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CHAPTER 1
INTRODUCTION
1.1 INTRODUCTION
According to a survey India has a road network of over 4,689,842 kilometers in 2013. Being
second largest road network in the world, the quantitative density of India's road network is
similar to that of the United States (0.65) and higher than that of China (0.16) or Brazil (0.20).
India's road network is a mix of modern highways and narrow, unpaved roads, and is being
improved. According to 2011 survey, 54 percent (2.53 million kilometers) of Indian roads were
paved.
In October 2014, India had completed and placed in use recently built 4 or 6-lane highways of
23,000 Km connecting many of its major manufacturing centers, commercial and cultural
centers. After 1999, highway construction rate, across India accelerated, but has slowed in recent
years due to Policy delays and regulatory blocks The National highway Development Project, a
government initiative implemented Major projects. Major projects are also being implemented
by private builders and highway - for example, the Yamuna Expressway between Delhi and Agra
was completed ahead of schedule and within budget, while the KMP Expressway started in 2006
is far behind schedule, over budget and incomplete.
India will need to invest Rs.105.04 trillion on infrastructure projects before 2020 to meet its
economic needs, according to 2009 estimates by Goldman Sachs, a part of which would be in
upgrading India's road network. The Government of India is promoting foreign investment in
road projects. Foreign participation in Indian road network construction has attracted 45
international contractors and 40 design/engineering consultants, with Malaysia, South Korea,
United Kingdom and United States being the largest players.
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1.2 HISTORICAL DEVELOPMENT OF BITUMINOUS MIXES
The history of bitumen mix popularly known as HOT MIX ASPHALT (HMA) has come down a
long road of progress. The first bituminous road was paved in Babylon between 625 and 604
B.C. In United States the first bituminous HMA pavements were laid in Washington, D.C., by
N.B. Abbott in 1868 and C.E. Evans in 1873 and in both projects coal tar was used as a binder.
President Grant selected a group of army engineers to study the use of asphalt on roads in 1876.
According to this group Pennsylvania Avenue in Washington, D.C., to be paved with sheet
asphalt made from Trinidad Lake asphalt. Despite the traffic at the White House that pavement
remained in excellent condition for about 11 years. In the mid-1870s refined petroleum asphalt
made an appearance, and was firstly shipped in barrels from California and later by train.
Originally refined petroleum asphalt was used as an additive, or flux, and was mixed with
Trinidad asphalt to soften it for handling and placing. Firstly it was used in 1874 in the District
of Columbia. Over the producers of rock, natural and sheet asphalt refined petroleum asphalt had
gained its permanent market supremacy by 1910 because the oil companies could manufacture
asphalt cheaper to that mined from the natural deposits in Trinidad Lake and Bermudez Lake.
In 1901 the first asphalt facility to contain virtually all the basic components of those of today,
by Warren Brothers in East Cambridge, Mass.
In addition to cost, flexibility is another feature that makes asphalt superior to concrete.
Maintaining asphalt is also less expensive than maintaining concrete. The superiority of asphalt
pavement over the other paving options is being proved by Contractors, government agencies
and asphalt industry-related associations – such as the National Asphalt Pavement Association
(NAPA), American Association of State Highway and Transportation Officials (AASHTO),
Strategic Highway Research Program (SHRP), Federal Highway Administration (FHWA),
American Society for Testing and Materials (ASTM). Large stone HMA bases are once again
used as effective way to reduce rutting and to provide increased resistance to high frequency and
heavy loads. At high and low temperatures, Asphalt additives are used to increase the stability of
HMA pavements. There is an enormous reduction in maintenance cost because SUPERPAVE,
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performance grade binders and stone matrix asphalt (SMA), which have enhanced the
capabilities of HMA against rutting, provide excellent drainage with open grade surfaces and
long-term durability of the asphalt pavement.
The versatility of asphalt has led to its increased use in other applications, over the last 30 years.
Since HMA provides more comfortable takeoffs and landing hence there acceptance is increased
as airport runways in United States, allow for much faster construction time and dramatically cut
back on runway maintenance. Since HMA mixes standup to heavy static loads therefore these
are used increasingly for freight yards. HMA is also used worldwide as a practical solution to
water storage, flood control, erosion, and conservation problems. Asphalt is successfully used as
a primary liner for both sanitary and hazardous-waste landfills and has been approved by
Environment Protection agency. In California and Washington it is also used as lining in
drinking water reservoirs and fish hatcheries. Meanwhile, the industry continues to benefit from
improvements in design and production. The pavement industry has developed advanced
pavement materials including Bituminous Macadam (BM), Dense Bituminous Macadam (DBM),
Semi Dense Bituminous Concrete (SDBC), Dense Bituminous Concrete, Stone Matrix Asphalt
(SMA) etc till mid-1980s. In beginning of 1997 engineering control system placed on asphalt
pavers have improved conditions for workers at the paving site. Now-a-days Pavements being
engineered to meet a variety of needs that are less noise, greater durability, enhanced skid
resistance, reduced splash and spray in rainy weather, and a smoother ride than ever before. The
asphalt street laid 130 years ago in Newark bore little resemblance to today’s asphalt super
highways
1.3 BITUMEN
Bitumen is a complex material with a complex response to stress. The response of bitumen to
stress is dependent on both temperature and loading time and the degree to which their behavior
is viscous and elastic is a function of both temperature and loading time. At high temperatures or
long loading times, bitumen behaves as viscous liquids whereas at very low temperatures or
short times of loading they behave as elastic (brittle) solids. The more typical conditions in
service result in viscos-elastic behavior. Changing bitumen’s visco-elastic characteristics in
production and in-service temperatures is the main part of most of the WMA technologies.
Bitumen modification with additives and/or reduction of the bitumen viscosity in production and
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paving temperatures allows to reduce the temperature in which bitumen is still workable. For this
reason it is vitally important to have solid knowledge about bitumen properties and their
influence on the visco-elastic behavior of binder in order to determine the right production and
paving temperature and predict asphalts behavior for long term in-service life.
1.3.1 Types of Binders
There are different types of bitumen grades available:
1. VG-10 BITUMEN:
VG-10 is widely used in spraying applications such as tack coat, prime coat etc. It is also
suitable for use in bituminous mixes in very cold climate in lieu of old 80/100 Penetration
grade. It is also used to manufacture Bitumen Emulsion and Modified Bitumen products.
2. VG-20 BITUMEN:
VG-20 is used for paving in cold climate & high altitude regions
3. VG-30 BITUMEN:
VG-30 is primarily used to construct heavy duty Bitumen pavements that need to endure
substantial traffic loads. It is the grade in lieu of old 60/70 Penetration grade. Suitable for use
in moderately high temperature conditions
4. VG-40 BITUMEN:
VG-40 is used in highly stressed areas such as intersections, near toll booths, airport
pavement and truck parking lots in lieu of old 30/40 Penetration grade. Due to its higher
viscosity, stiffer Bitumen mixes can be produced to improve resistance to shoving and other
problems associated with higher temperature and heavy traffic loads.
5. CRMB: (CRUMB RUBBER MODIFIED BITUMEN)
CRMB is produced by the so-called wet process in which crumb rubber is added to hot
bitumen and the mixture is agitated mechanically until there is a “reaction” between the
bitumen and crumb rubber. Improved adhesion and bonding with aggregates, higher
softening point, high flow resistance and higher impact resistance, takes heavy vehicular
traffic etc.
6. PMB: (POLYMER MODIFIED BITUMEN)
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Polymer modified bitumen (PMB) with elastomers is most commonly used with success on
major highways in the developed countries because elasticity in this PMB provides resistance
to both rutting and fatigue cracking. Used for much stressed pavements, high traffic volumes,
high loading, high temperature amplitudes, draining pavements etc.
7. NRMB: (NATURAL RUBBER MODIFIED BITUMEN)
NRMB is a superior mix of bitumen and natural rubber latex. It is superior in quality to
ordinary bitumen in terms of penetration, softening point and elastic recovery. NRMB is not
affected by temperature fluctuations-less bleeding at high temperature and less cracking at
low temperature. Improved skid resistance and more service life are the booster effects along
with prime factors like save fuel, reduces traffic noise pollution and atmospheric pollution.
All this sums up to reduced road maintenance cost.
1.4 CLASSIFICATION OF MIXES
There are 4 types of mixes available according to temperature range these are as follows:
Figure 1: Classification by temperature range (Temperatures, and fuel usage are

approximations)
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• Cold mixes: it is produced with unheated aggregate and bitumen emulsion or foamed bitumen.
Its temperature range is about 0-30 °C
• Half Warm Asphalt: it is produced with heated aggregate at a mixing temperature (of the mix)
range of 70 °C and roughly 100 °C.
• Warm Mix Asphalt: it is produced and mixed at temperature range roughly between 100˚ and
140 °C.
• Hot Mix Asphalt: it is produced and mixed at temperatures range of roughly between 120˚ and
190 °C. The production temperatures of Hot Mix Asphalt depend on the bitumen used.
1.5 BITUMINOUS MIXES (Popularly known as HMA)
Any paved road surfaced with asphalt is called Asphalt pavement. A combination of
approximately 95% stone aggregate, stone dust bound together by bituminous cement, a product
of crude oil is called Hot Mix Asphalt. HMA is obtained by drying the aggregates to remove
moisture and by heating bituminous binder to decrease is viscosity prior to mixing. For virgin
bitumen mixing is performed with the aggregate at about roughly 150 °C and 166 °C for polymer
modified bitumen (PMB). Bitumen is sufficiently hot for performing paving and compaction
operations. In many countries paving is restricted in winters because the compacted base will
cool the bitumen too much before it is able to be packed to the required density hence the paving
is done in summer. HMAC is most commonly used on high traffic pavements such as those on
major highways, racetracks and airfields. For landfills, reservoirs, and fish hatchery ponds HMA
is used as an environmental liner. There are five types of hot bituminous mixes available in India
that are Bituminous Macadam (BM), Dense Bituminous Macadam (DBM), Semi-Dense
bituminous Concrete (SDBC), Dense Bituminous Concrete, Stone Matrix Asphalt (SMA). The
use of Hot‐Mix Asphalt (HMA) provides a fast, efficient and economical construction process
with unsurpassed versatility. It can be accomplished quickly with minimal user delay.
Bituminous pavements provide the greatest advantages for every project condition. HMA is fast,
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efficient and economical but on the other hand it is not environmental friendly. Fumes due to
high temperature are dangerous for workers as well as surrounding society. HMA plant need to
be located outside of the city due to its toxic fumes and high temperature which increases the
cost of transportation and during transportation it is necessary to maintain the minimum
temperature otherwise it can’t be used. High temperature can cause ageing of binder due to
which it cracks before completion of its life resulting in moisture ingress which further
deteriorate the pavement.
1.5.1 Advantage of Hot Mix Asphalt:
The following are the advantages of HMA
1. Economical:
Asphalt is a cost effective choice because it has a lower initial cost than concrete and can
be constructed as a “Perpetual Pavement” resulting in a lower user cost.
2. Recyclable: HMA can be recycled and that is a major advantage of it. Both aggregates as
well as binder can also be reused in a new HMA mix.
3. Ease of Construction: HMA is machine placed and it does not require any time
consuming frame work and steel reinforcement as required in concrete pavement. It can
be immediately opened to traffic. It is less time consuming than concrete pavement when
there is a need of repair.
4. Durable: HMA is durable as compared to concrete because of its flexible nature it is able
to withstand occasional over loads without serious damage.
5. Smoothness: hence HMA is laid in continuous manner that’s why it has no repetitive
joints and provides a smooth texture for a comfortable ride.
6. Less noise during construction: it is proved that less noise is generated on HMA
surfaces. Research in Europe and U.S shows that HMA reduces highway noise by 3 to 5
dB and grater.
7. Glare reduction: The dark color of asphalt reduces glare, it also helps melt ice and snow
in cold weather condition, and provides a high contrast for lane markings.
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8. Safe: asphalt pavements offer high skid resistance values. Also SMA and OGFC mixes
provide safety with reduced splash and spray.
9. Versatile: HMA is versatile in nature and used in many aspects.
1.5.2 Disadvantages of Hot Mix Asphalt:
The following are the disadvantages of HMA
1. Transport problem mix must be +180˚ C when loaded into covered trucks.
2. Wastage- if hot mix cools, it cannot be used
3. Longevity- the mix must be used immediately before it cools
4. Toxicity- is a health hazard due to fumes and toxic gasses emissions.
5. Capital intensive machinery required
6. Binder ageing- due to overheating binder lose some of its volatile compounds which
affect its binding property.
7. Environment degradation- common with wastage / application
8. Geographical location of site can be detrimental to delivery
9. Versatility of Hot mix is limited
1.6 Warm Mix Asphalt
The Bitumen paving industry is constantly in search of technological improvements that will
enhance the material’s performance, increase construction efficiency, conserve resources, and
advance environmental stewardship. Current and impending regulations on greenhouse gas
emissions, fumes/odors and energy conservation are making WMA attractive due to its reduced
asphalt mix production and placement temperatures. The concept of warm mix asphalt (WMA) is
a mean to this end. Warm mix asphalt is produced at a temperatures 20 to 40ºC lower than
typical hot mix asphalt (HMA). There is a strong focus on WMA worldwide and several systems
have been developed to decrease the bituminous mixture temperatures without compromising on
its performance. The objectives of these systems are to obtain full aggregate coating at lower
mixing temperature, obtain density and still achieve equivalent or better performance than HMA
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at ambient temperatures. Full coating is obtained by either reducing the viscosity of the binder or
by using additives that promote complete aggregate wetting at a lower mixing temperature.
Warm mix asphalt systems may be divided into one or a combination of the following
categories: water related techniques (foaming and emulsions), additives (organic or chemical),
binder mixing technologies and synthetic binders. Reduction in energy consumption is the
immediate benefit of producing and placing bituminous mixes at lower. The additional benefits
are reduced greenhouse gas emissions, fumes, and odors generated at the plant and the paving
site etc. Furthermore, the technical benefits may also be substantial including reduction of short
term binder hardening, reduction of mixture tenderness during compaction, possible increase in
percentage of reclaimed asphalt pavement in new asphalt pavement mixes and possible extension
of the construction season. The 20% of energy gains due to the reduction in fuel consumption in
the drying of material when compared to the traditional hot mix manufacturing process. The
reduction of greenhouse gas emissions are in the same magnitude as the energy gains. WMA
unveiled new possibilities such as increased content of recycled asphalt; the environmental gains
are expected to increase. An opportunity of improved performance, efficiency, and
environmental stewardship to achieve global project environmental efficiencies is offered by
WMA.
There are three technologies that have been developed and used in European countries to
produce WMA:
1. Synthetic zeolite called Aspha-Min® is added during mixing at the plant to create a
foaming effect in the binder.
2. A two-component binder system called WAM-Foam® (Warm Mix Asphalt Foam), a soft
binder and hard foamed binder are induced at different stages during plant production.
3. Organic additives such as Sasobit®, a Fischer-Tropsch paraffin wax and Asphaltan B®, a
low molecular weight esterified wax are used.
The Aspha-Min and Sasobit products have been used in the United States. Additional
technologies have been developed and used in the United States to produce WMA are:
4. An asphalt emulsion product called Evotherm™ is used, which uses a chemical additive
technology and a "dispersed asphalt technology" delivery system.
5. Synthetic zeolite called Advera® WMA is added during mixing at the plant to create a
foaming effect in the binder.
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In all these five technologies the production of WMA is by reducing the viscosity of the asphalt
binder at a given temperature. This reduced viscosity of binder allows the aggregate to be fully
coated at a lower temperature than what is required in a conventional HMA production.
However, some of these technologies require significant equipment modifications.
In and around non-attainment areas such as large metropolitan areas that have air quality
restrictions this technology is quite good because of its less emissions, fumes and disturbance to
the surrounding society. The reduction in fuel usage to produce the mix would also have a
significant impact on the cost of transportation construction projects.
However, the benefits of these technologies to the United States in terms of energy savings and
air quality improvements are promising but these technologies need further investigation and
research in order to validate their expected performance and added value. It is important to note
that producing HMA at lower temperatures is the desired product to achieve these benefits, not
the particular technology that is used to produce the WMA mix.
1.6.1 Potential Benefits of WMA:

The following are the benefits of WMA
- Improved workability
- Easier compaction, allows for extended hauls and construction season
- Facilitates night work, especially thin-lift applications using polymer modified asphalt binders
- Reduced binder aging
- Reduce burner fuel consumption
- Lower emissions during production
- Less fumes during handling
- Less plant wear
- Reduce volatile organic compound (VOC) emissions.
1.6.2 Techniques to Produce WMA

In Warm-Mix Asphalt (WMA) technologies the amount of water remaining in the mix is very
small because it operates above 100°C. Various techniques are used to reduce the effective
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viscosity of the binder enabling full coating and subsequent compact ability at lower
temperatures. The most common techniques are:
• Organic additives
• Chemical additives
• Foaming techniques
1.6.3 Organic Additives to the Mix or to the Bitumen

Different organic additives can be used to lower the viscosity of the binder (bitumen) at
temperatures above about 90°C. The organic additives, usually waxes or fatty amides, can be
added either to the mixture or to the bitumen having melting point higher than the expected in-
service temperature otherwise permanent deformation may occur and also to minimize
embrittlement of the binder at low temperatures.
A commonly used additive is a special paraffin wax produced by conversion of natural gas.
Due to these organic additives observed reduction in temperature is 20–30 °C they also improve
the deformation resistance of asphalt.
1.6.4 Chemical Additives

Those techniques which use certain chemical additives which do not change the viscosity of
binder rather act as surfactants and reduce the frictional forces between aggregates and binder at
a range of temperatures, typically between 140 and 85°C. It is therefore possible to mix the
bitumen and aggregates and to compact the mixture at a lower temperature.
Due to these chemical additives observed reduction temperature is about 20 - 30°C.
1.6.5 Foaming Techniques - To Initiate a Foaming Process of the Bitumen

Techniques which uses water for reducing the binder viscosity. Small amount of water is induced
into the hot bitumen by various means. This is done by converting water into steam this increases
the volume of the bitumen and reduces its viscosity for a short period until the material has
cooled. The bitumen behaves as a normal binder when the foam collapses.
The amount of expansion is governed by a number of factors, including the amount of water
added and the temperature of the binder.
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Two commonly used techniques for foaming are:
• Injection foaming nozzles
• Minerals
1.6.6 Environmental Benefits

Energy savings reported on WMA trials ranged from 20 to 35 % at the plant depending on the
WMA system, moisture content of the aggregate and the type/efficiency of the plant. The energy
savings may be equivalent to approximately 1.5 to 2.0 liters of fuel per tonnes of material. The
total energy savings are even greater with recycling. The reduction in greenhouse gas emission is
closely associated with the reduction in energy consumption i.e. 20 to 35 % reductions in CO 2eq,
which translates into approximately 4.1 to 5.5 kg of CO2eq per ton of mix.
Canada consumes approximately 35 to 40 million tonnes of HMA per year; consequently the
potential savings in energy is approximately 65 million litres of fuel, which is equivalent to
2,000 tanker trailer loads of fuel. The reduction in greenhouse gas emissions would be in the
magnitude of 1.8 million tonnes of CO2eq
Lowering the mixing and placement temperatures of bituminous mixes provides enormous gains
in reduction of asphalt fumes. Conservative reports indicate reduction in the magnitude of 30 %
while other more optimistic studies are indicating reductions of up to 90 % behind the paver. The
German BITUMEN Forum mandated several studies in regards to exposure to fumes and
aerosols of bitumen for mastic asphalt and HMA. Studies conducted for the Forum indicate that
exposure for WMA mixed at 130°C may be at least half the typical exposure of HMA mixed at
160°C.
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1.7 WARM MIX CHEMICALS
1.7.1 Zeolites
The zeolites are framework silicates that have large vacant spaces in their structures that allow
space for large cations such as sodium, potassium, barium and calcium and even relatively large
molecules and cation groups such as water. In the more useful zeolites, the spaces are
interconnected and form long wide channels of varying sizes depending on the mineral. These
channels allow the easy movement of the resident ions and molecules into and out of the zeolite
structure. The most well-known use for zeolites is in water softeners. Zeolites are characterized
by their ability to lose and absorb water without damage to their crystal structures. They can
have the water in their structures driven off by heat and other solutions pushed through the
structure. They can then act as a delivery system for the new fluid.
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1.7.2 Aspha-Min (Zeolite)
Aspha-Min is a product of Eurovia Services GmbH, Bottrop, Germany. It is available in a fine

white powdered form in 25 or 50 kg bags or in bulk for silos. It is a manufactured synthetic
zeolite (Sodium Aluminum Silicate), which has been hydro thermally crystallized. The
percentage of water held internally by the zeolite is 21 percent by mass and is released in the
temperature range of 185° - 360° F. By adding Aspha-Min to the mix at the same time as the
binder, a very fine water spray is created
1.7.3 WAM-Foam®
WAM-Foam is a product of a joint venture between Shell International Petroleum Company
Ltd., London, UK and Kolo-Veidekke, Oslo, Norway. In WAM-Foam the binder is formed using
two separate binder components in the mixing stage. By dividing the binder into two separate
components, a soft binder and a hard binder in foam form, lower asphalt mixture production
temperatures can be achieved. The soft binder component is mixed with the aggregate in the first
stage at approximately 110° C to achieve full aggregate coverage. The hard binder component is
mixed in a second stage into the pre-coated aggregates in the form of foam. Rapid evaporation of
water by injecting cold water into the heated hard binder as it is added to the mix produces a
large volume of foam. The hard binder foam combines with the soft binder to achieve the
required final composition and properties of the asphalt product.
1.7.4 Sasobit®
Sasobit is a product of Sasol Wax (formerly Schümann Sasol), South Africa. Sasobit is described
as a modifier or "asphalt flow improver". It is available in form of flakes or powder. Sasobit is a
fine crystalline, long chain aliphatic hydrocarbon produced from coal gasification using the
Fischer-Tropsch (FT) process and is otherwise known as an FT paraffin wax.
Sasol Wax states that the melting point of Sasobit is approximately 98.88°C and is completely
soluble in asphalt binder at temperatures in excess of 115.55° C. It produces a reduction in the
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binder viscosity. This enables production temperatures to be reduced by -7.77° - 12.22° C. At
service temperatures, Sasobit modified asphalts are reported to display an increased resistance to
rutting. In addition Sasol Wax reports improved "compatibility" with an increase in the degree of
compaction for the same roller loading as unmodified asphalt.
Sasol Wax recommends adding Sasobit at 3 percent by weight of the mix to gain the desired
reduction in viscosity and should not exceed 4 percent due to the possible impact on the binder's
low temperature properties
1.7.5 Evotherm™
Evotherm is a product developed by MeadWestvaco Asphalt Innovations, Charleston, South
Carolina. Evotherm uses a chemical additive technology and a "Dispersed Asphalt Technology"
delivery system
MeadWestvaco reports that field testing has demonstrated a 37.77° C reduction in production
temperatures. MeadWestvaco also reports that the decreased production temperatures of the
Evotherm process can lead to plant energy savings of 55 percent; which results in a 45 percent
reduction in CO2 and SO2 emissions, a 60% reduction in NOX, a 41% reduction in total organic
material, and benzene soluble fractions below detectable limits.
1.7.6 Advera® WMA

Advera WMA is an inorganic material it does not change the performance grade of the asphalt
binder. Advera WMA is a product of PQ Corporation, Malvern, PA. It is a manufactured
synthetic zeolite (Sodium Aluminum Silicate) which has 18-21 % of its mass as water entrapped
in its crystalline structure. This water is released at temperatures above 98.88° C. The water is
released when the zeolite contacts the heated asphalt binder which creates a foaming of the
binder in the mix. This amount of water, > 0.05% on the mix, allows improvement in workability
of the asphalt mix, with minor binder volume increase. Production and placement temperatures
are typically 10° C – 21.11° C lower than conventional hot mix asphalt
1.7.7 Asphaltan B®
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Asphaltan B is a product of Romonta GmbH, Amsdorf, Germany. It is available in granular form
in 25 kg bags. Created specifically for "rolled asphalt", Asphaltan B is a mixture of substances
based on Montan wax constituents and higher molecular weight hydrocarbons.
Crude Montan Wax is found in Germany, Eastern Europe and areas of the USA in certain types
of lignite or brown coal deposits that have formed over millions of years by the transformation of
fossilized sub-tropical vegetation that flourished in the Tertiary Period. Wax which once
protected the plant leaves from extremes of climate did not decompose, but instead enriched the
coal. Due to its high stability and insolubility in water, the wax has survived over long geological
time periods. After mining, the Montan Wax is extracted from the coal by means of a toluene
solvent that is distilled from the wax solution and removed with super-heated steam. Romonta
GmbH has a global market share of 80 per cent in the crude mined wax products sector.
1.7.8 Asphaltan A And Romonta

Asphaltan A and Romonta N are Montan waxes with the congealing point at 78° C and 125° C
respectively.It is a hard wax obtained by solvent extraction of certain types of lignite or brown
coal. They have similar effect on asphalt as FT-waxes. The stiffness is increased after cooling,
like with fatty acid amide. They have been used as an additive for mastic asphalt (gussasphalt) in
Germany, because of the possibility to modify consistency of binder and improve adhesion
between binder and minerals. (22; 6)
1.7.9 Licomont BS 100

Licomont BS 100 is a fatty acid amide. Fatty acid amides ate manufactured synthetically by
reacting amines with fatty acids. Typically, the melting point is between 140°C and 145°C and
the solidification range from 135°C to 145° C. According to (6) an addition of 3% to the binder
increases the softening point by 40- 45° C. During the cooling, the fatty acid amides also form
crystals which lend the binder a greater stiffness and penetration is decreased by 10 to 15 1/10
mm. (2)
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1.7.10 Evotherm ET
Evotherm ET (Emulsion Technology) uses a chemical package of emulsification agents and anti-
stripping agent additives to improve aggregate coating, mixture workability and compaction.
Evotherm makes up 30 percent mass of the binder and it decreases the viscosity of the binder at
lower mixing temperatures, which leads to fully coated aggregates at the same temperature. It is
delivered in the form of bitumen emulsion. WMA technologies and description of products 21
Different chemical packages are available for different aggregate types (with different adhesion
agents). The majority of the water in the emulsion flashes off as steam when the emulsion is
mixed with the aggregates. This process reduces the production temperature by 30 percent. (29;
2)
1.7.11 Evotherm DAT

Evotherm DAT (Dispersed Asphalt Technology) is the same chemical package diluted with a
small amount of water which is injected into the asphalt line just before the mixing chamber. It
decreases the viscosity of the binder at lower mixing temperatures, which leads to fully coated
aggregates. This process reduces the production temperature by 30%. (30; 2)
1.7.12 Evotherm 3G
Evotherm 3G it is water-free form of Evotherm. Since this is a relatively new product, there is no
information available about its properties from independent research.
1.7.13 Rediset WMX

Rediset WMX is a combination of cationic surfactants and organic additive based rheology
modifier. It chemically modifies the bitumen and encourages active adhesion that improves the
wetting of aggregates by binder. Other components of the additive reduce the viscosity of the
binder at production temperature. It is in pellet form and does not contain water. By addition of
1.5-2.0% by weight of bitumen, it allows 15-30°C production temperature reduction compared to
HMA. (1)
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1.7.14 Revix
REVIX is a chemical additive, which does not depend on foaming or viscosity reduction for
reducing mixing and compaction temperatures. A variety of surfactants, waxes, processing aids,
polymers, and other materials are used for this technology. It allows about 15-27° C reduction of
temperature compared to similar HMA mixture. (31)
1.7.15 Cecabase RT®

Cecabase is an organic Additive which is liquid at 25°C used as an additive in the production of
the WMA. The Cecabase RT® additive acts at the interface between mineral aggregate and
asphalt, in a similar way that a surfactant acts at an interface between water and asphalt that does
not significantly change the rheological properties of asphalt. The effectiveness of the Cecabase
RT® was demonstrated in a field test, where a production temperature was reduced by up to
27°C yielding a WMA mixture comparable to a typical HMA mixture. CECABASE RT 945 can
be added either in the bitumen storage tank, or directly in line before the drum. CECABASE RT
945 is stable under the temperature of the bitumen.
Commonly used chemicals are Sasobit, Avotherm, Advera, Asphamin
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CHAPTER 2
LITERATURE SURVEY AND POBLEM FORMULATION
2.1 INTRODUCTION
In order to study the past, closely and sparsely related studies in the field of Warm-Mix Asphalt,
literature survey has been carried out. The various journals like Journal of Materials in Civil
Engineering, International Journal of Pavement research And Technology, Journal of Central
South University, Journals of Highway and Transportation Research and Development, Journal
of Indian Road Congress, Journal of Transportation Engineering, Revista EIA etc. have been
referred for this study.
2.2 LITERATURE SURVEY
1) Hurley C. Graham and Prowell D. Brian; “Evaluation of Aspha-Min Zeolite for use in
Warm Mix Asphalt”
Both in SGC and vibratory compactor addition of Aspha-min® improves the compactability of
mixtures. Air void reduction of 0.65 percent was indicated. Improved compaction was noted at
temperatures as low as 88°C. The resilient modulus of an asphalt mix was not affected by the
addition of Zeolite. The addition of zeolite does not have any effect on the rutting potential of an
asphalt mix as measured by the Asphalt Pavement Analyzer. By decreasing mixing and
compaction temperatures the rutting potential can increase, which may be related to the
decreased aging of the binder. There was no evidence that WMA mixes containing Zeolite gains
strength with time as compared to the control mixes. Overall, Aspha-min® zeolite can be readily
added to hot mix asphalt for reducing mixing and compaction temperatures. Reductions in
mixing and compaction temperatures are expected to reduce fuel costs and emissions.
2) Hurley C. Graham and Prowell D. Brian; “Evaluation of Sasobit for use in Warm Mix
Asphalt”
19
Both in SGC and vibratory compactor addition of Sasobit® improves the compactability of
mixtures. Overall reduction in air voids was indicated. Improved compaction was noted at
temperatures as low as 190°F (88°C). The resilient modulus of an asphalt mix was not affected
by the addition of Sasobit®. The addition of Sasobit® does not have any effect on the rutting
potential of an asphalt mix as measured by the Asphalt Pavement Analyzer. By decreasing
mixing and compaction temperatures the rutting potential can increase, which may be related to
the decreased aging of the binder. There was no evidence that WMA mixes containing Sasobit®
gains strength with time as compared to the control mixes. Overall, Sasobit® can be readily
added to hot mix asphalt for reducing mixing and compaction temperatures. Reductions in
mixing and compaction temperatures are expected to reduce fuel costs and emissions. WMA
widen the winter paving window, and facilitate specialized applications, such as airport runway
construction, where rapid opening to traffic is essential.
1). Silva M.R.D. Hugo, Oliveira R.M. Joel, Ferreira I.G. Claudia et all; “Assessment of the
Performance Of Warm Mix Asphalt in Road Pavements” 3
Several processes and products are available to produce warm mix asphalt (WMA). The mixing
and compaction temperatures when compared to hot mix asphalt (HMA) is reduced, ensuring the
necessary performance in the pavement. Due to Lower plant mixing temperatures reduction in
fuel consumption and lower emissions, contributes to diminish health and odour problems and to
decrease costs. In this study author used two commercial additives (Sasobit® and Cecabase®) to
produce WMAs, which were compared with a conventional HMA. Initially, the mixtures were
designed and the amount of additive was selected (based on the binder characterization) and the
mixing temperatures of the WMAs were chosen by means of EN 12697-10 compactability
comparison. Test specimens were collected (both of HMA and WMA) from a road trial for
volumetric composition and mechanical behavior assessment. This study essentially provides a
better understanding of the good performance capabilities of WMA mixtures.
2). Kandhal P S; “Warm Mix Asphalt Technologies: An Overview” 4
20
The Paper describes the WMA technologies developed to this date in Europe and the US, such
as, synthetic zeolite, Sasobit, Evotherm, WAM Foam, LEA, Rediset WMX, REVIX, and Double
Green Barrel together with their laboratory evaluation, if available. It is recommended by the
author to construct WMA demonstration projects in India soon. When compared to Hot Mix
Asphalt (HMA) Warm Mix asphalt (WMA) technology allows the mixing, lay down, and
compaction of asphalt mix at significantly lower temperatures. WMA mixes can be produced at
temperature of 120ºC or lower. (a) Energy savings, (b) decreased emissions and fumes, (c)
decreased binder aging, and (d) extended paving season into the cold winter months and at places
located on high altitudes are some advantages offered by WMA. The last advantage should be
very useful to the Border Roads Organization. India can also earn carbon credits under the Kyoto
Protocol, if WMA is implemented as a replacement for HMA wherever possible, thereby
reducing greenhouse gas.
3). Xiao Feipeng, Zhao Wenbin, Gandhi Tejash, Amirkhanian N. Serji; “Influence of
Antistripping Additives on Moisture Susceptibility of Warm Mix Asphalt Mixtures” 5
The objective of this study was to investigate and evaluate the moisture susceptibility of the
mixtures containing ASA and WMA additives. The experimental design for this study included
the utilizations of one binder source PG 64-22, three ASA additives and control, two WMA
additives and virgin, and three aggregate sources. A total of 36 types of mixtures and 216
specimens were fabricated and tested in this study. The performed properties include indirect
tensile strength ITS, tensile strength ratio TSR, flow, and toughness. The result of the study
indicated that the hydrate lime exhibits the best moisture resistance for WMA mixtures, the
liquid ASA additives can increase the ITS values of the mixtures but the liquid ASA generally
exhibits a weak moisture resistance compared to the hydrate lime regardless of WMA and
aggregate types in this study. The wet ITS values of mixtures containing WMA additives were
lower than that of the mixtures without WMA additives.
4.) Cooper B. Samuel, Mohammad N. Louay, Elseifi A. Mostafa; “Laboratory Performance

Characteristics of Sulfur-Modified Warm-Mix Asphalt” 6
21
In this study the laboratory mechanistic properties of sulfur-modified warm-mix asphalt (WMA)
was compared with conventional asphalt mixtures. Three mixtures were taken, two hot-mix
asphalt (HMA) and one WMA. First mixture used an unmodified asphalt binder classified as PG
64-22, second mixture used a styrene-butadiene-styrene elastomeric modified binder classified as
PG 70-22, and third Mixture was a WMA that incorporated a sulfur-based mix additive and a PG
64-22 binder. A series of tests were performed to evaluate the rutting performance, moisture
resistance, fatigue endurance, fracture resistance, and thermal cracking resistance of the three
mixtures. Results showed that the rutting performance of sulfur-modified WMA was comparable
or superior to conventional mixes prepared with polymer-modified and unmodified asphalt
binders. Result of the modified Lottman test showed that the moisture resistance of the sulfur-
modified mixture was comparable to conventional HMA mixes. sulfur-modified WMA is more
susceptible to cracking than conventional HMA mixes, given its stiff characteristics as shown by
the results of fracture tests. The magnitude of strain induced in the pavement is observed to be
reduced due to higher modulus of sulfur-modified mixtures. Thermal stress restrained specimen
test results showed that the sulfur-modified WMA had greater fracture stress than the polymer-
modified mixture. However, there was no statistical significance between the average fracture
temperatures for the mixes tested
5). Xiao Feipeng, Punith V. S., Putman Bedley, Amirkhanian N. Serji; “Utilization of
Foaming Technology in Warm-Mix-Asphalt Mixtures Containing Moist Aggregates” 7
A laboratory investigation was conducted to find out moisture susceptibility and rutting
resistance of warm-mix asphalt (WMA) mixtures containing moist aggregates by using a
foaming technology. Gyration number, indirect tensile strength (ITS), tensile strength ratio, rut
depths of dry and conditioned specimens, and deformation (flow) were measured for all
mixtures. The experimental design included two aggregate moisture contents (0 and ∼0:5% by
weight of the dry mass of the aggregate), two lime contents (1% and 2% lime by weight of dry
aggregate), one liquid anti-stripping agent (ASA) and non-ASA, three foaming water contents (2,
3, and 4%) with control, and two aggregate sources. In this study a total of 420 samples were
tested from 42 different mixtures. The test results indicated the ITS and rutting resistance is
22
considerably affected by the aggregate source regardless of the foaming water content, ASA, and
aggregate moisture content. It is also seen that the ITS and rut depth of some foamed mixtures
containing moist aggregate satisfies the demand of pavement performance without additional
treatment, although some mixtures need a completely dry aggregate or additional treatments.
Under both dry and wet conditions the mixture with various hydrated lime contents exhibited
similar rutting and moisture resistance. Because of sensitive nature of liquid ASA it is not
recommended to use it in foaming WMA mixtures with moist aggregates, because it is sensitive
to moisture.
6) Liu juanyu, Saboundjian Stephan, Li Peng, Connor Billy, Brunette Bruce; “Laboratory
Evaluation of Sasobit-Modified Warm-Mix Asphalt for Alaskan Conditions” 8
In this paper a systematic laboratory study of both Sasobit modified WMA binders and mixes is
conducted. Author has experimentally evaluated engineering properties of Sasobit-modified
WMA binders and mixes, and the effects of Sasobit addition on the WMA’s performance in
terms of low temperature behavior, rutting resistance, and moisture susceptibility were
investigated. A number of engineering benefits of Sasobit-modified WMAs over conventional
HMA are identified by the results. Low mixing and compaction temperatures, improved
workability and rutting resistance, and insignificant effect on moisture susceptibility are some of
the properties of Sasobit modified WMA observed by the author. These results indicated the
suitability of this WMA technology for central and southeastern regions of the Alaska
Department of Transportation and Public Facilities (AKDOT&PF). WMAs tensile strength
decreases at low temperatures as indicated by indirect tension test results. Author stated that
additional tests at lower temperatures, along with a more complete thermal cracking analysis
need to be performed to obtain a more definitive answer regarding the low temperature
performance of these mixes for the northern region of AKDOT&PF
7). Liu J, Li Peng; “Low Temperature Performance of Sasobit-Modified Warm-Mix

Asphalt” 9
23
In this paper a further assessment focusing on low temperature performance of both Sasobit-
modified WMA binders and mixes are presented. Author conducted a series of binder tests
including bending beam rheometer (BBR), direct tension test (DTT), and asphalt binder cracking
device (ABCD) tests. Indirect tension tests (IDT) of mixtures along with a thermal cracking
analysis were performed to find out the suitability of WMA application for cold-weather
conditions. Tensile strength for both WMA binders and mixtures at low temperatures decreases,
and the cracking temperatures of both WMA binders and mixtures increases with the increase of
Sasobit content. The increase in cracking temperature was very slight it indicates that Sasobit
addition had an insignificant effect on resistance to low temperature cracking. Therefore,
Sasobit-modified WMA is suitable for the Northern Region of the Alaska Department of
Transportation and Public Facilities (AKDOT&PF) without compromising the resistance to low
temperature cracking.
8). Kim Hakseo, Lee Soon-Jae, Amirkhanian N. Serji; “Influence of Warm Mix Additives
on PMA Mixture Properties” 10
In this paper the influence of warm mix additives on polymer-modified asphalt (PMA) mixtures
with respect to engineering properties was investigated. Using two additives (Aspha-min and
Sasobit), two binder sources, and two aggregate sources twelve PMA mixtures (four contro PMA
mixtures and eight warm PMA mixtures) were prepared. Tensile strength ratio (TSR), asphalt
pavement analyzer (APA), resilient modulus, and indirect tensile strength (ITS) after long-term
oven aging are some of the tests conducted by the author. Author stated that (1) the PMA
mixtures containing the additives can satisfy the current Superpave mixture requirements
(including moisture susceptibility and rutting resistance) and (2) no statistical differences existed
between the control and the warm PMA mixtures properties. WMA technologies can be used in
PMA mixes and has no negative effect on the mixture’s engineering properties.
9).Sargand Shad et all; “Field Evaluation of Warm-Mix Asphalt Technologies” 11
24
Aspha-min, Sasobit, and Evotherm are used in three test sections in this study. A control section
was produced so that a side-by-side comparison could be made between WMA and HMA
mixtures. Temperature and emissions were monitored during the production and placement of
the WMA and HMA mixtures. Core samples were obtained from the evaluated sections and were
tested in the laboratory. During first 46 months of service roughness and rutting measurements
were also conducted. When compared to the HMA Mixes the emissions were significantly
reduced during the production and placement of WMA mixtures. Although WMA mixtures were
compacted at much lower temperatures but they achieved higher in-place density than the control
HMA mixture. After 3 months of service the results showed that the WMA mixtures had higher
indirect tensile strength (ITS) than the HMA mixture. The HMA ITS value increased more
rapidly with time than that of the WMA. It is observed from moisture susceptibility test results
that Sasobit and Evotherm mixtures exhibited acceptable resistance to moisture-induced damage.
After 46 months of service performance data indicate that the WMA and HMA sections had
similar International Roughness Index (IRI) values and also no measurable rutting was observed
in any of the test sections.
10). HasanZiari, Hamid Behbahani, Amir Izadi and Danial Nasr; “Long term Performance
of warm mix asphalt vs hot mix asphalt” 12
The fatigue behavior, indirect tensile strength (ITS) and resilient modulus test results for warm
mix asphalt (WMA) as well as hot mix asphalt (HMA) at different ageing levels were calcuated.
Samples were aged artificially in the oven to simulate short-term and long term ageing in
accordance with AASHTO R30 and then compared with unaged specimens.
Based on AASTHO T321 standard beam fatigue testing was performed using beam specimens at
25 °C. Using four-point beam fatigue test Fatigue life, bending stiffness and dissipated energy
for both unaged and aged mixtures were calculated. Using semi-circular bend (SCB) three-point
bending tests were performed specimens at –10 °C and the critical mode I stress intensity factor
KI was then calculated using the peak load obtained from the load–displacement curve. Sasobit
and Rheofalt warm mix asphalt additives have a significant effect on indirect tensile strength,
resilient modulus, fattigue behavior and stress intensity factor of aged and unaged mixtures.
25
11). Lugo Alvarez Eduardo Allex, Pimienta Aaron L.A. et all; “Laboratory Evaluation of
Compactiblity and Performance of Warm-Mix Asphalt” 13
The set of technologies that allow fabrication of asphalt mixtures at lower temperatures than those
specified for conventional hot mix asphalt (HMA) is known as WMA. This temperature reduction leads
to advantages when compared to construction of HMA that include energy savings, reduced emissions,
and safer working conditions. WMA is a relatively new technology and several aspects are still under
evaluation. Some of the aspects including laboratory compactability and its relation to mixture design,
and performance of WMA (i.e., permanent deformation and cracking resistance) fabricated with three
WMA additives, namely Advera®, Sasobit®, and Evotherm®. Corresponding results showed better or
equivalent laboratory compact ability for the WMA, as compared to that of HMA used as reference,
leading to smaller optimum asphalt contents selected based on a specific target density (i.e., 96%). In
terms of performance, inclusion of the WMA additives led to decrease the mixture resistance to
permanent deformation. The mixture resistance to cracking can remain similar or even improve as
compared to that of the control-HMA.
12). Wurst E. James and Putman J. Bradley; “Laboratory Evaluation of Warm-Mix Open
Graded Friction Course Mixtures” 14
The objective of this study was to evaluate the feasibility of warm mix asphalt (WMA)
technologies to produce quality open graded friction course (OGFC) mixtures. The comparison
of Evotherm WMA and foamed WMA mixes with traditional hot mix asphalt (HMA) OGFC
using three primary criteria: drain down, permeability, and abrasion resistance was done. The
results indicated that the fibers could be removed from OGFC mixtures when using the WMA
technologies included in this study. This conclusion was based on the performance evaluation of
the mixtures, which showed that, the permeability of the mix almost doubled when the fibers
were removed. The WMA mixtures without fibers come across typical aged abrasion loss
requirements and the foamed WMA mixtures without fibers performed similarly with regard to
aged abrasion resistance to the HMA mixture with fibers, whereas the HMA mix without fibers
showed lower resistance to abrasion than the WMA mixtures. The enhanced performance of the
mixtures can be attributed to the increased binder film thickness of the WMA mixtures compared
to the HMA mixtures without fibers.
26
13). Chang-fa Al, Boa-Xian Ll et all; “Study of Strength Forming Mechanism and
Influencing Factors of Half Warm-Mix Asphalt” 15
To study the strength forming mechanism and influencing factors of half-warm mix asphalt
(HWMA) , the stability of Marshall samples is tested under different test conditions such as
gradations, asphalt quantities, forming methods, number of compaction passes, maintenance
period, and forms of maintenance. The test results shows that (1) the suspension dense gradation
is satisfactory for early strength of HWMA, and its strength varies with asphalt quantity; (2) the
number of compaction passes and maintenance period are two major external factors influencing
strength forming, and the increase in strength reduces significantly when the number of
compaction passes on both sides’ increases above 130 (The Marshall samples acquire final
strength in 49 days of maintenance.); and (3) both loading and maintenance time significantly
affect the strength forming process. Likewise, the cohesion of the material and internal friction
increase, and the Marshall samples gain strength more rapidly with both the factors. Loading and
maintenance time affect the internal friction and cohesion of the material respectively. This study
provides guidance for design and construction of HWMA.
14). Ali Ayman, Abbas Ala, NazzalMunir, Alhasan Ahmad, Roy Arjun, Powers David;
“Workability Evaluation of Foamed Warm-Mix Asphalt” 16
A new device was designed and fabricated in this study to evaluate the workability of foamed
WMA mixtures and compare it to that of HMA mixtures. Two asphalt binders (PG 70-22 and PG
64-28), two aggregate types (limestone and crushed gravel), and two nominal maximum
aggregate sizes (12.5 and 19.0 mm) were used. Foamed WMA mixtures are more workable than
HMA mixtures, which was attributed to the lower asphalt binder absorption observed for the
foamed WMA mixtures. Water vapor pockets entrapped within the foamed asphalt binder that
keeps the binder slightly expanded and reduces its viscosity are the main factors contributing to
its better workability. Better workability was obtained for PG 64-28 than for PG 70-22, and for
the 12.5-mm nominal maximum aggregate size than for the 19.0-mm nominal maximum
aggregate size both for HMA and WMA. HMA mixtures prepared using crushed gravel had
27
better workability than those prepared using limestone aggregates. Foamed WMA mixtures
prepared using limestone aggregates had better workability than those prepared using crushed
gravel, which indicates that aggregate type affects foamed WMA mixtures differently than HMA
mixtures.
15). MalladiHaritha , Ayyala Dinesh, Tayebali A. Akhtarhusein, Khosla Paul N;

“Laboratory Evaluation of Warm-Mix Asphalt Mixtures for Moisture and Rutting
Susceptibility” 17
In this research study, mixtures using three WMA technologies were prepared - viz. Sasobit,
Advera WMA and the Foamer were evaluated for their moisture susceptibility and permanent
deformation in comparison with an HMA mixture. Both tensile strength ratio (TSR) and asphalt
pavement analyzer (APA) tests were conducted on these mixtures. As shown by the results
moisture-based WMA technologies (Advera and Foamer) are more susceptible to moisture
damage. Rut depths evaluated using APA, even for moisture-conditioned specimens, indicated
WMA performance on par with that of HMA. However, the TSR values does not meet the
specifications, APA test results indicate good potential for the widespread use of WMA.
16). KokVuralBaha and Akpolat Mustafa; “Effects of Using Sasobit and SBS on the
Engineering Properties of Bitumen and Stone Mastic Asphalt” 18
In this study, Sasobit (Sasol wax, Worthdamm, Hamburg) is used in bitumen to increase the
workability as well as efficiency of styrene-butadiene-styrene (SBS)–modified binders. Using
different experimental techniques such as rheological bitumen tests—i.e., dynamic shear
rheometer (DSR), bending beam rheometer (BBR), and hot-mixture performance tests; i.e.,
dynamic creep, fatigue, and toughness index tests the properties of SBS-modified and Sasobit-
modified binders and mixtures were evaluated for their rheological and mechanical
performances. At medium to high temperatures Sasobit improves the effectiveness of SBS
modificaton, although it is not as flexible as SBS at low temperatures. SBS modification is more
effective than Sasobit modification in some cases when used alone. However, a better
performance is achieved when 3% SBS plus 3% Sasobit is used when the two modifiers are
28
mixed in the same binder a better performance is achived, especially in terms of fatigue
performance.
2.3 CONCLUSIONS:
 These studies essentially provides a better understanding of the good performance

capabilities of WMA mixtures.
 The collected performance data indicated that the WMA and HMA sections had similar
International Roughness Index (IRI) values after 46 months of service. In addition, no
measurable rutting was observed in any of the test sections.
 It is observed that Sasobit and Rheofalt warm mix asphalt additives have a significant
effect on indirect tensile strength, resilient modulus, fattigue behavior and stress intensity
factor of aged and unaged mixtures.
 The cohesion of the material and internal friction increase, and the Marshall samples gain
strength more rapidly with both the factors. Loading and maintenance time affect the
internal friction and cohesion of the material, respectively.
 Foamed WMA mixtures exhibited better workability than traditional HMA mixtures.
This was attributed to the lower asphalt binder absorption observed for the foamed WMA
mixtures. Another factor that might have contributed to the improvement in workability
for foamed WMA mixtures is the presence of vapor pockets entrapped within the foamed
asphalt binder that serve to keep the binder slightly expanded and reduce its viscosity.
 In all above stated studies normally 3-4% of sasobit is used.
 WMA additive Rediset is effective in producing the mixtures with high strength at
mixing temperatures of 135° C and 115° C.
 It was observed that only Sasobit® changes the viscosity of the binder, allowing a
reduction of the mixing temperature of about 10ºC for the same viscosity when the
maximum additive content of 4% was used.
 It was also concluded that Cecabase® only acts as surfactant (after the mixture of the
binder with the aggregates) since it does not influence the binder viscosity.
29
 The costs of producing WMAs are similar to those obtained in the production of the
HMA since the costs of the additives are similar to the benefits of the fuel consumption
reduction.
 The warm asphalt additives do not have a significant effect on moisture susceptibility of
the mixes compared with the control mixes.
 WMA mixtures had higher ITS (indirect tensile strength) values than the HMA mixture
after 3 months of service. However, the HMA exhibited the highest ITS value after 46
months.
 The Sasobit modified WMA is suitable for the cold regions for eg: Northern region of
Alaska.
 The dynamic creep test showed that SBS and Sasobit additive mixture was very resistant
against deformations; it also displayed a greatly improved service life compared with that
of the control mixture.
2.4GAPS:
 The evaluation is new, most of the studies have been done abroad need to made more in
our country.
 No specific considerations have been given to different grades of binder.
 There are limited studies which are based SUPERPAVE classification method.
 The studies are not specific to the nature of binder
 Specific studies are needed to evaluate the properties for surface and base course.
30
CHAPTER 3
OBJECTIVES AND METHODOLOGY
3.1 PROBLEM STATEMENT

The problem “An Experimental Study on Effect Of Warm Mixes Using Different Grades Of
Binder on Bituminous Concrete” selected for the purpose of this study may be studied as
follows:-
It shall be a comparative (experimental) study between the normal and warm mix Asphalt.
The chemicals used shall be sasobit and zeolite in different percentage fractions.
3.2 SCOPE OF THE PROPOSED STUDY
The study shall be carried out to observe the effect of mixing of warm mix chemicals on
some of the properties of Bituminous Mixes. The study shall include the determination of
optimum dosage of Sasobit and Zeolite to be mixed with pavement mix. Tests will also be
conducted after blending both types of chemicals and the comparison of properties studied.
Further, the cost benefit analysis shall also be carried out to check the economical viability by
using sasobit vis-à-vis zeolite, their combination and with different grades of pavement mixes.
3.3 OBJECTIVES OF PROPOSED STUDY
The objectives of present study are to include the following aspects:-
1. To compare the various properties of normal vs. warm mix asphalt by Marshall Method
 Marshall stability
 Flow value
 Density
2. To ascertain the effect of changing grade of binder VG-30, CRMB.
3. To study the effect of any change in Optimum Binder Content due to usage of warm mixes
31
4. To make a Cost comparison between Hot mix and Warm mix.
3.4 METHODOLOGY
In order to achieve the proposed objective the following methodology will be adopted:
 Prepare the samples of Bituminous Concrete (BC) using VG- 10, VG-30, CRMB /PMB
from Marshall Method for normal mixes.
 For Normal Mixes:
 For BC we need to find out optimum binder content by Marshall Stability Method using
VG-10, VG-30, CRMB /PMB.
 Find VMA, VFB, Air Void, Stability, Flow value
 For Warm-Mixes:
 Find out the Optimum Binder Content using Sasobit (4%) by Marshall Stability method
with VG-10, VG-30, CRMB /PMB.
The experimental study will be carried out at NITTTR, Chandigarh
32
CHAPTER 4
4.1 GENERAL
It has been tried to reduce a minimum amount of diverse environmental impact of this sector by
using Zeolite chemical in Bituminous Mix. It will be the main measure to provide fume free
environment to the next generation if Warm Mix Asphalt Technology is used as a substitute to
Hot Mix Asphalt Technology. It is observed that the energy saving using Warm Mix Asphalt is
equivalent to approximately 1.5 to 2.0 liters of fume/ tonnes of material. It also seen that
reduction in greenhouse gas emission is closely associated with the reduction in energy
consumption i.e. 20 to 35% reductions in CO2eq which translate into approx. 4.1 to 5.5 kg of
CO2eq /tonne of mix. Furthermore, it will reduce the total air pollutants CO, NO X, S0X and volatile
organic compounds.
The project under study envisaged following problems during its implementation stage:-
 Proportioning different aggregates(20mm, 10mm, 6.7mm, stone dust) for the mix
 Finding specific gravities of different aggregates
 Finding out percentage of bitumen to be added
4.2Material Used
The different material used in the study are aggregates, conventional and modified binders.
Aggregates available in the quarry near Chandigarh was selected. The proportion of
aggregates 19mm, 10mm, 6.7mm, stone dust are 10%, 26%, 16% and 45% respectively. For
this study 3% PPC is used (Ultra-tech having specific gravity 3.13). The types of binder used
in the study are VG 30 as conventional binder and CRMB as modified binder.
33
4.2.1 SPECIFICATIONS OF AGGREGATES
TABLE: 4- 1 PHYSICAL PROPERTIES OF AGGREGATE USED
Physical 19 mm 10 mm Required Values as per
Properties MORTH 5th edition
Sp. Gravity 2.66 2.72 2.6-2.8
Elongation Index, 15.68 14.82

% Combined Elongation
Flakiness index, % 12.21 13.25 and Flakiness Max 30%
Impact value, % 22 20 24% Max
Abration Value 30 28 30 % Max
Crushing Value 20 19 25 Max
Bitumen: I have used 2 different types of binder one conventional binder i.e VG-30 and Modified Binder
i.e CRMB Following are the properties of 2 respective binders-
TABLE 4-2 PHYSICAL PROPERTIES OF BITUMEN
Properties VG-30 Required CRMB 50 Required Test Method
Penetration 50 45 Min 65 <70 IS:1203:1978

Softening Point 48.3 47 Min 55 50 Min IS:1205:1978
Ductility/ 50 40 Min 55 50 Min IS:1208:1978/

elastic IS:SP:53:2002
recovery
Specific Gravity 1.00 1.00 1.01 IS:1202:1978
4.3 MIX DESIGN

Design mix is done using job mix formula according to MORTH Table 500-17. The different
sizes of aggregates, i.e 19mm, 10mm, 6.7mm and stone dust are selected and the sieve
analysis is done to obtain the individual gradation of these aggregates. Then by trial and error
method by using Microsoft excel, the desired gradation for BC as shown in table 4-3. Plain
34
bitumen of grade VG30 and modifier CRMB used for the study and the physical property of
the aggregate should meet the requirement as given in table 4-2.
TABLE 4-3
IS % % % % % % Grading
Sieve passing Passing Passing Passing Passing Passing of Mix
Size Require 20mm 10 mm 6.7 mm S.D / Cement
d Girt
19mm 100 100 100 100 100 100 100
13.2m 79-100 10.1 100 100 100 100 91.01
m
9.5mm 70-88 1 86.4 99.4 100 100 86.468
4.75m 53-71 0 0.6 41.7 99.3 100 54.513
m
2.36m 42-58 0 0 5.8 90.2 100 44.518
m
1.18m 34-48 0 0 3 68.1 100 34.134
m 2
600µ 26-38 0 0 3 51.2 100 26.52
300µ 18-28 0 0 3 36.8 100 20.04
150µ 12-20 0 0 1.7 19.5 100 12.05
75µ 4-10 0 0 1.7 10.4 100 7.952
Ratio 0.1 0.26 0.16 0.45 0.03
4.2.1 Quantity of aggregates used-

According JOB MIX FORMULA quantity of aggregates used are as follows-
 20 mm = 10% of 1200gm = 120gm
 10 mm = 26% of 1200gm = 312gm
 6.7 mm = 45% of 1200gm = 192gm
 Stone dust = 16% of 1200gm = 540gm
 Cement = 3% of 1200gm = 36gm
I have used different % of bitumen which are 5.5118, 5.66, 5.808 and 5.956 in terms of weight
70gm, 72gm, 74gm and 76gm respectively.
35
TABLE 4-4 Correction Factors for Marshall Stability Values:
Volume Thickness Correction
of of Factor
Specime Specimen
n (cm3) (mm)
457-470 57.1 1.19
471-482 68.7 1.14
483-495 60.3 1.09
496-508 61.9 1.04
509-522 63.5 1.00
523-535 65.1 0.96
536-546 66.7 0.93
547-559 68.3 0.89
560-573 69.9 0.80
After applying correction factors the values are as follows:
4.3 CALCULATIONS FOR CRMB AND VG 30

For the design of dense bitumen criteria with the help of MORTH, IS 2316 (part I, II, and V), IS
1202, IS 1203, IS 1208, IS 2386 and IS 1205. I have taken four different percentages of bitumen
with 3 samples of each bitumen content. Total number of samples prepared were 48.
4.3.1 Calculation table for CRMB Normal Mix:
Calculation of different parameters of CRMB Normal Mix sample are as follows:
36
TABLE 4-5- (a) CALCULATION OF DIFFERENT PARAMETERS OF MARSHALL
STABILITY VALUE TEST FOR CRMB NORMAL MIX
Bitumen % 5.5118 5.66 5.808 5.956
Sample no. 1 2 3 1 2 3 1 2 3 1 2 3
Mass of Specimen 1206 1231 1255 1242 1236 1248 1221 1221 1224 1252 1244 1240
in air, Wa, g
Mass of Specimen 686 705 727 714 709 720 694 693 695 705 704 705
in Water, Ww, g
Volume of 550 526 528 528 527 528 527 528 529 547 540 535
Specimen , V, cm3
Density of 2.328 2.341 2.376 2.351 2.342 2.36 2.313 2.312 2.3125 2.285 2.303 2.3149
compacted mix, d,
g/cm3
S.G of mix, ST 2.731 2.731 2.731 2.7365 2.7365 2.7365 2.738 2.738 2.738 2.739 2.739 2.739
TABLE 4-5 (b) CALCULATION OF DIFFERENT PARAMETERS OF MARSHALL

STABILITY VALUE TEST FOR CRMB NORMAL MIX
Bitumen % 5.5118 5.66 5.808 5.956
Density 2.348 2.351 2.346 2.331
Flow value 3.7 4.2 4.25 4.35
Voids in mineral aggregate (VMA)% 17.221 17.268 17.556 18.224
Voids filled with bitumen(VFB) % 75.14 77.05 77.608 76.183
Volume of aggregates , VA% 82.8 82.907 80.769 82.184
Measured stability,(kN) 13.88 13.96 18.01 15.53
Marshall quotient (Stability/ Flow) 3.75 3.32 4.24 3.57
Volume of Bitumen, Vb % 12.941 13.289 13.625 13 .889
37
TABLE 500-11
PROPERTY VALUE*
REQUIRED
Marshall Stability Value, kN 9.0
Flow 2-4
Marshall Quotient (Stability/Flow) 2-5
Air Voids, % 3-5

Minimum Voids in Mineral Aggregates
(VMA) % 11-13
Voids Filled with Bitumen (VFB), % 65-75
* as per MORTH 5th Revision

4.3.2 Calculation table for CRMB Warm Mix
Calculation of different parameters of CRMB Normal Mix sample are as follows:
TABLE: 4-6 (a) CALCULATION OF DIFFERENT PARAMETERS OF MARSHALL

STABILITY VALUE TEST FOR CRMB WARM MIX
Bitumen % 5.5118 5.66 5.808 5.956
Mass of Specimen in air, Wa, gm 1220 1240 1239 1228
Mass of Specimen in Water, Ww, gm 705 711 710 700
Volume of Specimen , V, cm3 515 529 529 528

Density of compacted mix, d, gm/cm3 2.3305 2.344 2.342 2.325
S.G of mix, ST 507.13 509.114 511.094 513.07
TABLE: 4-6 (b) CALCULATION OF DIFFERENT PARAMETERS OF MARSHALL

STABILITY VALUE TEST FOR CRMB WARM MIX
Bitumen % 5.5118 5.66 5.808 5.956
38
Density 2.3305 2.344 2.342 2.325
Flow value 4.05 4.2 4.4 4.55
Volume of aggregates VA% 82.184 82.530 82.33 81.604
Measured stability,(N) 14.56 15.44 21.35 21.23
Volume of Bitumen, Vb % 12.854 13.267 13.602 13 .847
Marshall Quotient (stability//flow) 3.59 3.67 4.85 4.66
39
2.36
2.35
2.35 2.35
2.35
2.34
2.35
2.34
2.34
Density in gm/cm3
2.34
2.33 2.33
2.33 Density
Density WARM
2.33
2.33
2.32
2.32
2.31
5.4 5.5 5.6 5.7 5.8 5.9 6
Percent of Bitumen
Fig.4-1 Variation of Density of HMA and WMA with respect to Bitumen Content
NOTE: Densities of warm mixes was observed to be decreased as compared to hot mixes i.e
from 2.348 to 2.3305, 2.351 to 2.344, 2.346 to 2.342 and 2.332 to 2.325 at binder content 5.5115,
5.66, 5.808 and 5.956 respectively.
40
5
4.55
4.4 4.35
4.5 4.2 4.25
4.05
4 3.7
3.5
3
Flow in mm
2.5
Flow
2 Flow Warm
1.5
0.5
0
5.4 5.5 5.6 5.7 5.8 5.9 6
Percent of Bitumen
Fig. 4-2 Variation of Flow of HMA and WMA with respect to Bitumen Content
NOTE – flow was observed to be increased in warm mixes i.e from 3.7 to 4.05, 4.25 to 4.4, 4.35
to 4.55 at Binder Content 5.5118, 5.808, 5.956 bitumen percentage and remains same at bitumen
% of 5.66.
41
25
21.35 21.23
20 18.01
Marshakk Stabitity in Kg
15.44 15.53
14.56 13.96
15 13.88
Marshall stability
10 Mrashall stability
warm
0
5.4 5.5 5.6 5.7 5.8 5.9 6
Percent of Bitumen
Fig. 4-3 Variation of Marshall Stability value of HMA and WMA with respect to Bitumen
Content
NOTE- Marshall Stability was observed to have increased in warm mixes as compared to hot
mixes i.e from 13.88 to 14.56, 13.96 to 15.44, 18.01 to 21.35, 15.53 to 21.23 at Binder Content
5.5118, 5.66, 5.808 and 5.956 respectively.
42
18.6
18.44
18.4
18.22
18.2
18
17.84
17.8 17.69
Percent VMA
17.6 17.56
17.51
VMA
17.4 VMA warm
17.27
17.22
17.2
17
16.8
16.6
5.4 5.5 5.6 5.7 5.8 5.9 6
Percent of Bitumen
Fig. 4-4 Variation of VMA of HMA v/s WMA with respect to Bitumen Content
NOTE- Percent VMA was observed to have increased in warm mixes as compared to hot mixes
i.e from 17.221 to 17.844, 17.268 to 17.507, 17.556 to 17.692 and 18.223 to 18.437 at Binder
content 5.5118, 5.66, 5.808 and 5.956 respectively.
43
79
78 77.61
77.05 76.89
77
76.18
75.78
76
75.14 75.1
75
Percent VFB
74
VFB
73 VFB warm
72.04
72
71
70
69
5.4 5.5 5.6 5.7 5.8 5.9 6
Percent of Bitumen
Fig. 4-5 Variation of VFB of HMA and WMA with respect to Bitumen Content
NOTE – Percent VFB was observed to be decreased in warm mixes as compared to hot mixes i.e
from 75.14 to 72.035, 77.05 to 75.78, 77.608 to 76.89 and 76.183 to 75.104 at Binder Content
44
83
82.8 82.78
82.8
82.6 82.53
82.47
82.4 82.33
82.18
82.2
Percent Va
82
81.82 Va
81.8 Va warm
81.6
81.6
81.4
81.2
81
5.4 5.5 5.6 5.7 5.8 5.9 6
Percent of Bitumen
Fig. 4-6 Variation of Va of HMA and WMA with respect to Bitumen Content
NOTE- VA was observed to be decreased in warm mixes as compared to hot mixes i.e from 82.8
to 82.184, 82.777 to 82.53, 82.471 to 82.33 and 81.815 to 81.604 at binder content 5.5118, 5.66,
5.808 and 5.956 respectively.
45
14
13.88
13.85
13.8
13.63
13.6
13.6
13.4 13.31
13.27
13.2
precent Vb
Vb
13 12.94 Vb warm
12.85
12.8
12.6
12.4
12.2
5.4 5.5 5.6 5.7 5.8 5.9 6
Prrcent of Bitumen
Fig. 4-7 Variation of Vb of HMA and WMA with respect to Bitumen Content
NOTE- Vb was observed to be decreased in warm mixes as compared to hot mixes i.e from
12.941 to 12.854, 13.306 to 13.287, 13.625 to 13.602 and 13.883 to 13.847 at binder content
46
4.3.3 Calculation table for VG 30 normal mix:
Calculation of different parameters of VG 30 Normal Mix sample are as follows:
TABLE: 4-7 (a) CALCULATION OF DIFFERENT PARAMETERS OF MARSHALL

STABILITY VALUE TEST FOR VG 30 NORMAL MIX
Bitumen % 5.5118 5.66 5.808 5.956
Mass of Specimen in air, Wa, g 1235 1248 1223 1228
Mass of Specimen in Water, Ww, g 713 723 701 703
Density of compacted mix, d, g/cm3 2.3645 2.378 2.343 2.34
S.G of mix, ST 507.827 509.827 511.827 513.827
Bitumen % 5.5118 5.66 5.808 5.956
Density 2.3645 2.378 2.343 2.34

Flow value 4 4.6 4.7 4.8

Marshall quotient (Stability/Flow) 3.75 3.3 3.90 3.80
Volume of Bitumen, Vb % 13.032 13.459 13.608 13.937
TABLE: 4-7 (b) CALCULATION OF DIFFERENT PARAMETERS OF MARSHALL
STABILITY VALUE TEST FOR VG 30 NORMAL MIX
47
4.3.4 Calculation table for VG 30 Warm Mix:
Calculation of different parameters of VG 30 Normal Mix sample are as follows:

TABLE 4-8 (a) CALCULATION OF DIFFERENT PARAMETERS OF MARSHALL
STABILITY VALUE TEST FOR VG-30 WARM MIX
Bitumen % 5.5118 5.66 5.808 5.956

Mass of Specimen in air, Wa, g 1234 1223 1220 1238
Mass of Specimen in Water, Ww, g 706 702 698 706
Density of compacted mix, d, g/cm3 2.336 2.3485 2.337 2.33
S.G of mix, ST 507.827 509.827 511.827 513.827
TABLE 4-8 (b) CALCULATION OF DIFFERENT PARAMETERS OF MARSHALL

STABILITY VALUE TEST FOR VG 30 WARM MIX
Bitumen % 5.5118 5.66 5.808 5.956
Density 2.336 2.3485 2.337 2.33

Flow value 3.9 4.075 4.45 4.95

Volume of Bitumen, Vb % 12.875 13.292 13.573 13.877
Marshall quotient (Stability/Flow) 3.87 3.89 4.91 4.24
48
2.39
2.38
2.38
2.37 2.36
2.36
Density in gm/cm3
2.35
2.35 2.34
2.34 density
2.34 2.34 2.34
Density warm
2.33
2.33
2.32
2.31
2.3
5.4 5.5 5.6 5.7 5.8 5.9 6
Percent of Bitumen
Fig. 4-8 Variation of Density of HMA and WMA with respect to Bitumen Content
NOTE- densities of warm mixes are observed to have decreased in warm mixes as compared to
hot mixes i.e from 2.3645 to 2.336, 2.378 to 2.3485, 2.343 to 2.337 and 2.34 to 2.33 at binder
content 5.5118, 5.66, 5.808 and 5.956 respectively.
49
6
4.95
5 4.7 4.8
4.6
4.45
4 4.08
3.9
4
Flow in mm
3 flow
Flow warm
0
5.4 5.5 5.6 5.7 5.8 5.9 6
Percent of Bitumen
Fig. 4-9 Variation of Flow of HMA and WMA with respect to Bitumen Content
NOTE- flow of warm mix is observed to be decreased as compared to hot mixes i.e 4 to 3.9, 4.6
to 4.075, 4.7 to 4.45 and 4.95 to 4.8 at binder content 5.5118, 5.66, 5.808 and 5.956 respectively.
50
25
21.86
21
20
18.35 18.28
15.88
15.18
15.08 15.18
Marshall Slability in Kg
15
marshall stability
10 Marshall stability warm
0
5.4 5.5 5.6 5.7 5.8 5.9 6
Percent of Bitumen
Fig. 4-10 Variation of Marshall Stability value of HMA and WMA with respect to Bitumen
Content
NOTE- Marshall Stability Value of Warm mix is observed to be increased when compared to
Hot Mixes i.e 1548 to 1612, 1548 to 1620, 1872 to 2188.8 and 1864.8 to 2142 at binder content
51
18.5
18.11
18 17.76 17.76
17.53 17.54
17.5 17.25
17.04
17
Percent VMA
16.5 VMA
15.99 VMA warm
16
15.5
15
14.5
5.4 5.5 5.6 5.7 5.8 5.9 6
Percent of Bitumen
Fig. 4-11 Variation of VMA of HMA and WMA with respect to Bitumen Content
NOTE- VMA of Warm Mixes is observed to have increased when compared to Hot Mixes i.e
17.25 to 17.525, 15.99 to 17.042, 17.54 to 17.755 and 17.76 to 18.11 at binder Content 5.5118,
52
86
84.11
84
82
80
78.49
78
77.58
Percent VFB
78
76.44 76.63
76 75.53 VFB
VFB warm
74 73.47
72
70
68
5.4 5.5 5.6 5.7 5.8 5.9 6
Fig. 4-12 Variation of VFB of HMA and WMA with respect to Bitumen Content
NOTE- VFB of Warm Mixes is observed to have decreased when compared to Hot Mixes i.e
75.53 to 73.466, 84.11 to 78.004, 77.58 to 76.44 and 78.49 to 76.626 at Binder Content 5.5118,
53
84
83.73
83.5 83.38
83
82.69
82.5 82.38 82.37

Percent Va
82.16 82.13
82 81.78 Va
Va warm
81.5
81
80.5
5.4 5.5 5.6 5.7 5.8 5.9 6
Percent of Bitumen
Fig. 4-13 Variation of Va of HMA and WMA with respect to Bitumen Content
NOTE- Va of Warm Mix is observed to be decreased when compared to Hot Mix i.e 83.38 to
82.378, 83.727 to 82.689, 82.366 to 82.155 and 82.131 to 81.78 at binder content 5.5118, 5.66,
54
14.2
14 13.94
13.88
13.8
13.61
13.57
13.6
13.46
13.4 13.29
Percent Vb
13.2
13.03
Vb
13 12.88 Vb warm
12.8
12.6
12.4
12.2
5.4 5.5 5.6 5.7 5.8 5.9 6
Percent of Bitumen
Fig. 4-14 Variation of Vb of HMA and WMA with respect to Bitumen Content
NOTE- Vb of Warm Mix is observed to be decreased when compared to Hot Mix i.e 13.032 to
12.875, 13.459 to 13.292, 13.608 to 13.573 and 13.937 to 13.877 at binder content 5.5118, 5.66,
55
4.4 COST COMPARSION ANALYSIS:
For cost comparison analysis I have gathered data from different hot mix plants:
Fuel used for heating material in one day for Hot Mix = 5.5 to 6 liters/tonne
Material prepared in one day = 200 tonne
Cost of fuel used (furnace oil) = 43 Rs/ liter
Therefore fuel used in one day = 6×200= 1200 liters
Total cost of one day fuel = 1200 × 43 = Rs. 51600/-
As per our study fuel used for Warm Mix = 4.5 liters/ day
Therefor fuel saving in one day = 1.5 liters/ tonne
= 1.5 × 200 = 300 liters
Total money saving in one day = 300 × 43 = Rs 12900/-
For 5.66% of bitumen
Bitumen used in one day (for 200 tonne material/ day) = 11.32 tonne i.e 11320 kg
Warm mix chemical used in one day (1% of the Bitumen) = 113.2 kg
Cost of 100 gm warm mix chemical = Rs 6,500/-
Cost of 1kg warm mix chemical = Rs 25,000/-
Therefore cost of 113.2 kg warm mix asphalt = Rs 28,30,000 /-
From this calculation we have seen that the warm mix chemical is not cost effective at all. The
reason of this may be non-availability of this chemical in India. If cheaper alternative is available
then it can be tried and tested.
56
APPENDIX- I
Marshall Stability test is used in designing and evaluating bituminous paving mixes and is
widely applied in routine test programmes for the paving jobs. The major features of the
Marshall method of designing mixes are to determine the two important properties of strength
and flexibility. Strength is measured in terms of the Marshall’s Stability of the mix which is
defined as the maximum load carried out by a compacted specimen at a standard test temperature
of 60C. This temperature represents the weakest condition for a bituminous in use. The
flexibility is measured in terms of the flow value which is measured by the change in diameter of
the sample in the direction of load application between the start of loading and the time of
maximum load.
Appratus:
Specimen mould assembly- mould cylinders 10 cm diameter and 7.5 cm height, base plate and
extension, Specimen extractor, Compaction hammer having flat circular tamping face 4.5 kg
having a free fall of 45cm, Loading machine, Flow meter, Oven- to heat aggregates and mould,
Hot plate- to heat bitumen and compaction hammer, Water bath, Air bath, Dial type
Thermometer, Mixing Appratus, Balance
Procedure:
Dry the aggregates at 105 -110 °C, measure a total quantity of 1200gm of aggregates according
to the mix, heat the tray, aggregates and binder to specified temperature then dry mix the
aggregate blend thoroughly, add required amount of bitumen, mix rapidly in the heated pan until
aggregate is thoroughly coated under specific temperature. Return the mixture to the oven and
reheat to the compacting temperature, clean the mould assembly and heat it to a temperature
between 94 °C to 149°C also heat the face of compacting hammer. Apply grease on the inner
sides of mould, place filter paper at its bottom and transfer the whole mix carefully into the
mould. Spade the mix rapidly 25 times with heated trowel. Compact by applying 75 blows with
heated face of hammer. Remove the collar and invert the mould, replace collar and compact the
57
reverse sample. Remove the base plate and collar and extract the specimen carefully. Allow the
sample to stand overnight. Prepare at least 2 or 3 samples each. Determine the mass of the
sample in air and water.
TEST PROCEDURE
Heat the specimen at 60 °C either in water bath for 30-40 minutes or in an oven for a minimum
of 2 hours. Clean the inside surface of breaking segments and lubricate the guide roads, so that
upper test had slides freely over them. Remove the specimen from the water bath or oven and
place the specimen in the lower segment of breaking head. Then place the upper segment and
firmly secure the sample. Place the complete assembly in position on the testing machine.
Position the flow meter over one of the guide roads and adjust it to read zero while holding the
sleeves firmly against the upper segment of the breaking head. Applied load to the specimen at a
constant rate of 5cm /min until the maximum load reading is obtained. When specimen start
bulging out the dial gauge gives reverse reading, the reading just before the reverse reading is the
maximum load reading. Maximum load will be the reading multiplied with the load factor of 3.6
in kg. Record the maximum load reading. At the same instant obtain flow as recorded on the
flow meter in units of mm.
58
REFERENCES
(Reports/journals/papers)
1) Hurley C. Graham and Prowell D. Brian; “Evaluation of Aspha-Min Zeolite for use in
Warm Mix Asphalt” NCAT report 2005-06, June 2005.
2) Hurley C. Graham and Prowell D. Brian; “Evaluation of Sasobit for use in Warm Mix
Asphalt” NCAT report 2005-06, June 2005.
1).You Zhanping, Goh S. W, Dai Qingli;(2011)“Laboratory Evaluation of Warm Mix Asphalt:

Final Report Michigan Technological University”
2). EAPA Position Paper; (2010)“The Use of Warm Mix Asphalt”
3). Silva M.R.D. Hugo, Oliveira R.M. Joel, Ferreira I.G. Claudia et all; “Assessment of the
Performance Of Warm Mix Asphalt in Road Pavements” International Journal of Pavement
Research And Technology, May’ 2010, Vol. 3, No. 3, pp 119-127.
4).Kandhal P S; “Warm Mix Asphalt Technologies: An Overview” Journal of Indian Road

Congress, July-September’ 2010, pp 143-152.
5).Xiao Feipeng, Zhao Wenbin, Gandhi Tejash, Amirkhanian N. Serji; “Influence of

Antistripping Additives on Moisture Susceptibility of Warm Mix Asphalt Mixtures” Journals Of
materials In Civil Engineering, October’ 2010, Vol. 22, No. 10, pp 1047-1055.
6).Cooper B. Samuel, Mohammad N. Louay, Elseifi A. Mostafa; “Laboratory Performance

Characteristics of Sulfur-Modified Warm-Mix Asphalt” Journal of Materials in Civil
Engineering, September’ 2011, Vol. 23, No. 9, pp 1338-1345.
7). Xiao Feipeng, Punith V. S., Putman Bedley, Amirkhanian N. Serji; “Utilization of
Foaming Technology in Warm-Mix-Asphalt Mixtures Containing Moist Aggregates” Journal Of
Materials In Civil Engineering, Sepetmber’ 2011, Vol. 23, No 9, pp 1328-1337.
8).Liu juanyu, Saboundjian Stephan, Li Peng, Connor Billy, Brunette Bruce; “Laboratory
59
Evaluation of Sasobit-Modified Warm-Mix Asphalt for Alaskan Conditions” Journal of
Materials in Civil Engineering, November’ 2011, Vol. 23, No. 11, pp 1498-1505.
9). Liu J, Li Peng; “Low Temperature Performance of Sasobit-Modified Warm-Mix Asphalt”

Journals of Materials in Civil Engineering, January’ 2012, Vol. 24, No. 1, pp 57-63.
10). Kim Hakseo, Lee Soon-Jae, Amirkhanian N. Serji; “Influence of Warm Mix Additives
on PMA Mixture Properties” Journal of Transportation Engineering, August’ 2012, Vol. 138,
No. 8, pp 991-997.
11). Sargand Shad et all;“Field Evaluation of Warm-Mix Asphalt Technologies” Journals of

Materials in Civil Engineering, November’ 2012, pp 1343-1349.
12). HasanZiari, Hamid Behbahani, Amir Izadi and Danial Nasr; “Long term Performance
of warm mix asphalt vs hot mix asphalt” Journal of Central South University (2013), pp 256-
266.
13).Lugo Alvarez Eduardo Allex, Pimienta Aaron L.A. et all; “Laboratory Evaluation of
Compactiblity and Performance of Warm-Mix Asphalt” 2013 Revista EIA, Vol. 10, No. 19, pp
111-121.
14).Wurst E. James and Putman J. Bradley; “Laboratory Evaluation of Warm-Mix Open

Graded Friction Course Mixtures” Journal of Materials in Civil Engineering, March’ 2013, Vol.
25, No. 3, pp 403-410
15).Chang-fa Al, Boa-Xian Ll et all; “Study of Strength Forming Mechanism and Influencing
Factors of Half Warm-Mix Asphalt” Journals of Highway and Transportation Research and
Development (2014) Vol. 8, No. 3, pp 1-6.
16).Ali Ayman, Abbas Ala, NazzalMunir, Alhasan Ahmad, Roy Arjun, Powers David;
“Workability Evaluation of Foamed Warm-Mix Asphalt” Journals Of Materials In Civil
Engineering, June’ 2014, Vol. 26, No. 6.
60
17).MalladiHaritha , Ayyala Dinesh, Tayebali A. Akhtarhusein, Khosla Paul N; “Laboratory
Evaluation of Warm-Mix Asphalt Mixtures for Moisture and Rutting Susceptibility” Journals Of
Materials In Civil Engineering, August’ 2014.
18).KokVuralBaha and Akpolat Mustafa; “Effects of Using Sasobit and SBS on the
Engineering Properties of Bitumen and Stone Mastic Asphalt” Journal of Materials In Civil
Engineering, 2015.
(IS Codes)
19). MORTH: Specification of road and bridge: design of bituminous mixes.
20). ASTM D6927 (American Society for Testing and Materials): Test Method for Marshall
Stability and Flow of Bituminous Mixtures
21). IRC:SP:101‐2014 “Interim Guidelines for Warm Mix Asphlalt”
*
(The mix design for dense graded bituminous mixes using warm mix shall be done in the
same manner as used for conventional bitumen as per IRC 111 (2009).)
22). IS: 73:2013 “Paving Bitumen Specification (4th Revision)”
23). IRC: SP: 053 “Guidelines on use of Modified Bitumen in Road Construction”
24). IS: 15462:2004 “Polymer and Rubber Modified Bitumen Specifications”
25). IS: 2386 (Part I & Part II) “Method for Test for aggregates for Concrete”
26). IS: 1201 to 1220: 1978 “Method for Testing Tar & Bituminous Materials”
27). IRC: 111:2009 “Aggregate Grading and Bitumen Content”
Web Sites:
1). http://www.fhwa.dot.gov/pavement/asphalt/wma.cfm
2). en.wikipedia.org
3). www.asphaltpavement.org
4). http://ascelibrary.org
5). http://irc.org.in
6). www.hydroasphalt.co.za
61
7). www.springer.com
8). www.wrbailey.com
62

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CHAPTER 1

There are different types of bitumen grades available:

1.4 CLASSIFICATION OF MIXES

Figure 1: Classification by temperature range (Temperatures, and fuel usage are

1.5 BITUMINOUS MIXES (Popularly known as HMA)

1.5.1 Advantage of Hot Mix Asphalt:

The following are the advantages of HMA

1.5.2 Disadvantages of Hot Mix Asphalt:

The following are the disadvantages of HMA

1.6 Warm Mix Asphalt

1.6.1 Potential Benefits of WMA:

1.6.2 Techniques to Produce WMA

1.6.3 Organic Additives to the Mix or to the Bitumen

1.6.4 Chemical Additives

1.6.5 Foaming Techniques - To Initiate a Foaming Process of the Bitumen

1.6.6 Environmental Benefits

Aspha-Min is a product of Eurovia Services GmbH, Bottrop, Germany. It is available in a fine

1.7.6 Advera® WMA

1.7.8 Asphaltan A And Romonta

1.7.9 Licomont BS 100

1.7.11 Evotherm DAT

1.7.13 Rediset WMX

1.7.15 Cecabase RT®

Commonly used chemicals are Sasobit, Avotherm, Advera, Asphamin

2.2 LITERATURE SURVEY

2). Kandhal P S; “Warm Mix Asphalt Technologies: An Overview” 4

4.) Cooper B. Samuel, Mohammad N. Louay, Elseifi A. Mostafa; “Laboratory Performance

7). Liu J, Li Peng; “Low Temperature Performance of Sasobit-Modified Warm-Mix

9).Sargand Shad et all; “Field Evaluation of Warm-Mix Asphalt Technologies” 11

15). MalladiHaritha , Ayyala Dinesh, Tayebali A. Akhtarhusein, Khosla Paul N;

 These studies essentially provides a better understanding of the good performance

3.1 PROBLEM STATEMENT

3.2 SCOPE OF THE PROPOSED STUDY

3.3 OBJECTIVES OF PROPOSED STUDY

The objectives of present study are to include the following aspects:-

2. To ascertain the effect of changing grade of binder VG-30, CRMB.

The experimental study will be carried out at NITTTR, Chandigarh

Elongation Index, 15.68 14.82

Impact value, % 22 20 24% Max

Abration Value 30 28 30 % Max

Crushing Value 20 19 25 Max

TABLE 4-2 PHYSICAL PROPERTIES OF BITUMEN

Properties VG-30 Required CRMB 50 Required Test Method

Penetration 50 45 Min 65 <70 IS:1203:1978

Ductility/ 50 40 Min 55 50 Min IS:1208:1978/

4.3 MIX DESIGN

4.2.1 Quantity of aggregates used-

After applying correction factors the values are as follows:

4.3 CALCULATIONS FOR CRMB AND VG 30

TABLE 4-5 (b) CALCULATION OF DIFFERENT PARAMETERS OF MARSHALL

Density 2.348 2.351 2.346 2.331

Flow value 3.7 4.2 4.25 4.35

Voids in mineral aggregate (VMA)% 17.221 17.268 17.556 18.224

Voids filled with bitumen(VFB) % 75.14 77.05 77.608 76.183

Volume of aggregates , VA% 82.8 82.907 80.769 82.184

Measured stability,(kN) 13.88 13.96 18.01 15.53

Marshall quotient (Stability/ Flow) 3.75 3.32 4.24 3.57

Volume of Bitumen, Vb % 12.941 13.289 13.625 13 .889

Marshall Stability Value, kN 9.0

Marshall Quotient (Stability/Flow) 2-5

Air Voids, % 3-5

Voids Filled with Bitumen (VFB), % 65-75

* as per MORTH 5th Revision