New requirements for the operational reliability of roads make the utilization of polymer-modified bitumen (PMB) more common in road construction. The application of polymer-modified bitumen based on traditional technology for the production of asphalt mixtures is associated with technological and economic difficulties and does not provide proper adhesion to the mixture’s mineral components. In addition, the method of producing a binder over a long time at high process temperatures leads to increased aging, which significantly reduces the service life of the material in the pavement. This paper presents the results of studies on the effect of polymer–bitumen concentrate (PBC) consisting of styrene–butadiene–styrene, plasticizer, and surfactant on the bitumen characteristics. It has been established that the use of PBC in the bitumen binder leads to an increase in the temperature range of plasticity, softening temperature, elasticity, and cohesive strength with a decrease in the viscosity of the modified bitumen. With a complex modifier rational content of 8% by weight of bitumen, the temperature range of plasticity is 79 °C, and elasticity is 82%, which exceeds the parameters of the factory PMB-60 based on SBS polymer. Tests of binders using the Superpave method allow classifying the modified binder to the PG 64-28, which shows an increase in the temperature range of viscoelastic properties by 6 °C compared with the binder produced by traditional methods. Thus, the expediency of using a complex additive containing a polymer and surface-active substances (surfactants) that can be distributed in bitumen without the use of a colloid agitator and plasticizer has been proven to improve the quality of an organic binder.

The physicochemical modification of the filler allows changing the hydrophilic–hydrophobic properties and effectively influencing the processes occurring at the filler–binder interface, on which the physicomechanical characteristics of composites largely depend. The paper presents studies related to the modification of limestone-based filler effect on the degree of its hydrophobicity and wetting with liquids of different polarity, establishing the relationship between the characteristics of hydrophobized mineral powders and the adsorption capacity in relation to water. Using mechanochemical processing with hydrophobic components GF-1 and GF-2, it was possible to obtain fillers with a sufficiently high content of hydrophobic particles (58.2% and 85.9%, respectively). It was found that the results of the contact angle (123.6° and 114.5°, respectively) and the degree of hydrophobicity do not quite correlate with each other. It was noticed that the contact angle on the powder modified with GF-1 decreases with time. Studies of the powders’ thermal effects wetting of different polarity liquids via microcalorimetry allows us to establish that with an increase in the filler hydrophobicity degree, the integral heat of immersion decreases due to a significant decrease in the probability of chemical interactions between water and powder due to the adsorption of applied surfactants molecules on the limestone active centers. The revealed endothermic effects indicate the occurrence of physical interactions due to non-polar dispersion forces. Differences in the nature of heat release and heat absorption in modified fillers indicate significant differences in the composition and mechanism of action of the used surfactants, which affected the efficiency of hydrophobization. At the same time, a linear dependence of the moisture absorption and moisture indicators, determined by independent experiments, on the degree of hydrophobicity was established.

Obtaining warm asphalt concrete mixes is an urgent task in the road industry, as it allows solving environmental, technological and economic problems of preparing and laying asphalt concrete. One of such technologies is the production of asphalt concrete using organic additives based on synthetic waxes, which until recently were presented on the market exclusively with imported products. In the current political and economic situation, the relevance of the development and implementation of domestic analogues of wax temperature-lowering additives becomes an important task. The article studies the effect of additives based on synthetic waxes on such physico-chemical properties of bitumen binder as penetration, softening temperature, extensibility, fragility temperature by Fraas, adhesion to crushed stone. The indicators and comparative analysis of the properties of binders modified by the domestic complex additive Viskodor PV-2 and imported organic additives Licomont BS-100 and Sasobit are given. It was revealed that the new domestic complex additive has advantages over imported wax additives: it allows to lower the brittleness temperature of the binder, increase the softening temperature, the adhesion of bitumen to mineral materials with a smaller decrease in penetration. Rational concentrations of the use of the additive Viskodor PV-2 have been established.

The use of resource-saving technology in road construction material production is a current problem, the solution of which will allow us to increase the environmental and economic efficiency of the road construction industry. Nowadays, secondary raw materials are widely used in highway construction, obtained both from the waste of old road construction materials and collected from other industries. During asphalt production, up to 90% of raw materials can be replaced by reclaimed asphalt pavement (RAP). This technology requires residual binder modification to reduce the negative impact on the technological and operational asphalt concrete properties. On the other hand, the use of rubber crumbs or granules obtained from the disposal of old car tires in asphalt–concrete mixtures is widespread. However, some types of car tires cannot be used as raw materials to produce an effective modifier. Truck tires and tires from special vehicles are suitable for use as a modifier for asphalt–concrete mixtures. Tires designed for passenger cars do not contain enough polymer. As an experiment on asphalt–concrete mixture production using secondary resources only, a testing facility was developed. The testing facility uses hot gas obtained by burning automobile tires in a special oven as a heat source. Rubber residues from the recycling of automobile tires are used as fuel, which cannot be used to produce rubber powder or granules. RAP obtained by cold milling of the pavements of city and public roads was used as the object of the research. When studying the characteristics of the asphalt–concrete-mixture-based binder, it was found that the sulfur compounds present in the composition of hot gases change the properties of the binder, leading to a serious deterioration in the technological characteristics of asphalt–concrete mixtures. The asphalt–concrete mixture obtained during RAP processing is characterized by a narrow temperature range in which it can be laid and compacted to the required density values. After laying the pavement, quality control revealed a significant variation (the number of air voids ranged from 0.8 to 5.5%) in the average density of samples taken from the compacted layer. In addition, there were significant violations of the longitudinal evenness of the finished coating. Experiments were carried out to extract the binder from asphalt–concrete mixtures before and after regeneration. The physico-mechanical and rheological characteristics were studied and qualitative analysis of the binder was realized by IR spectroscopy. The data obtained allow us to establish the mechanism of how sulfur-containing gases influence the bitumen binder’s properties in asphalt mixtures. Additionally, the features of thermo-oxidative degradation occurring during the hot recycling of asphalt–concrete mixtures were established. A justification is also given for the need to use anti-aging modifiers to restore the properties of the residual binder.