At present, global waste tire generation considerably exceeds consumption. Moreover, waste rubber tires (WRTs) are a cause of concern, as huge volumes are being discarded and buried, thus causing serious environmental pollution. Rubberized waste concrete (RWC) is a type of environmentally friendly construction material. The main challenge encountered when manufacturing rubberized concrete is the low adhesive properties between the cement paste and rubber particles. This paper demonstrates the effects, through experiments, of using waste tire rubber instead of recycled coarse aggregate (RCA) on two types of cement, i.e., sulfate-resistant cement (SRC) and ordinary Portland cement (OPC), where SRC is a specially blended cement designed to improve concrete performance and workability in the most aggressive environments. All tested samples contained 10% silica fume (SF) and 0.2% fly ash (FA), and the substitution of recycled aggregate content with waste rubber tier (WRT) at different percentages of 100%, 75%, and 50% was evaluated. The research investigated the synergistic effect on the workability and mechanical properties of various cement types with different amounts of rubber aggregate. It was found that the sulfate-resistant (SRC) type can increase the compressive strength than OPC with a percentage of 25% with the same content of WRT at concrete mix. Moreover, ductility and cracking behavior are improved, and it appears that it is also possible to make lightweight rubber aggregate concrete with this type of mixture.. Using this type of cement, it is possible to restore satisfactory ductility to the waste tires, thus facilitating a reduction in the formation of potential plastic cracks. Moreover, the indicative compressive strength development for SRC with recycled rubber in concrete positively contributes to a reduction in formed cracks. However, SEM microstructural analyses suggest a higher proportion of C–S–H intermixed with sulfate reaction phases of SRC rubberized mortar than those of OPC; thus, given that crystal growth results in a decreased percentage of air voids rather than decreased internal cracking, it is clearly shown that the average crack width increases in OPC mortar compared with SRC. Finally, t-testing was used as an inferential statistical tool to determine whether there is a sizeable distinction between the properties of the two categories of materials, OPC and SRC, by comparing the mean and standard deviation of the values for compressive and tensile strength.

To address road accident losses, there is a need to prioritize safety factors, especially in high-risk locations on the road network, toward assuring a sustainable transport system. This paper proposes an approach for quantitative risk assessments of safety factors in hazardous road locations and involves the integration of the Fuzzy logic model, the Analytic Hierarchy Process (FAHP) and the Technique for Order of Preference by Similarity to Ideal Solution (TOPSIS). This new innovative method offers a way to prioritize and select safety factors associated with hazardous locations using a hierarchical structure. To demonstrate the applicability of this method, a case study was conducted in Egypt. The assessment process involved active participation by professionals through multiple expert meetings. This collaborative approach ensures that the assessment incorporates valuable real-world knowledge and experiences. It analyzed road safety hazardous conditions across various sections, including intersections, non-intersection sections, narrow bridge sections, and curve sections. The application of FAHP-TOPSIS enables the determination of weights for safety factors within each section, facilitating the evaluation of safety indices between them and ranking the safety hazard sections. The achieved analysis revealed that the hazard safety factor index is comparatively higher in curved sections compared to other types of sections. Light utility poles and road barriers significantly affected the hazard index. By utilizing this approach, governments may make informed decisions regarding the allocation of resources and the implementation of safety measures at hazardous road locations.

Pavement evaluation represents the critical foundation of effective pavement management systems. Developing a sophisticated deterioration index is crucial for authorities to strategically allocate maintenance and rehabilitation budgets. Advanced countries have implemented various single and combined condition indices based on extensive pavement databases. Unfortunately, developing nations often lack comprehensive condition data, resulting in underdeveloped evaluation metrics and consequently, suboptimal budget allocation for preservation activities. This study develops an integrated overall deterioration index (ODI) of pavement using weighted combinations of four key assessment categories. The first category examines pavement condition index (PCI), including various cracking patterns, deformations, surface defects, patching/potholes, and edge deterioration, surface texture, load bearing capacity, layer thickness, material properties, drainage conditions, climate change, pavement age, and traffic loading. The second focuses on international roughness index (IRI) metrics such as roughness, and comfort levels. The third addresses falling weight deflectometer (FWD) including deflection measurements. The fourth examines friction number (FN) like skid resistance. The weighting methodology employs fuzzy analytical hierarchy process through expert panel evaluations. Analysis reveals PCI as the predominant factor (weight: 0.439), with IRI and FWD ranking second and third (weights: 0.15 and 0.318 respectively). These weightings demonstrate engineering validity across the case study. The resulting composite index offers a holistic assessment of pavement deterioration applicable to maintenance planning frameworks. A model performance was made using the long-term pavement performance (LTPP) and it proved the validity of the model.