The modern road industry requires a more effective solution according to efficiency and minimizing environmental burden. This article discusses the use of recycled materials to modify bitumen binders within the concept of the circular economy. The main aim of this article was to create a new composite based on waste materials, including polymer waste and rubber crumb. The important element is the usage of locally available waste that has not been investigated previously as a material for asphalt modification. The prepared composition was preliminarily assessed according to chemical composition. Next, research dedicated to road application was conducted, including the following: determination of the resistance to hardening, aging under the influence of high temperature and air, as well as oxidation processes, assessment of penetration, and evaluation of the softening point. The conducted studies showed that the new composites with the addition of polymer waste and rubber crumb improve the thermal stability, elasticity, and resistance of bitumen to aging. Optimum concentrations of modifiers were determined that provide an increase in the performance characteristics of bitumen, including a decrease in the brittleness temperature and an increase in the softening temperature. The obtained results demonstrate the potential for the introduction of new composites based on recycled materials in road construction, contributing to increased environmental sustainability and economic efficiency.

Introduction. Modern road constructions are based on two types of pavement: asphalt concrete and cement concrete. Theory and practice show that in any climatic conditions, any intensity and any composition of movement, cement concrete coatings are durable. At the same time, in developed countries, with an established developed network of roads and an efficient maintenance service, they maintain an approximate parity in the ratio between asphalt and cement concrete pavements in the total volume of roads under construction. Topic. The technology of building roads using cement concrete coatings has been used in the world for several decades. It has found application in countries with a wide variety of climatic conditions. The average operation life of such roads is at least 20 years, with minimal repair and maintenance costs. A comparative analysis of the costs of materials during the construction of cement concrete and asphalt concrete pavements and taking into account the numerous overhauls of asphalt concrete pavement during its operation life shows that the cost for the concrete option is several times less than for the asphalt concrete option: 2 times for the overhaul period for asphalt concrete pavement 5 years and 3 times, with a three-year overhaul period. The high durability of cement concrete coatings is due to the peculiarity of cement concrete as a material. Strength and deformation properties of cement concrete, unlike asphalt concrete, practically do not depend on temperature and air humidity. Over time, over the operation life, the strength of cement concrete increases (on average, by 10 % – 20 %), despite the intense movement of vehicles and the aggressive effects of climatic factors. Accordingly, on cement concrete pavements, the formation of a rut because ofsurface deformations or wear is almost impossible, while rut is one of the most common defects in modern roads with asphalt pavement. Materials and methods. In accordance with the approved strategic plans for the development of the road industry of the Republic of Kazakhstan, as well as taking into account international experience, over the past 15 years, 1,452 km of roads with cement concrete pavements have been built in the Republic. Results. The result is the development of the construction of concrete roads, which, along with their positive properties, require new technological solutions to ensure the stability of coatings to the action of transport and weather and climate factors. As well as world experience in the construction of roads with cement concrete coatings, promises a great future of this direction development. Definitely the advantages of cement concrete coating are stable transport and operational performance and high durability. Вступ. В основі сучасних дорожніх конструкцій лежать два види покриття: асфальтобетонне та цементобетонне. Теорія та практика свідчать, що за будь-яких кліматичних умов, будь-якої інтенсивності та будь-якого складу транспортного руху, цементно-бетонні покриття є більш довговічними. У той же час, у розвинених країнах, що мають розвинену мережу доріг та ефективну практику технічного обслуговування, підтримують приблизну рівність у співвідношенні між асфальтобетонним і цементобетонним покриттями в загальному обсязі доріг, що будуються. Тема. Технологію будівництва доріг із використанням цементнобетонних покриттів застосовують у світі вже кілька десятиліть. Вона знайшла застосування в країнах із найрізноманітнішими кліматичними умовами. Середній термін експлуатації таких доріг становить не менше ніж 20 років за мінімальних витрат на ремонт та утримання. Порівняльний аналіз витрат на матеріали під час будівництва цементнобетонних та асфальтобетонних покриттів, а також із урахуванням численних капітальних ремонтів асфальтобетонного покриття протягом терміну його експлуатації показує, що витрати на будівництво бетонних покриттів ― у кілька разів менше, ніж на асфальтобетонні покриття: 2 рази ― на період капітального ремонту для асфальтобетонного покриття кожні 5 років і 3 рази, за трирічного періоду капітального ремонту. Висока міцність цементнобетонних покриттів обумовлена особливостями цементобетону як матеріалу. Характеристики міцності та деформаційні властивості цементобетону, на відміну від асфальтобетону, практично не залежать від температури та вологості повітря. З плином часу, протягом періоду експлуатації, міцність цементобетону зростає (в середньому на 10–20 %), незважаючи на інтенсивний рух транспортних...

Although public bodies need to know drivers’ perception of road safety, in Kazakhstan there are no valid and reliable instruments that propose an integral dimensionality. The objective of this study summarizes a survey conducted among 313 people in Zhezkazgan during from 30 may to 4 June 2022 for define main necessary directs of an information campaign strategy to raise public awareness in the field of road safety. Methodology: For sociological study of the behavior and attitude of road users regarding road safety, we preparation of the questionnaire were performed based on the experience of ESRA within the current road safety issues in Kazakhstan. Results: By social survey define following main areas to which it is necessary to direct the theme of campaign to increase the perception of road safety of the population: (i) speeding, (ii) intoxicated driving, (iii) unsafe pedestrian behavior, (iv) using of protective equipment, (v) read a text message/email or check social media and talk on hand-held phone while driving, (vi) listening to music through headphones for a pedestrian while walking in the street, and (vii) fatigued driving. Conclusions: This study fills a gap in the existing literature related to the lack of reliable and valid instruments available in Kazakhstan to collect information on perceptions of road safety factors, regulatory framework and intervention measures, road infrastructure, vehicles, socioeconomic, human, and driving precautions.

Frost heave in cold-region pavements is governed by coupled heat and moisture migration, but the specific contribution of vapour transport in multilayer subgrades remains poorly constrained. This study combines field temperature monitoring with analytical modelling to estimate effective thermal conductivities of pavement structural layers and to evaluate vapour-driven moisture fluxes during seasonal freezing. A vertical thermistor array beneath a two-lane highway near Astana (Kazakhstan) and in the adjacent snow-covered ground is used to back-calculate layer-specific conductivities from midwinter temperature gradients by applying Fourier’s law under quasi-steady conditions. Vapour migration is then assessed by two complementary approaches. A diffusion-based formulation, which couples measured vapour-density gradients with air-filled porosity, provides a conservative lower bound and yields very small fluxes, with maximum daily ice deposition of 8.17 × 10⁻⁵ kg·m⁻²·day⁻¹ beneath the pavement and cumulative seasonal masses of order 10⁻² kg·m⁻² (10⁻³ kg·m⁻² under snow). An energy-balance approach, which relates conductive heat flux to latent heat of vapour–ice phase change and introduces an efficiency parameter α, supplies a physically constrained upper envelope. For a central scenario with α = 0.6, daily deposition in the 0.60–1.00 m layer reaches 0.0961 and 0.0330 kg·m⁻²·day⁻¹ beneath pavement and snow, respectively, yielding seasonal totals of 12.1 and 4.1 kg·m⁻². Together, these bounds indicate that vapour migration beneath pavements, although unlikely to be the dominant driver of frost heave, can be substantially more intense than under adjacent snow-covered ground due to steeper temperature gradients in the upper subgrade.