## 1 Introduction
### Measurement Methods Used to Assess Mining Influences  
The necessity to maintain the road network at a sufficiently high level requires periodic assessment of its technical condition [14]. The basic measurements used in road construction, sensitive to the effects of mining exploitation, include: measurement of longitudinal evenness, measurement of transverse evenness and measurement of pavement deflection, the results of which are used to estimate the fatigue life of the pavement.  
In the case of mining areas, research is still necessary to observe changes in the shape of the road lane, including the road. For this purpose, geodetic methods are used. The correctness of the selection of the appropriate method will depend, inter alia, on the expected accuracy, availability of hardware, software and time, availability of measuring points and vision. Among the methods, one can distinguish both classical measurements consisting in the direct measurement of distances, angles and elevations between points, and more modern ones with the use of satellite techniques, photogrammetry and laser scanning [15]. Along with the development of technology, there has also been an automation of geodetic measurements, an example of which is a laser sensor of vibrations, deflections and deformations [16]. Integrated monitoring with the use of automated measuring devices is successfully used in larger facilities, such as bridges and water dams [17].  
In order to observe changes in the slope of the road surface, measurements of the observation network are performed (measurement lines with scattered points), e.g., using leveling techniques. Direct field measurement with the use of total station or GPS techniques also enable observations of the arising horizontal displacements [18; 19]. Obtaining data for larger areas requires the use of the photogrammetric method (by developing aerial or satellite images), airborne laser scanning (LIDAR) or the method of radar interferometry--InSAR [20; 21; 22].  
Recently, the use of low-ceiling photogrammetry with the use of unmanned aerial vehicles has become popular [23].  
In addition to the control of depressions and changes in the grade line gradient, the parameters of the pavement surface sensitive to subsoil deformations should also be assessed. The most important parameter is the longitudinal evenness of the pavement, which is assessed using the IRI (International Roughness Index). Determining the IRI enables measurement with a laser profilograph. This index was developed by the World Bank in the 1980s [24] and should be equated to the description of the change in the shape of the pavement surface. It is defined as \"the accumulated suspension vertical motion divided by the distance traveled as obtained from a mathematical model of a simulated quarter-car traversing a measured profile at 80 km/h\" [25]. This index is the basic tool for assessing the quality of the pavement after construction, during use and after modernization [26; 27; 28; 29; 30]. The guidelines for calculating the IRI are described in the documents [31; 32]. The characteristics between the IRI and driving comfort were presented by [PERSON] [33] (Figure 1) and [PERSON] et al. [34] (Table 1).  
Due to the widespread use of the IRI, it is also used to develop a correlation with other indicators describing the condition of the pavement, but not relating to the shape of the pavement surface. An example is the PCI (Pavement Condition Index), which uses the assessment of only surface damage, such as: potholes, fatigue cracking, rutting, block cracking, edge cracking, longitudinal and transverse cracking, patching, shoving, bleeding, polished aggregates and raveling [30; 35].