The article presents a model for establishing the optimal speed of movement on highways, taking into account the determination of the braking distance in winter slippery conditions. According to the research results, it was established that the main criterion for the formation of road accidents on highways in winter slippery conditions is the drivers' underestimation of the adhesion qualities of road surfaces. The main criterion of the model under consideration is the interaction of the car wheel (braking distance) with the road (adhesion coefficient) and is a complex that characterizes the stability of the car rolling over on slippery surfaces and the driver's actions in making an effective decision and the duration of the reaction time. In the proposed mathematical model, the accident rate on a slippery road is estimated by the coefficient of adhesion of icy road surfaces, the value of the load or the average wheel pressure. Also, the frequency of load application, the amount of deflection of the coating (at an air temperature above +20 ° C), rolling resistance, the coefficient of adhesion of the car wheel to the coating. One of the main characteristics of the model is a subsystem - the average pressure p = Q / S (S is the area of the imprint of the wheel, cm²), etc. Thus, in the process of analyzing the results of the causes of road traffic accidents, the factors of the driver's reliability and the decisions made will be taken into account, which depend on the speed of vehicles in any condition of the road surface.

Efficient production of high-quality cubical crushed stone is critical for road construction and concrete manufacturing. Conventional vibrating screens suffer from low cubicality and high energy consumption, limiting their applicability. We developed a novel spiral vibrating screen featuring a helical screening surface and adjustable oscillation parameters. Experimental studies were conducted on granite aggregates (5–20 mm) at vibration frequencies of 16–26 Hz and amplitudes of 1.5–4.0 mm to evaluate cubicality, screening efficiency, throughput, and energy consumption. Under optimal operating conditions (22 Hz, 3.0 mm amplitude), the prototype achieved 84–86% cubical particles, 93–95% screening efficiency, and specific energy consumption of 1.20 ± 0.05 kWh/t. Compared with conventional flat and drum screens, cubicality improved by 8–12 percentage points, while energy consumption decreased by up to 12%. The developed screen offers a scalable solution for producing high-quality cubical aggregates with lower energy demand and reduced clogging risks. These findings provide practical guidance for improving aggregate processing technologies.

This study quantifies a critical winter safety hazard caused by lateral heterogeneity of skid resistance: under non-uniform snow and ice removal, the friction coefficient in edge lanes and near barrier guardrails can be 2–5 times lower than in the central part of the carriageway, creating conditions prone to loss of control during braking and lane changes. Field measurements of friction coefficient and macrotexture were conducted on highways of different technical categories with asphalt concrete and cement concrete pavements in Kazakhstan’s continental climate. Long-term monitoring showed that, over three years of operation, texture peak height decreases by 22–33%, depending on traffic intensity and heavy-vehicle share, leading to a gradual reduction in friction. Predictive assessments of skid-resistance deterioration and braking distance calculations for passenger cars and heavy vehicles under different friction levels were performed. The results support the need for regular texture monitoring, explicit consideration of across-width friction heterogeneity in accident analysis, and targeted improvements in winter maintenance practices, particularly in edge zones adjacent to barriers.

In this paper, we consider the problem associated with the fight against slipperiness on roads with a hard type of road surface. It is known that on cement-concrete surfaces, the length of the braking distance is up to 10 times longer than on a snow roll formed on asphalt-concrete surfaces. This phenomenon is especially dangerous in winter, as a sharp increase in humidity (as a result of warming) significantly reduces the strength properties of cement concrete. Chloride de-icers are highly hygroscopic. Being in the pores of cement concrete, chemical solutions begin to absorb moisture from the atmosphere. In asphalt concrete, such phenomena are practically absent. Moisture, which is located in the pores of cement concrete, on its surface occurs "staining" and peeling. In the article, the authors pay special attention to the climatic conditions of Kazakhstan. The average air temperature of the coldest month on average in the Akmola region is 25-27oC, in the Eastern region-31-36oc, in the North– -26-29 OS, and in the South-3-10 OS. Annual precipitation amounts to 260-300, 340-370, 300-340 and about 150 mm, respectively. the duration of the cold period in the year varies between 6-7, 6-7, 5-6 and 3-4 months. It is climate factors that make it difficult to use chemical reagents as anti-icing materials on roads with a cement-concrete surface. This article discusses the theoretical basis for the destruction of the crystal structure of snow and ice formations from the influence of chemical reagents. They established a natural dependence of the freezing force of snow and ice formations on the impact of various types of salt solutions. Also, laboratory studies have established the effect of the concentration of salt solutions on the loss of strength of cement concrete over time.

In the context of climate change and the increasing risk of glacial lake outburst floods (GLOFs) in the high-mountain areas of the Zailiyskiy Alatau near Almaty, the search for integrated solutions that ensure both safety and sustainable development has become especially relevant. This study presents an innovative approach to the use of siphonsystems for discharging water from glacial lakes. These systems are considered not only as tools for preventing mudflows and floods, but also as potential sources of autonomous and environmentally friendly hydropower.Energy calculations were carried out based on a height difference of approximately 300 meters and a water flow rate ranging from 5 to 20 liters per second. The results include power tables, energy output graphs depending on flow parameters, and a comparative analysis with diesel generators interms of efficiency, availability, and sustainability. The feasibility of using such systems for powering remote meteorological stations, surveillance points, lighting, and telecommunications equipment has been substantiated.A pilot project is proposed in collaboration with the State Institution "Kazselezashchita" and technical universities. The findings confirm the high potential of this technology as a part of adaptive and resilient infrastructure in mountainous regions.

Concrete, as a building material, is strong and durable. However, under the influence of aggressive environmental factors, it can undergo corrosion and destruction. Water, in the form of precipitation and groundwater, is one such medium that can have a negative impact on concrete. Water is a weak solution of salts, acids, and bases, and it can lead to the deterioration of concrete structures. To prevent the negative effects of water on concrete, various additives are used. These additives help to increase the resistance of concrete to moisture. Among these additives, organosilicon‐based compounds are particularly effective. They have unique physicochemical properties and are economical to produce. However, the exact mechanism of their action is not fully understood. The aim of this research is to investigate the effect of a specific type of hydrophobic additive on the physical and mechanical properties of concrete. This additive is based on polymethylethoxysiloxane–polyethylene glycol (PMEOS–PEG) and silica sol in ethyl cellulose (silicasol). The results of the study will help to better understand the role of these additives in improving the durability of concrete structures under water‐related conditions. PMEOS–PEG has been shown to increase the mobility of the solvent mixture and also slightly increase the latency. Silicasol, on the other hand, does not affect mobility and has a significant retarding effect. The introduction of PMEOS–PEG hydrophobizer increases the strength of mixtures by 50%, when using Portland cement grade CEM II/A‐S 42.5 N, and by 20% in mixtures with unmodified Portland cement CEM I 42.5 N. Silicasol’s addition does not alter the strength characteristics of cement–sand mixtures. There is a slight tendency toward a decrease when using CEM I 42.5 N. The water impermeability of concrete samples using PMEOS–PEG and silicasol at a dosage of 0.7% increases from W6 (without additives) to W12 and W8, respectively.