## 2 Monitored Sections and Methods  
Data regarding the determination of bearing capacity at the monitored sections were analyzed in order to compare M\({}_{\text{r,CTT}}\) and M\({}_{\text{r,FWD}}\) and the development of the measuring frame of FWD. The following monitored sections were selected for research purposes (see Figure 1 and Table 1):The standard design and assessment of unbound mixtures do not commonly include functional (performance) testing of the pavement base and subbase layers. In addition to the common laboratory tests of gradation, compactability, and water and frost resistance, the individually designed mixtures were also subjected to experimental functional tests to determine the modulus in accordance with the EN 13286-7 standard. This European standard is intended specifically for testing UGMs. The resilient modulus M\({}_{\text{r,CTT}}\) was determined after a constant curing period of the testing specimens. Before the actual determination of M\({}_{\text{r,CTT}}\), the properties of the used building materials were determined. The properties of UGMs were verified in a CTT. The M\({}_{\text{r,CTT}}\) of the compacted cylindrical testing specimens was determined, taking into account the assumed number of standard axles based on the conditions for designing flexible pavements [20]. The measurement of the pavement's bearing capacity was performed using the FWD deflectometer Sweco. The bearing capacity measurement was performed during different seasons and various weather conditions. Material samples taken from the probes focused especially on unbound base layers. The M\({}_{\text{r,CTT}}\) determination was performed using CTT (see Figure 2). The course of the M\({}_{\text{r,CTT}}\) of the compacted UGMs was monitored and determined using FWD. The bearing capacity was determined using FWDs. The dynamic tests (drop of weight through bumpers to loading plate) simulated the passing of a heavy vehicle at a speed of 60 km/h. At the same time, the values of deflection from sensors (geophones) deployed on the longitudinal frame to a distance of up to 2500 mm from the center of the loading plate were recorded. \begin{table}
\begin{tabular}{c c c c} \hline \hline
**Section** & **Surface of Payement** & **Base Layer** & **Subbase Layer** \\ \hline \multirow{2}{*}{1} & 180 mm asphalt & 200 mm & 200 mm \\  & concrete & GM\({}_{\text{A}}\)1 0/63 & GM\({}_{\text{B}}\)1 0/16 \\ \hline \multirow{2}{*}{2} & 170 mm asphalt & 200 mm & 200 mm \\  & concrete & GM\({}_{\text{A}}\)1 0/32 & GM\({}_{\text{B}}\)1 0/22 \\ \hline \multirow{2}{*}{3} & AC 50 + 130 mm asphalt & 270 mm & 150 mm \\  & macadam course2  & GM\({}_{\text{A}}\)1 0/63 & GM\({}_{\text{B}}\)1 0/16 \\ \hline \hline \end{tabular}
\end{table} 
Table 1: Pavement structures of the monitored roads. Figure 1: Pavement structure schemes. In order to be able to gather information about the transversal course of deformation as well, the standard FWD frame was equipped with a transversal frame with four additional sensors. These sensors recorded the values of deflection in the transversal direction and allowed us to make a comparison of the shape of deflection bowl in 3D and calculate the modulus of the structural layers or half-space in both directions to describe the pavement stiffness also close to the edge of the structure (see Figure 3). The PRIMAX FWD trailer by Sweco was mounted on a double-axle trailer. It was independent of the towing vehicle. The operator controlled all FWD functions from the PC, which was placed in the towing vehicle. Figure 3: Layout of an auxiliary cross frame. Figure 2: CTT device. The standard trailer-mounted FWD was supplied with a personal computer, Windows FWD software, time-history module, transport lock, DMI (Distance Meter Indicator) integrated in the software, three temperature sensors, four-split loading plate, nine geophones in the longitudinal direction, and four geophones in the transversal direction. The impact loading applied to the pavement was 50 kN.