Asphalt Concrete Pavement Research Articles

Calculation of the Number of Roller Passes When Strengthening Roads Using Recycled Asphalt Granulate

Statement of the problem. Work during the repair, overhaul and reconstruction of highways involves the destruction of old asphalt concrete pavement using the cold milling method. The resulting discrete material is used to strengthen roadsides, and if it is regenerated, it is used to construct base layers and lower layers of covering. The compaction of layers of road pavement is carried out with rollers, the efficiency of which depends on the properties of the resulting material, the power parameters of the rollers, and the technology of work, determined by the number of passes of the roller along one track. Analysis of the work showed that there are no substantiated recommendations for determining the number of roller passes taking into account the properties of the material being compacted. Establishing such dependencies makes it possible to clarify the composition of the compaction machine link when installing structural layers of road pavements while ensuring the required quality of work. Results. Analytical dependencies are presented for calculating the deformation modulus and rigidity of a layer of processed asphalt granulate under load, taking into account the thickness of the layer and the size of the fractions. The stresses under the rollers were determined for different types of rollers and their operating modes, taking into account the technical characteristics. The results of a study to determine the number of roller passes when installing a layer of recycled asphalt granulate are presented, taking into account the size of the fractions and the characteristics of the rollers used. Conclusions. It has been established that both the deformation modulus and the rigidity of the compacted layer can be taken as a criterion when choosing the parameters of the rollers and determining the number of passes of the roller along one track. Based on the results obtained, we can conclude that for a given value of the deformation modulus and the stiffness coefficient of the compacted layer of asphalt granulate, it is possible to determine the number of passes, the type of roller and its operating mode to ensure the required characteristics of the layer.

Estimation of the Service Life of Approach Slabs of Road Bridges Based on the Statistical Modeling Method

The article discusses the durability and reliability of a separate element – bridge approach slab, which is justified by the need to maintain a satisfactory technical condition of Ukrainian bridges in general and traffic safety on public roads with limited funding during martial law. The scope of the research is forecasting the residual service life of bridge elements (on the example of approach slabs) using probabilistic methods. Approach slabs are designed to smoothly and safely connect the road approach embankment with the bridge to gradually equalize the elastic modulus of the carriageway from a less rigid asphalt pavement on an elastic base to a more rigid one on a reinforced concrete slab. The main defects in the destruction of approach slabs are: changes in the longitudinal profile of the road due to the collapse and subsidence of the soil under the approach slabs; longitudinal and transverse cracks in the asphalt concrete pavement on the bridge approaches; and potholes that lead to an increase in the additional dynamic load on the bridge deck.

Підвищення колієстійкастосування армуючих синтетичнихості та довговічності асфальтобетонних покривів на автомобільних дорогах і автодорожніх мостах з допомогою з матеріалів ADFORS GLASGRID

Introduction. One of the most common defects in the asphalt concrete pavements of highways and highway bridges that arise during their operation is the formation of ruts. The problem of increasing the rut resistance and durability of asphalt concrete pavements of highways, city streets and roads, at intersections, in front of traffic light intersections, at public transport stops and on the right lanes of bridges and overpasses is very relevant all over the world. One of the effective means of solving this problem is to increase the rut resistance and durability of asphalt concrete pavements by reinforcing them with Adfors GlasGrid® reinforcing synthetic materials.

A critical review of fatigue cracking in asphalt concrete pavement: a challenge to pavement durability

A critical review of fatigue cracking in asphalt concrete pavement: a challenge to pavement durability

Towards Calculation of Anisotropic Constructive Elements with Elastic-Plastic Properties

Calculation improvement of asphalt concrete possessing parameters of structurally unstable material is based on the problem of increasing the bearing capacity in terms of the expansion of borders of elastic and plastic material deformation.Purpose: Determination of elastic-plastic characteristics of asphalt concrete during non-equiibrium deformation and elastic aftereffect.Practical implications: The estimation of strength of asphalt concrete pavement of carriageway is based on a solution of the contact problem for structurally unstable material.

The evolution of tire-road wear particles and road surface texture under rolling friction

Traffic-related non-exhaust emissions are an important part of air pollution, which can adversely affect human health when inhaled. Tire-road wear is a significant source of these emissions and originates from tire-road friction. To gain a deeper understanding of the relationship between tire-road wear particles and road surface texture under rolling friction, this study conducted long-term durability experiments using a Model Mobile Load Simulator at 1/3rd scale to form a closed environmental test system. The experiments were conducted under 30°C, 50 % relative humidity, 0.7 MPa tire-ground pressure, and 5.4 km/h rolling speed. Based on an analysis of asphalt concrete-13 Marshall samples’ British Pendulum Number (BPN) value, Mean Texture Depth (MTD), wear particle size distribution, particulate matter (PM) concentration, and thermogravimetric analysis during 1600,000 rolling times, this study draws the following conclusions: This indoor research has indicated that the weight ratio of tire and asphalt wear to aggregates and mineral fillers is approximately 4.5:5.5 (after stabilization). When the tire contacts the aggregate exposed after asphalt film peeling, it significantly increases PM10 concentration. Under the rolling friction of the tire-road contact, the quality loss of asphalt concrete follows an exponential decay curve with an R2 of 0.99. Road (asphalt concrete pavement) wear per square meter of tire-road contact was 5.32×10^−4 g and 2.13×10^−4 g (before and after asphalt film peeling). It is hoped that this study will contribute to the field of tire-road wear, including non-exhaust emissions, and provide methods and theoretical support for mitigating re-suspension dust.

Innovative use of nanomaterials for improving performance of asphalt binder and asphaltic concrete: a state-of-the-art review

ABSTRACT Rising costs of constructing and maintaining asphaltic concrete pavements present a challenge requiring an alternative solution. Nanomaterials can be cost-effectively integrated with asphalt binder to provide beneficial effects for asphaltic concrete mixture. This paper investigated seven different types of nanomaterials, namely nanoclay, carbon nanotube, nanosilica, nano-titanium dioxide, nano-zinc oxide, graphene oxide, and carbon nanofiber by examining their production methods, benefits, applications, and limitations based on the data available in published literature. Challenges and limitations discussed include economic, production, and blending problems, some of which are due to the lack of research on the topic. This study provides a framework from which the pavement engineering community can conduct experimental research on nanomaterials for applications in asphaltic concrete pavements. The review of previous studies reveals that new asphalt binders and asphaltic concrete mixtures incorporating nanomaterials can be developed for improved performance of flexible pavements. It is expected that further research can be devoted to overcoming the current challenges faced by aging transportation infrastructure through use of nanomaterials in asphalt binder and asphaltic concrete. Above all, research gaps in the present state of knowledge have been identified and certain recommendations are given for future investigations.

USE OF INNOVATIVE TECHNOLOGIES IN THE CONSTRUCTION OF ROAD PAVEMENTS

Problem statement. Ukraine, on its way to European integration, faces the challenge not only of joining the European Union, but also of adapting its infrastructure to high European quality standards. After the end of the war, it is necessary not only to rebuild the destroyed roads, aerodromes and buildings, but also to guarantee the sustainability and durability of infrastructure facilities. One of the key industries where innovations can make a significant difference is road construction. Asphalt and concrete are the most common building materials in the construction of flexible and rigid pavements. Innovative technologies for repairing cracks in asphalt and concrete road pavements are constantly evolving. New methods and materials are being sought for more efficient and long-term maintenance of the road surface. The use of advanced technologies allows us to improve the quality of repairs, extend the service life of roads and reduce their environmental impact. Innovative approaches to crack repair help to ensure safety and comfort on the road for all road users. The purpose of the article is to analyze foreign experience in the application of effective innovative technologies in the construction of road pavements and to substantiate the feasibility of using a self-healing top layer of flexible and rigid asphalt and concrete pavements in Ukraine based on the analysis of their properties. Conclusions. The inclusion of self-healing properties in asphalt concrete pavements is an effective method for increasing their service life and achieving environmental friendliness of pavements. Existing and advanced self-healing technologies suitable for use in asphalt pavements, namely, the inclusion of healing agents, induction heating, and hybrid technologies, have been investigated. The mechanisms of self-healing of concrete have been studied: autogenous, based on autonomous bacteria, and based on autonomous capsules. Research on self-healing pavements is aimed at developing a smart and efficient pavement system capable of self-assessment and automated crack repair. The choice of technology should be based on its ability to effectively repair damage and cracks in asphalt and concrete, providing long-term and reliable protection.

Research on particle size distribution and composition of road deposit dust in Xi'an: From the perspective of non-exhaust emissions

Road dust, containing tire-road wear particles, atmospheric dust, or construction-related particles, contaminates road environments and poses a health hazard when inhaled by humans. To further explore the particle size and composition of road deposit dust, this study collects these particles in Xi'an, considering various road grades, materials, service conditions, sections, and locations. The collected particles undergo electron microscopy, laser particle size, thermal, mass spectrometry, infrared spectroscopy, and inductively coupled plasma analyses. Qualitative and quantitative analysis of the particles has been conducted, leading to the following conclusions: Asphalt & tire contribute 8.5% of the road deposit dust, while wear from calcium carbonate accounts for approximately 30%. The average particle size on urban roads (392 μm) is 1.25 times that of rural roads (312 μm). The smaller particles on rural roads are more easily resuspended and inhaled, posing health risks and requiring more attention. Brake zones, which often have 1.4 times the metal content compared to mid-sections, including potentially carcinogenic chromium (Cr), should receive focused watering and adsorption due to brake zone where is also at intersections and pedestrian crossing. New roads, which generate 3-6 times more organic matter than old roads, requires continuous cleaning after opening to traffic. Surface-blocked asphalt concrete (AC) pavements, as their lack of pores can lead to easy re-suspension of deposited particles due to tire-road interaction should also be attention. This study aims to contribute to the field of traffic-related dust pollution cleaning strategies and non-exhaust emissions mitigation measures in the future.

Machine learning-based technology for asphalt concrete pavement performance decision-making in hot and humid climates

Highway state agencies incur significant budget savings through optimal allocation of pavement Maintenance, Rehabilitation, and Reconstruction (MR&R) activities. These activities require robust prediction models that can handle large-scale, real-world data and can forecast pavement performance in the long run. Unfortunately, the traditional performance prediction models have been questionable in terms of efficiency and accuracy, are based on a limited number of explanatory variables, and are designated to predict short-term (up to five years) pavement conditions. Therefore, the goal of this study was to propose a machine learning-based technology that can predict the field performance by up to 11 years of Asphalt Concrete (AC) overlays placed on asphalt pavements in Southern states in the US based on key project conditions. The proposed technology resulted from assessing the prediction accuracy of machine learning algorithms, including Decision-Tree (DT), eXtreme Gradient Boosting (XGBoost), Artificial Neural Network (ANN), and ensemble-learning method, in forecasting the Pavement Condition Index (PCI) as the pavement performance indicator. For each algorithm, six models were developed sequentially based on historical pavement condition data collected from the Louisiana Department of Transportation and Development (LaDOTD) Pavement Management System (PMS) database. The six models learned from 892 log miles of randomly placed AC overlay sections in Louisiana. The output of these models was the future PCI of AC overlays at a biannual rate from one to 11 years. The findings showed that XGBoost and ensemble learning showed similar performance during model training and were further evaluated using the testing dataset. During model testing, the ensemble learning method yielded higher prediction accuracy than other algorithms, with R2 values decreasing from 0.77 at age 1 to 0.67 at age 11, Root Mean Square Error (RMSE) values increasing from ±1.65 to ±4.74, and Mean Absolute Error (MAE) increasing from 1.24 to 4.59. The resulting models can be used by state agencies to replace traditional prediction techniques.

Laboratory Evaluation of Wear Particle Emissions and Suspended Dust in Tire–Asphalt Concrete Pavement Friction

This study aims to evaluate the tire–road-wear particles (TRWPs) and suspended dust generated based on the nominal maximum aggregate size (NMAS) of the polymer-modified stone mastic asphalt (SMA) mixtures indoors. The SMA mixtures containing styrene butadiene styrene (SBS) polymer and the NMASs of 19, 13, 10, 8, and 6 mm were used. Dust was generated from the wear of the tires and the pavement inside the indoor chamber by using the laboratory tire–road-wear particle generation and evaluation tester (LTRWP tester) developed by Korea Expressway Corporation (KEC). In this method, a cylindrical asphalt-mixture specimen rotates in the center, and a load is applied using three tires on the sides of the test specimen. During the test, a digital sensor was used to measure the concentration for each particle size. After the test was completed, the dust was collected and weighed. According to the test results, the generated TRWP emissions were reduced by approximately 0.15 g as the NMAS of the SMA mixture decreased by 1 mm. TRWP emissions decreased by 20% when using the 6 mm SMA mixture compared to the 13 mm SMA mixture. For practical application, a predicted equation of TRWP emissions estimation was developed by using the concentration of suspended dust measured by the digital sensor in the LTRWP tester. LTRWP can be used as an indoor test method to evaluate pavement and tire materials to reduce the amount of dust generated from tire and pavement wear.

Assessing wayside traffic noise levels using long-term noise monitoring and available Department of Transportation traffic data - worst-case noise traffic conditions, effects of repaving, and methods for comparing traffic noise data sets

The availability of automated continuous traffic data from State Departments of Transportation (DOTs), such as the California Department of Transportation (Caltrans) Performance Measurement System (PeMS), provides increased opportunities for the analysis of highway noise. Traffic data that is free to access and downloadable via the internet can be matched with unattended long-term noise measurement data to provide large datasets for analysis, without requiring field staff to be continuously on site. A 2018 ICF/Caltrans paper documented how this approach was used on an operating freeway to determine the volume of traffic that results in the highest one-hour energy average traffic noise level. At the time of those measurements, the subject freeway had Portland cement concrete pavement. The freeway has since been repaved with an open-graded rubberized asphalt concrete pavement overlay. The current study uses new (2023) traffic noise measurements and PeMS data to investigate how worst-noise conditions have changed and the effect of the repaving on wayside noise levels. Changes in traffic patterns since 2018 required the authors to normalize the measurement data for comparison. Opportunities were identified to take advantage of the large measurement data sets to match before-and-after data, and those methods are also described in this paper.

Recyclability potential of waste plastic-modified asphalt concrete with consideration to its environmental impact

The use of waste plastic into asphalt concrete paving mix (ACP) has been explored in recent literature to improve the functional properties of the mix. However, exploration on their recyclability potential at the end of its service life remains scarce. This study explores the potential of recycling aged waste plastic-modified asphalt concrete (AACP) for road pavements, with focus on four commonly disposed household plastics: high-density polyethylene (HDPE), polypropylene (PP), polystyrene (PS) and polyethylene (PET). Marshall stability test, Cantabro abrasion test, indirect tensile strength test, resilient modulus (MR) test, Hamburg’s wheel tracking test and stripping test were performed to evaluate the engineering properties of recycled waste plastic-modified asphalt concrete (RACP) containing proportions ranging from 20 % to 100 % aged component (AACP) blended with virgin mixtures. This paper highlights significant engineering performance of RACP, and most notably for RACP containing PP with 20 % aged content which exhibits 1.6 times greater resistance to moisture damage compared to conventional recycled asphalt concrete (RAPA). Although RACP with HDPE and PP (consisting of 20 % and 40 % AACP in mix) yield improvements in resilient modulus over RAPA, this improvement is less pronounced for RACP with PS and PET. Overall, RACP with 40 % aged components exhibits better rutting, moisture damage and abrasion loss performance, along with improved stability and flow value. Environmental impact in terms of water leachability was also found to be negligible in this study and RACP can be considered a feasible sustainable pavement material, with potential for second and more lives.

Analysis of seepage behavior of porous asphalt pavement based on scale test and three-dimensional simulation

This study implemented indoor scaled drainage testing and three-dimensional (3D) finite element simulations to analyze the seepage behavior of ultra-wide cross-section porous asphalt concrete (PAC) pavement with voids of 18 %, 20 % and 22 %. The seepage water level curves under the rainfall intensity of 0.5, 1, 2, 10, 50 and 100 years recurrence intervals were obtained by scaled test. The Seep3D software was used to analyze the seepage state of the ultra-wide cross-section porous pavement. Results indicated that void ratio was the paramount factor affecting the drainage capacity, which decreasing porosity significantly intensifies roadway surface water depth over 25 %. Water level curves obtained in scaled test showed similar trends to pore water pressure curves in 3D simulation. According to the theory of non-uniform gradual seepage, the pore water pressure can be used to effectively characterize the seepage state inside the porous pavement. Implementing cross drain with 10 m spacing maximally alleviated inundation by 23 %. Spacing intervals of 50 m, 30 m, and 20 m proportionately mitigated peak value by 4 %, 7 % and 12 % respectively.

Unraveling the optimal strategies for asphalt pavement longevity through preventive maintenance: A case study in South Korea

This study provides a comprehensive evaluation of three pavement surface treatments—Re-Ascon, Micro-surfacing, and Fog-seal—aimed at enhancing the longevity of asphalt concrete pavement. Utilizing visual inspection, bearing capacity measurements, and linear regression modeling, this study rigorously assesses the effectiveness of these strategies in real-world road environments. Notably, Re-Ascon emerges as the least damaged method in visual inspection, offering crucial insights into initial pavement conditions. Visual inspections consistently underscore Re-Ascon's outstanding performance in mitigating pavement distress, particularly in addressing cracking. Quantitative analysis using the Surface Curvature Index (SCI) from Falling Weight Deflectometer (FWD) measurements highlights Re-Ascon's superior elastic modulus (E1) and resistance to deflection compared to alternatives. Re-Ascon's 20 % SCI reduction compared to Fog-seal highlights its superior deflection resistance, supported by logarithmic elastic modulus values. Correlation analysis confirms Re-Ascon's resilience, maintaining low SCI even under higher loads and adverse weather conditions. Geographical variations and method-specific influences are revealed through PCI analysis, emphasizing the vital impact of preventive maintenance. The identified PCI threshold of 60 % guides timely interventions for major maintenance, while service life analysis forecasts approximately 3.0, 2.5, and 1.5 years for Micro-surfacing, Re-Ascon, and Fog-seal methods, respectively. In conclusion, this research furnishes critical insights into preventive maintenance methods, advocating a holistic assessment through visual, structural, and predictive perspectives, and emphasizing the need for ongoing research to advance sustainable strategies.

Assessment of Relationship between Asphalt Concrete Pavement Performance Indicators: Pavement Condition Index and RoadRoid based International Roughness Index

Pavement condition assessment is one of the important tasks to be carried out to prioritize maintenance needs of the road. The Pavement Condition Index and International Roughness Index are some of the most widely used and comprehensive indices for the assessment of pavement condition. The maintenance planning is generally carried out in terms of SDI in Nepal which is only a subjective measure so PCI can be used as a more objective indicator than SDI. The PCI is more representative of the overall condition of the pavement surface by considering all forms of distresses. Whereas, IRI, which is a measure of perceived road roughness is mainly concerned with the ride quality and is based on the distresses occurring on the wheel path. The research aimed to develop the correlation between the two indices to look for usability of either of the indices whenever required. For the determination of PCI, visual inspection survey was carried out based on which the distress type, density and severity were quantified. The IRI data was collected with the help of RoadRoid application after calibration and validation using Laser Profiler. The data matching in respective sections was carried out and relationships between the two indices are determined in terms of linear, logarithmic and polynomial models of different degree. The coefficient of determination for polynomial relationship model was found to be the highest with coefficient of determination of 0.7858. All the models presented with negative correlation between the indices indicating the increase in IRI would cause the decrease in PCI value and vice versa.

Investigation of damage and crack characteristics of epoxy modified recycled asphalt mixtures based on a three-dimensional meso-heterogeneous model

Epoxy asphalt has excellent fatigue resistance, making it a valuable addition to recycled asphalt mixtures. However, the lack of sufficient understanding of the cracking mechanism in epoxy-modified recycled asphalt mixtures (EMRAM) hinders its widespread application. The purpose of this paper was to investigate the damage and crack characteristics of EMRAM based on a three-dimensional meso-heterogeneous model. The coarse aggregates were first randomly generated using the secondary Delaunay algorithm. Meanwhile, the fracture parameters of each component material and asphalt-aggregate interface in EMRAM were tested through three-point bending tests and direct shear tests, respectively. Cohesive zone model elements were then inserted at the aggregates, asphalt mastic, and interfaces between different materials to establish a three-dimensional meso-heterogeneous model of EMRAM. Finally, based on the established model, the damage degree of each composition material in EMRAM was quantitatively analyzed to identify the vulnerable aspects of EMRAM during the crack propagation stage. Optimization strategies were proposed accordingly. The results demonstrated that the model established in this study can accurately represent the meso-heterogeneous of EMRAM and effectively simulate its cracking behavior. EMRAM was more susceptible to developing internal damage within the aggregates, followed by relatively noticeable damage at the interface and the internal regions epoxy-modified fine aggregate mastic. The cracking resistance of EMRAM showed a trend of initially increasing and then decreasing with an increase in the volume fraction of coarse aggregates with a size above 4.75 mm. The optimal range for the volume fraction of coarse aggregates in EMRAM was within 35–44 %. The fracture energy of EMRAM was improved by more than 30 % after gradation optimization compared to EMRAM with gradation at the median value of AC20. Within the designed service life, EMRAM durable pavement can save at least 30 % more in economic costs compared to ordinary asphalt concrete pavement.

Optimization of Aggregate Composition of Asphalt Concrete Mixtures to Ensure Maximum Density

high strength and stability of asphalt concrete, but also at ensuring optimal characteristics of its structure.The main principles for the optimization of the grain composition are based on the parameters of the size and shape of thе stone aggregate particles included in the composition of asphalt concrete mixtures. An in-depth analysis of the grain composition helps to achieve an optimal balance between coarse and fine fractions, which in turn ensures the stability and durability of the asphalt concrete pavement. The maximum density of an asphalt concrete mixture plays a key role, influen-cing its physical and mechanical properties and ability to withstand aggressive environmental influences and traffic loads. In addition, the density of the mixture significantly affects its resistance to static and dynamic loads and deformations, which is important for ensuring road safety. The paper provides an analytical review of the basic principles and methodology for determining the grain composition of fine-grained asphaltic concrete mixtures with grain sizes up to 10 mm in order to achieve their maximum density. Both domestic and foreign methods for optimizing mixture design parameters are considered. Based on the consideration of ideal mathematical curves the grain composition, the main regularity for fine-grained asphalt concrete has been established, which has similar parameters to the mathematical Fourier curve. Understanding and practical application of the principles of constructing the grain composition of asphalt concrete mixtures of maximum density not only improves the quality of road construction, but also contributes to a more efficient use of resources, ensuring the stability and durability of the pavement. This leads to a reduction in road maintenance and repair costs, which is an important aspect in the context of the economic efficiency of infrastructure projects. Thus, improving the methods for investigating and controlling the grain composition of asphalt concrete is important for the sustainable development of road construction.

Theoretical substantiation of system for organising preventive treatment of asphalt concrete road pavements

Introduction. Over the past 20 years, the fleet of vehicles in the Republic of Belarus has increased significantly, and, consequently, the intensity of traffic on roads with a proportional increase in wear and tear of their surfaces. The need to protect asphalt concrete pavements from premature destruction dictates the search for new technological solutions. To effectively protect asphalt concrete pavements from the complex effects of water and traffic loads in the autumn-winter and spring-winter periods, the author has developed and implemented one of the options for protecting asphalt concrete pavements of a highway – treating them with a hydrophobic preventive Protekt- 01composition.Materials and methods. The research used theoretical and practical results from the implementation of the developed hydrophobic prophylactic composition.Results. The article presents an overview of the state of the problem of preventing destruction of asphalt concrete pavements abroad and in the Republic of Belarus, an analysis of the measures taken to implement the developed hydrophobic preventive Protekt-01composition at transport infrastructure facilities, and also, based on the data obtained from production testing a ‘System for organizing preventive treatment’ has been proposed, which will be aimed at preventing the beginning and future destruction of the asphalt concrete pavement of highways and will be based on monitoring the technical condition of the control object, planning, organizing, implementing and managing preventive and repair measures using navigation equipment and software that makes it possible to optimize the balance of costs and road surface defects.Originality. Thus, based on the theoretical substantiation and the results of practical implementation of the developed composition, the following are proposed:- method for ensuring the operation of a control system for liquid road-building materials which enables to eliminate overconsumption of the distributed substance;- ‘System for organizing preventive treatment’, which enables to increase the service life of asphalt concrete pavement by 1.2–1.5 times.

ABCD method for determination of low-temperature properties of ordinary and modified binders

Introduction. The active introduction into practice of the system of volumetric and functional design (OFP) is aimed at the large-scale development by the Russian road construction industry of advanced foreign approaches to the technology of designing asphalt concrete pavements (Superpave). One of the fundamental differences between the OFP methodology and the previously established practice of evaluating technical, technological and operational indicators of road construction materials is the introduction of new methods that characterize quantitative indicators with a high degree of accuracy, based on the actual physical, chemical and mechanical properties of the components used. Thus, as methods for assessing the low-temperature properties of bitumen binders, it is proposed to use the bending beam method (BBR), which has proven itself quite well when working with traditional (ordinary) bitumen. However, the natural and climatic conditions of operation of highways in Russia clearly require the use of binders modified with high- and low-molecular compounds, including polymers. In this study, the task of applying the ABCD method to evaluate the low-temperature parameters of ordinary bitumen and polymer-bitumen binders was realized.Materials and methods. Samples of industrial batches of petroleum road viscous bitumen (GOST 33133-2014) and polymer-modified bitumen (GOST R 52056-2003) were used as objects of research. To determine the lowtemperature parameters, an ABCD 8.0 device and an air-cooled climate chamber were used. The study of bitumen binders according to the parameters laid down in the technical requirements of GOST R 58400.11–2019 ‘Automobile roads of general use. Petroleum-based bitumen binders. Method of determining the temperature of cracking using the device ABCD’ was carried out.Results. The values of the cracking temperature for ordinary and modified bitumen binders were determined. It is shown that the low-temperature parameters of polymer-bitumen binders significantly exceed similar properties of oxidized road bitumen.Discussion and conclusions. A comparative analysis of the low-temperature properties of ordinary and modified binders obtained during their determination by the direct method enables to confirm the effectiveness of the methodology developed in GOST R 58400.11-2019 for assessing the performance of binders of various component composition in difficult climatic conditions of Russia. The effectiveness of the domestic second-generation ABCD 8.0 device for direct assessment of the cracking temperature of bitumen binders of variable composition has been confirmed.