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.

Accurate assessment of road pavement friction is crucial for maintaining road safety. This study explores the prediction of the friction coefficient (µ) using 3D texture parameters of pavement surfaces. Measurements were conducted on 17 different rural road sections using the Traction Watcher One (TWO) for friction coefficients and a newly developed Static Road Scanner (SRS) for surface texture. Multiple linear regression models were created, incorporating texture parameters such as the valley material portion (S_mr2,MIC), arithmetic mean peak curvature (S_pc,MAC), and dale void volume (V_vv,PS). The results demonstrate a strong correlation between texture characteristics and friction, with R² values up to 0.80 and an RMSE as low as 0.076, validating the model’s accuracy. This approach highlights the potential of using non-contact texture measurements for reliable prediction of friction, offering a significant advancement in pavement management and safety.

This article’s primary goal was to analyze the effect of texture on skid resistance. Surface texture was recorded with a revolutionary device designed to create 3D surface scans, the Static Road Scanner. The skid resistance was represented by a pendulum test value. Measurements were made on three different groups of surfaces. Reference surfaces with known standard grain sizes represented the first group. The second group consisted of specimens made from a different type of aggregate. The last group of surfaces consisted of asphalt specimens made from different sizes and types of aggregates used in a mixture. The test results shed some more light on understanding texture’s effect on surface friction. Although some results were expected, not all of them were proven. For instance, a high level of texture doesn’t necessarily mean high friction. A relatively strong relationship was found between friction and microtexture on the reference surfaces with grain sizes up to 125 µm. However, the relationships between texture and skid resistance on the aggregate and asphalt specimens turned out to be shallow for the investigated samples. For this reason, it was recommended to expand the number of investigated surfaces in further research to ensure sufficiently different levels of texture.

For a deep understanding of the airflow in an environment of historic wooden trusses, it is necessary to analyze the object using simulation methods. To calculate the amount of air passing through the structural openings (components) using dynamic simulation, multi-zone network models based on the simplicity of modeling the individual zones are suitable. For a more detailed analysis of airflow and temperature distribution within one space, a computational fluid dynamics (CFD) simulation model was performed. The air volume through openings and surface temperatures was adopted from the multi-zone airflow network model. By using this simulation technique during a sunny summer day four characteristic states of air movement were simulated in the attic: more intense flow at noon and at midnight caused by a large temperature difference between air and surrounding surfaces and, subsequently, less intense flow when the air was mixed up effectively. The temperature distribution in the cross-sections did not only indicate an increase in temperature with increasing height (up to 50 °C at noon) but also a temperature increase near the southern roof. The surface temperature of the masonry walls was stable (19–33 °C), while the air temperature fluctuated. The image of the flow was completed by ventilation through the tower, which acted as a solar chimney. The airflow through the door to the tower was almost 0.5 m³ s⁻¹ at summer midnight.

1. The skid resistance of road pavements has been recognised as a key surface characteristic since at least the mid-1920s, as documented by Salt (1977) in his historical review of skid-resistance r...