Economic expansion is a positive side effect of national highway construction initiatives. So, the plan is to construct these projects rapidly. This calls for premium asphalt. As a result of aggregate gradation variation, numerous asphalt mixes have been rejected and rebuilt on-site in recent decades, resulting in the waste of valuable resources and valuable time. Consequently, the goal of this study was to examine the durability of asphalt mixes where the aggregate gradation ranged from +4% above to 2% below the standard range. The aggregate gradation is inconsistent throughout HMA manufacture. The aggregate is graded at 2, 4, and 6 percent over and below the allowed range. Case in point: the gradation of the control mix design. Marshall There was a quantitative evaluation of mixed properties throughout the design phase. HMA mix performance was evaluated via high temperature and water cycles by vehicle pressure observation and Indirect Tensile Strength (ITS) testing. In hot climates, asphalt with gradations above +4% and 2% of both the higher and lower standard values showed the greatest resilience to water damage and the least rutting. In warm regions, asphalt mixture design will be constrained by the higher aggregate gradation limits.

The purpose of this research was to assess the feasibility of constructing high-performance paving (Superpave) for Kazakhstan with only locally sourced ingredients. Similarly, a standard Marshall technique combination that meets the technical requirements of Kazakhstan was compared. One granite aggregate supplier, 2 aggregate grading, and 2 types of asphalt binder made up the test design. Consensus and source aggregate characteristics requirements met with the Superpave design mix method using locally manufactured granite aggregate. Also, the mixtures volumetric parameters indicated that the asphalt binder content of the superpave combination has shown lower than locally-traditionally Marshall mix. The combinations of Superpave fared better in rutting and moisture resistance tests than those made in the conventional manner. After the ITS values from both samples were averaged, the decrease in significance for the superpave mixtures was 9.1%. It was below the 20% loss level required by the Superpave guidelines. Also by rutting resistance results were significantly differences for 85.5% PG70 with 9.5mm NMAS. All of these results point to the superiority of new method Superpave over the Marshall method.

This paper introduces the new technology of road construction pavement Superpave. From the beginning of the technology, the method of calculation of road pavement temperature has been taken as an example on the Shymkent city road in Kazakhstan. The material calculation for high quality was conducted with the new climate data of the exact city. A new methodological approach will determine the most accurate selection of bitumen binder grades using a specifically developed PG Grade calculation based on the meteorological data for the period from 2000 to 2020 (20 years) for the specific city. This will be intended to establish requirements for bitumen binders testing by the traditional method for both original and modified bitumen, such as penetration, softening point, and flash and fire point tests, taking into account the climatic characteristics of the republic. Today, have to be accounted that the most common bitumen binder is a 70-100 penetration rating, which means that quite incorrect to use at the highest temperature in Shymkent at +41.3°C and with the lowest temperature at -17.8°C. The results will help to decide on the use of polymer modification of binders, taking into account the design temperatures and operating conditions of asphalt concrete surfaces.