Increasing the Weathering Resistance of Asphalt by Nanomodification

Abstract

The comparative analysis of quality indicators of asphalt concrete and methods of their control is discussed in the present article. Classifications of modifiers for improving the quality of asphalt concrete are given. Novel nanoscale modifier for the improvement the resistance to climatic influences on asphalt is developed. The nanomodifier is based on sols of iron hydroxide and silicic acid. Nanomodification consists in processing of the mineral component by nanomodifier; such processing leads to the formation of nanoscale layer on the surface of the mineral carrier. As a mineral carrier we propose a highly porous mineral diatomite powder. The influence of the nanomodifier on the weathering resistance of asphalt concrete is investigated. Resistance to climatic influences was estimated by loss of strength after one nominal year of exposure. To simulate environmental impacts, an environmental chamber was used. The specimens were held in conditions that correspond to combination of summer and winter climate. One nominal year of exposure included 10 cycles of variable water saturation-drying at a temperature of 20 °C and 10 cycles of freezing-thawing (freezing was performed at –20 °C, thawing – at 20 °C). Saturation-drying and freezing-thawing duration was four hours. It was shown that by means of nanomodification the weathering resistance can be increased by 36 %.

Full text

Increasing the weathering resistance of asphalt by nanomodification
S.S. Inozemtcev
1,a
and E.V. Korolev
2,b
1
129337, Yaroslavskoe, hw, 26, Moscow, Russia
2
129337, Yaroslavskoe, hw, 26, Moscow, Russia
a
inozemcevss@mgsu.ru,
b
korolev@nocnt.ru
Key words: nanomodifier, filler, mineral carrier, surface, asphalt concrete, weathering resistance
Abstract. The comparative analysis of quality indicators of asphalt concrete and methods of their
control is discussed in the present article. Classifications of modifiers for improving the quality of
asphalt concrete are given. Novel nanoscale modifier for the improvement the resistance to climatic
influences on asphalt is developed. The nanomodifier is based on sols of iron hydroxide and silicic
acid. Nanomodification consists in processing of the mineral component by nanomodifier; such
processing leads to the formation of nanoscale layer on the surface of the mineral carrier. As a mineral
carrier we propose a highly porous mineral diatomite powder. The influence of the nanomodifier on the
weathering resistance of asphalt concrete is investigated. Resistance to climatic influences was
estimated by loss of strength after one nominal year of exposure. To simulate environmental impacts,
an environmental chamber was used. The specimens were held in conditions that correspond to
combination of summer and winter climate. One nominal year of exposure included 10 cycles of
variable water saturation-drying at a temperature of 20 °C and 10 cycles of freezing-thawing (freezing
was performed at –20 °C, thawing – at 20 °C). Saturation-drying and freezing-thawing duration was
four hours. It was shown that by means of nanomodification the weathering resistance can be increased
by 36 %.
Introduction
The properties of asphalt concrete depend on temperature since bitumen is typical thermoplastic. At
elevated temperatures the plasticity of asphalt concrete increases. In this case, even small stresses can
lead to deformation of the material, since the grains of the mineral components are connected by semi-
liquid bitumen interlayers. In the elastoplastic state, mineral grains are enclosed by bitumen, which, at
low stresses that do not even exceed the yield stress, has elastic properties, and at high stresses, visco-
elastic properties. When mineral particles are firmly bound by vitreous interlayers of bitumen, asphalt
concrete has elastic-brittle properties. In addition to temperature, asphalt concrete in a road structure is
affected by climatic and natural factors in the form of rain, meltwater, etc. Water penetrating into the
pore space of asphalt concrete weakens the interaction between mineral materials and film of bitumen.
To take into account the main operational factors in accordance with Russian regulatory requirements,
it is necessary to determine the compressive strength of concrete under uniaxial compression in three
states:
– when surface of an asphalt concrete is 50 °C (temperature of a binder is close to the softening
point);
– when surface of an asphalt concrete is 0 °C (when it is possible to form cracks and splits due to
embrittlement of bitumen);
– when surface of an asphalt concrete is 25 °C (when saturation by water is possible; such saturation
may weaken the bond between bitumen and mineral part and lead to rapid damage of pavement [1]).
Compressive strength is a parameter that indicates the maximum permissible stresses at which the
asphalt concrete breaks down. In most cases, destruction of asphalt concrete under stresses occurs on
bitumen. Because of this, the compressive strength depends on strength of the bituminous film. Rate of

the destruction process increases together with the value of the stresses. The presence of viscous and
plastic properties predetermines the dependence of the stresses and deformations on the elapsed time.
Asphalt concrete is also characterized by phenomena called stress relaxation, which is related to the
properties of bitumen and the ambient temperature. Relaxation time is the parameter that is used to
characterize the relaxation processes or reduction of stress level in asphalt concrete. The shear stability
is one of the primary requirements that are imposed on the asphalt concrete that is functioning at
positive temperatures in pavement. The plastic properties of asphalt concrete decreases together with
relaxation time; shear stability of the pavement at high operating temperatures increases together with
relaxation time. The shear stability of asphalt mostly depends on viscoplastic properties of bituminous
films covering the grains of mineral material. Shear stability is usually characterized by various
structural and rheological parameters, such as viscosity and viscous ductility coefficient. These
parameters are also affects the deformational stability of asphalt concrete.
The shear strength of asphalt concrete depends on friction in bitumen films caused by the
displacement of molecules and supramolecular structures of bitumen under stresses. Molecules and
supramolecular structures of bitumen are of different sizes and structures [3...10]. Because of this, the
stress from external forces is perceived by the structural elements nonuniformly, and displacement of
bitumen occurs unevenly. While some structural elements are stationary, others moved to some extent,
and another ones are in the process of moving. Ultimately, all movements of structural elements
depend on intermolecular and surface forces. The thinner the bitumen film, the more the influence of
surface forces, the more the viscosity and less the probability of intra-structural displacements. The
increase in the viscosity of bitumen near the surface of the mineral materials [10, 11] is caused by the
uneven structure of the bitumen films, which is determined by the difference in size and shape of the
structural elements of bitumen (different density, different concentration of asphaltenes).
Destruction of asphalt concrete occurs more intensively when moisture acts. After prolonged contact
with water and grains of the mineral component coated with bitumen, water diffuses under the bitumen
film. The intensity of diffusion depends on the type of mineral material and the adhesive bonds with
bitumen. Bituminous films on mineral materials with a positive surface charge are more water resistant
than on mineral materials with a negative surface charge. When the adsorption layer of water forms, the
surface energy of a solid decrease, and the work of forming new surfaces decreases with deformation
[1]
Water reduces the surface energy of the walls of cracks and weakens the structural bonds at the top
of the crack (the Rehbinder effect) when it penetrates the microdefects of asphalt concrete [1]. The
movement of water in the pores under load leads to uneven distribution of stresses and destruction of
asphalt concrete.
Water resistance of asphalt concrete depends on the density and strength of contact between bitumen
and mineral materials.
Under the influence of solar radiation (IR and UV radiation) and atmospheric oxygen in asphalt
concrete, the physicochemical processes of evaporation of volatile fractions, oxy-polymerization and
poly-oxycondensation of bitumen components proceed irreversibly, which leads to bond breakage and
the formation of free radicals. Bitumen on the surface of grains of mineral material, in comparison with
free bitumen is less mobile, which reduces its reactivity and aging intensity [2].
In winter, the water in the pores of asphalt concrete, when frozen, turns into ice and increases in
volume by 8 ... 9%, this creates a pressure in excess of 200 MPa. Multiple freezing and thawing lead to
the formation of cracks and destruction of asphalt concrete. Frost resistance of asphaltic concrete
depends on the porosity and interaction of bitumen with mineral material. Asphalt concrete is quickly
destroyed if its porosity is high. Also adsorbed water, exerting pasting action on bituminous films
during deformation of asphalt concrete, which increases the destructive effect [10].
The use of quality components, the selection of the composition of asphalt concrete with optimum
porosity and the use of surfactants increases the frost resistance.

Wear resistance of asphalt concrete depends on the density, hardness of mineral materials and
adhesion properties - the strength of the cohesion of grains of mineral particles with bitumen. High
parameters of adhesive properties of bitumen ensure the production of durable asphaltic concrete with
specified quality characteristics. Deterioration asphalt pavement occurs under the influence of frictional
forces when the wheels of the car slip on the surface of the coating. The capillary-porous structure in
the mineral component contributes to the better cohesion of bitumen and the formation of more durable
films, which increases the wear resistance
Thus, the operational properties of asphalt concrete, as a thermoplastic substance, depends on the
properties of bitumen, the properties of the mineral component and the density of the formed rock core.
Control of these parameters allows you to obtain asphalt concrete with specified performance
characteristics.
Experience in the exploitation of asphalt concrete in various climatic zones allows us to formulate a
list of properties, quantitative values, and methods for studying and testing asphalt concrete (table 1)
Table 1. Methods and parameters of quality control of asphalt concrete in various countries
Item
No. Parameters of quality control of asphalt-
concrete mixtures Regulatory documents
Russian Federation
1 Density
GOST (state standards, Russian federation)
12801-98 “Materials based on organic binders for
road and airfield construction. Test methods”;
GOST 9128-2013 “Asphalt concrete mixtures,
polymer-concrete, asphalt concrete, polymer-
concrete for roads and aerodromes. Technical
regulations”
PNS 184-2016 “Automobile road of public use.
Asphalt concrete road mixtures and asphalt
concrete. Technical regulations”
2 The average and true density of the
mineral part (core)
3 Residual porosity
4 Water saturation
5 Swelling
6 Compressive strength at temperature 0
o
C, 20
o
C, 50
o
C
7 Tension strength at cleavage at 0 °C
8 Bending tensile strength and deformation
parameters
9 Shear stability
10 Water resistance
11 Frost resistance
12 Depth of rutting
13 Tilting angle of the rutting curve
14 Limiting strain
15 Deformation according to Marshall
16 Destructive stress according to Marshall
17 Resistance to flow according to Marshall
18 Tearability
19 Residual strength after exposure to
reagents Countries of the European Union
1 Mixture composition EN 13108-1 Bituminous mixtures - Material
specifications - Part 1: Asphalt Concrete;
EN 13108-2 Bituminous mixtures - Material
specifications - Part 2: Asphalt Concrete for very
thin layers;
EN 13108-3 Bituminous mixtures - Material
2 Grading
3 Minimum and maximum porosity
4 Bitumen adhesion and mixture
homogeneity
5 Water resistance according to ITSR

6 Resistance to abrasion when exposed to
studded tires specifications - Part 3: Soft Asphalt;
EN 13108-4 Bituminous mixtures - Material
specifications - Part 4: Hot Rolled Asphalt;
EN 13108-5 Bituminous mixtures - Material
specifications - Part 5: Stone Mastic Asphalt;
EN 13108-6 Bituminous mixtures - Material
specifications - Part 6: Mastic Asphalt;
EN 13108-7 Bituminous mixtures - Material
specifications - Part 7: Porous Asphalt;
EN 13108-8 Bituminous mixtures - Material
specifications - Part 8: Reclaimed asphalt;
EN 13108-20 Bituminous mixtures - Material
specifications - Part 20: Type Testing;
EN 13108-21 Bituminous mixtures - Material
specifications - Part 21: Factory Production
Control
7 Resistance to plastic deformation
8 Reaction to fire
9 Resistance to fuels when used on
aerodromes
10 Resistance to the effects of anti-ice
reagents for aerodrome applications
11 Durability
12 Binder content
13 Requirements for additives
14 Requirements for aerodrome structures
according to Marshall (Marshall stability
(minimum and maximum), Marshall flow
and Marshall coefficient.)
15 Capacity size of pores filled with bitumen
16 Porosity of the mineral core
17 Porosity after compaction with 10
rotations on the Gyrator
18 Inflexibility
19 Resistance to plastic deformations by the
triaxial compression test method EN 13108-1; EN 13108-2; EN 13108-3; EN
13108-4; EN 13108-5; EN 13108-6; EN 13108-7;
EN 13108-8; EN 13108-20; EN 13108-21
20 Resistance to cracking (fatigue)
The United States of America
1 Water resistance ASTM D4867/D4867M-96 Standard Test
Method for Effect of Moisture on Asphalt
Concrete Paving Mixtures;
AASHTO TP 62-03 Standard Method of Test for
Determining Dynamic Modulus of Hot-Mix
Asphalt Concrete Mixtures;
AASHTO T 321-07 (2011) Standard Method of
Test for Determining the Fatigue Life of
Compacted Hot-Mix Asphalt (HMA) Subjected
to Repeated Flexural Bending;
AASHTO T 324 Standard Method of Test for
Hamburg Wheel-Track Testing of Compacted
Hot-Mix Asphalt (HMA);
AASHTO TP 63 Standard Method of Test for
Determining the Rutting Susceptibility of Hot
Mix Asphalt (APA) Using the Asphalt Pavement
Analyzer (APA);
ASTM D6931-12 Standard Test Method for
Indirect Tensile (IDT) Strength of Bituminous
Mixtures;
AASHTO T 283 Standard Method of Test for
Resistance of Compacted Asphalt Mixtures to
Moisture-Induced Damage;
2 Resistance to rutting and fatigue cracking
occurrence
3 Resistance to rutting according to the
Hamburg test
4 Resistance to rutting under the action of
cyclic shear stresses by the Asphalt
Pavement Analyzer method
5 Tensile strength at cleavage
6 Resistance to cracking at low
temperatures
7 Bitumen content
8 Residual porosity
9 Porosity of the mineral part
10 Density
11 Water saturation

AASHTO TP 10 Standard of Method of Test for
Measuring Interfacial Fracture Energy of Hot-
Poured Crack Sealant Using a Blister Test
In different countries, independent criteria systems have been formed, which are used to design
asphalt concrete, but the methodological basis is the same - the formation of a dense structure of
asphalt concrete with the optimum thickness of the bitumen film.
The test methods allow to evaluate the quality of the material and to establish the features of the
process of structure formation, to make changes in the method of designing roads with asphalt concrete
pavement and to increase their technical and economic efficiency.
In our opinion, rational use of an integrated approach that uses lists and values of different countries
(table 2 ... 3).
Table 2. Requirements of the state standard to the properties of asphalt concrete in Russia for II and III
climatic zones
Parameter name
The values of the parameter in accordance with the standard
and type of mixture
Type B
GOST 9128-2009 SMA-20
GOST 31015-2002
Compressive resistance at 50
o
C [MPa],
not less than 1.0 0.65
Compressive resistance at 20
o
C [MPa],
not less than 2.2 2.2
Compressive resistance at 0
o
C [MPa]
not more than 12.0 –
Water resistance, not less than 0.87 0.85
Resistance to cracking [MPa] 3.0...6.5 2.5...6.0
Water saturation [%] 1.5...4.0 1.0...4.0
Porosity of the mineral part [%] 14...19 15...19
Residual porosity [%] – 1.5...4.5
Coefficient of internal friction, not less
than – 0.93
Shear adhesion at 50
o
C [MPa], not less
than – 0.18
Table 3. Requirements of the international standard to the properties of asphalt concrete in the
countries of the European Union
Parameter name
The values of the parameter in accordance with
the standard and type of mixture
Asphaltic concrete (AC)
EN 13108-1 SMA
EN 13108-5
Maximum content of voids [%] 2.0...14.0 3.0...8.0
Minimum content of voids [%] 0.5...6.0 1.5...6.0
Water resistance according to ITSR (Indirect Tensile 60...90 60...90

Strength Ratio) [%]
Minimum value of the degree of filling with bitumen
[%] 50...78 77...92
Maximum value of the degree of filling with bitumen
[%] 50...97 71...86
Apparent porosity [%] 8...18 –
Porosity after compaction with 10 rotations on the
Gyrator [%] 9...14 –
Minimum inflexibility [GPa] 1.5...21.0 –
Maximum inflexibility [GPa] 7...30 –
Resistance to plastic deformations triaxial
compression test method (maximum creep)
[microstrain/n] 0.2...16.0 –
Resistance to cracking (fatigue) 50...310 –
Resistance to abrasion when exposed to studded tires
– index of abrasion [ml] 20...60 20...60
Resistance to rutting (big wheel), maximum
proportional depth of track [%] 5...20 5...20
Resistance to rutting [mm /10
3
revolutions]
0.03...1 0.03...1.0
Resistance to anti-ice reagents (residual strength),
[%] 55...100 55...100
Comparison of Tables 2 and 3 shows that to assess the quality of asphalt concrete properties are
used that characterize the ability of the material to maintain its original properties under operating
conditions. There is no universal method for assessing the operational and climatic effects on asphalt
concrete [12 ... 15]. Modeling of the cyclical effects of weather and climate factors, which have a
negative impact on the road surface, is a promising method. This approach allows modeling the
behavior of the material in the operating environment and predicting the lifetime.
To increase durability, innovative technologies are needed to create new asphaltic concrete with
increased shear stability, resistance to aging, resistance to rutting and climatic influences. Selection of
effective compositions of asphalt concrete should be based on the laws of the change in physical and
mechanical properties from the operating conditions of each component.
Modification by additives is a promising direction in improving the quality and life of asphalt
concrete pavements. Physical activation of bitumen or modification with additives allows controlling
structure formation, improving properties and obtaining the required technical characteristics of
bitumens and asphaltic concrete. Modifying additives are classified according to three main
characteristics: the material composition, functional purpose and the name of the main components,
active substances and chemical compounds (Figure 1).

Figure 1. Classification of modifying additives
According to the material composition, there are mineral, organic, organic-mineral and mineral-
organic. Organic additives, in their turn, are classified according to the structure and size of the
molecules (low molecular weight and high molecular weight) and also according to the classification of
the surface-active substance(SAS) (anionic, cationic and nonionic). The additional classification of
SAS on their solubility has practical value: water-soluble, oil-soluble, water- and oil-soluble.
Additional classification in a subgroup of high molecular weight (polymeric) additives classifies
polymers and polymeric materials by their type: thermoplastic elastomers, thermoplastics, rubbers
(uncured, vulcanizing when mixed with bitumen), crushed rubber, etc.
According to its correct use and its influence on the structure and properties of bitumen, can be
distinguished by several additives: thinning, plasticizing, structuring-plasticizing, adhesive, adhesive-
structuring, etc. According to the name of the main constitutive elements, chemical compounds, and
active components, mineral additives can be asbestic, cindery, cement, calcariferous, limestone,
phosphorus-containing, sulfur-containing, etc.; low molecular weight organic – amine, amide,
Classification of modifying additives
According to the
material composition
According to the correct
use
According to the name of
components
•
mineral
• organic
• organic-mineral
•
mineral
-
organic
•
thinning
• plasticizing
• structuring-plasticizing
• adhesive
• adhesive-structuring
• structuring-adhesive
• structuring
• structuring with
reinforcing effect
• structuring with anti-
ice effect
• activators-deoxidizers
complex emulsifiers
Mineral:
• asbestic
• cindery
• cement
• calcariferous
• phosphorus-containing
• sulfur-containing, etc.
Low molecular weight
organic:
• amine
• amide
• amidoamine
• imidazoline, etc.
High molecular weight
organic:
• polyisobutylene
• divinyl styrene, etc.

amidoamine, imidazoline, etc.; high molecular weight organic (polymeric) - polyisobutylene, divinyl
styrene, etc.
A successful example of modification is the use of nanosciences, which are used as a self-sustaining
additive or a complex modifier component [16 ... 26].
To develop a complex modifier using nanotechnology, it is necessary to take into account the
following efficiency criteria:
1. Technical efficiency, which depends on the level of improvement in the parameters of physical,
mechanical and operational properties.
2. Technological efficiency, which depends on the developed technology of bitumen modification,
the need to modernize the technological chain, the application of additional operations, etc.
3. Economic efficiency, which depends on the appreciation of the production of modified bitumen
and economic benefits.
4. Environmental safety of the technology, which depends on the degree of danger of the
technological process, the materials used and the possible costs to eliminate the negative effects on
human health and the environment.
Methods and Materials
In the course of work construction bitumen BND 60/90 produced by OOO (Limited Liability
Company) “Moskovskiy neftepererabatyivayuschiy zavod” with a softening temperature of 51
o
C and a
brittleness temperature of -20
o
C was used. As a stabilizing additive, Viatop-66 cellulosic fibers were
used to prevent delamination of the stone mastic asphalt concrete mixture. As a fine aggregate, granite
stone crushing screening which is in conformity with GOST (state standard, Russian Federation) 8736
was used. As a coarse aggregate for the production of the stone mastic asphalt concretes, crushed stone,
which meets the requirements of GOST 8267, from the gabbro-diabase of the Karelian deposit of the
settlement Novyiy with the size of fractions from 5 to 20 mm was used. As an aggregate for the
preparation of the asphalt concrete mixture, a non-activated mineral powder of dolomite rock MP-1 for
control compounds and a diatomite powder modified with a nanoscale additive obtained by combining
the iron (III) hydroxide sol and silicic acid sol was used [27…29]. The technique described in [12] was
used to simulate the complex effect of operational-climatic factors on crushed-mastic asphalt concrete.
The samples of SMA (stone mastic asphalt concrete) were subjected to a series of successive cycles of
different effects using the Daihan LCE 6101T climatic chamber. Samples of SMA were placed in a
chamber in which they were exposed to temperature, humidity, ultraviolet and infrared, air convection,
which simulate the influence of climatic factors during 1 conventional year: in the summer - 10 cycles
of water saturation and drying; in winter - 10 cycles of freezing and thawing.
The summer cycle included two stages:
- water saturation of samples at +20
о
С, relative humidity 95 % and exposure to ultraviolet radiation
for four hours;
- Drying of samples at + 20
o
C, relative humidity 0 %, under the influence of ultraviolet and infrared
radiation for four hours.
The winter period also included two stages:
- freezing of samples at –20
o
C and exposure to ultraviolet radiation for four hours;

- thawing of samples at +20
o
С, relative humidity 95 %, under the influence of ultraviolet and
infrared radiation for four hours.
The influence of weather and climate factors was evaluated by the change in the compressive
strength index at a temperature of 20; 50
о
С and tensile strength at cleavage at temperature 0
о
С of
samples of SMA before and after complex influence. The resistance of the PMMA to the complex
effect of weather and climatic factors was evaluated by the coefficient k
cl
, which shows the change in
the strength of the samples after exposure:
(20) (50) ( )
(20) (50) ( )
1
1 100
3
cl cl S
cl cl S
R R R
kR R R
 
 
= − + + ⋅
 
 
 
 
 
  ,
where R
(20),
R
cl(20)
– an index of compressive resistance of samples at a temperature of 20 ° C before and
after the weather and climate impact, respectively, MPa; R
(50),
R
cl(50)
– an index of compressive
resistance of samples at a temperature of 50 °C before and after the weather and climate impact,
respectively, MPa; R
(S),
R
cl(S)
– an index of tensile strength at cleavage at a temperature of 0 ° C before
and after the weather and climate impact, respectively, MPa.
Results and discussion
Weather-climatic factors in the form of precipitation, temperature changes, solar radiation have a
significant impact on the durability of the road surface.
Climatic factors lead to decompaction of the structure of asphalt concrete due to cyclic changes in
temperature, aging of the binder and accumulation of defects.
The increase in the resistance of asphalt concrete to operational and climatic factors is achieved by
controlling the structure formation at the interface between the phases "bitumen-dispersed phase".
Increasing the resistance of asphalt concrete to operational and climatic factors is achieved by the
introduction of hydroxide and iron oxide nanoparticles that regulate the structure formation at the
interface between the phases "bitumen-dispersed phase", the bituminous bitumen film and the decrease
in the aging rate of bitumen by the sorption-desorption of its light fractions by a modifier and blocking
of oxidation processes and polymerization of bitumen.
To increase the durability of crushed-mastic asphalt concrete, the traditional mineral powder was
replaced with porous filler, a modified anhydrous hydroxide an oxide particle. The porosity of the
modified filler provided sorption-desorption of light bitumen fractions, and hydroxide and iron oxide
nanoparticles block the aging process.
The study was performed in PMMA in which 30%, 60% and 100% of the mineral powder were
replaced by nanomodified diatomite. The results of the study of the change in strength parameters after
exposure to weather and climate factors are shown in Figure 1.

Figure 2. Change in strength parameters for different content of nanomodified diatomaceous
Analysis of research results shows that after exposure to weather and climate factors within 1
conventional year, strength indicators are reduced. An increase in the share of substitution of traditional
mineral powder with nanomodified diatomite reduces the sensitivity of crushed-mastic asphalt concrete
to weather-climate factors.
The integral estimation of the structure change of nanomodified and traditional crushed stone-mastic
asphalt concrete (k
cl
criterion values) is presented in table 4.
Table 4 Values of k
cl
for traditional and nanomodified stone mastic asphalt concrete
Parameter name Content of nanomodified diatomaceous (%)
0 30 60 100
Criterion k
cl
1.00 1.05 1.17 1.36
The data obtained show that SMA, in which nanomodified diatomite is used, is more resistant to
weather-climatic factors (by 36.4%). The increase in resistant is explained by the formation of a dense
and strong bitumen film at the interface between the "bitumen-filler" phases and the decrease in the
aging rate of bitumen. Reduction in the rate of aging is achieved by sorption-desorption of its light
fractions by diatomite and blocking the processes of oxidation and polymerization of bitumen when it
interacts with nanoparticles of hydroxide and iron oxide located in the active component.
The obtained data correlate with the results obtained earlier in other studies. Controllable porosity
facilitates the diffusion of bituminous light fractions into the grains of mineral material and subsequent
desorption [30 ... 33]. The presence of ferruginous materials on the surface of grains of mineral filler
increases the resistance of binder aging processes [34].
Conclusions
Nanomodified diatomite in asphalt concrete provides a mechanism for reversible physical
adsorption, which regulates the content of light fractions and reduces the rate of aging of bitumen. This
contributes to the formation of the structure of the material with increased resistance to weather and
climate factors and an increase in the lifetime of the pavement.
Acknowledgment

This work was financially supported by the Ministry of Education and Science (state task
#7.6250.2017/8.9)
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