Asphalt Concrete Research Articles

Properties of PS-modified asphaltic concrete containing waste RHA and de-silted sand

This research evaluated the impact of incorporating waste polystyrene (PS) in bitumen-binder modification for sustainable asphalt, with replacement levels ranging from 5% to 50% by weight. Rice husk ash (RHA) was used as a filler, and de-silted sand served as the fine aggregate, while crushed granite was employed as the coarse aggregate. Various tests, including penetration, viscosity, flash point, fire point, specific gravity, ductility, and the Marshall stability test, were conducted on the asphalt binder. The modified binder's penetration, ductility, viscosity, and specific gravity decreased with increasing PS content, whereas the flash and fire points increased. Stability testing showed that at 10% PS content, the asphalt had properties suitable for heavy traffic (wearing course), with stability, flow, density, air voids, voids in mineral aggregates (VMA), and voids filled with bitumen (VFB) values of 6825 N, 3.33 mm, 2.362 g cm−3, 4.52%, 18.21%, and 75.18%, respectively. Within the 15%–45% PS content range, the modified asphalt met the criteria for medium traffic (binder course). FTIR and SEM analyses confirmed the successful synthesis of PS-modified asphalt, revealing the encapsulation of PS microspheres on the binder’s surface, forming a composite network structure in the asphalt. The study concluded that this modified asphalt, derived from waste materials, could be effectively utilized in constructing asphalt pavement courses. These findings indicate the potential for the developed modified asphalt to serve as an economical road surfacing material while addressing pollution and environmental concerns associated with waste.

Effect of nanowollastonite wastes on bitumen and asphalt mixtures performance

Wollastonite is a neutral mineral with a high modulus of elasticity that is composed of lime and silica in almost equal proportions, and the structure of this mineral is fibrous and needle shaped, which distinguishes it from other minerals. In recent years, extensive research has been conducted on nanomaterials as bitumen modifiers and asphalt mixtures. The effect of morphology and nanoscale waste mineral wollastonite as a bitumen additive on the properties of asphalt mixture was investigated. According to the test findings, the use of nanowollastonite increases the G* sin δ parameter between 2000 and 3700 kPa at room temperature, resulting in a 45% reduction in the fatigue failure factor. Additionally, the rutting factor, G*/sin δ, increases between 3.75 and 4.75 kPa, indicating that the presence of nanowollastonite extends the pavement rutting life by 20% at an optimal concentration of 4% nanowollastonite. The findings demonstrate that waste nanowollastonite can be introduced as a new waste material to enhance the performance of asphalt pavement, considering the shape and size of its nanocomponents. Furthermore, incorporating waste nanowollastonite in the present design of asphalt concrete has a significant impact on reducing energy usage. Encouraging the use of these waste nanoparticles is worthwhile to reduce global energy consumption and pollution.

Comparative analysis of methods for determining asphalt concrete quality indicators in accordance with the current regulatory documents in Ukraine

Problem. Asphalt concrete is the main material used for road pavements. Currently, in Ukraine, the quality of asphalt concrete is assessed using quality indicators, the methods for determining which are presented in the national standard DSTU B V.2.7-319 and in the harmonised European standards of the DSTU EN 12697 series. In recent years, Ukraine has been working on the development of national stan-dards of the DSTU XXXX series «Asphalt mixtures and asphalt concrete. Technical specifications. Part 1 ... 6». One of the main innovations of the standards of this series is the conditions for the simultaneous use of methods for determining the physical and mechanical quality indicators of asphalt concrete in accordance with the methods regulated by national and European regulatory documents. Given that the values of asphalt concrete quality indicators significantly depend on the conditions of their determination, the issue of interchangeability of the methods given in DSTU B B.2.7-319 and the standards of DSTU EN 12697 series is relevant. Goal. The aim of the work was to establish the possibility of simultaneous use of methods for determining the physical and mechanical quality indicators of asphalt concrete according to the methods regulated by national and European regulatory documents. Methodology. To achieve this goal, we compared the methods given in the current DSTU B B.2.7-319 and in the harmonised European standards of the DSTU EN 12697 series. Results. Despite the fundamentally identical approaches to the preparation and testing of asphalt concrete, as described in the national standard DSTU B B.2.7-319 and the harmonised European standards of the DSTU EN 12697 series, there are certain methodological and technological features that affect the results obtained. The main technological factor that differs in these standards is the temperature of both preparation and testing. Therefore, before conducting large-scale experimental studies and publishing the results, it is reasonable to assume that these methods are not interchangeable. Practical value. Based on the analysis, it is advisable to remove from the draft standards of the DSTU XXXX series «Asphalt mixtures and asphalt concrete. Technical specifications. Part 1 ... 6» the requirements for the simultaneous use of the methods given in DSTU B B.2.7-319 and the standards of the DSTU EN 12697 series for the same tests.

ANALISA SISTEM ELEKTRONIK POWER STEERING UNTUK PENGEMBANGAN KENDARAAN LISTRIK FAKULTAS TEKNIK UNRAM

Recenly conventional vehicles use fossil fuels, however these fuels are non-renewable energy sources and their availability in nature is very limited. If they are explored continuously then one day they will run out, so it is very necessary to save and innovate to use these sources. Other renewable energy sources, one of which is electrical energy, where this electrical energy can be generated from various sources such as water, solar, biomass and so on. Besides that, the use of electrical energy for vehicles is currently very relevant because it is environmentally friendly, that is, it does not produce CO or CO2 gas like conventional vehicles, so this energy is known as green energy. Indonesia has the potential to produce electric cars because the availability of nickel is very abundant to be processed into batteries, as a provider or energy storage for electric cars, our country has a very big opportunity to produce electric cars. To make this happen, it is deemed necessary to carry out comprehensive studies such as power steering so that comfort and safety can be achieved. The most suitable power steering is the electric power steering (EPS) type because the energy required comes from the battery. The method applied in this research is an experimental method, by measuring torque requirements on various roads, the roads chosen are asphalt roads, block paving roads and dirt roads. Based on this data, an EPS test bench then created which was able to measure the input and output torque of the EPS and look for the power consumed by the system. Road conditions can cause differences in torque requirements, in block paving road conditions the greatest torque requirement is 2.77 Nm and the smallest occurs in asphalt road conditions at 1.62 Nm. EPS testing shows that it is only loaded up to 25% with an input torque of 1,652 Nm resulting an output torque of 3,924 Nm with an electrical power consumption of 6,31 watts.

Effect of steel slag and aspha-min zeolite on moisture susceptibility and stiffness of asphalt concrete mixes

This study evaluates the laboratory performance of Warm-Mix Asphalt (WMA) containing locally sourced Steel Slag (SS) and limestone (LS), focusing on stiffness and moisture sensitivity. Four asphalt mixes were tested: Hot mix with limestone (HL), hot mix with steel slag (HS), warm mix with limestone (WL), and warm mix with steel slag (WS). The binder used for all mixes was AC 60/70 penetration grade, and Aspha-min served as the warm mix additive.Testing included Marshall Stability, boiling water, indirect tensile strength, moisture-induced damage (TSR), and dynamic modulus. Image Analysis quantified the aggregate-retained coated area after the boiling test. Despite performance differences, all mixes met Egyptian code requirements for asphalt concrete mixes.Visual inspection and image analysis demonstrated the effectiveness of using steel slag to mitigate asphalt mix stripping. The retained coated area for limestone mixes ranged from 60 % to 75 %, while SS mixes exhibited over 95 %. Dynamic modulus tests indicated no significant stiffness difference with SS, and stability increased by 8 % and 14 % with and without the warm additive. Economic study confirmed the feasibility of utilizing SS. In conclusion, combining Aspha-Min and steel slag improves AC mix production and construction processes, offering a sustainable and advantageous option in Egypt.

Enhanced asphalt dynamic modulus prediction: A detailed analysis of artificial hummingbird algorithm-optimised boosted trees

This study introduces and evaluates a novel artificial hummingbird algorithm-optimised boosted tree (AHA-boosted) model for predicting the dynamic modulus (E∗) of hot mix asphalt concrete. Using a substantial dataset from NCHRP Report-547, the model was trained and rigorously tested. Performance metrics, specifically RMSE, MAE, and R2, were employed to assess the model's predictive accuracy, robustness, and generalisability. When benchmarked against well-established models like support vector machines (SVM) and gaussian process regression (GPR), the AHA-boosted model demonstrated enhanced performance. It achieved R2 values of 0.997 in training and 0.974 in testing, using the traditional Witczak NCHRP 1-40D model inputs. Incorporating features such as test temperature, frequency, and asphalt content led to a 1.23% increase in the test R2, signifying an improvement in the model's accuracy. The study also explored feature importance and sensitivity through SHAP and permutation importance plots, highlighting binder complex modulus |G∗| as a key predictor. Although the AHA-boosted model shows promise, a slight decrease in R2 from training to testing indicates a need for further validation. Overall, this study confirms the AHA-boosted model as a highly accurate and robust tool for predicting the dynamic modulus of hot mix asphalt concrete, making it a valuable asset for pavement engineering.

Effects of Test-Specimen Boundary Conditions on the Interpretation of Stress–Strain Results for Hydraulic Asphalt Concrete

Effects of Test-Specimen Boundary Conditions on the Interpretation of Stress–Strain Results for Hydraulic Asphalt Concrete

Pengaruh Kekuatan Aspal Dengan Penambahan Abu Cangkang Kemiri Sebagai Pengganti Filler Pada Lapis AC - WC

West Sulawesi holds great potential in the field of candlenut farming, ranking second in Indonesia by producing 10 tons per year. This has an impact on the large amount of candlenut waste produced, especially in the candlenut shell part. One way to overcome this is to use candlenut shell ash as a substitute for filler in the asphalt layer. The aim of this research is to determine the effect of using candlenut shell ash waste as a filler on the type of Asphalt Concrete - Wearing Course mixture with variations in the addition of 2%, 3% and 4% filler. Apart from that, this research also aims to analyze the effect of using 6.4% asphalt content on the mixture. The research that has been carried out shows that the addition of candlenut shell ash as a filler to the Asphalt Concrete - Wearing Course mixture with an asphalt content of 6.4% is used. The results obtained were that, while the 2% and 3% variations had 4% fulfilled the 2018 General Bina Marga specifications and could be used as a mixture.

Study on the Effect of Asphalt Static Conditions on the Tensile Properties of Acidic Aggregate Hydraulic Asphalt Concrete.

Hydraulic asphalt concrete is known for its excellent seepage control performance and strong deformation resistance. This engineering material has widespread applications in the seepage control structures of hydraulic buildings. Recent projects have investigated the use of acidic aggregates to improve economic efficiency. However, they have also highlighted the weaker adhesion between acidic aggregates and asphalt, which necessitates stringent construction process control. This study investigates the impact of resting conditions on the tensile properties of acidic aggregate hydraulic asphalt concrete. The results of the tensile testing indicate that the storage time significantly affects the performance of asphalt concrete. The tensile strength of the specimens without anti-stripping agents decreased from 1.711 MPa to 0.914 MPa after resting periods of 0, 10, 20, and 30 days. The specimens treated with anti-stripping agents also showed a decrease in tensile strength over time, similar to the trend observed in the previous specimens. Digital specimen simulations indicated a decrease in cohesion between the asphalt and the aggregate from 5.375 MPa to 2.664 MPa after 30 days, representing a reduction of 50.44%. To counteract the effect of the storage time on the bonding between acidic aggregates and asphalt, this study recommends reducing the grading index and maximum size of aggregates, decreasing the coarse aggregate content, and selecting smooth aggregate shapes.

Optimizing the Use of Palm Fiber to Increase Stability and Deformation Resistance in Asphalt Concrete Mixes

Modifying asphalt binder materials with fiber reinforcement is one approach to improving the performance of asphalt concrete mixtures. This research aims to evaluate the effect of optimal palm fiber concentration on strengthening and improving the properties of the mixture and rutting resistance. Test specimens were made with four variations in the composition of a mixture of different palm fiber percentages (0%, 0.4%, 0.6%, and 0.85) with lengths (0.4 cm, 0.6 cm, 0.8 cm, and 1.0 cm) using an optimum asphalt content of 6% to evaluate the properties of the asphalt concrete mixture based on the Marshall Test. In comparison, the rutting indicator was evaluated using a wheel tracking tool with four variations in the percentage of palm fiber to an optimal length of 0.8 cm. The results of the Marshall test research showed that palm fiber increased stability by 6%, with the highest stability at a percentage of palm fiber of 0.6% with a length of 0.8 cm 1210.45 kg, higher than the normal mixture with a stability value of 1142.59 kg, VIM value decreased by 14% compared to the normal mixture and increased the flexibility of the mixture at the optimum percentage composition of palm fiber 0.6% length 8 cm by 4%. Fibre wheel tracking test results show that adding fiber fibers increases the groove and rutting resistance of optimum fiber by 53% with a total deformation value of 0.856 mm, dynamic stability of 5727 passes/mm, and a deformation rate of 0.007/mm/minute. Palm fiber is not strong enough to withstand heat due to a mixing temperature of 150oC and a compaction temperature of 140oC, with a higher risk of fiber damage

Evaluation of warm mix effect in laboratory using a self-developed WMA additive Alube

In response to the problems of high mixing temperatures and energy consumption of polymer-modified asphalt mixtures in road construction, a surfactant-based warm mix additive ‘Alube’ was developed. The warm mix SBS-modified asphalt and its mixture were prepared. Their rheological performance and chemical structure were analysed by the rheological and microscopic tests. The active mixing power (P) of asphalt mixtures were examined by the variable speed mixing (VSM) test. The mixing flowability model was then established to evaluate the warm mix effect. The results indicated that the mixing flowability of asphalt mixtures obeyed the linear Bingham visco-plastic model, and the slope and intercept of the flow straight characterised the mixing viscosity and plastic limit. It is evaluated that 0.7% Alube1 and Evotherm reduced the mixing temperature of SBS-modified asphalt mixture by 14°C and 12°C, respectively. Moreover, Alube1 is suitable for a wide range of applications through warm mix asphalt technology.

Prediction of asphalt concrete energy release rate from Texas Overlay Test using machine learning

This study aimed to apply machine learning (ML) models to predict the energy release rate (ERR) in the Texas Overlay Test (TXOT) for the reflective cracking of asphalt concrete (AC) overlay. The Generalised Finite Element Method model was developed with TXOT experimental results. Subsequently, a TXOT Finite Element database was constructed. Four different cases were formulated, each utilising distinct input variables and the same output variable (i.e. ERR). Five ML models were trained and evaluated for ERR prediction. The model performances were compared across four cases to determine the optimal set of input variables. Shapley Additive exPlanations methods were employed to interpret ML models. The results demonstrated that ML models performed differently across different cases. Artificial Neural Network achieved the highest accuracy in the case which included crack length, crack opening, AC modulus, and sigmoidal function parameters. Therefore, ML models prove to be accurate and reliable for predicting ERR.

Evaluation of Linear Amplitude Sweep data analysis techniques and failure criteria for High Polymer-Modified binders

High Polymer Modified Binders (HiPMBs) have gained attention for their resilience to environmental and traffic stressors, yet their fatigue cracking resistance remains insufficiently explored. Even though the Linear Amplitude Sweep (LAS) test is an AASHTO standardized procedure, various data analysis techniques and failure criteria can be found in the literature. It is unclear whether they produce divergent results and whether any of them provide better insights into bitumen behavior. The research showcased in this paper aimed to assess the factors affecting the evaluation of HiPMBs' fatigue life through the LAS test. Additionally, asphalt concrete was produced with bitumen previously tested and subjected to Push-Pull (PP) fatigue cracking evaluation for direct comparison. Results show significant differences between analysis methods, regardless of the failure criteria applied. The methods that rely on the Viscoelastic Continuum Damage (VECD) analysis were affected by the inaccuracy of the material integrity function fitting. The failure criterion significantly impacts the ability to detect the benefits of the high polymer content, which becomes increasingly noticeable for failure criteria different from those suggested in the AASHTO specification. Meanwhile, the Fatigue Resistance Energy Index (FREI) approach has a great advantage of not being tight to the VECD formulations and was able to capture the differences between the Neat Binders (NBs) and the HiPMBs. As for the corresponding binders' performance on the HMA level, similarities in the ranking were noticed; however, no full agreement was recognized.

Analysis of reflective cracking in asphalt overlaid jointed concrete airfield pavements using a 3D generalized finite element approach

ABSTRACT Asphalt Concrete (AC) overlays are a common strategy for maintaining PCC airfield pavements. However, the movement of joints in the underlying pavement may lead to reflective cracks propagating to the overlay. The problem is highly three-dimensional resulting in mixed mode of cracks due to the aircraft gear loading configurations and underlying concrete pavement joint spacing and design. The development of a 3D model of airfield pavements to predict reflective cracking using Finite Element Method (FEM) and Generalized Finite Element Method (GFEM), is presented in this study. GFEM enrichment strategy and global-local approach are used to achieve efficient framework for developing the models from both computational and user time perspective. Viscoelastic fracture analysis was performed using elastic-viscoelastic correspondence principle. Sensitivity of the domain size, order of approximation and boundary conditions are investigated in the numerical simulations. It is shown that the crack initiation and propagation is a combination of Mode-I (tensile) and Mode-II (shearing) crack opening. The presented models contributes to the mechanistic empirical reflective cracking design algorithm for the FAA pavement design program.

Analysis of the Influence of Velocity Effect on the Indirect Tensile Strength Test Results of Asphalt Concrete

The asphalt mixture AC-20C was compacted by standard method, and the physical and mechanical properties of asphalt concrete specimens were tested. In the test process, the difference of indirect tensile strength is investigated by using different loading rates, so as to evaluate the correlation between the test process and the test results of asphalt mix-ture. The test results show that: when the appropriate loading speed is adopted, the asphalt mixture test can achieve more ideal test results, and different test conditions will produce completely different results, so that the test data are completely distorted. Under the condition of excluding other factors, more real test data can be obtained, so the test should be carried out in strict accordance with the requirements of the specification.

Modified Bitumen Materials from Kazakhstani Oilfield

The oil bitumen BND 90/130, produced at the “LLP SP Caspi Bitum” with the modifier, which consists of copolymer of ethylene with butyl acrylate and glycidyl methacrylate taken in an amount of 0.5–1.6 wt%, and the tire reclaim (4–20 wt%), which is the destructate of mesh elastomers of different chemical nature, was modified; possibility of using the developed bitumen-elastomer binders in road asphalt concrete was justified. Modification of bitumen with a copolymer of ethylene with butyl acrylate and glycidyl methacrylate leads to an improvement in the properties of road bitumen: the softening point, hardness, deformability at low temperatures, elasticity, and adhesion to metal and mineral filler increase. It was shown that ethylene with butyl acrylate and glycidyl methacrylate chemically interacts with the functional groups of bitumen asphaltenes through the epoxy group of glycidyl methacrylate. Analysis of the spectra and group composition indicates an increased content of high molecular weight asphaltenes in the modified bitumen with a slight increase in structuring resins. It has been established that bitumen modified with rubber crumbs of 0.6–1.0 mm in size has high elasticity. The most effective composition of a bitumen-regenerated composite material based on tire reclaim has been determined. In terms of the totality of physicochemical and operational characteristics and comparative cost, the most acceptable is the bitumen-regenerated composition (with a regenerate content of 20%) and is superior in the complex of properties to bitumen modified with an optimal content of ethylene with butyl acrylate and glycidyl methacrylate (1.6%). The technology for modifying bitumen with tire reclaim is less time-consuming, more economically profitable, and environmentally effective, since it utilizes large-tonnage waste of worn-out tires. The resulting bitumen-polymer compositions have a high positive set of properties: softening point, hardness, elasticity, frost resistance, and low-temperature characteristics.

Viscoelastic Analysis of Asphalt Concrete with a Digitally Reconstructed Microstructure.

In the finite element analysis of asphalt concrete (AC), it is nowadays common to incorporate the information from the underlying scales to study the overall response of this material. Heterogeneity observed at the asphalt mixture scale is analyzed in this paper. Reliable finite element analysis (FEA) of asphalt concrete comprises a set of complex issues. The two main aspects of the asphalt concrete FEA discussed in this study are: (1) digital reconstruction of the asphalt pavement microstructure using processing of the high-quality images; and (2) FEA of the asphalt concrete idealized samples accounting for the viscoelastic material model. Reconstruction of the asphalt concrete microstructure is performed using a sequence of image processing operations (binarization, removing holes, filtering, segmentation and boundaries detection). Geometry of the inclusions (aggregate) are additionally simplified in a controlled mode to reduce the numerical cost of the analysis. As is demonstrated in the study, the introduced geometry simplifications are justified. Computational cost reduction exceeds of several orders of magnitude additional modeling error occurring due to the applied simplification technique. Viscoelastic finite element analysis of the AC identified microstructure is performed using the Burgers material model. The analysis algorithm is briefly described with a particular focus on the computational efficiency aspects. In order to illustrate the proposed approach, a set of 2D problems is solved. Numerical results confirm both the effectiveness of the self-developed code and the applicability of the Burgers model to the analyzed class of AC analysis problems. Further research directions are also described to highlight the potential benefits of the developed approach to numerical modeling of asphalt concrete.

АНАЛІЗ ТА УЗАГАЛЬНЕННЯ ІСНУЮЧОГО ДОСВІДУ ЩОДО ЗАСТОСУВАННЯ ТА ВПЛИВУ АРМУЮЧИХ МІКРОВОЛОКОН НА ВЛАСТИВОСТІ АСФАЛЬТОБЕТОНІВ

Introduction. Excessive axle loads and environmental influences cause permanent deformation, cracking, residual deformations in the form of rutting, fatigue and shortening the service life of highways. The use of reinforcing microfibers (fibers) in the asphalt concrete mixture is gaining popularity, as it can improve the mechanical properties of the asphalt concrete layers of the road structure and increase its strength and durability. Problems. Based on the literature analysis, it was established that the use of fiber (fibers) can improve the properties of asphalt concrete. Goal. It consists in the analysis and generalization of the existing experience regarding the use and influence of fiber on the properties of asphalt concrete. Results. An analysis of the experience of using fiber and the influence of fiber on the properties of asphalt concrete, in particular natural fiber, synthetic fiber, glass fiber, metal fiber, and mineral fiber, was conducted. Conclusions. The review highlights the potential benefits of using fiber in an asphalt mixture, including improved stiffness and cracking resistance, reduced rutting, and increased fatigue resistance. However, the effectiveness of fiber in improving the mechanical properties of asphalt concrete is influenced by various factors such as fiber type, content, and distribution. Further research and studies are needed to optimize fiber selection, refine mixture design procedures, improve fiber introduction technologies into the asphalt concrete mixture, and conduct environmental and economic impact assessments.

ДОСВІД ВИКОРИСТАННЯ ЗОЛИ ВИНЕСЕННЯ В ЯКОСТІ НАПОВНЮВАЧІВ В АСФАЛЬТОБЕТОНІ

Introduction. Fly ash is a by-product of electricity generation using coal or other solid fuels. It is a material containing various chemical compounds such as calcium, potassium and sodium oxides. Since fly ash is not a biodegradable material and can have a negative impact on the environment, its use in asphalt concrete is one of the possible ways to reduce waste and improve the environmental situation, as well as reduce the use of natural resources. Problem statement. Road construction with asphalt pavements requires a large number of components of these mixtures. In this regard, the need for scarce carbonate mineral filler is growing. Therefore, it is advisable to consider research aimed at studying industrial by-products, in particular fly ash, in order to use them as mineral fillers for asphalt concrete. Objective. To analyze the existing experience of using fly ash as a mineral filler in the production of asphalt mixtures for further implementation and improvement of environmental safety and performance characteristics of road pavements due to new road construction materials. Materials and methods. Analysis of information sources and experience in the use of industrial waste as mineral filler, study of requirements for materials and their composition.

УТОЧНЕННЯ РОЗРАХУНКОВОГО ЗНАЧЕННЯ МОДУЛЯ ПРУЖНОСТІ АСФАЛЬТОБЕТОНІВ

Introduction. One of the most important characteristics of asphalt concrete that characterizes its properties is the elasticity modulus. The elasticity modulus of asphalt concrete is used in the design of pavement structures to calculate its permissible elastic deflection, under the condition of shear resistance of the working subgrade layer and the layers of non-cohesive materials, as well as bending tensile strength. Problem statement. Today, the calculated value of the elasticity modulus of asphalt concrete is taken in accordance with Handbook No. 2 «Design Characteristics of Asphalt Concrete» [2]. In this Handbook, the calculated value of the elasticity modulus of asphalt concrete is given depending on the bitumen grade, temperature, type of asphalt mixture, and time of load action. Numerical design values of the elasticity modulus of asphalt concrete are provided only for asphalt concrete type B; for other types of asphalt concrete, it is proposed to reduce or increase the design value of the elasticity modulus by the value that depends on the type of asphalt concrete and temperature. Since 2020, a new standard on technical requirements for bitumen has been in force in Ukraine, which brings bitumen grades in line with the European classification [4]. At the same time, in the Handbook No. 2 [2], the calculated value of the elasticity modulus of asphalt concrete is given in accordance with the previous bitumen grades, which necessitates their adjustment.