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Assessment of Rutting Behavior of Warm-Mix Asphalt (WMA) with Chemical WMA

Additives towards Laboratory and Field Investigation
Biswajit K. Bairgi1; Rafiqul A. Tarefder2; Ivan Syed3; Matias M. Mendez4 ; Mesbah Ahmed5 ;
Umme A. Mannan, Ph.D.6; and Md. Tahmidur Rahman7
1
Ph.D. Student, Dept. of Civil Engineering, Univ. of New Mexico, MSC01 1070, 1 Univ. of New
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Mexico, Albuquerque, NM 87131 (corresponding author). E-mail: bkumar@unm.edu

2
Professor, Dept. of Civil Engineering, Univ. of New Mexico, MSC01 1070, 1 Univ. of New
Mexico, Albuquerque, NM 87131. E-mail: tarefder@unm.edu
3
Graduate Research Assistant, Dept. of Civil Engineering, Univ. of New Mexico, MSC01 1070,
1 Univ. of New Mexico, Albuquerque, NM 87131. E-mail: ivsy3d@unm.edu
4
Research Associate, Roca Engineering Inc., 3200 NW 38th St., Oklahoma City, OK 73112. E-
mail: mmendez@rocaengineering.com
5
Visting Assistant Professor, Colorado State Univ.-Pueblo, 2200 Bonfire Blvd., Pueblo, CO
81001. E-mail: mesbah.ahmed@csupueblo.edu
6
Univ. of New Mexico, MSC01 1070, 1 Univ. of New Mexico, Albuquerque, NM 87131 E-mail:
uam@unm.edu
7
Graduate Engineer, Fugro Roadware Inc., 8613 Cross Park Dr., Austin, TX 78754. E-mail:
trahman@fugro.com

ABSTRACT
Lower production temperature and less aging make warm-mix asphalt (WMA) more prone to
rutting. This study assessed rutting characteristics of WMA with chemical additives through
laboratory experimentation and non-destructive field evaluation. To facilitate the study, three
WMA mixtures and one control hot-mix asphalt (HMA) have been experimented. One of the
WMA mixtures contained polymer modified binder. Hamburg wheel tracking (HWT) test has
been conducted for laboratory experimentation. A recently developed method of HWT test
analysis has been applied. Nondestructive field strength evaluation and automated pavement
distress survey tools were utilized for field evaluation. It is found that chemical WMA exhibits
equivalent or better rutting behavior compared to a HMA with a same binder and aggregate
structure. Incorporation of polymer modifier in chemical WMA additives resulted in improved
rutting characteristics and field strength.

INTRODUCTION
Warm mix asphalt (WMA), developed in Europe in the late 1990 and in the United States
(US) in early 2004, is the latest sustainable asphalt technology that can be produced at
significantly lower temperature (10oC-38oC) than conventional hot mix asphalt (HMA) without
compromising mechanistic properties (Button et al. 2008; Prowell et al. 2012; Bairgi and
Tarefder, 2017a). The lower production temperature yields numerous environmental,
operational, and economic benefits (Prowell et al. 2012; Button et al. 2008). In the US, the
WMA usage has been increased from 19.2 million tons in 2009 to 106 million tons in 2013,
which is more than 5.5 times in four years span (Hansen and Copeland 2013). There are more
than 30 different available WMA technologies under three generic classes: water-based,
foaming, chemical, and organic. Chemical additives such as Evotherm 3G, Cecabase RT, etc. are
typically water free surfactant package that enhance coatability through reduction of surface

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tension at binder-aggregate interface and improve compactibility through its lubricity effect on
binder at above 88oC (Button et al. 2008; Prowell et al. 2012; Prowell et al. 2007).
Rutting is one of the common damages associated with asphalt concrete (AC) pavement.
Rutting in asphalt pavement is related to consolidation and lateral movement of pavement
mixtures due to repeated load at high ambient temperatures. It appears as longitudinal depression
along wheel path and small upheavals to the sides (Xu et al. 2012; Bairgi, 2015; Khan et al.
2017; Rahman, 2017). It provides a reduced level of serviceability and significant safety hazards
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as well. Several factors such as design aggregate structure, binder grade, aging, environments,
etc. contribute to the rutting characteristics. WMAs are being questioned about its long-term
performance characteristics, particularly in terms rutting. Lower production and compaction
temperature associated with WMA technologies are associated with initial less aging of WMA.
Zhao et al. (2012) found that lower production temperature of WMA increases rut susceptibility
due to less aging. Several studies on WMA performance have been reviewed (Corrigan, 2006;
Hurley and Prowell, 2006, Button et al. 2008; Prowell et al. 2012; Goh et al. 2013; Yi et al.
2015). These studies reported WMA as an equivalent to conventional HMA in terms of rutting
behavior. Since WMA is a fairly new technology in the asphalt industry, it lacks in-depth
research on mechanistic evaluation. Hamburg-wheel tracking (HWT) test are being widely used
for rutting characteristics evaluation. Majority of the past studies evaluated rutting behavior
through state-wise developed specifications of HWT test. It provides a good initial assessment of
mix design, however, no mechanistic characteristics of tested mixtures. Recent studies also
found that conventional method of HWT analysis does not illustrate the exact scenario of rutting
behavior (Yin et al. 2014).

OBJECTIVES
This study aims to evaluate rutting characteristics of WMA with chemical additives through
laboratory and field evaluation. In addition, the study also evaluates field rutting and field
strength AC modulus to validate laboratory findings.

STUDY DESIGN AND TEST METHODS

Study Materials and Sample Preparation: This study conducts laboratory evaluation of
WMA with various chemical additives through a newly developed method of HWT test results.
The mixtures were collected from long-term pavement performance (LTPP) test sections for
WMA in the state of New Mexico. The LTPP sections were constructed in Interstate 40 (I-40)
freeway in early September 2014. The site includes five test sections with one control HMA
section, three chemical additive-based WMA sections, and one foamed WMA section. Chemical
WMA sections were (i) Evotherm WMA, (ii) Cecabase WMA (non-polymerized), and (ii)
Cecabase WMA (polymerized). The study named these three chemical WMA as Ch-WMA-1,
Ch-WMA-2, and Ch-WMA-3+, respectively. These three chemical WMA mixtures and the
control HMA have been evaluated in this study. The mix design summary of these five mixtures
together with their mixing and compaction temperature are presented in Table 1. As it is seen,
design aggregate structure is same in all test sections; SP-III graded sand and gravel type with
35% RAP and 1% hydrated lime. Superpave volumetric properties are identical over the
sections. It is also seen that mixing and compaction temperature of WMA sections are
significantly less than control HMA section. Loose mixtures were collected from construction
site according to AASHTO T 168 guidelines (AASHTO T 168-2016). Laboratory short-term
oven-aging and compaction has been conducted based on recommended short-term aging

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protocol and AASHTO guidelines (Im and Zhou, 2015). About 6%-8% air voids (%) were
maintained in the specimens to before laboratory testing.

Table 1. Mix Design Summary of Study Materials

Superpave Mix Design:
Bind
% Asphalt Volumetric Properties Compactio
Mixture er Mixing
Content % n
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Designati Grad Effecti Temperat

(Virgin+R Air VM VF D. Temperat
on e ve AC ure (oC)
AP) Voi A A P. ure (oC)
(PG) %
d
4.6 71.
HMA 70-28 4 14.2 4.5 1.2 160 136
(3.5+1.1) 8
Ch- 4.6 71.
70-28 4 14 4.4 1.2 133 112
WMA-1 (3.5+1.1) 5
Ch- 4.6 71.
70-28 4 14.3 4.5 1.2 138 116
WMA-2 (3.5+1.1) 9
Ch- 70- 4.6
4 14.3 72 4.4 1.2 141 124
WMA-3+ 28+ (3.5+1.1)
Note 1: RAP = Reclaimed Asphalt Pavement, VMA = Voids in Mineral Aggregates, VFA = Voids filled with
asphalt, D.P. = Dust Proportion
Note 2: All aggregates meet SP III gradation and all mixtures contain 20% RAP & 1% Versa Bind.

Figure 1. (a) HWT Test Samples, and (b) HWT Test Device.
Hamburg-wheel tracking (HWTT) test: The HWTT is a laboratory test procedures of
asphalt mixtures what simulates repeated wheel loading on asphalt mixtures specimen to
evaluate rutting and stripping behavior. In the HWTT, a steel wheel (158 lbs.) with 8-inch
diameter and 1.85-inch width moves (52±2 passes per minute) across a pair of asphalt mixture
specimen submerged in water at approximately 50 oC (Figure 1). A linear variable displacement
transducer (LVDT) measures the rut depth at 11 points along wheel passing direction with 0.01
mm precision. Several states Department of Transportation (DOT) such as Colorado (CDOT),
Texas (TxDOT), and California (Caltrans), etc. have developed the HWTT specification for mix
design performance evaluation. CDOT allows 10 mm maximum rut depth for 10,000 (CDOT,
2015). TxDOT specified HWTT for different number of wheel passes according to PG binder
grade allowing a fixed rut depth 12.5 mm (TxDOT, 2012). In regard of stripping prediction, a
mixture, prone to moisture damage, typically exhibits a SIP at 1000 number of wheel passes as
stated in CDOT specification of HWTT (CDOT, 2015). Again, Caltrans specified a SIP at 5000

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number of cycles for conventional mixtures and 10000 number of wheel passes for the mixtures
containing polymer.
Field Investigation: Field rut and field AC modulus have been also evaluated for validation
of laboratory findings. Field rut distress has been measured through Mandli’s Pavement Profile
Scanner (PPS) system. Mandli’s PPS is a laser-based pavement distress evaluation technology
that collects phase measurements data from a vehicle traveling at highway speed (Mandli, 2014).
GPR and FWD tests were conducted on the five different sections on the LTPP test site. Figure
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2(a) shows the GPR system with air-coupled antennas with 2.0 GHz frequency. This frequency is
typically used in the case whenever relatively thin pavement layers at shallow depth need to be
identified. In this study, the bottom of the asphalt layer is identified by this antenna, and thereby,
layer thicknesses are determined from the measured 2-way travel time using the surface
reflection method (Ahmed et al. 2014). Layer thicknesses at specific locations on five different
sections were determined. Later, FWD test was conducted on these locations as shown in Figure
2(b). Layer thicknesses of these locations were incorporated in the FWD data analysis for
calculation of AC modulus.

Figure 2. (a) Field GPR and (b) FWD tests.

Figure 3. Conventional Method of HWT Test Analysis.

Conventional Method of HWT Test Analysis and Limitations: The HWTT results are
analyzed based on rut depth vs. load cycles plot. A typical plot of rut depth vs. load cycles (NLC)
plot contains three deformation phases such as post-consolidation, creep, and stripping (Figure
3). In the conventional method, a certain rut depth (i.e. 12.5 mm) for 20,000 loading cycles is set
as sufficient rutting resistance criterion (Bairgi et al. 2017). This prediction is not necessarily

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correct as rut depth accumulate due to both viscoplastic and moisture damage induced
deformations (Yi et al. 2014). Conventional method does not address what extent of total
deformation is related to rutting and what extent to stripping. Again, stripping inflection point
(SIP), is used as the indicator between rutting and stripping. Selection of SIP requires fitting of
two straight lines from a large set of data which may often introduce bias in SIP selection (Yin et
al. 2014; Scharm et al. 2014).
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Figure 4. Plots of (a) Rut Depth, and (b) Viscoplastic and Stripping Strain vs. Load Cycles
A New Analysis of HWT Test Results for Rutting: Yin et al. (2014) proposed this new
method of HWT test results. In this method, firstly, permanent deformation is plotted against the
number of load cycle and smoothened by Equation (1). Typically, a permanent deformation plot
contains three different phase of deformation such as primary, secondary, and tertiary phases
(Zhou et al. 2002). A rapid increment rate of deformation is observed in primary phase what
reduces to a gradual linear increment in following secondary phase. A rapid increment rate is
observed again in the tertiary or final phase. These three phases can be simplified into different
curvatures: a negative curvature and a following positive curvature (Figure 4). Negative
curvature zone describes stiffening (strain hardening) of asphalt mixtures through initial
consolidation (primary phase) and viscoplastic deformation (secondary phase). Positive
curvature depicts tertiary phase of deformation resulted from binder stripping and further
viscoplastic deformation.
( 1/ c )
  b 
DR  a ln   (1)
  N LC  
Where DR = rut depth (mm); NLC = number of load cycles; and a,b,c = fitting coefficients.
The permanent strain corresponding to HWTT loading cycles can be calculated using Equation
(2). As stated earlier, accumulated permanent deformation before the negative curvature appears
is related to only viscoplastic deformation. In addition, viscoplastic strain also accumulates in
negative curvature zone with stripping induced strain. The viscoplastic strain can be projected
from overall strain plot by using viscoplastic permanent strain model (Equation (3)) as shown in
Figure 4(a). Among different permanent deformation model, Tseng and Lytton model (1989)
have been used to project the viscoplastic strain from overall strain plot. To quantify rutting
potential, the slope of viscoelastic strain increment (  vp ) can be calculated at a certain NLC by
i

using Equation 4. A higher value of  vp indicates a higher rate of viscoplastic strain

i

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accumulation, hence, a higher susceptibility to rutting.

D
p  R (2)
T
    
   
  N LC  
 vp   o e  
(3)
    
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
 vp    exp    i   ( N LC
sat
vp
i
)  (  1) (4)
  LC  
N
Where T = sample thickness; εp = permanent strain; εvp = permanent strain in Tseng-Lytton
model; and α, λ, εo = fitting coefficients.

RESULTS AND DISCUSSIONS

Figure 5 illustrates permanent strain plots and of three chemical WMA and the control HMA
mixtures. It is noticed that Ch-WMA-3+ exhibited the least deformation among four mixtures,
followed by Ch-WMA-2, Ch-WMA-1, and HMA. For instance, total permanent strain at Ch-
WMA-3+ is about 50% of control HMA. Such lower strain in Ch-WMA-3+ is expected as the
mixture contained Polymer modified binder. It is also noticed that Ch-WMA-2 followed the
viscoplastic strain model up to 20,000 load cycles, however, other mixtures exhibited a critical
point between observed strain and viscoplastic strain. As explained earlier, this further
permanent strain after this critical point is contributed from stripping and continuous viscoplastic
deformation. Rutting potential of a mixture is associated with only viscoplastic strain. Thus,
fitted viscoplastic strain plots have been analyzed for evaluation of rutting potential. Figure 5(b)
represents only fitted viscoplastic strain that is responsible for rutting. The rate of viscoplastic
strain increment,  vpi at 10,000 load cycles have been calculated as the rutting potential of these
mixtures.

Figure 5. Plots of (a) Permanent Strain, and (b) Viscoplastic Strain against Load Cycles.
Figure 6 shows rutting potential of tested mixtures (Figure 6a) and field observed rut values
in tested section (Figure 6b). As illustrated in the plot,  vpi is found the maximum for Ch-

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WMA-2, followed by HMA, Ch-WMA-1, and Ch-WMA-3+. An asphalt mixture to be higher

resistive to rutting, a lower value of  vpi is desired. Thus, Ch-WMA-2 exhibited highest rut
susceptibility, where Ch-WMA-3+ exhibited lowest rut susceptibility. Comparison of rutting
potential of WMA with HMA shows that Ch-WMA-1 and Ch-WMA-3+ have about 17% and
41% less rutting potentials than HMA, respectively. The only mixture, Ch-EMA-2 exhibited
about 5% higher rutting potential from HMA. Lower rutting potential of Ch-WMA-3+ can be
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described from its composition; Ch-WMA-3+ mixture contains the polymerized binder that
results in stiffness increment to a large extent. Ch-WMA-3+ exhibited about 44% less rutting
potential compared to Ch-WMA-2 that better illustrates the effect of the polymer in chemical
WMA. Field rut evaluations through Mandli’s PPS system have been conducted in two different
phases (April 2016 and October 2015). It is seen that rut accumulation after two years period is
about 2 mm. Figure 6b shows that Ch-WMA-2 section exhibits maximum rutting, where least
rutting was observed in Ch-WMA-3+ section. ANOVA analysis at 95% confidence interval
among these four sections reveals that rut depth is equivalent over the five test sections.

Figure 6. Plots of (a) Laboratory Rutting Potential, and (b) Field Rut Depth

Figure 7. Plots of (a) Laboratory Rutting Potentials and (b) AC Modulus with Field Rut.
Figures 7a shows validation of field rut depth with laboratory rutting potentials. A section of
with higher rutting potential is expected to subject higher rut depth. Figure 7a shows that
laboratory rutting potential exhibits a similar trend with field observed rut depth. This indicates
the validity of laboratory rutting potential for long-term rutting prediction. In regards to field
strength, Ch-WMA-3+ is found to have maximum stiffness, among these sections, followed by
Ch-WMA-1, HMA, and Ch-WMA-1. Ch-WMA-3+ is found to have about 22% and 33% higher

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field strength compared to HMA and Ch-WMA-2 sections, respectively. Based on ANOVA
analysis at 95% confidence interval, the p-value is found 0.08 (>0.05) that indicates mean field
strength are not significantly different among these sections. Since field AC layer stiffness is
associated with field rut, AC layer modulus has also been plotted with field rut (Figure 7b). An
opposite trend is found between AC modulus and field rut depth. Such trend is expected since a
pavement with higher stiffness exhibits lower rutting potentials. Since rut depth is already found
consistent with laboratory rutting potentials, thus, it is obvious that field AC stiffness is also
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consistent with laboratory rutting potentials.

CONCLUSIONS
This study evaluated rutting characteristics of warm-mix asphalt (WMA) with chemical
additives from LTPP sections of WMA in the state of New Mexico. In addition, field rut depth
and field asphalt concrete (AC) stiffness have been evaluated through Mandli’s PPS system and
non-destructive tests, respectively. Among three chemical WMA, one of them contained polymer
modified binder. A new method of HWT test data analysis was employed for better illustration
of rutting characteristics and elimination of existing limitations of conventional HWT analysis.
Based on the analysis, it is seen that WMA with chemical additives exhibit equivalent to better
rutting behavior compared to control HMA. Incorporation of polymer modifier into Chemical
WMA results in a higher rutting behavior and field AC stiffness. Field observed rut showed
consistency with laboratory evaluated rutting potential.

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