## 1 Introduction  
At present, increasing the durability of road asphalt concrete pavements is an urgent task, the solution of which provides a significant economic effect, achieved by increasing the time between repairs as well as the overall service life of roads [1; 2; 3]. The decrease in the strength and stability of road asphalt concrete pavement and the formation of rutting and other defects are caused by the deformation effects of the environment, such as high humidity and seasonal temperature changes [4; 5; 6]. The upper layers of road surfaces are regularly exposed to moisture, which leads to the increased water saturation of asphalt concrete. With prolonged exposure, water penetrates into the pores of asphalt concrete, saturates bitumen, and penetrates through the defective places of bitumen layers to the surface of mineral aggregates. Even more destructive is the effect of water freezing in the pores of asphalt concrete or in the pores of the stone material contained in it. Freezing water, increasing in volume, causes a large amount of stress on the walls of the pores, resulting in micro-cracks that fill with thawing water. These factors contribute to the weakening of structural bonds in asphalt concrete, which leads to the peeling of bituminous films and the destruction of the coating under the influence of vehicles [7; 8; 9; 10; 11; 12; 13]. Modified bituminous binders should be compacted into coatings with the lowest possible water saturation. The development of modified bitumen-mineral compositions that can increase the life of pavements in a sharply continental climate (seasonal temperature fluctuations from \(-40\)\({}^{\circ}\)C to \(+40\)\({}^{\circ}\)C and humidity) with a slight increase in cost is undoubtedly a strategically important task [14; 15; 16]. Numerous studies [17; 18; 19; 20; 21; 22; 23; 24; 25] devoted to the modification of bitumen binders, in order to increase the water resistance of bitumen, are developing mainly in two directions. The first direction is associated with the introduction of amphiphilic compounds of various molecular weight composition into the bitumen composition, which act as adhesive additives that improve the adhesion of bitumen to the surface of the mineral filler. In the role of surface-active substances (surfactants) in asphalt concrete compositions, cationic surfactants, diamines, and polyamines were initially used [26; 27; 28; 29]. In the United States and China, additives such as amines and ammonium salts are widely used [30; 31]. In the last decade, nonionic surfactants (esters of polyoxyethylene alkyphenols OP-7 and OP-10), which are most sensitive to both alkaline and acidic mineral materials, have become widespread [32; 33]. The second direction of research is focused on the introduction of polymer additives, which significantly improve the structural-mechanical and waterproofing characteristics of asphalt concrete due to the formation of a spatial network in the volume of the bituminous binder phase [17; 18; 20; 22; 34; 35; 36; 37]. The effect of increasing water resistance is due to a slowdown in the diffusion of water through a film of bitumen-polymer binders. Currently, the following types of polymers have found application as a polymeric bitumen modifier: elastomers: SB (styrene-butadiene copolymer), SBS (styrene-butadiene-styrene) [28; 37], and NBR (butadiene-nitrite rubber) [38]; thermoplastics: EVA (ethyl vinyl acetate) [39; 40], EMA (ethylene methyl acrylate) [24; 41], APP (atactic polypropylene) [42], and PE (polyethylene) [22; 24]; and thermosetting resins [24]. The compatibility of bitumen with thermoplastic elastomers (DST-30, IST-30), butyl rubber (BR-2045T), and ethylene-propylene rubber (SKEP M-40 and M-60) has been studied. It has been shown that stable polymer bitumen compositions can be obtained using mixtures with paraffin-naphthenic oils [43].