Fixed indicator weights cannot fully capture changes in governance priorities as wind–sand hazards intensify. Using the Xinjiang section of the G30 Lianhuo Expressway as a case study, this study classified wind–sand events into three scenarios: warning and restricted traffic, high-risk traffic control and diversion, and extreme conditions with comprehensive rescue. A five-dimensional evaluation system containing 15 indicators was established. Scenario-specific weights were determined using the Best–Worst Method, while TOPSIS was applied to evaluate governance performance based on objective response records and independent text coding. The dominant dimensions across the three scenarios were risk monitoring and early warning, decision activation and traffic control, and rescue resources and coordination, with weights of 0.356, 0.392, and 0.421, respectively. The corresponding closeness coefficients were 0.577, 0.667, and 0.733. As hazard severity increased, governance priorities shifted from risk communication to traffic diversion, interdepartmental coordination, evacuation, medical assistance, and support for vulnerable groups. Compared with the fixed-weight model, the dynamic model improved the closeness coefficients by 0.029, 0.064, and 0.092. The results show that scenario-specific weighting can support staged response, resource allocation, and human safety protection on desert expressways.

This study addresses the critical limitation of inadequate crack resistance in high‐modulus asphalt mixtures by systematically investigating the efficacy of various modification strategies. A base asphalt mixture, and a styrene–butadiene–styrene (SBS)‐modified asphalt mixture were established as control references, while a standard high‐modulus modifier (HM)‐modified asphalt mixture served as the baseline for improvement. Three enhanced formulations were developed, namely SBS + HM‐modified asphalt mixture (SBS + HM), BF + HM‐modified asphalt mixture (HM + BF), and a composite SBS/BF + HM‐modified asphalt mixture (SBS + HM + BF). The viscoelastic properties of the asphalt binders were comprehensively characterized using dynamic shear rheometer (DSR) and bending beam rheometer (BBR) tests. This laboratory evaluation was further augmented with low‐temperature beam bending, indirect tensile cracking tests (IDEAL‐CT), and semicircular bending (SCB) tests to systematically assess the crack resistance of the various HM mixtures under diverse loading conditions. Experimental results indicate that the incorporation of HM substantially enhances the shear deformation resistance of asphalt, while SBS modification proves particularly effective in improving its low‑temperature performance. Although the unmodified HM mixtures exhibits high strength, it demonstrated a relatively rapid crack propagation rate. In contrast, both SBS and BF modifications effectively reduced this propagation rate while retaining the material’s high strength. Quantitatively, compared to the unmodified HM mixtures, the SBS + HM mixture exhibited improvements of 47.4%, 119.3%, and 127.3% in maximum flexural‐tensile strain, crack resistance index, and fracture energy, respectively. The HM + BF mixture yielded more substantial enhancements, with corresponding increases of 110.4%, 78.9%, and 345.5%. Notably, the composite SBS + HM + BF formulation further augmented these three indicators by an additional 64.4%, 78.9%, and 168% over the SBS + HM mixture, demonstrating a clear synergistic effect. The combined use of BF and SBS polymer effectively suppressed microcrack propagation, thereby substantially improving the overall crack resistance of the high‐modulus asphalt mixtures. Based on these comprehensive results, the SBS/BF composite modification strategy is strongly recommended as the optimal approach for enhancing the cracking resistance of high‐modulus asphalt pavements.