The complex factors during the asphalt production process and subsequent traffic loading, climatic and weather conditions lead to a decrease in durability of asphalt thereby reducing pavement surface service life. The research focused on the effect of thermo-oxidative aging (short and long term), ultraviolet radiation and water on stiffness and indirect tensile strength of asphalt mixtures with 50/70 and PMB45/80-75 bitumen. The stiffness modulus at different temperatures (10, 20 and 30 °C) using the indirect tension method and indirect tensile strength have been evaluated in relation to the degree of aging. The experimental analysis showed a significant increase in the stiffness of polymer-modified asphalt with increasing aging intensity. Exposure to ultraviolet radiation adds to an increase of 35 to 40% in stiffness for unaged PMB asphalt and 12 to 17% for short-term aged mixtures. Accelerated water conditioning reduced the indirect tensile strength of asphalt by an average of 7 to 8%, significant in long-term aged samples using the loose mixture method (9 to 17%). The indirect tensile strengths for dry and wet conditioning showed greater changes due to the degree of aging. An understanding of the changes in asphalt properties during design allows for predicting asphalt surface behaviour after a period of use.

The bitumen binders in road pavements are exposed traffic loading effect at different climatic conditions. A resistance to these stresses depends on bitumen properties as well. The paper presents rheological properties (G*, δ, ν*) determined and compared for four bituminous binders (unmodified and polymer modified bitumen) at temperature 46 – 60 (80) °C and dynamic viscosity at temperature 130 – 190 °C (Brookfield viscometer). On the basis of viscosity results it is possible to set optimal production and compaction temperatures. Elastic and viscous behavior of binder in the middle temperature is determined in rheometers. The higher value of complex modulus, the stiffer bitumen binder is able to resist deformation. The greater content of elastic components (e.g. polymer in bitumen) varies mainly elastic-viscous properties of primary bitumen.

The climatic characteristics in Slovakia are defined by the average daily air temperature and the average annual temperature and the frost index (during winter period). These are relevant input data for dimensioning of road construction (design and analysis based on thermal resistance). The research activities carried out by the authors brought the objectified correlation dependence of frost index values from the above sea level altitude. These results were objectified from measuring during period from 1971 to 2010. The results showed the differences between frost indexes from long-term monitoring and frost indexes determined according to STN 73 6114 Pavement of Roads Basic Provision for structural design. The using of the objectified correlation dependence of frost index is precondition for creating successful objectification of spending money to build roads, which are among the financially demanding civil engineering

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.