This paper describes the works on foundation strengthening of the towers of the Cathedral of St. Theresa of Avila in Subotica and the damages caused by these works. Strengthening was performed by means of jacked-in piles and deep soil injection. The construction of the Cathedral began in 1773 and it lasted for several decades with frequent interruptions and changes to the project. The present appearance of the facade was created in 1912. According to historic data, several years after construction, the cracks appeared on the front facade. With time, these cracks became more pronounced, and in 2015, when the remediation project started, the total width of major cracks reached about 15 cm. The first contemporary attempt to repair the towers was made in 2017 by inserting piles beneath the foundations. These works were interrupted due to increased settlements and the appearance of new cracks. In the second attempt, the strengthening was performed by deep injection of soil with expansive resins. During these works, settlements and damages intensified even more, causing the works to be halted in 2018. Analysis of the whole structure and revaluation of all the results, obtained from continuous monitoring of settlements and crack widths from the previous period, led to the new remediation proposal. The imperative was to retain the original appearance of the Cathedral facades while performing the total reconstruction of the upper sections of the front facade. This implies that the overall weight of the reconstructed parts is to be decreased, while the strength is to be increased. Strong structural connections are planned, both among the two towers, and between the towers and the nave. These clear structural solutions will lead to reduced stresses within the existing brick walls, reduced contact soil pressures and ceasing of increased settlements and tilting of the Cathedral towers.

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The management of roads, as well as their maintenance, calls for an adequate assessment of the load-bearing capacity of the pavement structure. This serves as the basis on which future maintenance requirements are planned and plays a significant role in determining whether the rehabilitation or reconstruction of the pavement structure is required. The stability of the pavement structure depends on a large number of parameters, and it is not possible to fully assess all of them when making an estimation. One of the most significant parameters is the modulus of elasticity of asphalt layers (EAC). The goal of this study is to use models based on machine learning to perform a quick and efficient assessment of the modulus of elasticity of asphalt layers, as well as to compare the formed models. The paper defines models for EAC estimation using machine learning, in which the input data include the measured deflections and the temperature of the upper surface of the asphalt layer. Analyses of modeling using artificial neural networks (ANNs), support vector machines (SVMs) and boosted regression trees (BRT) were compared. The SVM method showed a higher accuracy in estimating the EAC modulus, with a mean absolute percentage error (MAPE) of 7.64%, while the ANN method and the BRT achieved accuracies of 9.13% and 8.84%, respectively. Models formed in this way can be practically implemented in the management and maintenance of roads. They enable an adequate assessment of the remaining load-bearing capacity and the level of reliability of the pavement structure using non-destructive methods, at the same time reducing the financial costs.

In all countries where, with regard to climatic conditions, the occurrence of ice on the roads is possible, great efforts are made to minimize the loss of friction on the pavement surface, thereby ensuring continuity and safety of traffic and minimizing human casualties and material losses. Modern road maintenance in the winter period is based on finding a solution to reduce the freezing point of water by creating chemical solutions and breaking the bond between ice and pavement. However, the use of various chemicals and abrasive materials, especially in uncontrolled quantities, can have serious environmental consequences. This paper presents the most commonly used materials for preventing ice, as well as underlines negative impacts and recommendations for mitigation of environmental threats.

UVODMaterijali od kojih su izgrađene kolovozne konstrukcije se različito zagrevaju i hlade. Spoljni faktori koji utiču na temperaturu slojeva i na ponašanje materijala proističu iz klimatskih karakteristika, a manifestuju se preko temperature vazduha, sunčane radijacije i vetra. Spoljni faktori su prvenstveno zavisni od geografske lokacije na kojoj se nalazi izgrađena kolovozna konstrukcija. Unutrašnji faktori uticaja na kolovozne konstrukcije obuhvataju emitovanje velikih talasa radijacije iz tla i termička svojstva materijala kolovozne konstrukcije i posteljice. Oni su zavisni od geološke građe terena. U odnosu na spoljne faktore, koji mogu biti promenljivi, unutrašnji se za određenu lokaciju mogu smatrati približno stalnim. Od spoljnih faktora najveći uticaj ima temperatura vazduha, ali i sunčana radijacija u određenim slučajevima značajno utiče na temperaturu na površini i u unutrašnjosti kolovozne konstrukcije. Istraživanja su pokazala da je temperatura na površini asfaltnog