for buildings, SR EN 1995-2: 2005 Eurocode 5: Design of timber structures. Part 2: Bridges, along with their national annexes. The aim of this paper is to analyze the design of the beams for timber bridges in parallel, using on one hand Norm NP 005 - 2003, and on the other hand provisions of European standards. The design requirements for both norms as well as the results of a case study for a structural element of a timber bridge will be presented.
Jorge C. Pais, Liseane P. Thives, Paulo A. A. Pereirâ and Glicério Trichês
Brazilians mixtures containing asphalt rubber were evaluated by mechanical laboratory tests. A conventional mixture with asphalt CAP-50/70 was produced as a mixture control. With the aim of compare the Brazilians mixtures performance, a Portuguese asphalt rubber mixture was tested as well. The testing set involved the determination of the mechanical properties, fatigue and permanent deformation, of asphalt rubber produced by wet process through two different systems: continuous blend and terminal blend. The asphalt rubber morphology was evaluated in order to determine the compatibility of the systems. The asphalt rubber mixtures exhibit good resistance to permanent deformation and prolonged fatigue life in relation to mixture control. Therefore it is concluded that the application of asphalt rubber alters the characteristics of asphalt mixture in a very beneficial way.
Tomasz Siwowski, Damian Kaleta and Mateusz Rajchel
The main goal of the research project was to develop and demonstrate the first Polish FRP composite road bridge, starting from concept design and material research, and going thru manufacturing technique selection, detailed FEM analysis and structural testing of elements. The R&D project comprises also the proof test of the completed bridge as well as structural monitoring in exploitation period. The objective of the paper is the description of the bridge and its structural solutions, i.e. FRP box girders and lightweight concrete deck slab acting compositely. Further the FEM analysis of the girder and the bridge span made on design stage has been presented. The VARTM manufacturing technique was used for girders production. Its main steps have been also presented. Finally the research on the new FRP box girder with LRC slab (hybrid girder) has been briefly showed. The full scale prototype girder with the total length of 22 m was tested to evaluate its carrying capacity, modes of failure, basic dynamic parameters as well as overall behaviour under ultimate static load. The FRP girder met the prescribed serviceability and safety criteria. The FEM model of the girder was validated against testing results and was further used for bridge design. Thanks to R&D project the first Polish FRP bridge is likely to be built late autumn 2015. The output of the research project gives a very promising future for the FRP composite bridge application. The research works showed in the paper have been partially financed by the Polish National Centre for Research and Development in the frame of the research project “ComBridge” (www.com-bridge.pl).
Elvira Kalaitzaki, George Kollaros and Antonia Athanasopoulou
The load transfer capacity of pavements is to a great extend influenced by aggregates. About 85% of the total volume of hot mix asphalt (HMA) mixtures consists of aggregates; thus, they are greatly influenced by aggregate properties like angularity (shape), roughness (texture), and gradation. Aggregate gradation controls the structure of voids. Current specifications for aggregate properties in HMA pavements require the aggregate blend to fall within a specified range of gradation values. Although the abovementioned requirement has ensured the construction of high quality HMA pavements, the properties are largely empirical and they are not based on performance-related tests. Marshall Stability is in principle the resistance to plastic flow of cylindrical specimens of a bituminous mixture loaded on the lateral surface. It is the load carrying capacity of the mix at 60oC. Aggregates with different gradations from the broader area of Xanthi, Northern Greece, have been used to prepare specimens for stability testing of hot asphalt mixtures in the laboratory. The research focused on the evaluation of the influence of aggregates in the overall stability characteristics of the mixtures. The maximum stability value has been obtained with an open-graded mixture having 5% asphalt and aggregate size 2.36 mm. However, the stability of the dense graded mixture is higher than this maximum value.