## 3 Results
### Model Example 3  
The third example can be represented by the comparison of two vehicle combinations that differ in the wheelbase between the 2 and 3 axle and between the 3 and 4 axle and in axle loads 2, 3, 4, and 5, of which the parameters are given in Table 2.  
It can be seen in the graph in Figure 5 that combination 22 cannot be substituted with either combination 23 or combination 24, in accordance with point 4.11 TP 103 of the Technical Conditions, since combination 23 exceeds the axle load of combination 22 with a bridge length <2.62; 2.72) m, <8.12; 8.62) m, and <11.82; 12.32) m. Combination 24 exceeds the axle load of combination 22 with a bridge length lower than 1.31 m as well as with lengths <1.41; 2.72) m, <2.82; 7.21) m, <7.41; 8.62) m, <8.82; 12.32) m, and with length 12.52 m or more. The application, in the last step, determines the parameters of a critical vehicle combination, i.e., its cumulative wheelbases and axle loads as well as the axle loads used as input data for the particular route assessment, or for the global assessment of bridge passage. For assessing the route in relation to transport with a total mass up to 60 t and a height that does not exceed 4.5 m, it can be used as an application for the assessment of bridge passage, which is available on the website of the Slovak Road Administration (further as SRA) and is used by inserting the input data in the form of partial wheelbases and all the axle loads of the critical vehicle combination. However, relating to the global assessment, there was use for the data on cumulative wheelbases and axle loads that was suggested, since this  
Figure 4: Graphical comparison of cumulative load depending on the wheelbase at same axle wheelbase. considers their own assessment of the bridge passage mode based on the \"raw data\" on bridge \(b\), which includes:  
\(d(b)\) length of bridging \([\text{m}]\);  
\(V_{n}(b)\) normal load \([\text{t}]\);  
\(V_{r}(b)\) exclusive load \([\text{t}]\);  
\(V_{e}(b)\) exceptional load \([\text{t}]\). The global assessment of bridge passage will include the evaluation of the maximum bridge load caused by a vehicle/vehicle combination via the comparison of the maximum axle loads on the bridge to the normal, exclusive, and exceptional loads. If the maximum cumulative axle load \(m_{i}^{cum}(k)\) on the bridge is larger than the exceptional load of the bridge \(V_{e}(b)\), a static assessment of the bridge will be required. If the exclusive load \(V_{r}(b)\) is exceeded, and the exceptional \(V_{e}(b)\) one is not exceeded, it is necessary for the vehicle/vehicle combination to cross the bridge under the conditions given for the exceptional transit mode, i.e., in the ideal trace (in the middle of bridge) at the speed of maximum 5 km/h without pushing. If the value of the normal load \(V_{n}(b)\) is exceeded, and the exclusive \(V_{r}(b)\) is not, the vehicle/vehicle combination can cross the bridge under the conditions given for the exclusive transit mode, i.e., in the arbitrary trace without speed limitation, but it must be single on the bridge. If the value of the normal load \(V_{n}(b)\) is not exceeded, the bridge passage is not limited. The assessment of the vehicles/vehicle combinations crossing bridge \(b\) with the length \(d\):  
* if \(l_{i}^{cum}(k)\leq d(b)\) applies to cumulative wheelbase \(k\) of the axles, then the maximum value of cumulative axle load \(m_{i}^{cum}(k)\) at the corresponding wheelbase is compared to permitted bridge load ratings \(V_{n}(b),\ V_{r}(b),\ V_{e}(b)\) :;
* if \(m_{i}^{cum}(k)\leq V_{n}(b)\), transport without restriction;
* if \(V_{n}(b)\leq m_{i}^{cum}(k)\leq V_{r}(b)\), it is necessary to have an exclusive transit mode;
* if \(V_{r}(b)\leq m_{i}^{cum}(k)\leq V_{e}(b)\), it is necessary to have an exceptional transit mode;
* if \(m_{i}^{cum}(k)\geq V_{e}(b)\), it is necessary to have a static assessment of the bridge.