The paper assesses the development of land use and a road network from 1836 to 2016 in the Hodonín region (Czech Republic). The aim of the article is to verify relationship between the road construction and land use changes in their vicinity. The intensity of land use change processes between adjacent periods was calculated at various distances from roads. ESRI’s geographic information systems and geostatistics were used. This helped in assessing significance of impact of road vicinity on land use changes. The time interval of periods for comparison varied between 25 and 80 years due to availability of historical sources. In each period about 20% of the region was affected by land use changes. After the roads were built, there was an increase in the intensity of land use changes in their vicinity. It has been proofed that presence of a road can be considered one of the driving forces of long-term land use changes in this region. This so-called technological driving force impacted mainly urbanisation and other anthropogenic processes, agricultural intensification and grassing. Its significance is gradually increasing due to urbanisation, industrialisation, motorization and the rising mobility. Our results from the Hodonín region indicate that urbanisation and other anthropogenic processes have the closest relationship with the distance from major roads.

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Negative effects of air pollution are, apart from the adverse effects on human health, also associated with damaging material goods which is manifested in e.g. the shorter service life of construction materials and faster material corrosion. Road tunnel environment is very specific since the emissions of passing vehicles are not dispersed into the surroundings and materials in the tunnel are thus immediately exposed to the pollutants produced by traffic. This paper presents the first results of measurements of specific air pollution in road tunnels of the project No TA01031043 "Quantification of specific pollution effect on materials and corrosion protection in tunnels". The total concentration of nitrogen oxides was higher in the first sampling campaign. Nitrogen dioxide concentration was higher in the second sampling campaign that corresponds to a higher traffic intensity. H 2 S and SO 2 concentrations were almost similar in both campaigns. Higher PM 2.5 concentrations were measured in the second sampling campaign that corresponds to higher traffic intensity associated with higher fine particle emissions from combustion processes. Lower PM 10 concentrations in the second sampling campaign were measured probably due to the conversion of some particles to a gaseous phase due to a higher temperature and humidity. The concentrations of all measured pollutants were typically changed in between local minimal values and local maximum values in relation to daytime, or traffic volume, respectively. The particle size distribution showed in both campaigns a dominant share of coarse PM fraction PM 2.5-10 but also its very high fluctuation in time. The highest share of coarse fraction was determined in the time of rush hours in the morning, as opposed to the lowest share during the night time.