Urbanization Challenges in Emerging Economies 31

A Review on the Performance of Additives in Warm Mix Asphalt

Devulapalli Lekhaz1; Sarang Goutham, Ph.D.2; and K. Saravanan, Ph.D.3
1
Research Scholar, School of Mechanical and Building Sciences, Vellore Institute of
Technology, Chennai Campus, PIN: 600127, Chennai 9959-107673. E-mail:
lekhaz.devulapalli2016@vitstudent.ac.in
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2
Assistant Professor (Sr.), School of Mechanical and Building Sciences, Vellore Institute of
Technology, Chennai Campus, PIN: 600127, Chennai. E-mail: goutham.sarang@vit.ac.in
3
Associate Professor, School of Mechanical and Building Sciences, Vellore Institute of
Technology, Chennai Campus, PIN: 600127, Chennai 044-39931164. E-mail:
saravanan@vit.ac.in

ABSTRACT
Road construction involves emission of CO2, greenhouse gases, and ultimately leads to
global warming. India is one of the major contributors to the CO 2 emissions and is in the process
to reduce it by 35 % in the coming 15 years. Roads in India are paved with conventional hot mix
asphalt (HMA) technique, which involves heating at elevated temperature (approximately 150–
170 °C). HMA production needs a large amount of energy and the release of CO 2 emission is
also high. Therefore, an attempt should be made to develop and adopt alternative technologies
for road construction and maintenance to reduce the consumption of fuel, heating temperature,
aggregates, and binder. Warm mix asphalt (WMA) is a modern technology to discourse this
issue, which reduces the energy requirement and the CO2 emission. It reduces the heating
temperature by 25–35 % compared to HMA. In return, WMA reduces the CO2 emission by 30%
and saves valuable energy for sustainable development. WMA tends to provide a complete
aggregate coating, high workability, and compaction at a lower temperature. The temperature
reduction of WMA is achieved by decreasing the asphalt viscosity by adding some additives. In
general, these warm mix additives are classified into two groups, namely water foaming and
organic, based on the manufacturing process. The main aim of this review paper is to the
elucidated overview of different technologies used in the manufacturing of WMA, to evaluate
the performance of different additives, which are best suitable for the Indian conditions, and a
detailed description with cost analysis and life-cycle analysis.

INTRODUCTION
The researchers and asphalt industries are making tireless efforts to reduce the mixing and
compaction temperature of the asphalt mixtures, to condense the emissions into the atmosphere
(Moulthrop et al. 2007). This has led to the development of innovative technologies, and one
among them is WMA. Whereas, asphalt pavements are constructed using conventional asphalt
mixtures while paving, spreading and compaction temperature of this mixture typically ranges
between 130-160˚C. However, WMA intended to produce an asphalt mixture at a lower
temperature than the conventional HMA without compromising on the performance (Jain et al.
2014). A typical WMA may produce at a temperature range from 100˚C to 140˚C (Yang et al.
2012; Lee at al. 2009; Kanitpong et al. 2008). It decreases the viscosity of the asphalt binder and
allows complete aggregate coating at the lower temperature and this subsequently permits better
in-situ density (D'Angelo et al. 2008;). In return, reduces the permeability of the asphalt mixtures
resulting in a reduction of aging of the mixture as well as enhancing the other performances i.e.

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thermal cracking and moisture resistance. Other benefits associated with lowering the mixing
and the compaction temperature comprises of sustainable development, saving fuel, lower
emission, minimization of energy consumption, and environmental stress (Chowdhury and
Button 2008).
In 22nd April 2016, the Paris Climate Agreement held in New York where world leaders are
pledged to decrease the global warming and the greenhouse gases emission, which increased the
pace towards the sustainable development. Therefore, asphalt industries are moving towards the
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WMA technology, and is a better solution to reduce the emission and environmental pollution
(Bonaquist. 2011; Zaumanis 2010). WMA substantially reduces the usage of fossil fuels in
contrast to HMA (Kandhal 2010). As a result, the emissions of volatile organic compounds,
greenhouse gases, carbon monoxide and nitrous oxides will be reduced accordingly (Hamzah et
al. 2010; Kristjansdottir 2006). Apart from that, the aerosols smoke, and dust emission is also
reduced which is beneficial to worker health. Table 1 presents the research results obtained from
the assorted studies of the percentage of gas emissions (Kheradmand et al. 2014; Rubio et al.
2012).

Table 1 Percentage Reduction of Gases Emission.

Emission Vaitkus et Zaumanis Bueche D’Angelo et Evotherm® Larsen et
% al. 2009 2010 2009 al . 2008 website al. 2004
Co2 30-40 15-45 30-40 15-40 46 31
So2 35 20-35 - 20-35 81 -
VOC 50 50 50 >50 30 -
NOx 60-70 60-70 - 60-70 58 62
Dust 20-25 - - 25-55 - -
Co 10-30 10-30 - 10-30 63 29

Apart from the Sustainable development and environmental benefits, the WMA has various
other advantages like longer paving seasons, longer hauling distance, desirable density at fewer
roller passes, pavement site can open to traffic in short time period, saving fuel, economical, less
odour, construction during non-peak periods, labour comfort, reducing the wear and tear of the
asphalt plants and usage of higher percentage of reclaimed asphalt pavement (Behl et al. 2013a;
Chowdhury and Button. 2008; D'Angelo et al. 2008). At present, due to its proven benefits,
WMA technologies lie at the core of the paving industry.

History of WMA Technology

Initially, WMA technology appeared in Europe. In 2002 National Asphalt Pavement
Association (NAPA) expedited a review tour to Europe and appraised the WMA. Gradually, the
USA developed an interest in WMA technology (D'Angelo et al. 2008). Later the Federal
Highway Administration (FHWA) chosen WMA as the primary attention in the pavement
construction (Corrigan. 2007). In 2007, the American Association of State Highway and
Transportation Officials (AASHTO) and the FHWA organized a scanning team to evaluate the
various technologies and processes related to the manufacturing the WMA mixtures in Europe
(D'Angelo et al. 2008). Prowell et al. (2011) and Bonaquist (2011) presented the detailed
description about the asphalt plant modifications and the mixing process, and that stepped up the
WMA paving technology in the USA. The total market share of WMA mixture in the USA was
22% in 2012 (Hansen and Copeland, 2013). NAPA conducted a survey under the contract of

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FHWA, found that 114 million tons of WMA were produced in 2014. Higher prices of asphalt
and aggregates led Europe (Koenders et al. 2000), South Africa (Jenkins et al. 2002; Jenkins et
al. 1999), Australia (AAPA 2001) and India (Behl et al. 2013a) to examine the benefits and
performance of WMA.
In 2009, the first trial section of WMA was laid as per Indian Road Congress (IRC)
specifications over a 500-meter section of road at Bawana industrial area by the Delhi State
Infrastructure Development Corporation (DSIDC) in India (Behl et al. 2013a; Behl et al. 2013b).
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The Indian Institute of Technology (Madras, Roorkee, Guwahati) and Central Road Research
Institute (CRRI) have started the preliminary research on the effects of WMA on Indian mixes
(Gandhi 2014). CRRI and IRC jointly developed an additive to produce an asphalt mixture at a
temperature lower than HMA and which can compact the asphalt mixture at a temperature as low
as 90˚C. However, the performance of this new material is still in evolution (Behl and Chandra
2017). P.S Kandhal in 2014 formulated the draft specifications for the introduction of the WMA
mixtures into India, based on that IRC issued interim guidelines for the production and
construction of WMA pavements (IRC101 2014). In India, Shell and MeadWestVaco (MWV)
are the two recognized companies that manufacture Shell thiopave® and Evotherm® respectively.
IRC under the aegis of highway research board accredited Shell Thiopave and Evotherm as new
material/technology (Gandhi 2014). In India CRRI, IRC and Highway Research Board started
the evaluation of different parameters of WMA and some of the projects are listed in Table 2.

Table 2 Some of The WMA Projects in India

S.no Project Title Company/ Intuition Year
1 Laboratory Evaluation of warm Mix CRRI, New Delhi 2009
Additives
2 National Highway - 3 - 2010
3 Development of Low Energy Polymer Modified NIT-Suratkal 2011
Bitumen (PMB) and Crumbled Rubber Modified
Bitumen (CRMB) mixes.
4 Laboratory Study of WMA. Using Chemicals and CRRI & Yala 2011
Comparisons with HMA Construction, New Delhi
5 Study on Use of Emulsion Based WMA Using CRRI, New Delhi 2012
half warm mix Aggregates for Bituminous Road
Construction.
6 Development of requirement of WMA for Indian IIT-Roorkee & CRRI- 2012
conditions New Delhi
7 National Highway 65 - 2014

WMA Technologies
There are two types of WMA technologies that affect the temperature reduction namely
foaming based additives and chemical or organic based additives. The foaming-based additives
introduce a small amount of water into the hot asphalt, either via a foaming nozzle or a
hydrophilic material such as zeolite technique (Ozturk et al. 2014). When water is dispersed in
the hot asphalt it turns into a steam, a rapid expansion of asphalt binder takes place and the
corresponding reduction in the mix viscosity (Kutay et al. 2011; Hurley and Prowell 2005;
Jenkins 2000).

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Foaming-Based Additives
Mobil of Australia in 1968 developed foamed based additives by substituting steam with 1-
2% freezing water into hot asphalt, which is also known as Foamix (Chowdhury and Button
2008; Kristjansdottir 2006). In the foaming processes, adequate water must be added to cause
foaming action to avoid stripping problems (Kheradmand et al. 2014). In 1995, Shell Bitumen
filed a patent on two-component binder system called WAM-Foam®, which introduces a soft
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binder and hard foamed binder at different stages during plant production (Newcomb et al. 2015;
Harrison and Christodulaki 2000). Aspha-min®, Advera® (D’Angelo et al. 2008), WAM®-Foam
(Button et al. 2007), The Double Barrel® Green System (Carter et al. 2010), Terex® (Santucci
2010), Gencor®, Ultrafoam GX®, Stansteel® and Aquablack™ (Prowell et al. 2009) are some of
the water foaming WMA technologies and Table 3 the different foaming-based additives and
their dosage.

Table 3 Foaming-based additives (Prowell et al. 2011)

S. No Product Dosage Production Reported Used In
(Weight of binder) Temperature
(˚c)
®
1 WAM Foam 2-5% 100-120 Norway, France,
Canada, Italy,
USA and UK
2 LEA (Low Energy 3-4% <100 France, Spain and
Asphalt) USA
3 Double – Barrel® Green 2% 115-135 USA
4 TM
Aquablack WMA 1.5 – 3% 125-140 USA
5 Terex WMA 2% 130 USA
® ®
6 Gencor Ultrafoam GX 1.25-2% 100-120 USA
7 LT Asphalt Nynas 0.5-1% 90 Netherlands and
Italy
8 Accu-ShearTM Depends on the 120-160 USA
additive type
®
9 Aspha-Min 0.3% 120-130 France, USA and
Germany
10 Advera® WMA Zeolite 0.25% 120 USA

Organic Based Additives

Organic based additives are a long chained synthetic wax (chain lengths ranging from 40 to
115 carbon atoms) that is formed using Fischer-Tropsch (F-T) paraffin wax process, in the
presence of a catalyst by treating hot coal with steam. Paraffin wax decreases the binder viscosity
which in turn enables relatively lower mixing temperature. The types of additives must be
selected carefully so that the melting point of the additive is higher than the in-service mix
temperature and to decrease the embrittlement of asphalt mixtures at low temperatures. Sasobit ®,
Evotherm®, Asphaltan-B®, Ecoflex® and fatty acids amides are some of the organic based
additives and listed in table 4 (Prowell et al. 2009; Chowdhury and Button 2008).

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Table 4 Organic Based additives (Rubio et al., 2012)

S.No Product Dosage Temperature Reported Used In
(weight of binder) Reduction (˚c)
1 Sasobit® 2.5 % 20-30 Germany and 20 other
countries
®
2 Licomont Bs 3.0% 20-30 Germany
3 3E LT or Ecoflex® Not specified 30-40 France
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®
4 Asphaltan B 2.0-4.0 % 20-30 Germany
®
5 Rediset 1.5-2% 30 USA, Norway
6 Revix® Not specified 15-25 USA
®
7 IterChimica 0.3-0.5% 30-40 Italy
8 Evotherm® 0.5% 30-50 USA, France, India
9 Cecabase RT 0.2-0.4% 30 USA, France

Table 5 Additional Costs for Some of WMA Technologies (Zaumanis, 2010).

WMA Installation Royalties Material Dosage Approximate
Technology costs cost rate cost per ton of
mix
WMA®- $30,000- $15,000 first NA NA $0.30 (not
Foam 70,000 year, $ including
0.30/ton royalties)
Aspha-min® $40,000 NA $1.3/Kg 0.3% $3.60
Approx. weight of
mix
®
Sasobit $40,000 NA $1.7/Kg 1.5-3.0% $1.30-2.60
Approx. weight of
binder
Evotherm® Minimal NA 7-10% more Use in $3.50-4.00
than asphalt place of
binder asphalt

Life Cycle Assessment

A Life Cycle Assessment(LCA) for the asphalt industry would be necessary to verify the
statement of potential environmental benefits. LCA was performed to validate the amount of
potential energy saving in the asphalt industry. It is estimated that at least 5% energy savings
when WMA is used instead of HMA (Zaumanis 2010). Giani et al. (2015) showed that higher
savings obtained from the production of WMA, the achieved reductions are 12% for Co 2, 15%
for energy consumptions and 15% for water used during the lifecycle. Rodriguez et al. (2015)
evaluated that WMA technology can significantly save energy and reduce greenhouse gases
emissions into atmosphere compared to the HMA. Overall, the use of WMA is assessed to
provide 15% reduction in the environmental impact (Hassan 2010).

Cost Analysis
The economic benefits of WMA technologies depend on how much the production
temperature is reduced and what type and quantity of fuel are used. Potentially certain savings

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are raised during the paving process, as fewer number of roller passes are required for the
compaction. The increase in the cost of production may arise from: investment and depreciation
of plant modifications, cost of additives and cost of technology licensing (Zaumanis 2010;
Daniel and Fowler 2006). Initially, the production cost of WMA is increased due to the plant
modifications and different WMA technologies require different plant modifications Table 5
gives the detailed information on the additional costs.
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Challenges
The application of WMA in the pavement construction is still needed to analyze undisputedly
to ensure the quality control (Zaumanis 2010). Button et al. (2007) confirmed that in-service
moisture susceptibility of the WMA is a major concern, that reduces the pavement service life.
The insufficient air void content in the mixture leads to cracking, moisture susceptibility, and
oxidative aging (Rashwan 2012). The incomplete evaporation of water during mixing and
compaction process cause stripping of pavements (Capitão et al. 2012). The premature rutting of
the WMA has been reported from the various research studies (Zaumanis and Haritonovs 2010;
Zaumanis 2010; Button et al. 2007). Since the available data are insufficient for the evaluation of
the WMA, it is exceedingly early to comment on the long-term performance because the field
test sections constructed are at initial stages (Chowdhury and Button 2008; D'Angelo et al.
2008). The major concern related to the implication of WMA technology is of its overall
production cost, which is higher than the HMA, due to investment in the plant modifications,
cost of additives and the transfer of technology licensing (Zaumanis 2010).

CONCLUSION
WMA is gaining popularity primarily due to its proven benefits in various aspects (safer
working conditions, longer paving sessions, lower plant wear and cost-effectiveness) without
compromising on the mechanical performance of the asphalt mixture. Several research works
admit that WMA will reduce the fuel usage and reduce environmental pollution, which leads to
sustainable development. It is estimated that at least 5% energy savings when WMA is used
instead of HMA.
The foaming-based additives and organic-based additives both are uneconomical as they
incur extra production cost. Whereas, the organic additives are economical than the foaming-
based additives because the plant modification cost is less and can be blend directly into the
asphalt mixture. Presently surpass warm mix additives are available, and the best suited is
selected to achieve the comprehensive asphalt mixture. Several researchers mentioned that the
mixing of the additives into the asphalt mixtures is still a disputed issue. The overall cost of the
WMA mixtures is higher than the conventional asphalt mixtures. Until now there is no standard
procedure available to check the quality of the additives. More research should focus on the mix
design procedure and long-term performance. It is still a juggernaut subject since the field test
sections are at the initial phase. Most of the WMA additives are commercial products and has
their own aids.
The Laboratory studies by CRRI and IRC have found that WMA mixtures performed on par
with the conventional asphalt mixtures. However, there are certain challenges that are needed to
be mitigated to obtain a comprehensive mixture. Researchers are trying every viable method to
reduce the production cost. It may be suggested that WMA technologies can introduce in the
pavement construction because it offers several benefits and the awareness of WMA is
increasing exponentially.

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