The main motivations for the development of research in the area of appropriate additives for asphalt and bitumen are the enhancement of their properties and improvement of their production process, including the reduction in environmental burden. Many additives improve the properties of mineral–asphalt mixtures. Traditionally, additives such as the following are applied: elastomers, plastomers, latexes, rubber powder, resins, and others. Currently, the modification of asphalt and bitumen materials by traditional additives can be replaced by nanomaterials that better fit the requirements of modern industry. New solutions are required, which has led to years of studies researching micro- and nano-additives. The main aim of the article is to analyze contemporary research where micro- and nano-additives were applied to asphalt and bitumen and summarize the advantages and disadvantages of the implementation of these additives for road construction. The article studied the state of the art in this area based on the literature research. It presents the possible materials’ solutions, including their properties, used technology, and featured trends for road construction. The challenges for further projects are discussed, especially environmental issues.

In the era of increasing climatic requirements and changing approaches towards circular economy (CE), the demand for materials designed with care for the environment is growing. This idea is especially important in the construction industry, where ordinary Portland cement (OPC) production emits a large number of greenhouse gases. The main aim of this article is to demonstrate the possibility of using industrial waste for geopolymer production according to CE goals, including closing material loops. This work is based on a critical analysis of the literature and selected case studies. The most important findings of this article allow us to confirm that the role of industrial waste in the construction industry is growing and that industrial by-products are valuable sources for geopolymer production. The development of sustainable materials allows the introduction of closed loops into production processes by making it possible to reuse materials after the end of use, which is an important issue in the context of introducing CE into practice, especially in existing systems.

The composite of a phase change material (PCM) and bitumen or asphalt as a matrix is expected as a new, advanced material for road construction. The main motivation for this article was to show the new possibilities and perspectives of developing the pavement with the usage of PCMs. Incorporating PCMs into paving materials can improve their properties, including allowing the regulation of the pavement temperature, enhancement of the pavement durability, and avoiding the phenomenon of a heat-island on the road. The main purpose of this article was to evaluate contemporary investigations in the area of the application of PCMs in pavement materials, especially asphalt and bitumen; to summarize the advantages and disadvantages of the implementation of PCM for road construction; and to discuss further trends in this area. This manuscript explored the state of the art in this area based on research in the literature. It shows the possible material solutions, presenting their composition and discussing their key properties and the manufacturing technologies used. The possibilities for further implementations are considered, especially economic issues.

Road infrastructure sustainability and pavement performance may be increased by using waste materials like polyethylene terephthalate (PET) and polyethylene waste (PE waste) in polymer-modified asphalt mixtures. As seen by a more pronounced rise in the softening point, which exceeds 110 °C with 8% PE waste, PET was found to improve the tensile strength, resistance to cracking, and thermal stability of asphalt mixes. PE waste also increases ductility up to 4% PE waste, beyond which the combination becomes more brittle, and dramatically decreases penetration, strengthening the asphalt’s resistance to deformation. Additionally, bitumen treated with PE waste is more workable than asphalt without PET, even though bitumen treated with PE waste had a viscosity of up to 4500 Pa. Complex shear modules decreased as the PE waste and PET content increased. PET, on the other hand, increases the binder’s overall stiffness, elasticity, and tensile strength. Nevertheless, when PET content rises, ductility steadily decreases. Previous studies concentrated on the effects of each component separately, and this paper fills this knowledge gap by investigating the combined effects of PET and PE waste. The results indicate that the highest compressive strength (7.5 MPa) was obtained with 6% PE + 2% PET, while the highest tensile strength (1.40 MPa) was achieved with a balanced mix of 4% PE waste + 4% PET. Additionally, the viscosity of asphalt is increased by PET and PE waste, enhancing its performance at high temperatures. These findings demonstrate how combining PET and PE waste improves the mechanical and thermal characteristics of asphalt, providing a balance between stiffness and flexibility, a crucial feature for durable road materials under a variety of circumstances.

This study investigates the modification of bituminous mixtures by varying percentages of PET particles (1%, 3%, 5%, 8%, 10%, and 12% PET). The following methods were employed to analyze the samples: the ring-and-ball softening point determination method (ASTM D36/D36M-14), the Fraass breaking point determination method (EN 12593: 2015), the elongation determination method (EN 13589: 2014), and the needle penetration depth determination method (EN 1426: 2015). Optimal bitumen/PET ratios were identified to obtain modified bituminous mixtures (MBMs) with enhanced operational characteristics (5% and 8% PET). The physical and mechanical properties of the investigated bitumen samples and PET were determined. A comparative analysis of the modified bituminous mixture samples based on their physical and mechanical properties was conducted. Microstructures of the surface of modified bituminous mixture samples with varying modifier contents were obtained. An X-ray structural analysis was performed on the samples of modified bituminous mixtures with varying PET contents. The dependencies of the moisture absorption rate on time were determined for the samples of modified bituminous mixtures with different modifier contents. The values of the stress intensity factor were determined based on the number of loading cycles in fatigue tests using three-point bending for the samples of modified bituminous mixtures with varying modifier contents.

The use of large-span structures made of glued wood in countries with large timber reserves in Finland, Sweden, Norway, Russia, the USA and Canada has shown that this can be quite interesting and expressive from the architectural position of the building. Sports facilities, sports and sports facilities, sports facilities, sports and cultural facilities. The practice of building bridges made of glued wood in these countries shows that they have been in operation for decades without additional operating costs. Glued wood in modern conditions, when productive flame retardants are used that protect it from fire, antiseptics from possible decay expand the scope of such structures. One of the important obstacles to the limiting applications of large-span glued wooden structures is the complexity of the solution nodes. Bearing structures experience difficulties when exposed to static and cyclic loads. Cyclic loads can be caused by wind loads, production equipment, traffic, and seismic processes. Reinforcement in wood, reinforcement and reinforcement under load. Wood and metal are resistant to cyclic loads. Studies will be conducted at the border of the elements to be glued. This article presents the results of tests for the effects of static and cyclic loads on reinforcement from a 14 mm reinforcing bar of class A5 on FRF-50T along natural-sized glued wood fibers. Certain coefficients of the endurance of the compound when exposed to cyclic loads with two load asymmetry coefficients p = 0.5 and p = 0.2.