natgillin/translations-raw huggingface dataset:
After World War II, the construction of roads with cement concrete pavements played an important role in the modernisation of the Hungarian main road system. 
Nakon Drugog svjetskog rata izgradnja je cesta s betonskim kolnicima odigrala važnu ulogu u modernizaciji mađarskoga glavnog cestovnog sustava.
Over 300 km of cement concrete pavements 180 mm in thickness, lying on the sandy gravel base, and varying from 6.50 to 7.00 m in width, were built in that period. 
Više od 300 km betonskih kolnika izgrađeno je u širini od 6,50 do 7,00 m i debljini od 180 mm na tamponskom sloju od pjeskovitog šljunka.
The first Hungarian motorway M7 (between Budapest and Lake Balaton), was built using a rigid pavement structure, in the period starting in 1958. 
Prva mađarska autocesta M7 (između Budimpešte i jezera Balaton) sagrađena je 1958. primjenom krute kolničke konstrukcije.
The typical pavement structure constructed before 1972 was 200 mm in thickness, which was later increased to 240 mm. It was 
Tipična kolnička konstrukcija izgrađena prije 1972. godine bila je debljine 200 mm, nakon toga je debljina kolničke konstrukcije iznosila 240 mm i izvodila se kao nearmirani betonski kolnik na
a jointed plain cement concrete pavement on bituminous base, with stabilization layers of various thicknesses. 
bitumeniziranim nosivim i stabilizacijskim slojevima različitih debljina.
The cement concrete pavement at Motorway M7 was typically 8.5 m in width, with a longitudinal joint. 
Širina betonskog kolnika na autocesti M7 bila je uobičajenih 8,5 m s uzdužnim spojem.
The transverse joint spacing was 5.0 m, and no dowels were used in transverse joints. 
Poprečni spojevi bili su na razmaku od 5.0 m i to bez ugradnje moždanika u poprečne spojeve.
As from 1972, an air-entraining agent was also applied to withstand detrimental effects of de-icing agents. 
Od 1972. godine do danas primjenjuje se dodatak za aeraciju betona da bi betonski kolnik izdržao štetne učinke sredstava za odleđivanje.
The total length of cement concrete pavements in Hungary attained 1250 km in 1965 [1]. 
Najveća ukupna duljina betonskih kolnika, od 1250 km, u Mađarskoj postignuta je 1965. godine [1].
From that point on, the length has been gradually decreasing due to rehabilitation with asphalt pavements. 
Od tada se duljina postupno skraćuje zbog zamjene s asfaltnim kolnicima.
Some sections of the M7 Motorway revealed signs of early deterioration due to various construction failures. 
Neki dijelovi autoceste M7 pokazali su rano propadanje zbog raznih građevinskih propusta.
This was one of the reasons why the Ministry of Transport decided to continue with the motorway programme using exclusively asphalt pavements as from 1976. 
Bio je to jedan od razloga zašto je Ministarstvo prometa odlučilo nastaviti program autocesta isključivo s asfaltnim kolnicima od 1976. godine nadalje.
As a consequence, the construction of cement concrete pavements was also abandoned on other roads. 
Uslijed toga izgradnji betonskih kolnika došao je kraj i na drugim cestama.
The material supply, the development of machinery, the training of experts, and the research activities, also stopped in this area. 
Opskrba materijalom, razvoj strojeva, usavršavanje stručnjaka i istraživačkih aktivnosti također su prestali u ovom području.
3. Preparation for "renaissance" after 1999 
3. Priprema za "preporod" nakon 1999. godine
The southern section of the ring road M0 around Budapest was built in the 1980's using a semi-rigid pavement structure, with the polymer modified bitumen SMA wearing course. 
Južna dionica obilaznice Budimpešte (autocesta M0) izgrađena je 80-ih godina izvedbom polukrute kolničke konstrukcije s habajućim slojem od SMA i polimerom modificiranim bitumenom.
Due to an extremely heavy traffic characterized by frequent accelerations and decelerations, the pavement structure was frequently affected by rutting, which caused excessive resurfacing costs, and significant user delay costs during such rehabilitation activities. 
Zbog izuzetno velikog i teškog prometnog opterećenja te čestog ubrzavanja i usporavanja vozila na toj dionici, došlo je do pojave kolotraga,a česta presvlačenja kolnika uzrokovala su visoke dodatne troškove i značajna kašnjenja korisnika za vrijeme rekonstrukcije.
Even the high modulus asphalt layers used in the pavement structure were not sufficiently resistant to deformation. 
Čak i uz primjenu asfaltnih slojeva s visokim modulom nije ostvarena otpornost kolničke konstrukcije na deformacije u dovoljnoj mjeri.
In 1998, the institute KTI (Institute for Transport Sciences Non-Profit Ltd.) from Budapest was commissioned to conduct preparatory works relating to cement concrete trial sections. 
KTI Budapest (Institute for Transport Sciences Non-Profit Ltd) je proveo pripremne aktivnosti za izradu betonske pokusne dionice.
The researchers first gathered latest foreign experience on the basic materials, formulations, and machinery, design and construction methods, with regard to cement concrete pavements. 
Najprije su prikupljena najnovija inozemna iskustva vezana za osnovne materijale, recepture i strojeve, projekte i tehnološke postupke za izradu betonskih kolnika.
Several formulations and technical solutions appropriate for Hungarian climate and traffic conditions were selected. 
Odabrano je nekoliko receptura i tehničkih rješenja koja odgovaraju mađarskim klimatskim uvjetima i stanju u prometu.
- jointed and dowelled cement concrete pavement, 
- klasični betonski kolnik s ohrapavljenom površinom,
- jointed and dowelled cement concrete pavement with 
- kontinuirano armiran betonski kolnik (eng.
"exposed aggregate" surface, 
Continuously
- continuously reinforced cement concrete pavement (CRCP). 
Reinforced Concrete Pavement - CRCP).
A PIARC-publication [2] on the design and construction experience, and cement concrete pavement specifications applied in several countries, were used in the selection of the most appropriate formulations for three concrete options. 
PIARC-publikacija o projektiranju i iskustvima izgradnje [2], kao i specifikacije betonskog kolnika iz nekoliko zemalja, primjenjene su pri odabiru najprikladnije mješavine za tri vrste betona.
The KTI compressive strength test results, and PIARC recommendations [3], are presented in Table 1. 
Tablica 1. prikazuje rezultate ispitivanja tlačne čvrstoće instituta KTI i PIARC-preporuke [3].
KTI compressive strength test results vs. PIARC recommendations 
KTI-ovi rezultati ispitivanja tlačne čvrstoće i PIARC-ove preporuke
The concrete types selected had to be resistant to the expected traffic and environmental loads. 
Odabrani tipovi betona trebali su biti otporni na očekivano prometno opterećenje i utjecaje okoliša.
That is why the W/C-ratios ranging from 0.40 to 0.42 were chosen as a function of weather conditions and the actual water content of the fine aggregate fraction. 
To je razlog zašto je vodocementni faktor između 0,40 i 0,42 odabran kao funkcija vremenskih uvjeta i stvarne količine vode u finoj frakciji agregata.
The plasticiser and the air-entraining agent were added in the proportion of 0.10 - 0.12 % and 0.04 - 0.08 % of water, respectively. 
Plastifikatori su dodani u iznosu od 0,10-0,12 % od količine vode, a dodatak za aeraciju betona u vrijednosti 0,040,08 % od količine vode.
A heavily trafficked secondary road 7538 was selected as the site for the experiment. 
Vrlo prometna cesta 7538 izabrana je za pokusnu dionicu.
Three cement concrete subsections (500 m each) were built between KM 8+600 and KM 10+100, while the control section with the modified bitumen asphalt pavement was constructed between km 14+000 and km 15+000 on the road 
Tri betonske poddionice, svaka duljine 500 m, realizirane su između stacionaže 8+600.00 i 10+100.00, dok je kontrolna dionica s asfaltnim kolnikom izgrađena na cesti 7538 između stacionaže 14+000.00 i 15+000.00.
Narrow two-lane pavement sections, with a relatively weak structure, were severely damaged due to an extremely high truck traffic (above 1110 heavy vehicles/day). 
Zbog iznimno velikog prometnog opterećenja teretnim vozilima (više od 1110 teških teretnih vozila / dan), uski dvotračni kolnik s relativno slabom konstrukcijom ozbiljno je oštećen.
That is why the decision was made to remove the entire pavement structure before constructing the experimental structures. 
To je razlog zašto je donesena odluka o uklanjanju cijele kolničke konstrukcije prije izgradnje eksperimentalnih kolničkih konstrukcija.
The following pavement structure variants were subjected to testing (Figure 1). 
Varijante ispitanih kolničkih konstrukcija su (slika 1.).
Pavement structures for concrete trial sections and asphalt reference section (road 7538) 
Sastav kolničke konstrukcije na pokusnim dionicama s betonskim kolnikom (oznaka I, II i III) i kontrolna dionica s asfaltnim kolnikom (cesta 7538)
The flexible pavement structure for the control section was designed using asphalt layers with high resistance to deformation, and it was considered that its bearing capacity is nearly identical to that of the cement concrete variants. 
Savitljiva kolnička konstrukcija na kontrolnoj dionici izvedena je korištenjem asfaltnih slojeva s velikom otpornošću na deformacije i za nju se smatralo da ima gotovo identičnu nosivost kao i betonske varijante.
The construction of the experimental section was basically influenced by the extremely rainy spring and summer of 1999. 
Izgradnja eksperimentalne dionice u osnovi je bila pod utjecajem ekstremnih kiša tog proljeća i ljeta 1999.
The requirement was that only one of the traffic lanes could be closed during reconstruction. 
Samo je jedan od prometnih trakova mogao biti zatvoren tijekom rekonstrukcije.
Due to frequent rainfalls, the design bearing capacity level of 50 MPa could not be ensured on the surface of the sandy gravel cap layer. 
Kao posljedica uzastopnih kiša, projektni koeficijent nosivosti od 50 MPa nije mogao biti zadovoljen na površini sloja od pjeskovitih šljunaka.
The decision was made to stabilise it with cement [4]. 
Stoga je odlučeno da se sloj stabilizira cementom [4].
After concrete hardening, the non-hydrated mortar at the surface is removed with a high-pressure water jet, so as to expose the coarse aggregate at the surface, and to fully reveal its appearance and colour. 
Nakon što beton očvrsne, nehidratizirani mort se uklanja s površine primjerice visokotlačnim mlazom vode kako bi na površini ostao izložen krupni agregat te kako bi se pokazala njegova prisutnost i boja.
No continuously reinforced cement concrete pavement had been built in Hungary before the experimental section was made on road 7538. 
Prije pokusne dionice na cesti 7538 u Mađarskoj nije napravljen nijedan kontinuirano armiran betonski kolnik.
The pavement 170 mm in thickness, with 0.67 % of reinforcement, was constructed without transverse joints, i.e. only construction joints were applied at the end of the day's work. 
Kolnik debljine 170 mm i s koeficijentom armiranja 0,67 % napravljen je bez poprečnih spojeva, samo su izvedene radne reške na kraju radnog dana.
A relevant foreign literature [5-7] was used in the design of the subsection (expansion joints, anchor to prevent CRCP end movement, positioning of reinforcement, etc.). 
U projektiranju ispitnih dionica primjenjena je relevantna strana literatura [5-7] (dilatacije, sidra za sprječavanje pomicanja u razdjelnicama kontinuirano armiranog betonskog kolnika (CRCP), postavljanje armature, itd.).
After the first winter, a growing number of punch-outs originated on the surface of the continuously reinforced cement concrete pavement section. 
Nakon prve zime, povećan broj punch-outa nastao je na površini kod dionice kontinuirano armiranog betonskog kolnika.
This "punch-out" in the continuously reinforced concrete pavement is the area enclosed by two closely spaced transverse cracks, a short longitudinal crack, and the edge of the pavement or longitudinal joint, when exhibiting scaling, shattering, or faulting. 
Pod pojmom "punch-out" na kontinuirano armiranom betonskom kolniku podrazumijeva se područje okruženo s dvije bliske poprečne pukotine, kratkom uzdužnom pukotinom i rubom kolnika ili uzdužnog spoja kada je izložen trošenju, drobljenju ili rasjedanju.
The following main reasons for the unexpected pavement failure were revealed during subsequent examination: 
Naknadno ispitivanje identificiralo je glavne razloge neočekivanog propadanja kolnika: - pretanak sloj kolnika, jer se koristilo zastrajelom literaturom
- excessively thin pavement layer due to application of 
koja se temelji na ograničenom iskustvu u primjeni (novija
the early literature data based on limited performance 
literatura preporučuje debljinu 220-250 mm CRCP-a
experience (more recent literature suggests 220-250 mm 
očekujući beneficije od znatno duljeg uporabnog vijeka
- narrow (3.0 m) traffic lanes causing overload in the 
području uzdužnog spoja kada su na njima teška teretna
longitudinal joint area due to heavily loaded truck traffic 
vozila (projektiranjem širih voznih trakova na pokusnoj
(design of wider traffic lanes on the test sections could have 
dionici moglo bi doći do ozbiljnih sigurnosnih rizika zbog
been a serious traffic safety hazard due to the 3.0 m traffic 
širine prometnih traka od 3,0 m na spoju s cestom 7538),
lane width of the road 7538 connecting sections), 
- nosivost temeljnog pješčano-šljunčanog zaštitnog sloja
- the load bearing capacity of the underlying sandy gravel 
lokalno ima premali površinski modul (znatno niži od
capping layer locally had an excessively low surface modulus 
projektne vrijednosti 50 MPa).
(much lower than the 50 MPa design value). 
Tijekom proteklih desetak godina nove su dionice autocesta izvedene primjenom betonskih kolnika.
Jointed cement concrete with "exposed aggregate" surface 
Klasični betonski kolnik s ohrapavljenom površinom
Continuously rein-forced cement concrete 
Kontinuirano armiran betonski kolnik
Table 2 presents major features of Hungarian cement concrete trial sections, and provides information about the evolution of mean surface texture on trial sections. 
Tablica 2. prikazuje glavne značajke mađarskih betonskih pokusnih dionica te daje podatke o promjeni prosječne teksture na tim dionicama.
There are two different types of documents in the Hungarian road construction specification system: EN standards and Technical Specifications for Roads (UME), which are in fact National Application Documents for EN standards. 
U mađarskom cestovnom specifikacijskom sustavu postoje dvije različite vrste dokumenata: EN norme i tehničke specifikacije za ceste (UME), zapravo National Application Documents za EN norme.
There are important differences between the two types of documents. 
Postoje važne razlike između tih dviju vrsta dokumenata.
One of them is that the application of legal measures is obligatory, while the use of standards is voluntary. 
Primjena nekih od njih propisana je zakonom, dok se norme primjenjuju dobrovoljno.
Owing to the voluntary nature of standards, they stimulate producers to adapt more up-to-date solutions coming from their recent technical improvements, so that they can be included in a new version of the standard, after approval by an appropriate professional committee. 
Zahvaljujući dobrovoljnom pristupu prema načelima normi, one potiču korisnike da se što više prilagode aktualnim rješenjima koja dolaze iz nedavnih, tehničkih poboljšanja, s ciljem uključivanja takvih rješenja u novu verziju standarda nakon što se o tome dogovorilo široko stručno povjerenstvo.
The relevant Hungarian standard [8] does not contain special regulations for cement concrete pavements. 
Mjerodavne mađarske norme [8] ne sadrže posebne propise za betonske kolnike.
It only presents some detailed criteria for the environmental exposure class (abrasion and freeze-thaw resistance). 
Postoje samo detaljni kriteriji za razred izloženosti (abrazije i otpornost na smrzavanja/odmrzavanje).
Just a few technical specifications for roads [9-11] are actually used for the cement concrete construction in Hungary. 
Samo nekoliko tehničkih specifikacija za ceste [9-11] se zapravo primjenjuje kod betonskih konstrukcija u Mađarskoj.
As a general conclusion based on some 15 years of experience in the use of cement concrete pavements on the Hungarian public road network, it can be stated that the pavement option has proved to be durable and that its surface properties are appropriate, provided that it is build to high quality standards. 
Kao opći zaključak nakon 15-godišnjeg iskustva stečenog korištenjem betonskih kolnika na mađarskoj javnoj cestovnoj mreži, može se ustvrditi da se ova vrsta kolnika, ako je izvedena vrlo kvalitetno, pokazala izdržljivom i s prihvatljivim površinskim svojstvima.
4. Use in roundabout 
4. Primjena kod kružnog raskrižja
The reappearance of the cement concrete pavements in the Hungarian road management has spurred research on the possibilities for using such pavements in various fields. 
Zbog ponovne upotrebe betonskih kolnika u mađarskom cestovnom upravljačkom sustavu, potrebno je pronaći nova područja njihove primjene.
One of possible options is to use it as a roundabout pavement. 
Jedna od mogućnosti je primjena betonskog kolnika kod kružnih raskrižja.
In this respect, a targeted research work was initiated at KTI-institute aimed at evaluating resistance of the cement concrete pavement surface to special traffic load due to relatively low radii of roundabouts. 
To je ujedno i razlog zašto je pokrenut ciljani istraživački rad u Institutu KTI s ciljem procjene otpornosti površine betonskog kolnika na posebna prometna opterećenja do kojih dolazi zbog malog polumjera kružnog raskrižja.
Traditionally, they are constructed using asphalt-based flexible pavement structures. 
Tradicionalno, na njima je izvedena savitljiva kolnička konstrukcija s asfaltnim površinskim slojem.
The decision was made in 2010 to build a trial roundabout with the cement concrete pavement in order to test the applicability, performance, and efficiency of this pavement type when subjected to special loads originating from traffic at roundabouts. 
U 2010. godini odlučeno je da se izgradi pokusno kružno raskrižje s betonskim kolnikom kako bi se testirala primjenjivost, performanse i učinkovitost ove vrste kolnika da izdrži posebna opterećenja do kojih dolazi pri prometovanju kružnim raskrižjem.
The monitoring of this section - concentrating on its surface characteristics - was also planned to collect information for a future reliable specification on this issue. 
Osim toga, uvedeno je praćenje dionice, koncentrirajući se na njene površinske karakteristike, a također je planirano prikupljanje pouzdanih podataka o ovoj temi.
The long-term performance of concrete layers is directly linked to its resistance to abrasion. 
Dugoročni učinak betonskih slojeva izravno je povezan s otpornošću na habanje.
In fact, the term "abrasion" generally refers to dry attrition [12]). 
Prema [12], pojam habanje uglavnom se odnosi na suho trenje.
It has been reported that a strong concrete has a higher resistance to abrasion than a weak one [13]. 
U izvješću stoji da čvrsti beton ima veću otpornost na habanje od slabog betona [13].
The abrasion resistance is inter alia affected by the aggregate type, mix proportion, workmanship, curing, and surface finish or treatment. 
Između ostalog, vrste agregata, doziranje mješavine, kvaliteta izrade, njega i završna obrada površine utječu na otpornost na habanje.
A hard aggregate is more wear resistant than a soft one. 
Čvršći agregat je otporniji od mekog agregata.
Poor finishing practice can also result in a relatively low abrasion resistance [14]. 
Loše završena obrada može dovesti do relativno niske otpornosti na habanje [14].
The abrasion resistance of cement concrete surface basically influences the speed of deterioration of skid resistance, as a consequence of mechanical and environmental loads, as a major traffic safety condition parameter. 
Otpornost na habanje betonske površine u osnovi utječe na brzinu opadanja otpornosti na klizanja kao posljedice mehaničkih opterećenja i utjecaja okoliša, kao jednog od glavnih sigurnosnih pokazatelja o stanju prometa.
Due to lack of relevant Hungarian specifications on roundabouts with the cement concrete pavement, the specified skid resistance values for cement concrete pavements were used. 
U nedostatku relevantnih mađarskih normi za kružna raskrižja s betonskim kolnikom, mogu se koristiti vrijednosti otpornosti na klizanje specificirane za betonske kolnike.
The needed texture depth values are specified in relevant technical specifications for roads [9], where specified values depend on road categories. 
Potrebna dubina teksture je navedena u odgovarajućim tehničkim specifikacijama za ceste [9], a njihove navedene vrijednosti su ovisne o kategorijama ceste.
The texture depth values, measured on the trial cement concrete pavement section constructed at the secondary road 7538, were divided into 4 categories: 
Izmjerene vrijednosti dubine teksture na pokusnoj dionici s betonskim kolnikom ceste 7538 podijeljene su u 4 kategorije:
- below 0.5 mm, 
- ispod 0,5 mm,
- above 1.00 mm. 
- iznad 1,00 mm.
In the first category, the depth of pavement surface „grooves" produced by the "comb" technique is rather low [15]. 
Prema prvoj kategoriji, dubina "brazdi" betonske kolničke konstrukcije dobivenih tehnikom "češljanja" prilično je plitka [15].
Consequently, a relatively slow wear is expected, while deep "grooves" with the 
Na takvim kolničkim konstrukcijama očekuje se relativno sporo habanje, dok se kod dubine "brazdi" iznad 1,0 mm može
Road No. 
Oznake ceste
Construction year 
Godina izgradnje
Thickness 
Debljina
Texture depth in 2013 [mm] 
Dubina teksture u 2013
Exposed 
Brazdana
7538/III 
7538/II
Combed 
Ohrapavljena
Combed 
Brazdana ¶Brazdana Brazdana
Combed 
Brazdana
4602 Roundabout 
(kružno raskrižje)
Combed Whitetopping - is the covering of an existing asphalt pavement with a layer of cement concrete 
Brazdana Whitetopping - tehnologija obnove postojećeg kolnika s betonskim gornjim slojem
Major features of Hungarian cement concrete pavement trial sections 
Glavne značajke pokusnih dionica s betonskim kolnikom u Mađarskoj
texture depth of more than 1.00 mm could result in a much higher wear for the same concrete properties. 
očekivati mnogo veće trošenje kod betona istih karakteristika.
Figure 1 shows the typical texture depth deterioration curves based on the data time series obtained on the road 7538. 
Slika 2. pokazuje tipičnu krivulju smanjenja dubine teksture na temelju vremenske serije podataka prikupljenih na cesti 7538.
Besides the three curves with initial values of 0.65 mm, 0.90 mm, and 1.15 mm, an average texture depth deterioration curve was also introduced. 
Osim toga, prikazane su tri krivulje s početnim vrijednostima 0,65 mm, 0,90 mm i 1,15 mm te krivulja prosječnog smanjenja dubine tekstura.
Two conclusions can be drawn from Figure 2: 
Na osnovi slike 2. mogu se izvesti dva zaključka: - izmjerene vrijednosti dubine teksture nakon 2 milijuna
- texture depth values measured after 2 million vehicle unit 
prolaza vozila bile su gotovo jednake neovisno o njihovim
discontinues. 
teksture praktično prestaje.
Texture depth deterioration on a cement concrete pavement trial section as a function of vehicle unit passes 
Krivulja smanjenja dubine teksture na pokusnim dionicama kao funkcija broja prolazaka vozila
Deterioration curves can be approximated by polygons (Figure 3). 
Krivulja smanjenja dubine teksture može se aproksimirati poligonom.
Three different phases can be identified in the texture depth deterioration due to uniform-speed vehicle movements at straight sections: - up to 2 million vehicle unit passes (I), - 2-6 million passes (II), - above 6 million passes (III). 
O smanjenju dubine teksture uslijed kretanja vozila ravnomjernom brzinom u podjednakim sekcijama, mogu se odrediti tri različite faze: - do 2 milijuna prolazaka vozila (I) - 2 - 6 milijuna prolazaka vozila (II) - više od 6 milijuna prolazaka vozila (III).
Simplified texture depth deterioration curve 
Pojednostavljena krivulja smanjenja dubine teksture
The mathematical equation describing the evolution of texture depth is: 
Matematička jednadžba koja opisuje promjenu dubine teksture je:
A - wearing factor from abrasion resistance 
A - faktor trošenja prema otpornosti na trenje