Environmental conditions (temperature, moisture and the intensity of the sun) influence variation in asphalt pavement strength during the year. Lithuania is situated in a zone by average warm summers and average cold winters, and the most important climatic factor is the variation of the air temperature. This study presents the influence of temperature (of asphalt concrete (AC) and subgrade layers) and moisture content (of subgrade layers) to the pavement bearing capacity. The experimental research was obtained in five pavement sections of the experimental road. This experimental road was constructed in 2007 in Lithuania and is operated for more than 12 years. This paper presents a statistical analysis between the bearing capacity and the thickness of the asphalt concrete layers, the temperature and moisture content of different pavement layers, among sections, loaded and unloaded lanes (right and left wheel paths and tracks). The bearing capacity was evaluated by a falling weight deflectometer (FWD), temperature and moisture content by electronic sensors and thickness of AC layers by Georadar. Analysis of overall E₀ and E_0,h9 (bearing capacity at a depth of 9 cm from asphalt surface) data declares that seasonal impact on pavement structural strength due to a change of subgrade bearing capacity remains after correction of asphalt stiffness dependent on the temperature in the layer. However, it was detected that neither E₀ nor E_0,h9 are related to moisture content at a depths of 100 cm, 130 cm and 150 cm.

Road pavement is one of the most important components of road structure. Long-term monitoring changes in the state of road pavement under real conditions of load and climate allows to determine surface degradation mechanisms, select sustainable road building materials and their mixes, rationally employ asphalt paving technologies, and improve quality control. For a number of years, road pavement structures have been studied that should best meet the Lithuanian climate conditions and withstand the increasing impact of vehicle load. Thus, for that purpose, specially designed, constructed and tested roads or road sections for different pavement structures are most appropriate. One of those was constructed in 2007. The experimental road (hereinafter, the Test Road) consisted of 27 different pavement structures (PSs) produced of various materials. The study aims to evaluate the effect of different materials on variations in the bearing capacity of the pavement structure (PS), the sustainability of the structure, and the formation of ruts in 2007–2018. In this way, difference in bearing capacity, rutting depth between sections, and loaded and unloaded lanes was estimated. Further, the statistical analysis of these factors was conducted. Investigations have shown that the minimum bearing capacity of 754 MPa established after 11 years did not affect the formation of rut depth that was less than 1.0 cm. The PSs covered with the used asphalt granules, a larger asphalt base course on gravel, the sand mix base course, and granite aggregate mixed with sand base course were accepted as one of the PSs with the highest bearing capacity with PSs exceeding 929 MPa. The bearing capacity of the PS containing a 20 cm aggregate base course is on average higher by 30 MPa than PS holding a 15 cm aggregate base course.

Railway noise can negatively affect both people’s health and the value of their real estate. Various noise mitigation measures can be used on the railways. One of them is a noise barrier. Under certain conditions, low-noise barriers can be used to mitigate noise along the rails. Such barriers are installed closer to the railway track than regular noise barriers, which mitigate the noise generated by the wheel-rail interaction. In some cases, the gauge at which structures at railway tracks can be installed is limited; thus, this research was carried out to determine which parameters of low noise barriers were most effective dependent on the distance of the track. The aim of the research was to determine which parameters the low noise barrier would be effective at a longer distance from the railway track compared to existing practice. A railway track noise simulation (existing situation without a noise barrier and with a 3.5 m height noise barrier located 4.0 m from the railway track) was developed. The insertion loss of noise barriers was carried out using the Computer Aided Noise Abatement (CadnaA) software. Numerical noise level simulation was done at a distance of 7.5 m and 45 m from the axis of the railway tracks and various speeds of rolling stock from 50 to 250 km/h. The noise level and insertion loss were calculated at different heights from the top of the railway track (1.5 m, 3.5 m, and 5.5 m). It was established that the speed of the rolling stock had almost no influence on the insertion loss of the noise barrier. Therefore, all additional barriers were simulated at the same rolling stock speed of 250 km/h.