Construction and Building Materials 315 (2022) 125687

Contents lists available at ScienceDirect

Construction and Building Materials

journal homepage: www.elsevier.com/locate/conbuildmat

Review

Design and performance of cold mix asphalt – A review

Swayam Siddha Dash a, *, Anush K Chandrappa b, Umesh Chandra Sahoo c
a
Department of Civil Engineering, Parala Maharaja Engineering College (PMEC), Berhampur, Odisha 761003, India
b
School of Infrastructure, Indian Institute of Technology Bhubaneswar, Odisha 752050, India
c
School of Infrastructure, Indian Institute of Technology Bhubaneswar, Odisha 752050, India

A R T I C L E I N F O A B S T R A C T

Keywords: Although cold mix asphalt (CMA) has several advantages over hot mix asphalt (HMA) in terms of safety in
Cold mix asphalt manufacturing and application, fuel saving, non-emission of harmful gases and ease in laying of the paving mix
Hot mix asphalt in any climatic condition, it has attracted little attention and has been considered inferior to HMA in terms of the
Fillers
performance. Research and field application of CMA has also been largely discounted compared to the HMA.
Fibers
However, advancement of such sustainable/green technology like cold mix technology should be given emphasis
Modified CMA
Performance of CMA in view of environmental requirements. Various studies on CMA have mainly focused on modification of CMA
through incorporation of active fillers, chemicals, fibers and different waste materials to improve the perfor­
mance of CMA comparable to HMA performance. This paper critically reviews the previous research works in
terms of the design methods followed, mix parameters, laboratory and field performances of CMA towards
providing a sustainable solution to the road construction. The paper also presents the benefits, limitations and
factors those contribute to successful applications of CMA, along with the future scope of research to expand
CMA applications.

1. Introduction
Owing to its superior performance and durability, HMA has been the
widely accepted form of asphalt paving material. It is one of the earliest
known paving materials, which has stood the test of time. However in
spite of its wide acceptance, HMA suffers from several drawbacks in
terms of environmental degradation, higher energy consumption, in­
crease in carbon footprint, lower output for mix production, lower
laying work in rains and cold weathers, limited construction period in a
year, oxidative hardening of binder, health and safety hazards to work
force etc. [1]. As the current world is looking for sustainable solutions,
pavement engineers are engaged in developing paving materials with
low carbon footprint. One of such solution is CMA, which has the po­
tential to overcome many limitations of HMA. CMA is primarily pro­
duced by mixing aggregates and asphalt emulsion without application of
heat and hence the emission of hazardous volatile components and
consumption of fuels are significantly reduced. Bonding between the
aggregate and residual asphalt is formed at ambient temperature, unlike
HMA. However, there are some limitations of CMA such as difficulty in
compaction, high air-voids content in the compacted mixtures, poor

Abbreviations: AASHTO, American Association of State and Highway Transportation Officials; ABBCF, Alkali-activated Binary Blended Cementitious Filler; ABR,
Asphalt Binder Replacement; AEC, Asphalt Emulsion Content; AI MS, Asphalt Institute Manual Series; BBCF, Binary Blended Cementitious Filler; BBF, Binary Blended
Fillers; BFA, Biomass Fly Ash; BM, Bituminous Macadam; BR, Bonding Ratio; BSM, Bitumen Stabilised Materials; CAC, Calcium Aluminate Cement; CKD, Cement Kiln
Dust; CMA, Cold Mix Asphalt; CR, Coating Ratio; CSA, Calcium Sulfoaluminate Cement; CT, Curing Temperature; DBM, Dense Bituminous Macadam; FA, Fly Ash;
GGBFS, Ground Granulated Blast Furnace Slag; GHG, Greenhouse Gas; HMA, Hot Mix Asphalt; HWMA, Half Warm Mix Asphalt; IEC, Initial Emulsion Content; IRAC,
Initial Residual Asphalt Content; IRC, Indian Roads Congress; ITS, Indirect Tensile Strength; ITSM, Indirect Tensile Stiffness Modulus; LCA, Life Cycle Analysis; MESA,
Million Equivalent Standard Axle; MORTH, Ministry of Road Transport and Highways; MWMA, Mild Warm Mix Asphalt; OPC, Ordinary Portland Cement; OPWC,
Optimum Pre-wetting Water Content; ORAC, Optimum Residual Asphalt Content; OTLC, Optimum Total Liquid Content; PAV, Pressure Aging Vessel; PFA, Pulverized
Fuel Ash; PLA, Palm Leaf Ash; PMC, Premix Carpet; PSA, Paper Sludge Ash; PWC, Pre-wetting Water Content; RAC, Residual Asphalt Content; RAP, Reclaimed
Asphalt Pavement; RCA, Recycled Concrete Aggregate; RSM, Response Surface Methodology; SBS, Styrene-Butadiene-Styrene; SDBC, Semi Dense Bituminous
Concrete; SF, Silica Fume; SMA, Stone Matrix Asphalt; TBF, Ternary Blended Fillers; TG, Technical Guideline; TLC, Total Liquid Content; TSR, Tensile Strength
Retained (except R presents Ratio in clause 2.1); WMA, Warm Mix Asphalt; WRHA, Waste Rice Husk Ash.
* Corresponding author.
E-mail addresses: swayam.shine@yahoo.in (S.S. Dash), akc@iitbbs.ac.in (A.K. Chandrappa), ucsahoo@iitbbs.ac.in (U.C. Sahoo).

https://doi.org/10.1016/j.conbuildmat.2021.125687
Received 27 January 2021; Received in revised form 3 November 2021; Accepted 11 November 2021
Available online 25 November 2021
0950-0618/© 2021 Elsevier Ltd. All rights reserved.
S.S. Dash et al.
initial strength, and longer duration to achieve fully cured samples for
better performance [2].
In spite of several environmental benefits and potential of being a
sustainable solution for pavements, CMA has gained little attention due
to lack of performance studies, lacunae in grading system as well as
standardization and perceptions of inferior performance to function as
structural layers. However, advancement of such sustainable/green
technology like cold mix technology should be given emphasis in view of
environmental requirements. Hence, this paper presents a review of the
earlier studies carried out on CMA with following objectives:
To highlight the developments and recent studies in the domain of
CMA.
To discuss the benefits, limitations and factors leading to the suc­
cessful application of CMA.
To suggest future research needs to expand CMA applications in
pavement as structural layers.
The method of this review is shown in Fig. 1.
2. Design of cold mix asphalt
Several factors affect the mechanical and durability properties of
CMA, such as aggregate gradation, binder (residue) grade, binder con­
tent, water content, void content, curing condition, curing time and the
active fillers etc. [3]. Incorporation of waste by-products, chemicals and
fibers has also been found to improve the properties of CMA [4–10].
Aggregate type is another important mix constituent for selection of type
of asphalt emulsion which could be either a cationic emulsion or an
anionic emulsion based on the surface charge of aggregates [11].
Reactivity of the aggregate depends on the proportion and distribution
of surface charges. Acidic aggregates with high silica content (SiO2)
have negative charges on surface of aggregate resulting in stronger
adhesion bond with the cationic asphalt emulsion. The adhesion be­
tween the asphalt emulsion and aggregates plays a significant role in
durability characteristics.
Entities such as the US Forest Service, Asphalt Emulsion Manufac­
turers Association (AEMA), Asphalt Institute etc have done the early
works on CMA [12]. The first edition of the AEMA/Asphalt Institute
Basic Asphalt Emulsion Manual in 1979 described two methods: i)
Hveem method which was used in California, and ii) Marshall Mix
Design, developed by Illinois Department of Transportation. The second
edition of the AEMA manual in 1986 followed a report under the Na­
tional Cooperative Highway Research Program, which included updated
versions of the above methods of cold mix. Later in the third edition of
Fig. 1. Method of the Review.
2
Construction and Building Materials 315 (2022) 125687
Asphalt Institute Manual Series No.14 (AI MS 14) [13], more detailed
CMA design procedure have been updated. Presently, there is no stan­
dard procedure available that is universally accepted for design of CMA.
However, most of the studies refer to the mix design procedure devel­
oped by AI MS 14 [13].
2.1. Asphalt Institute method of mix design
The AI MS 14 [13] guideline has recommended specifications for
dense or gap grading for the aggregates. As per this method, initial re­
sidual asphalt content (IRAC) and initial emulsion content (IEC) is ob­
tained by using empirical formula as given by Eqs. (1) and (2),
respectively:
P = (0.05 A + 0.1 B + 0.5 C) × 0.7 (1)
where,
P = percentage of IRAC by mass of the total mixture,
A = percentage of aggregate retained on 2.36 mm sieve,
B = percentage of aggregate passing 2.36 mm sieve and retained on
0.075 mm,
C = percentage of aggregate passing 0.075 mm sieve.
The IEC is estimated using Eq. (2).
IEC = (P/X) in% (2)
where, P is percentage of IRAC and X is the asphalt content of the
emulsion.
Then with IEC, coating test is carried out by using all batches of
aggregates and filler to determine optimum pre-wetting water content
(OPWC). The optimum total liquid content (OTLC) is then found out
based on the maximum dry density result obtained as per dry stability
test. Then the specimens are prepared with varying residual asphalt
content (RAC), hence with varying emulsion content, maintaining the
OTLC value same in all batches of RAC content. ORAC is determined by
optimizing different parameters such as soaked stability, retained sta­
bility (ratio of soaked and dry stability), dry bulk density/SG (from
design curing Stage A), porosity (from design curing Stage A), and water
absorption (from design curing stage B). The major parameters consid­
ered are the maximum soaked stability and the maximum dry density,
meanwhile other parameters should meet the specifications at the pro­
posed ORAC.
The Asphalt Institute MS 19 [14] largely follows its predecessor MS
14 [13], however some modifications have been suggested as given
below.
2.1.1. Water and emulsion content
As per MS 19 [14], there is no requirement of OTLC for compaction,
but the mixture shall be air dried until it is neither too wet nor too dry for
compaction. Because if the mixture is too wet, the hammer may bounce
in case of drop hammer compaction, and if too dry, the mixtures become
stiff to be compacted.
2.1.2. Adhesion testing
As per this procedure, the coated loose CMA is cured in oven at 60 ◦ C
for 24 h, and then it is boiled and stirred (with one revolution per sec­
ond) for three minutes. After that the loose mixture is air dried, and
evaluated for its degree of coating. If the degree of coating remains
satisfactory then the asphalt emulsion is recommended to use, else the
type or grade of the emulsion is changed.
2.1.3. Curing
The other modification is related to the curing of the specimens, in
which the specimens including their moulds are cured in oven at 60 ◦ C
for 48 h after compaction. While the specimens are still at that
S.S. Dash et al. Construction and Building Materials 315 (2022) 125687

temperature, additional compaction is applied using double plunger between aggregate and asphalt emulsion [18]. The coating ratio (CR)
from both top and bottom of the specimen by application of 178 kN load has a well correlation with the bonding ratio (BR) and tensile strength
for one minute. The specimens are then cooled down, de-moulded and ratio (TSR) as shown in Fig. 2 [18]. Initially chosen higher CR value can
tested. result in the higher BR and TSR values of the compacted mixture. Hence,
Some of the limitations of AI MS 14 [13] include unavailability of CR can be considered as initial measure of these parameters (BR, TSR)
porosity requirement for which various local specifications have speci­ for the CMA design.
fied their own different requirement levels. In India, MORTH specifi­
cation [15], has introduced CMA design guideline by almost following
2.2. Performance based mix design
the guideline of AI MS 14 [13], however a porosity target has been also
included as 3% to 5% only. The current Indian specification IRC:SP:100
Marshall test procedure has been usually followed for determination
[16] has provided some modifications in CMA design procedure in view
of optimum binder content and material composition of asphalt mixture.
of empirical formula for calculation of initial bitumen emulsion content
Although Marshall Stability is a good indicator of strength of the mix, it
and the curing procedure of compacted cold mixes. The later version AI
fails to represent the performance of asphalt in terms of fatigue cracking
MS 19 [14] of Asphalt Institute is not well accepted relative to AI MS 14
and rutting etc. Later, few attempts have been made towards developing
[13], which may be due to their overall similar design procedures and
performance based CMA design for determination of optimum compo­
limitations as well and also to avoid the additional equipment required
sition of the mixtures. As per the guidelines provided in TG 2 of Asphalt
for implementing the modified procedure. All these CMA design stan­
Academy [19], the mix design is suggested in 3 levels, based on the
dards do not specify the full curing conditions and ultimate strength
design traffic as given below:
requirements of the compacted mix. As the presence of residual water
during testing of specimens influences the physical and mechanical
Level 1: Design traffic less than 3 Million Equivalent Standard Axle
properties, the volumetric analysis should be developed for CMA by
(MESA)
considering the moisture parameter instead of following the traditional
Level 2: Design traffic of 3 to 6 MESA
analysis done in case of HMA [17]. Besides, digital imaging technique
Level 3: Design traffic exceeding 6 MESA
based advance method for coating and boiling test, which reflects the
initial measure of moisture susceptibility of CMA mixtures, has been
Level 1 mix design: 100 mm diameter and 63 mm high unsealed test
found suitable to determine the coating quality and extent of bonding
specimens are compacted to determine the indirect tensile strength (ITS)

Fig. 2. Correlation between CR, BR and TSR.

3
S.S. Dash et al.
values. The cured samples are tested to determine ITSdry values. In
addition to the curing process for ITSdry, specimens are soaked for 24 h
up to half of the height of the specimen at 25 ◦ C to determine ITSwet
value. Finally, tensile strength retained (TSR) is determined, which is
the ratio of ITSwet and ITSdry, expressed in percentage.
Level 2 mix design: 150 mm diameter and 127 mm high specimens are
compacted and cured as per respective guideline for simulating the field
moisture conditions to determine ITSequil. Curing is followed by soaking
for 24 h at 25 ◦ C to determine ITSsoaked.
Level 3 mix design: Triaxial testing is recommended for test specimens
of 150 mm diameter and 300 mm high for a higher level of confidence to
determine cohesion and friction angle values. The cohesion values are
compared for test specimens with and without moisture exposure to
determine the retained cohesion parameter.
The optimum moisture content as per modified AASHTO compaction
is suggested to be used to determine the total mixing fluid content.
Vibratory compaction and split moulds are recommended for 150 mm
diameter test specimen, particularly for triaxial test specimens. Tem­
perature of 25 ◦ C is maintained during the compaction and testing
process. However, curing temperatures and process for mix design differ
based on design level as per traffic.
Design limits for mix design of level 1 (ITSdry, ITSwet, TSR), level 2
(ITSequil, ITSsoaked) and level 3 (cohesion, friction angle, and retained
cohesion) are provided for assessment of mixes to determine the opti­
mum bitumen content [19]. Among the two mix design methods (ITS
based method and conventional Asphalt Institute method), it was found
that Asphalt Institute method requires higher percent of optimum
asphalt content than the ITS method [20]. Hence, the performance based
mix design also seems to be economic in view of material usage.
2.3. Optimizing CMA mix design using response surface Methodology
(RSM)
RSM can be applied to investigate the interaction effect of mix design
parameters on mechanical and volumetric properties of CMA [21,22].
Ahmed et al. [21] considered three independent mix design parameters,
i.e. asphalt emulsion content (AEC), pre-wetting water content (PWC)
and curing temperature (CT) and used suitable ranges for respective
parameters selected from a preliminary study. Test specimens were
prepared as per MS-14 guidelines [13]. The responses of CMA specimens
were observed in terms of mechanical properties and volumetric prop­
erties. Indirect tensile stiffness modulus (ITSM) and ITS values were
determined to evaluate the mechanical properties, while air voids and
dry density were observed to assess the volumetric properties of CMA.
The regression model applied in the study is given by Eq. (3).
∑
k ∑
k ∑∑
k
Y = β0 + β j Xj + βjj Xj2 + βij Xi Xj + ei
j=1 j=1 i <j=2
where,
Y is the response,
Xi and Xj are the parameters,
β is the regression coefficient,
k is the number of parameters included in the experiment,
e is the random error.
Using analytical tools, the three identified mix design parameters
were optimised and validated through laboratory experiments. In
another study, effect of two independent mix design parameters, i.e.
aggregate gradation (fine content) and emulsion content on mechanical
(Marshall Stability, ITS) and volumetric (bulk density) properties of the
mixture were evaluated using RSM technique [22] and validated using
additional laboratory experiments. The RSM statistical tool, which is
used to determine the optimum composition of the considered mix pa­
rameters based on the chosen performance parameters, has been
Construction and Building Materials 315 (2022) 125687
reported to be more effective than other methods. However, use of RSM
statistical tool is not a common method for CMA mix design and very few
research attempts are observed in literature till date.
Table 1 presents CMA design methods such as i) widely used AI MS
14 [13], ii) performance based method outlined in TG 2 [19] and iii)
current Indian practice IRC:SP:100 [16].
3. Laboratory studies on performance of CMA
Performance of CMA is affected by type of aggregate, aggregate
gradation, type of filler and additives, use of fibers, type of emulsion,
fluid content, compaction properties and curing temperature etc. A brief
summary of the studies carried out on performance of CMA is presented
in Tables 2–4 in terms of creep stiffness, ITSM, and Marshall stability
and/or ITS performance, respectively. The Marshall Stability of the mix
is defined as the maximum load carried by the compacted specimen at
standard test temperature which is basically used to determine the op­
timum composition of the mixture. ITS is a measure of maximum load at
fracture at various suitable test temperatures, while creep stiffness is a
measure of the thermal stresses in the asphalt binder resulting from
thermal contractions. In literature, it is observed that both the materials
and design procedure vary from one study to another. However, in case
of uniform design method, the comparative study between used mate­
rials can be done based on CMA performance. This could be helpful to
establish relative preference for use of materials.
3.1. Effect of aggregate and gradation
Aggregates, which are of approximately 95% of the mixture, form
the skeletal structure of the asphalt mixture and plays significant role in
load carrying ability of any layer. The type (natural/reclaimed), origin
(limestone/granite etc.), quality (poor/paving type) and gradation of
aggregate influence the performance of asphalt mixture significantly.
The adhesion property between aggregate and asphalt binder is basically
influenced by both the chemical composition and surface morphology.
Better adhesion property is observed in case of the alkaline aggregate
relative to the acidic aggregate. It was observed that surface free energy
of limestone aggregates is superior relative to aggregates of basalt and
granite category [23]. Also, limestone aggregate was reported to be
better at resisting moisture damage than that in case of basalt and
granite category.
The gradation curve, which ensures more aggregate-to-aggregate
contact, will reduce the void space and produce the maximum density.
A few research attempts have been made to study the effects of aggre­
gate gradation on properties of asphalt mixes [24–28]. However, all
these studies have been conducted on HMA samples. An empirical for­
(3)
mula developed by Cooper et al. [26] takes into account the effects of
aggregate size and filler content that results in the densest gradation
curves as given by Eq. (4).
(100 − F)(dn − 0.075n )
P= +F (4)
Dn − 0.075n
where, P is the percentage material passing sieve size d (mm), D
maximum aggregate size (mm), F the percentage of filler and n an
exponential value that dictates the concavity of the gradation line. Value
of ‘n’ is selected between 0.50 or 0.45 for optimum packing.
Bailey method is one of the most systematic approach for blending of
aggregates. Considering the performance of HMA, Bailey method has
also been adopted for CMA mix design [29]. The CMA prepared with
these gradations showed better results compared to the conventional
gradations in all aspects. It has been observed that though the Marshall
Stability of dense graded cold mixes are superior to gap graded cold
mixes, the latter shows improved performance in terms of ITS and static
creep test results [29]. From Table 2, it may be observed that for same
curing as well as test conditions and filler composition [6% Ordinary
4
S.S. Dash et al. Construction and Building Materials 315 (2022) 125687

Table 1
Mix Design Methods for CMA.
Design standards AI MS-14 [13] TG 2 [19] IRC:SP:100 [16]

Mix Type Well and gap graded Mix
Determination of As per empirical formula where 2.36 mm and
IRAC and IEC 0.075 mm sieves are used as break point sieves.
Coating test Minimum 50% value is specified.
OTLC Moisture content resulting maximum dry density
determination
Variation of RAC Same OTLC is maintained.
Curing process Dry stability: 24 h in mould at room temperature
(25 ◦ C) + 24 h in oven at 40 ◦ C + 24 h in mould at
room temperature.Soaked stability: Curing as per
dry stability + 48 h in water at room temperature.
Determination of Major parameters considered are the maximum
ORAC soaked stability and the maximum dry density,
while other parameters should meet the
specifications at the proposed ORAC.
Moisture damage Retained stability value is observed.
Three types based on design traffic level: BSM1
(traffic > 6 MESA), BSM2 (traffic < 6 MESA) and
BSM3 (traffic < 1 MESA).
Not specified.
Not specified.
The optimum moisture content as per modified
AASHTO compaction.
Not specified.
Level 1 (traffic < 3 MESA) mix design: unsealed
specimen 72 h in oven at 40 ◦ C.Level 2 (traffic 3–6
MESA) and 3 (traffic greater than 6 MESA) mix
design: unsealed specimen 26 h in oven at 30 ◦ C,
then individually sealed and kept for 48 h in oven
at 40 ◦ C.
Level 1 and 2 mix design: Indicate the optimum
bitumen content using ITS (dry, soaked) test
results.Level 3 mix design: Indicate the optimum
bitumen content using triaxial test results.
TSR value and moisture induced sensitivity test is
observed.
BM, SDBC
As per empirical formula where 2.36 mm and
0.090 mm sieves are used as break point sieves.
Best aggregate coating is observed.
Not specified.
Same OPWC is maintained, resulting in gradually
increased TLC.
Prior to the compaction, loose mixture dried for
about 1–2 h using a fan, then kept in oven at 40 ◦ C
for 2 h.After compaction, 24 h in mould at room
temperature (25 ◦ C) + 72 h in oven at 40 ◦ C.
Major parameters considered are the maximum
dry stability and density, while other parameters
should meet the specifications at the proposed
ORAC. Soaked stability is not determined.
Retained ITS value is observed.

Aggregate gradations highly influence the performance of CMA. The

Table 2
optimum composition of CMA is not much influenced by IRAC values,
Creep Stiffness of CMA.
but depends on the aggregate gradation and materials used [33].
Design and test Study Reference Though CMA may be used for many various aggregate gradations, only
parameters
Al-Merzah et al. Al-Hdabi Nassar et al. [60] few types of gradations have been explored in literature. It is observed
[5] et al. [30] that gradations designed within the upper and lower limit of particular
Gradation used Close graded Gap graded Close graded aggregate gradation results in considerable variation in performance of
NMAS (in mm) – 14 14 cold mixes. A small variation in type (dense/gap/other) or pattern (%
Aggregate used Local stone Granite Limestone finer) of aggregate gradation results in significant variation in the mix
chips
Marshall Compaction 75 blows on 50 blows on 75 blows on each
properties. So, vigorous study is needed to investigate the laboratory as
each face each face face well as field performances of different gradations. Also, it is observed
Curing condition 14 days at 14 days at 28 days at 20 ◦ C + that there is less attention towards the use of cold mix as thin layer
40 ◦ C 40 ◦ C 7 days at 40 ◦ C overlays for construction of pavement till date.
Test temperature 40 ◦ C 40 ◦ C 40 ◦ C
Fillers* used MFI, OPCII, LFI, OPCII LFI, OPCII, FAII,
PLAII GGBFSII, SFIII
Approximate Creep 4.14–17.15 3.7–25.9 9–280 3.2. Effect of fillers and additives
stiffness range(in
MPa) Several studies have been conducted to assess the effect of different
*By mass of aggregate. MF: Mineral filler, OPC: Ordinary Portland Cement, PLA: types of filler materials on the performance of CMA. The materials
Palm leaf ash, LF: Limestone filler, FA: Fly ash, GGBFS: Ground granulated blast passing through 75 µm sieve size are generally used as filler materials. In
furnace slag, SF: Silica fume taken as additive by mass of total fillers used [OPC literature, few filler materials are used to replace the base filler fully/
+ (FA or GGBFS)]. IBase filler, IIReplacing filler, IIIAdditive. partially and few filler materials are used as additives in the mixture.
Such base filler, active/substitute/replacing fillers and additives are
Portland Cement (OPC)], gap graded CMA compacted with 50 blows common for all asphalt mixtures and presented in Tables 2–4 under the
resulted in higher creep stiffness compared to close/dense graded CMA item “Fillers used”. Apart from lime and cement, different waste mate­
compacted with 75 blows [5,30]. The stone-to-stone contact structure of rials such as fly ash, limestone dust, granite dust, cement kiln dust
aggregates in case of gap gradation may be the reason for the higher (CKD), ground granulated blast furnace slag (GGBFS), waste rice husk
creep stiffness values even with less compaction energy. For gap graded ash (WRHA), sugar-industry waste, palm leaf ash (PLA), pulverized fuel
aggregates, HMA performance was found to be superior to the perfor­ ash (PFA), paper sludge ash (PSA), biomass fly ash (BFA), Silica fume
mance of CMA without cement [30]. It has been recommended to (SF) etc., different commercial products such as NanoTac®, Zycosil®
develop the gap graded cold mix (SMA) which is expected to deliver a etc. have been used to assess the properties of modified CMA
better and more sustainable road pavement [31]. [4–7,11,30,33–74].
Also, it is observed that among the cold mixes with SDBC and DBM The cement modified CMA results in improved strength and better
gradation, the DBM gradation performs better with higher values of resistance to temperature susceptibility, water damage, creep and per­
Marshall Stability, ITS and modulus of resilience and with a lesser dy­ manent deformation phenomena [11,33–36]. Addition of 2% of cement
namic creep value [32]. Various types of aggregate gradations have been by mass of aggregates accelerated the curing time, which resulted in
incorporated to study the CMA properties as shown in Fig. 3. Both dense improved Marshall Stability (normal and soaked) values, increased
and gap gradations have been adopted, however as other parameters are tensile strength ratio, higher resilient modulus and better rutting resis­
also varied, it is difficult to infer meaningful conclusions from this to tance of modified CMA [37–39]. Based on Marshall test and ITS test
understand the effect of aggregate gradation. Further studies should be results, it was found that cold mix with fillers such as cement and hy­
carried out with design uniformity to evaluate effect of aggregate drated lime (about 2% by mass of aggregates) performed better than
gradation on CMA performance. cold mixes without filler [40]. The use of cement and lime in CMA had
resulted in improved ITSM (initial and fully cured), higher water

5
S.S. Dash et al. Construction and Building Materials 315 (2022) 125687

Table 3
ITSM of CMA.
Design and test Study Reference
parameters
Thanaya et al. [2] Shanbara et al. [10] Nassar et al. [21] Al-Hdabi et al. Nassar et al. [60] Dulaimi et al. Day et al. [105]
[30] [61]

Gradation used DBM Close graded Close graded Gap graded Dense graded Dense graded For base course
NMAS (in mm) 10 14 14 14 14 20 –
Aggregate used Limestone, Glass Granite Limestone Granite Limestone Granite 70% RA, 30% VA
Method and Gyratory, 240 Marshall, 50 blows on Marshall, 75 blows on Marshall, 50 Marshall, 75 blows Marshall, 50 Gyratory, 120
level of gyrations each face each face blows on each on each face blows on each gyrations
compaction face face
Fillers* used FAI, RSCII LFI (14 mm and LFI (Bitumen emulsion LFI, OPCII LFI, OPCII, FAII, LFI, OPCII, –
0.35% of fibers: glass, 5–7%, PWC 0.5–3.5% GGBFSII, SFIII HCFAII, FC3RII (Unlike other
hemp, jute, coir were were used for various studies, 2800 g test
used for various curing conditions) samples of 150 mm
curing conditions) dia. were used
here)
Curing 21 days at 40 ◦ C1 24 h at 20 ◦ C in 24 h at 20 ◦ C in mould 3–28 days at 24 h at 20 ◦ C in 24 h at 20 ◦ C in 1–508 days at
condition and 1–24 weeks at mould + 2–360 days + 10 days at various 20 ◦ C mould + 3–84 days mould + 1–28 5 ◦ C–10 ◦ C to
outdoor for natural at 20 ◦ C curing temperature at 20 ◦ C days at 20 ◦ C simulate local site
curing2 (10 ◦ C3, 20 ◦ C4 and condition
30 ◦ C5)
Test 20 ◦ C 20 ◦ C 20 ◦ C 5 ◦ C6, 20 ◦ C7 5 ◦ C9, 20 ◦ C10 and 5 ◦ C12, 20 ◦ C13 10 ◦ C
temperature and 40 ◦ C8 40 ◦ C11 and 45 ◦ C14
1 3 6 9 12
Approximate 1680–4973, 260–2200 1149–2859, 410–7500, 11500–31000, 1400–9900, 500–6500
2 4 7 10 13
ITSM range 300–4800 1735–3055, 80–5700, 1000–28000, 50–7700,
5 8 11 14
(in MPa) 2192–4313 Poor–4100 100–23500 Poor–5700

*By mass of aggregate. FA: Fly ash, RSC: Rapid setting cement, LF: Limestone filler, OPC: Ordinary Portland Cement, GGBFS: Ground granulated blast furnace slag, SF:
Silica fume, HCFA: High calcium fly ash, FC3R: Fluid catalytic cracking catalyst residue. IBase filler, IIReplacing filler, IIIAdditive.

Table 4
Marshall Stability and ITS of CMA.
Design and test Study Reference
parameters
Al-Merzah Jain and Ferrotti et al. Nassar et al. Yadav and Yadav and Dash and Panda Nassar Guo et al.
et al. [5] Dwivedi [7] [9] [21] Manjunath [40] Choudhary [33] et al. [60] [94]
[45]

Gradation used Close graded DBM Close graded Close graded SDBC SDBC Gap grade10, Dense Dense graded
Dense graded11 graded
10
NMAS (in mm) – 26.5 8 14 9.5 9.5 13.2, 1119 14 9.512, 13.213,
1614
Aggregate used Local stone Local stone Basalt, Limestone Local stone Local stone Local stone Limestone Limestone
chips chips Limestone chips chips chips
Method and Marshall, 75 Marshall, 75 Gyratory, 250 Marshall, 75 Marshall, 75 Marshall, 50 50 & 75 Marshall, Marshall, 50
level of blows on each blows on gyrations blows on each blows on each blows on Marshall blows 75 blows blows on each
compaction face each face face face each face on each face, 40 on each face
gyrations face
Fillersa used MFI, OPCII, Stone MFI, Fiber LFI, (Bitumen CementI, CementI, Stone crusher LFI, OPCII, MFI, Binder:
PLAII crusher (Cellulose, emulsion 5–7%, Hydrated LimeI GGBFSI dustI, CementII, FAII, Epoxy resin
dustI, PSCII, Glass- PWC 0.5–3.5% LimeII and FAII GGBFSII, modified-
ZycosilIII cellulose, were used for SFIII asphalt
Nylon- various curing emulsion
polyester- conditions)
cellulose)
Curing 24 h at 25 ◦ C Extrudedb 1–28 days in 24 h at 20 ◦ C in Extrudedc mix at Extrudedc 24 h at room 7 days at 3 h at 60 ◦ C
condition for + various mix air at 25 ◦ C3 mould + 28 room mix temperature in 20 ◦ C (30%
Marshall time (24 and 28 days in days at various temperature for mould + 24 h at humidity)
Stability hours1 and 14 air at 25 ◦ C + temperature various time (6 40 ◦ C + 48 h in
(MS) and/or days2) at 2 days in (10 ◦ C5, 20 ◦ C6 days8 and 8 water at room
ITS 40 ◦ C water at and 30 ◦ C7) days9) temperature
25 ◦ C4
Test 60 ◦ C (MS), Room 25 ◦ C 20 ◦ C Room Room Room 20 ◦ C Room
temperature 23 ◦ C (ITS) temperature temperature temperature temperature temperature
1 3 8 10 12
Approximate 4.67–10.82 8.4–9.6 1–8.2 – 10.52–16.01, 3.69–4.38 3.46–20.69 – 14.1,
4 9 11 13
MS range (in 5–7 11.39–16.66 5.88–24.66 10.1,
14
kN) 8.6
1 3 5 8
Approximate 177–316, – 10–140 401–858, 203–240, – – 700–2300 –
2 4 6 9
ITS range 269–358 24.6–77.6 614–1015, 217–269
7
(in kPa) 503–997
a
By mass of aggregate. MF: Mineral filler, OPC: Ordinary Portland Cement, PLA: Palm leaf ash, PSC: Portland Slag cement, LF: Limestone filler, GGBFS: Ground
granulated blast furnace slag, FA: Fly ash, SF: Silica fume. bLoose mix cured for 72 h and compacted mix cured for 24 h in mould before extrusion from mould. Both
curing were at room temperature. cLoose mix cured for 72 h at 40 ◦ C and compacted mix cured for 24 h in mould at room temperature before extrusion from mould.
I
Base filler, IIReplacing filler, IIIAdditive.

6
S.S. Dash et al.
Fig. 3. Aggregate Gradations Observed in Literature.
damage resistance, enhanced fatigue life and lesser permanent defor­
mation at high temperature of the mixture [41]. However, cement was
found to develop 23 times higher stiffness modulus of CMA whereas the
development was only 4 times for lime after 2 days of curing period,
indicating the potential cement hydration during water absorption.
Incorporation of OPC and fly ash in CMA increased the stiffness modulus
and creep modulus higher than traditional HMA [42]. In another study,
cement modified cold mix showed significantly improved stiffness
relative to cold mix with fly ash [43,44]. Addition of 2% cement in cold
mix resulted in nearly twice of the stiffness values obtained for cold mix
with 4% fly ash [43]. A comparative study with two types of fillers, i.e.
cement and GGBFS (each of 2% by total mass of the mix) was carried out
and performance was assessed in terms Marshall properties [45].
Though higher Marshall Stability was observed with GGBFS, higher
density and lesser air voids was observed with cement. The incorpora­
tion of low cement content (1%) with GGBFS and fly ash improved both
mechanical and durability performance of CMA comparable to HMA and
CMA treated with high cement content [46]. Also, GGBFS replacement
was found to exhibit better performance than that of fly ash
7
Construction and Building Materials 315 (2022) 125687
replacement. The effect of substitution of the conventional mineral filler
with OPC and locally available by-product material (LJMU-A2) was
studied, where LJMU-A2 was used as a supplementary cementitious
material to activate OPC [47]. The test results for ITSM and water
sensitivity of modified CMA was found to be better than conventional
CMA and comparable to HMA.
The impact of limestone filler on hardness parameter was found
significantly better compared to granite fillers [48]. The inclusion of
CKD and lime stone mineral filler in CMA was found suitable to be used
in binder coarse and surface course [49], while CKD had shown better
strength results relative to lime stone mineral filler both in the fully
sealed and partially sealed cases for sample curing [50]. The replace­
ment of conventional limestone mineral filler with OPC or CKD signif­
icantly improved the mechanical properties of CMA in terms of stiffness
modulus and rut depth [51]. The use of CKD to replace OPC or limestone
filler in CMA was recommended as performance of CKD modified CMA
was found comparable to HMA performance, which could be cost
effective and environmentally friendly as well. Use of 2% of hydrated
lime was found to perform better in combination with 3% of OPC
S.S. Dash et al.
relative to the combination with 3% of fly ash in view of Marshall Sta­
bility of modified CMA [52].
Dash and Panda [33] studied the effects of different fillers such as
cement, lime and fly ash on Marshall properties of CMA by substituting
separately (partially and fully) for stone crusher dusts. About 2% sub­
stitution resulted in quite satisfactory cold mix properties. The general
trend of increase in Marshall Stability with increase in quantity of
different fillers was also observed, however addition of lime and fly ash
contributed to marginal increase in the stability. Also addition of lime
and fly ash caused increase in air voids while addition of cement reduced
the air voids. This may be attributed to the cement hydration products
that fill and close pores of asphalt mixtures during curing [53]. Cement
hydration dominates the strength gain, especially for rapid-hardening
cements, and the type of cement influences both the amount of bound
water and the rate of water evaporation from the CMA [54]. Rapid
hardening cements such as calcium aluminate cement (CAC) and cal­
cium sulfoaluminate cement (CSA) produced more volume of hydration
products than OPC [53]. Cold mixes containing rapid hardening ce­
ments showed lower pore size distribution than cold mixes containing
OPC. Higher consumption of water during hydration of CSA resulted in
higher stability of cold mixes with CSA compared to CAC and OPC. The
addition of CAC and CSA in CMA resulted in mechanical properties after
one day curing similar to those obtained with OPC after one week curing
period [54]. Addition of 1% of CSA was found to result in higher me­
chanical performance relative to HMA after 7 and 28 days of curing
period [55]. The performance of cement modified CMA was found
comparable with HMA in every aspect within lesser curing period and
recommended for application in a structural pavement layer [11,30].
From Fig. 4 [30], it was observed that with addition of 6% of OPC in cold
mixtures, fatigue life increased significantly relative to control cold mix
and hot mix. However, the fracture toughness of cold mix was not much
influenced with addition of 6% OPC and was found to be close to the
control cold mix, while hot mix performed very well in terms of their
Fig. 4. Effect of OPC Addition on: a) Fatigue lives; b) fracture toughness for CRA
(or CMA) and HRA (or HMA) mixtures.
8
Construction and Building Materials 315 (2022) 125687
resistance to the fracture.
Also, the effect of few other industrial and agricultural waste/by-
product materials on properties of CMA has been observed in the liter­
ature. The performance of WRHA modified CMA was found to be com­
parable relative to OPC modified CMA based on Marshall Stability,
retained stability test and ITS test results [56]. However, as per the rate
analysis, WRHA modified CMA was found to be cost-effective than OPC
modified CMA as the percentage increase in the cost for modified CMA
was in the range of 1.23 to 1.71% and 4.14 to 11.90%, respectively for
WRHA and cement. In another study, incorporation of 4% sugar-
industry waste material by total mass of aggregate had significantly
improved the Marshall Stability, Marshall flow and index of retained
strength of modified CMA [57]. Also, the ITS value was found to increase
by 55% and 32% relative to the untreated CMA and CMA with 2% OPC,
respectively. The resistance to early cracking, water damage, permanent
deformation and aging improved by replacing conventional filler with
OPC and PLA [5]. Although the increase in quantity of waste materials
(PFA, PSA, GGBFS and BFA) showed gradual increase in stiffness level,
cold mixes with PSA resulted in significant improvement in the ITSM
values which is comparable with HMA and cement modified CMA [4].
The test results confirmed that the stiffness modulus and permanent
resistance of CMA with treated BFA was 9 times and 26 times, respec­
tively more than the value obtained with the conventional mineral filler
[58]. Also, incorporation of GGBFS resulted in properties of CMA
comparable to that of HMA [59].
The effects of binary blended fillers (BBF) and ternary blended fillers
(TBF) on properties of cold mix were studied including an in-depth
assessment of the microstructure [60]. In this study, OPC, fly ash and
GGBFS were used as BBF to fully replace the conventional limestone
filler. SF was used as additive to the BBF for obtaining TBF. Based on the
mechanical and durability results of cold mixes, TBF was found more
suitable than the BBF to improve the cold mix properties. Although all
BBF and TBF produced cold mixes with higher creep stiffness modulus,
the TBF with both GGBFS and SF resulted in the maximum creep stiff­
ness modulus. The microstructural assessment indicated that addition of
SF to BBF mixtures can eliminate the delay in formation of hydration
products caused by the asphalt emulsion. The effect of binary blended
cementitious filler (BBCF) and alkali-activated binary blended cemen­
titious filler (ABBCF) on performance of cold mixes was studied by
Dulaimi et al. [61,62]. The binary blended cementitious filler containing
waste materials of 4.5% high calcium fly ash and 1.5% fluid catalytic
cracking catalyst residue was activated by a waste alkaline NaOH so­
lution to produce a new ABBCF. It was observed that incorporation of
both BBCF and ABBCF improved the mechanical properties of cold
mixes significantly and resulted in higher stiffness modulus, better
resistance to moisture damage, less temperature and rutting suscepti­
bility. Also, an alkali ternary blended material, which was consisting of
OPC, a high volume of waste sewage sludge fly ash (SSFA) and calcium
carbide residue (CCR), was used as cementitious filler along with a waste
calcium hydroxide (WCH) solution used as a replacement for the PWC to
produce the modified CMA [63]. It was found that CCR played a vital
role in breaking the glassy phases of the non-amorphous silica in the
SSFA to activate it, while the WCH solution increased the hydraulic
reactivity of the components. This resulted in improvement of stiffness
modulus and increased resistance to parameters such as water damage,
permanent deformation and fatigue of modified CMA, compared to
conventional CMA and HMA.
Modified cold mix using a commercial product NanoTac® liquid also
showed a notable increase in one day strength compared to the con­
ventional cold mix [6]. Similarly, Zycosil® increased the Marshall Sta­
bility of CMA significantly with cement as filler [7]. Addition of different
nano materials such as nano clay, carbon nano tubes, nano silica, nano
iron, nano crumb rubber, nano calcium carbonate, nano titanium oxide,
graphite nano platelets etc. has been found to improve the properties of
modified binder and HMA through several studies [64–71]. Nano silica
and nano carbon were incorporated in cold recycled asphalt mixtures
S.S. Dash et al.
and improved mechanical properties were observed [72]. Though car­
bon nanofiber significantly improved high temperature performance of
the residue of modified emulsified asphalt, it decreased low temperature
properties [73]. However, the addition of styrene-butadiene rubber as a
modifier not only enhanced storage stability but also improved low
temperature performance by introducing more small molecules. The
residue of clay-stabilized asphalt emulsion comprises a mixture of clay
and asphalt with significantly altered properties [74]. Use of polymer-
modified asphalt for production of clay-stabilized asphalt emulsion or
addition of latex with the clay-stabilized asphalt emulsion results in
more improved performance.
From the literature study, it is observed that cement has been
preferred as suitable active filler/additive in CMA production. Incor­
poration of cement in CMA reduces the curing time as it is capable of
absorbing water due to its chemical reactions in presence of moisture.
Further investigation is necessary to study the hydration products in
CMA at nano-scale to understand the effect of asphalt emulsion on the
structure of hydration products. However, few other chemicals/waste
materials have also shown significant influence on CMA properties
similar to cement. Incorporation of various waste materials in CMA re­
sults in reduced waste disposal and saving of natural raw materials,
which results a positive impact on both economic and environmental
conditions. Use of different nano materials in CMA has not been reported
much yet and should be studied in details.
3.3. Effect of fluid content
Water content plays an important role in the performance of CMA as
it improves asphalt emulsion coating on aggregate surface and work­
ability of the asphalt mixtures. However, excess addition of PWC in CMA
may affect adversely as it inhibits compaction and results in weak per­
formance during the early life of the compacted mixtures. Ahmed et al.
considered AEC, PWC and CT to investigate their interaction effect on
the mechanical and volumetric properties of CMA [21]. It was observed
that PWC was an important parameter in determining air voids in CMA.
The proportion of AEC and PWC with the same total fluid content
influenced the strength/stiffness of CMA. The optimum proportion of
AEC and PWC was not much influenced by the curing temperature.
However, the stiffness of CMA is dependent much more on asphalt
content than on water content during the mixing process [75]. The
lubricating effect on the aggregates due to asphalt emulsion coating
increases the workability of mixture, allowing for a higher rate of
densification.
Though same ORAC was obtained for CMA with same aggregate
gradation at two different IRACs, the IRAC determined using empirical
formula [13] resulted in lower OTLC and higher Marshall Stability (dry,
soaked) [33]. The total fluid content (PWC and asphalt emulsion) in mix
was found to influence the mechanical properties of CMA significantly.
Therefore, OTLC should be considered as an important mix design
parameter for CMA design. For mix design of CMA, few specifications
follow constant PWC values during OTLC variation, while others suggest
fixing OTLC first based on maximum dry density, followed by determi­
nation of proportion of PWC and asphalt emulsion in OTLC based on
maximum Marshall Stability value. Some studies have suggested not to
consider OTLC for cold mix design due to the difficulty during field
implementation, however based on few laboratory studies, the impor­
tance of OTLC as well as the proportion of PWC and asphalt emulsion in
OTLC could be observed as they influence the CMA properties signifi­
cantly [17,33].
Attempts are also made to replace PWC for production of CMA
[63,76]. The replacement of PWC by a medium cultured bacteria and
Urea-CaCl2 nutrient solution improved the asphalt coating ratio and
resistance to moisture damage relative to the control specimens [76]. In
case of the replacement of PWC by WCH solution, the hydraulic reac­
tivity of the mixture components increased resulting in improvement of
stiffness modulus of CMA [63].
9
Construction and Building Materials 315 (2022) 125687
PWC and asphalt emulsion are two major parameters considered
during production of CMA. PWC is important from uniform coating
point of view. After construction, water gradually evaporates which
majorly depends on environmental temperature. For same material
compositions in CMA, presence of higher residual water in cured mix­
tures results in lower level of mix performance. The fully cured CMA
samples perform better in every aspect ensuring maximum durability of
pavement structure.
3.4. Effect of compaction
Method and level of compaction have a major influence on properties
and performance of asphalt mixtures. Marshall compaction is the con­
ventional method of compaction and 50 blows on each side of test
specimen is considered as design level of Marshall compaction for pro­
duction of CMA in the laboratory [77]. The effect of Marshall compac­
tion and gyratory compaction was studied at various compaction levels
by Dash and Panda [33]. An increase in Marshall compaction level from
50 blows to 75 blows resulted in a marginal increase in Marshall Sta­
bility value with a small decrease in the air voids content due to better
packing. However, higher level of compaction (Marshall/gyratory) re­
sults in the degradation of aggregates and bleeding of asphalt in the
compacted mix [33,77]. Gyratory compactor with kneading motion can
compact the loose mixture in a slightly sloppy condition, but Marshall
hammer type impact compactor requires less sloppy loose mixtures to
avoid bouncing [78]. In general, compaction of CMA should be carried
out when the loose mixture is neither too sloppy nor too dry. A simu­
lation between the Marshall and Gyratory method of compaction was
done by Thanaya [79] as presented in Table 5.
The optimum asphalt content obtained for HMA design was gener­
ally found to be lesser in case of Superpave mixture design relative to
that obtained in case of Marshall design, which made the Superpave
mixtures less rutting susceptible with lesser bleeding of asphalt [80].
However, the optimum asphalt content was found to be same for both
design methods in case of same aggregate gradation. Hence, the opti­
mum asphalt content for both design methods is a function of aggregate
gradation used in the mix design. Besides, the Superpave design method
provides the scope to obtain dust ratio and to check the compactability
and tenderness of the mixture, while such scope is not available in case
of Marshall mix design. Also, workability of mixture materials can be
evaluated from the densification curves and construction densification
index in case of Superpave gyratory compactor [17]. The measurement
and study of water extrusion kinetics should be followed to assess the
drainage properties during compaction and onsite behaviour of CMA
[81].
Unlike Marshall compaction, a standard design number of gyrations
is not specified for gyratory compaction for determination of the opti­
mum composition of CMA. Hence, the number of design gyrations
(Ndesign) should be determined by varying in compaction level to meet
the minimum design requirement for air void. Gyratory compaction
with the concept of locking point is a suitable method for cold mix
production [82]. In this method, samples with different bitumen content
are first compacted with 200 gyrations in perforated moulds, repre­
senting maximum possible density after trafficking. Then the relation­
ship between sample height and number of gyrations is examined to
determine the locking point (see Fig. 5). It may be seen that the height of
the specimen decreases with increase in the number of gyrations.
However, after certain level of gyrations, the aggregate to aggregate
contact prevents further consolidation and the height does not decrease
Table 5
Equivalent Compaction Levels for Marshall and Gyratory Compaction [79].
Compaction Level Marshall Compaction Gyratory compaction
Medium 50 blows on each face 80 gyrations
Heavy 75 blows on each face 120 gyrations
S.S. Dash et al.
Fig. 5. Gyratory Compaction Curve of CMA.
rapidly. A locking point is defined as the first three consecutive mea­
surements at which there is no change in height, followed by 3 more
consecutive height measurements at the next lowest height. It was
observed between 40 and 75 gyrations. Higher locking point values
indicate mixes requiring more compactive effort in the field.
Application of heavy compaction is inevitable for cold mixes as the
emulsion sets and stiffens during the compaction process. Cold mixes
should be compacted preferably soon after mixing in the laboratory to
avoid workability problem [43]. In case of delay in compaction, the
loose mixture should be kept in a sealed container and compacted within
24 h (without cement) or after 24 h when incorporating cement. It has
been reported that twice of the heavy compaction is required to achieve
the air void target of 5 to 10% [79]. Though CMA has been mostly used
for low volume road, modified CMA using suitable materials could be
used in various structural layers of pavement under high traffic volume.
The guidelines for Ndesign value of gyratory compaction corresponding to
different design traffic levels has not been developed in case of CMA yet
and more research work is required in this regard along with field
studies. However, the AASHTO R-35 [83] guidelines for HMA specify
Ndesign for five categories of design traffic levels as given in Table 6,
which may be referred to for design of any higher category pavements.
In case of CMA, increase in number of blows of Marshall compaction
results in only a marginal improvement in properties of asphalt mixture.
The resistance against the impact of Marshall compaction is resulted due
to the bouncing effect developed in presence of water during production
of CMA. However, such difficulty is resolved in case of gyratory
compaction which results in lesser sample height as well as lesser air
void relative to Marshall compacted samples. Although Marshall
compaction is the conventional method for preparation of test speci­
mens, this impact type of compaction least simulates the current
compaction procedure on field in comparison to vibratory compaction,
gyratory compaction, etc. It was observed that gyratory compaction
which produces cold mixes with specified height and adequate air voids,
may closely correlate the properties of field core. Higher compaction
level is to be avoided as it may cause bleeding of binder as well as
aggregate degradation in the compacted cold mix.
3.5. Effect of type of emulsion
The coating phenomenon and bonding between asphalt emulsion
and aggregates are influenced by the surface charges of both materials.
Two types of asphalt emulsion are used for production of CMA, i.e.
cationic and anionic, however use of later is very less. The cationic
Table 6
Gyratory Compaction Relative to Design Traffic Levels [83].
Traffic levels (in Millions Equivalent Single Axle Ndesign values (in no. of
Loads) gyrations)
< 0.3 50
0.3 to < 3 75
3 to < 10 100
10 to < 30 100
greater than 30 125
10
Construction and Building Materials 315 (2022) 125687
emulsion has been found to be compatible with most of the aggregate
types [84]. Also, mortars made with cationic emulsions showed higher
strength and higher elastic modulus compared to the mortars made with
anionic emulsion [85].
Modified asphalt emulsion produced by cold modification has
several advantages compared to hot modification such as minimum
changes in emulsion systems, lower modification temperature and
higher stability of modified asphalt emulsion. Many studies conducted
to assess the effect of modified asphalt emulsion on performance of CMA
have shown the improved performance of CMA [18,52,63,86–99].
Study has shown that the process of selecting suitable emulsifier and
manufacturing method (co-milling, soap pre-batching, post-blending
etc.) of polymer modified asphalt emulsion influences the rutting
resistance at high temperature, fatigue resistance at moderate temper­
ature and other rheological properties [86]. The asphalt emulsion made
with alcohol ethoxylation products (water soluble polymer) and
ethoxylate (nonionic surfactants) had shown increase in temperature for
brittleness and improved asphalt adhesion with mineral material [87].
The reduction in the size of the asphalt droplets in cationic asphalt
emulsion decreased the viscosity of the modified emulsion by 28%
compared to the untreated emulsion [88]. The CMA with treated asphalt
emulsion showed improved ITSM value (70%) relative to conventional
CMA at 3 days curing period. Higher air voids were obtained in case of
CMA with cationic rapid set asphalt emulsion compared to cationic
quick set asphalt emulsion [63]. Hence, cationic rapid set emulsion
could result in poor coating and bonding of the aggregate relative to
cationic quick set asphalt emulsion. Among two unmodified cationic
asphalt emulsions (CSS-1 h, CSS-2 with higher viscosity) and one latex
modified cationic emulsion (CSS-1hL), highest coating ratio was
observed in case of modified emulsion CSS-1hL, while CSS-2 showed
higher coating ratio relative to CSS-1 h [18]. This resulted in best
moisture resistance in case of CSS-1hL, while CSS-2 performed better
relative to CSS-1 h.
The compressive strength of CMA with polyvinyl acetate modified
asphalt emulsion was improved by 31% compared to the control cold
mix [89]. This could be due to the increased adherence between
aggregate and asphalt as the polyvinyl acetate emulsion is a thermo­
plastic synthetic adhesive. In Styrene-Butadiene-Styrene (SBS) latex
modified emulsion, the acidic behavior of SBS latex was found to be
beneficial to enhance the adhesion between asphalt binder and aggre­
gates [90]. Although, it resulted in improved binder properties with
good dispersion and more stable colloidal system, addition of SBS latex
enhanced the difficulty of emulsification. SBS latex modified (pre-
blending) asphalt emulsion had shown better properties against rutting
and fatigue relative to Styrene-Butadiene-Rubber (SBR) latex modified
(post-blending) asphalt emulsion [91]. Natural rubber latex was found
to improve the rheological properties of modified asphalt emulsion
residue [92]. The latex modified asphalt emulsion improved the TSR
values of CMA significantly relative to that with unmodified asphalt
emulsion [18]. This increase in TSR values was found to be 2 times and
3.5 times higher in case of limestone and granite aggregate, respectively.
It indicates that latex modified asphalt emulsion enhances the resistance
against the moisture susceptibility of CMA. A composition of 14% crumb
rubber and 2% cement in CMA was found to improve the fracture and
moisture damage resistance comparable to the performance of the
conventional HMA [93]. The wet process was found to be more effective
than the dry process of modification in view of fracture resistance for the
crumb rubber content more than 10%. In case of epoxy resin modified
asphalt emulsion, though the low temperature performance of modified
CMA was found to be slightly lower than that of HMA, the high tem­
perature performance was approximately twice higher than that of the
polymer-modified HMA [94]. It was observed that modified CMA with
1.25% acrylic polymer (liquid form) and OPC when treated at an opti­
mum temperature appeared to be superior than HMA and conventional
CMA in view of volumetric and mechanical properties [95].
The cold mastics with combination of a jet grouting waste, limestone
S.S. Dash et al.
filler and cationic asphalt emulsion had shown increased stiffness
response, higher G* modulus and reduction of the accumulated defor­
mation obtained from a multi stress creep and recovery test [96].
However, the contribution of the jet grouting waste in terms of G*
modulus was found to be higher for hot mastics than cold mastics. The
water-repellent anti-icing fillers were used to produce anti-icing emul­
sified asphalt binder (AEAB) [97]. The study showed that AEAB had
excellent anti-icing performance which facilitated the ice-melting on
pavement and reduce the adhesion force between pavements and ice up
to 50%.
The effect of medium curing cutback on CMA was studied relative to
the CMA with medium setting cationic emulsion [98]. The ITSdry and
ITSwet of CMA were found 3.77 times and 4.2 times higher, respectively
in case of medium setting cationic emulsion relative to medium curing
cutback. Higher TSR value (77%) was obtained in case of CMA with
medium setting cationic emulsion compared to the same in case of CMA
with medium curing cutback (69.2%) ensuring better moisture resis­
tance in the former case. Also, CMA with medium setting cationic
emulsion was found to be less susceptible to aging and cracking
compared to CMA with medium curing cutback. However, incorporation
of OPC as filler in the aggregate-cutback cold mix was found to be
effective with 4 h of aeration period at 60 ◦ C temperature [52]. Also,
cold mixtures with various binders such as asphalt emulsion, asphalt
emulsion capsules made with shell of calcium-alginate and calcium-
alginate were studied with and without cement content [99]. It was
observed that increase in compaction level, curing period and cement
content improved the performance of all types of cold mixtures. The cold
mix with calcium-alginate as a novel binder material resulted in better
mechanical properties of mixtures and recommended as a suitable
alternative for conventional CMA.
Based on these literatures, it is observed that incorporation of
modified binder resulted in improved CMA properties such as better
high and low temperature performance with enhanced resistance
against cracking and rutting. Also, cold mix with novel binders along
with active fillers can perform as suitable alternative for conventional
CMA.
3.6. Effect of addition of fibers
Very few studies have been carried out on fiber reinforced CMA, even
though it is popular in HMA. The effect of polypropylene fiber with
varying content (0.1, 0.25 and 0.5% by weight of aggregate) and fiber
length (10, 20 and 40 mm) on properties of dense graded CMA was
studied [8]. The study reported that CMA with 40 mm length fibers at a
dosage of 0.1% and 0.25% performed better. However, the Marshall
stability and resilient modulus of the CMA decreased significantly with
increase in the fiber content. Similarly, the effect of polyester and bru­
cite fibers on properties of CMA was studied [100]. The brucite fiber
modified CMA performed better than the CMA modified with polyester
fiber in view of Marshall Stability, ITS, resistance to moisture damage,
resistance to raveling loss, resistance to fatigue and low-temperature
performance. However, the high-temperature performance of CMA
was found better with polyester fiber relative to the brucite fiber. CMA
with both fibers met the requirements for HMA.
In another study, fiber reinforced CMA were prepared with three
types of fibers (cellulose, glass-cellulose, nylon-polyester-cellulose) and
two different dosages (0.15% and 0.30% by weight of aggregate) [9].
The cellulose fiber ensured higher performance in shorter curing period.
The effect of glass fiber on CMA was studied with different content
(0.15, 0.25, 0.35, 0.45 and 0.55% by weight of aggregate) and fiber
length (10, 14 and 20 mm) and the optimum composition of 0.35% fiber
content of 14 mm length was found in term of ITSM value [101]. It was
observed that glass fibre improved the mechanical behaviour of CMA
comparable with surface course mixture. Also, a good relationship be­
tween the rutting predicted in the finite element modelling and the
rutting measured in the wheel tracking test was developed.
11
Construction and Building Materials 315 (2022) 125687
Few other types of fibers such as synthetic fiber and natural fibers
(hemp, jute and coir) were also incorporated in CMA [10], which
showed that 0.35% fiber content and 14 mm fibre length was optimum
considering the ITSM values. Incorporation of fibers also resulted in
lower permanent deformation, resistance to surface cracking due to
improved tensile properties. Later the effect of jute and coir fiber at the
obtained optimum composition [10] was studied further to develop a 3-
D finite element model to predict the viscoelastic response of CMA when
subjected to multiple axle loads, different asphalt material properties,
tire speeds and temperatures [102]. Also, glass (synthetic) fiber and
hemp (natural) fiber at optimum compositions for CMA were used to
develop a reliable viscoplastic model of natural and synthetic fibere
reinforced CMA [103]. The accuracy of the developed finite element
models was validated by comparing the predicted results with those
measured in the lab. The effect of coir fiber with varying content (0.1,
0.2 and 0.3% by weight of total mix) and fiber length (10, 15 and 20
mm) on properties of CMA was studied [104]. The highest Marshall
Stability value with 24.10% increment was obtained for 0.2% content of
coir fibre with 15 mm length. Also, addition of coir fibre improved the
resistance to moisture damage of CMA for all variations. However, CMA
with 0.2% coir content and 10 mm fibre length showed the highest rut
resistance.
It is observed that various fiber results in improved HMA properties.
However, few research attempts have been made to study the effect of
fiber on CMA properties. Based on these literatures, it can be concluded
that incorporation of fiber results in improved CMA properties such as
better high and low temperature performance with enhanced resistance
against cracking and rutting.
3.7. Effect of curing process
From Table 3 and 4, it may be observed that the curing process, i.e.
curing temperature, curing period and curing conditions (dry/wet)
highly influence the performance of CMA. Different guidelines [13,14]
have also specified the curing process and performance requirements of
the test samples. The curing condition ranges from 3 h at 60 ◦ C [94] to
508 days at 5 ◦ C [105] as observed from the literature to simulate with
the local site conditions. The increase in curing period and curing
temperature resulted in gradual reduction in water content of CMA,
which increased mechanical properties of CMA without affecting the
optimum composition of the mix significantly [21]. After the dry curing
process, water conditioning of the cured samples was done up to 48 h at
room temperature to simulate the effect of moisture damage from
retained stability or strength values [9,33].
Stiffening of the mix and ageing of the binder linked to a higher
temperature and a lower humidity, while a low temperature and high
moisture expected to slow down these phenomenons [106]. However,
the binder behaviour can not explain the whole mixture behaviour as the
kinetics between them are not always similar. Based on strength and
performance results analysis, the accelerated curing at 60 ◦ C for 72 h is
recommended as an equivalent of normal temperature curing at 20 ◦ C
for 90 days [107]. The recommended curing procedure can quickly
stimulate long-term curing of CMA. Among the accelerated curing and
normal temperature curing, the accelerated curing makes the hydration
products in CMA much stronger. However, different microstructure
characteristic of hydrated components is expected for two typical curing
procedures. Increased stiffness modulus values of CMA were observed
with increase in curing temperature and time as reported by Thomas
et al. and presented in Fig. 6 [108]. Summary of various laboratory
conditioning methods available in the literature are outlined in Table 7.
It can be seen that the laboratory conditioning for all the three cases such
as i) 100 days at 20 ◦ C + 1 day at 60 ◦ C, ii) 28 days at 40 ◦ C and iii) 3
days at 60 ◦ C correlate with one year in situ conditioning. Hence, curing
at higher temperature can accelerate the conditioning to simulate the in
situ effect in lesser time. However, average pavement temperature at
particular local climate should be referred for laboratory conditioning as
S.S. Dash et al. Construction and Building Materials 315 (2022) 125687

produced with RAP without residual binder [119]. Moderately aged

RAP resulted in the stiffest CMA with highest fatigue lives whereas the
severely aged RAP resulted in CMA with better resistance to permanent
deformation. CMA with recycled concrete aggregate (RCA) up to 35%
and 30% was recommended in binder coarse and surface course
respectively [120]. Replacing fine aggregates with crushed waste glass
resulted in CMA comparable to HMA in term of mechanical and dura­
bility performances [49].
In the production of cold mix with RAP, recycling agent which is also
known as rejuvenator play a significant role to reconstitute chemical and
physical properties of the aged binder of RAP and to maintain stability
for another service period of pavement. The rejuvenated RAP binder
indicated a higher fatigue life, better flexibility and great resistance to
extremely high level of traffic level relative to the RAP binder [121]. The
properties of modified RAP binder and, hence, the quality of pavement is
basically influenced by parameters like the type and dosage of rejuve­
nator, water content and curing conditions [122]. The recommended
Fig. 6. Stiffness Modulus of CMA at Different Curing Conditions.
dosage ranges from 2% to 20% (by weight of asphalt binder) which is
highly dependent on the rejuvenator type and the characteristics of the
Table 7 aged asphalt binder. Also, care has to be taken to add the rejuvenator to
Summary of Laboratory Conditioning Recommended for CMA emphasise on good homogenisation. Use of rejuvenators resulted in
Laboratory Conditioning Equivalent Field
reduction of voids, good resistance to water and frost, which ensured the
Conditioning durability of the pavement [123]. Rejuvenator does not act as binder
Curing Curing period (days)
itself. It includes vegetable oils, crude oil, bio-based oils etc. The per­
temperature (◦ C)
formance of a commercial rejuvenator, vegetable oil rejuvenators such
60 3 ha, d
1 year
as: i) rapeseed oil, ii) linseed oil, iii) waste vegetable frying oil for
1b, 2c, 3d, 7e
40 1 day after curing for 1 day @25 ◦ Cf, 14 j
1 year
cooking and iv) individual mixture of rapeseed oil and waste frying oil
days after curing for 1 day @25 ◦ Cg, 3 h, with soft bitumen was investigated [124]. Based on CMA performance in
18-21i, 28j laboratory, it was observed that vegetable oil-based rejuvenators were
38 1k 1 week well suited for the reactivation of the old binder in the RAP. Also, no
25 1–28l
significant damage was reported for these CMA pavements in field after
20 7m, 28n, n
1 month,
100 + 1 @60 ◦ Co o
1year three years of service as wearing courses and surface layers for small
Ambient/room 6p, 8q
secondary roads.
temperature

a
Guo et al. [94], b,d,e Kekwick [109], c Yan et al. [110], d Maccarrone [111], f, g
Al-Merzah et al. [5], h Jenkins [112], i Thanaya et al. [2], j NRA [113], k Ruckel
et al. [114], l Ferrotti et al. [9], m Nassar et al. [60], n NRA [113], oBrown and
Needham [3], p, q Yadav and Manjunath [40].
well.
Cold mix treated with an optimum heating temperature between 70
and 90 ◦ C resulted in half warm mix asphalt (HWMA) mixture, while
treated with a lower temperature of about 50 ◦ C resulted in mild warm
mix asphalt (MWMA) mixture during the production. The performance
of HWMA was found to be better than conventional CMA which could be
a solution of the cold mix limitations such as high porosity, long curing
time and low early strength [95,115]. Based on the comparative study,
in view of laboratory performance such as ITS, ITSR, dynamic creep,
beam fatigue, resilient modulus and rutting resistance, it was observed
that MWMA performed better than CMA and found to be comparable to
HWMA [116].
3.8. Recycling of waste materials in CMA
Extraction and use of virgin stone aggregates for growing road
infrastructure needs is the major reason behind fast depletion of natural
resources. Test results on mechanical performance indicate that CMA
with 60% of reclaimed asphalt pavement (RAP) is superior to conven­
tional CMA [117]. Similar trends of superior resistance against both
loading and moisture susceptibility were reported by Aljumaili in case of
CMA with high RAP contents (75–90%) relative to conventional CMA
[20]. Thanaya et al. reported that CMA with 72% of RAP satisfied the
requirements of standard specifications [118]. The CMA prepared with
RAP having residual binder resulted in better stiffness, higher resistance
to fatigue and permanent deformation in comparison to that of CMA
4. Field performance of CMA
Although the laboratory performance is an important tool for
assessment of CMA properties, the similar performance trend should be
observed and supported by trial test sections for successful imple­
mentation of cold mix in the field. Field trials of cold mixes with 25 mm
thick semi dense bituminous concrete (SDBC) and 20 mm thick premix
carpet (PMC) have been conducted on snow bound, heavy rainfall and
desert climate in India and compared with the respective control sec­
tions made of HMA [125]. The performance evaluation of the trial
sections was done by measuring the cracked area and visual observa­
tions. In the snow bound trial section, the limiting performance was
observed at the service life of 6 years and 4 years in case of PMC with
asphalt emulsion and asphalt, respectively. However, the service life for
same in case of SDBC was found to be comparable with both binder and
observed as more than 5 years. In the heavy rainfall trial section, the
limiting performance was observed at the service life of 6 years and 5
years in case of PMC with asphalt emulsion and asphalt, respectively.
However, the service life for same in case of SDBC was found to be very
less in case of asphalt binder as the cracks were visualised just after 2
years, while better performance was observed in case of SDBC with
asphalt emulsion. In the desert climate trial section, the limiting per­
formance was observed at the service life of more than 5 years and 5
years in case of PMC with asphalt emulsion and asphalt, respectively.
However, the service life for same in case of SDBC was found to be
comparable with both binder and observed as more than 5 years. Hence,
based on performance evaluation at different test sections, it can be
concluded that PMC made with CMA performed better than that with
HMA throughout the six years of service life. In case of SDBC, though the
HMA performance was found better during the initial service period,
later the performance of CMA was found comparable with HMA. The
hardening of binder and change in aggregate gradation in the test

12
S.S. Dash et al. Construction and Building Materials 315 (2022) 125687

sections laid with CMA were found to be less in comparison with control Table 8
sections laid with HMA. Summary of Field Performance of CMA.
In another study in UK, a trunk road of CMA with traffic counts of Author CMA structural layer Field performance
19,500 vehicles per day was constructed for 800 m long and 300 mm
Pundhir and SDBC, PMC at snow bound, CMA performance in terms of the
thick base course, which was laid in two lifts of 150 mm on top of the Nanda heavy rainfall and desert cracked area and visual
existing 200 mm granular subbase and with 100 mm of HMA surfacing [125] climate in India. observations at the service period of
[105]. The laboratory specimens of 150 mm diameter were also pre­ 4–6 years was found to be
pared and subjected to equivalent field curing conditions to correlate comparable to HMA. Also, lesser
hardening of binder as well as
with the field performance. The long term stiffness modulus was stabi­ change in aggregate gradation were
lized at 6 GPa approximately, which was consistent with performance of found in case of CMA test sections
in-situ CMA collected from the construction site. The in situ specimens relative to HMA control sections in
showed excellent resistance to permanent deformation resulting in rut field at all the three climatic
conditions.
depth of 0.9 mm in wheel tracking tests at 60 ◦ C. Based on the field
Dennis et al. Base course at a trunk road CMA performance in terms of
observations, CMA with 70% RAP and 30% virgin aggregate (coarse and [105] in UK distress level, resistance to
fine) showed no signs of distress even after 10 years of service period. permanent deformation and binder
Binder recovered from trial sections was found to be comparable with quality at the service period of 10
that of hot mix. Similarly, the trial sections including sections with 30% years was found to be comparable
to HMA. Also, in situ CMA
of RAP were also constructed in Czech Republic to evaluate effects of specimens with 70% RAP was found
cold mixes in wearing and binder course [126]. Based on laboratory test as satisfactory.
results of trial section mixtures collected after 2 months of curing, the Jan et al. Wearing course and binder CMA performance in terms of
CMA with 30% RAP performed better than conventional CMA in view of [126] course in Czech Republic permanent deformation at the
service period of 2–12 months was
ITS, stiffness modulus, thermal susceptibility and fractural toughness
found to be comparable to HMA.
(0 ◦ C and − 10 ◦ C). Based on visual monitoring after 2 and 12 months Also, CMA specimens with 30%
from paving, no problems were detected from the view points of per­ RAP performed satisfactorily in
manent deformation of the pavement under the traffic loads. However, view of ITS, stiffness modulus,
some failures in pavement were reported due to unsatisfactory planning, thermal susceptibility, fractural
toughness.
weak technical preparation and errors during construction.
Redelius et al. Trial roads in Sweden CMA performance in terms of ITS
In Sweden, the trial roads constructed with CMA also sustained [127] and stiffness modulus at the service
excellently for 10 to 15 years of service and even more [127]. After 2, 5 period of 2–13 years found as quite
and 13 years of service period, the ITS value at 10 ◦ C was found to be satisfactory. Also, performance of
CMA specimens with RAP up to
290, 507 and 313 kPa, respectively in case of control CMA, and 400, 764
80% was found comparable to the
and 807 kPa, respectively in case of CMA with relatively harder asphalt. conventional CMA except in view of
However, the ITS value at 10 ◦ C in case of CMA with 70% of RAP was fatigue cracking after 12 years of
found to be 1050 kPa even after 14 years of service period. Similarly, service period.
after 2, 5 and 13 years of service period, the stiffness modulus at 2 ◦ C was
found to be 1450, 1736 and 3460 MPa, respectively in case of control
presented by Goyer et al. [128]. It was observed that for construction of
CMA, and 2700, 4646 and 3970 MPa, respectively in case of CMA with
10 cm thick pavement, the rate of energy consumption and GHG emis­
relatively harder asphalt. However, the stiffness modulus at 2 ◦ C in case
sions was nearly two times higher for hot mix manufacturing in com­
of CMA with 70% of RAP was found to be 5840 MPa even after 14 years
parison to cold mix manufacturing.
of service period. Good correlation between the field sample and PAV-
The energy consumption and the release of CO2 during the asphalt
aged sample could be observed. Although the sections containing up
mixtures production phase are 132.3 kWh/ton and 35.5 kg CO2/ton
to 80% RAP were found to perform in same trend as conventional CMA,
asphalt mix, respectively for HMA while the corresponding values for
fatigue cracking was observed after 12 years of service life.
CMA are only 37.4 kWh/ton and 7.1 kg CO2/ton asphalt mix, respec­
Also, the maturity approach for the assessment of CMA materials was
tively [129]. It was reported that road construction with cationic asphalt
developed to predict the effect of climatic variations on in situ mixture
emulsion is cheaper by about 15% to 20% in comparison to that with
performance [108]. Based on the observed correlation between maturity
60/70 and 80/100 asphalt binder [130]. CMA was found to consume
development and conditioning regimes, it was concluded that a partic­
less energy and result in less GHG emissions compared to HMA for
ular single conditioning method could not be applied to all climates.
construction and maintenance of rural roads [131]. Since rural roads
Rather, national conditioning regimes should be developed to correlate
share a major portion of paved area and the fact that these roads are
with the development of CMA material expected in local conditions
subjected to lower traffic loads, cold asphalt mixtures would be ideal for
which could be used to predict long term and short term in situ per­
such roads.
formance of CMA material.
Utilization of RAP in asphalt mixtures could result in significant
A brief summary of field performance of CMA is presented in Table 8.
environmental gains [132]. The energy consumption and greenhouse
Based on literature review, it is observed that there are many laboratory
gas (GHG) emissions were analysed for the material production phase of
investigations and a few field studies conducted to develop rational CMA
flexible pavements based on different asphalt binder replacement (ABR)
design procedure. Also, rare attempts have been made to simulate the
rates obtained by using various amounts of RAP and recycled asphalt
laboratory and field performances of CMA with various mix design pa­
shingles in asphalt mixes [133]. When compared to the mix with 0%
rameters. Such models are required to understand and optimize the
ABR content for energy consumption and GHG emission, mix with 25%
design as well as construction of CMA.
ABR showed an average savings of 6.3% and 6.5% while mix with 60%
ABR showed a savings of 20.9% and 21.8%, respectively in energy
5. Environmental and economical impact of CMA
consumption and GHG emission.
Life cycle assessment (LCA) is a worldwide accepted tool to study the
The benefits of cold mix over hot mix in terms of energy consumption
environmental impact and to carry out cost analysis of asphalt mixtures.
and GHG emission during manufacturing and paving stage has been
Many LCA studies have been carried out for HMA covering the whole life
reported in many studies [128-133]. A comparative study between the
cycle stages such as material production, transportation, construction,
cold mix technique and conventional hot mix technique has been

13
S.S. Dash et al.
use, maintenance up to the end of pavement life. However, such research
attempts are not seen in case of CMA in literature. Rather, the envi­
ronmental and economic benefits of cold mix technology, basically
during the materials production and CMA construction phases, have
been reported. Hence, the LCA study for CMA needs to be supported by
investigating the impact throughout pavement life cycle in comparison
to the conventional technologies.
6. Conclusions and scope for further research
Development of standard design method for CMA, lower perfor­
mance characteristics of conventional CMA relative to HMA and mar­
ginal performance of CMA as structural layer under heavy traffic volume
are the challenges of CMA for which more research attempts should be
taken. The major distresses for CMA observed in literature are lower
initial strength, rutting failures and fatigue failures which affect the
durability of pavement. However, such limitation may be overcome
after suitable treatment/modification of CMA prior to its application.
Based on the current study, following conclusions have been made and
the scopes for further research on CMA have been identified.
Variation in mix design methods resulting in variations in mix pa­
rameters such as PWC, OTLC, compaction process, curing process etc.
influence the CMA properties significantly. Both conventional CMA
design and performance based CMA design should be studied in detail
along with the effect of equivalent conditions of mix parameters for the
assessment of CMA design.
Except resulting in good coating of asphalt emulsion on aggregate
surface, pre-wetting water has shown major drawbacks in all other as­
pects during the assessment of CMA properties. In literature, suitable
replacement for PWC has shown better performance of CMA. Hence,
Attempts should be taken to investigate the suitable partial/full substi­
tute of OPWC which can be beneficial for CMA design.
Selection of suitable aggregate gradation can result in adequate
performance of CMA. The conventional aggregate gradations need to be
updated based on proven field performance of similar mixes in the trial
test sections. Also, CMA mix design has been basically done for thick
layer pavement constructions. New initiatives to develop mix design
methods for thin layer CMA should be considered.
Various alternative substitutes with equivalent cementing action
should be investigated as cement production is costlier and results in
GHG emission. Local waste utilisation in terms of filler/aggregate has
been resulted in satisfactory performance. Hence, their use should be
encouraged for production of CMA to ensure contribution towards sus­
tainable development.
The introduction of nano materials and implementation of fiber as
well as modified asphalt emulsion seem to be promising for CMA design.
Hence, their influence on CMA properties should be investigated based
on both laboratory and field performance.
The laboratory and field performances (stiffness/rutting/other pa­
rameters) for various mix design parameters (compaction type and
level/curing duration and temperature/other parameters) should be
observed to establish reliable correlations.
The performance of MWMA and HWMA is found to be very satis­
factory with environmental benefits. Therefore, low energy heating and
polymer treatment can develop a new promising sustainable paving
technology. At present, there are no standard and detailed guidelines
available for emulsion based CMA, mild/half WMA mixes. Laboratory
studies with field validation will facilitate framing of these guidelines.
The environmental and economical benefits observed through LCA
study shall encourage the production of CMA which is not available in
literature for whole life stages of pavement. Detailed comparative
studies for LCA should be carried out between CMA, modified CMA, and
other conventional technologies considering all phases of pavement life
cycle in order to understand their relative costs and benefits.
It is envisaged that the positive outcome from research as well as
awareness to explore sustainable pavement technology will ensure
14
Construction and Building Materials 315 (2022) 125687
higher attention as well as implementation of cold mix technology in
road infrastructure.
Declaration of Competing Interest
The authors declare that they have no known competing financial
interests or personal relationships that could have appeared to influence
the work reported in this paper.
References
[1] Pundhir N.K.S Construction of Rural Roads with Cationic Bitumen Emulsion
Based Cold Mix Technology, Central Road Research Institute (CRRI), New Delhi,
2012.
[2] I.N.A. Thanaya, S.E. Zoorob, J.P. Forth, A laboratory Study on Cold-mix, Cold-lay
Emulsion Mixtures, Transport 162 (2009) 47–55.
[3] S.F. Brown, D. Needham, A Study of Cement Modified Bitumen Emulsion
Mixtures, Proceeding of AAPT (2000) 69.
[4] S. Al-Busaltan, Investigating Filler Characteristics in Upgrading Cold Bituminous
Emulsion Mixtures, Int. J. Pavement Eng. Asphalt Technol. 15 (2) (2014) 54–71,
https://doi.org/10.2478/ijpeat-2013-0012.
[5] Al-Merzah Sajjad, Al-Busaltan Shakir, Al Nageim Hassan, Characterizing Cold
Bituminous Emulsion Mixtures Comprised of Palm Leaf Ash, J. Mater. Civil Eng.
31 (6) (2019).
[6] Biradarpatil, A. C., and Jaya, R. S., Laboratory Studies on Cold Bituminous Mixes
with NanoTac Additive and its Effect on Curing Time. i-manager’s J. Civil. Eng.
Vol. 7 No. 3 (2017) pp. 41-48, Doi: 10.26634/jce.7.3.13609.
[7] R. Jain, S. Dwivedi, Influence of Zycosil in Cold Mix Design of DBM (Dense
Bituminous Macadam), Int. Res. J. Eng. Technol. 05 (03) (2018) 1802–1807.
[8] Benedito de S. Bueno, Wander R. da Silva, Dario C. de Lima and Enivaldo Minete.,
Engineering Properties of Fiber Reinforced Cold Asphalt Mixes, J. Environ. Eng.
Vol. 129, No. 10, (2003) pp. 952-955.
[9] G. Ferrotti, E. Pasquini, F. Canestrari, Experimental Characterization of High-
Performance Fiber-Reinforced Cold Mix Asphalt Mixtures, Constr. Build. Mater.
57 (2014) 117–125, https://doi.org/10.1016/j.conbuildmat.2014.01.089.
[10] Hayder Kamil Shanbara, Felicite Ruddock, William Atherton, A Laboratory Study
of High-Performance Cold Mix Asphalt Mixtures Reinforced with Natural and
Synthetic Fibres, Constr. Build. Mater. 172 (2018) 166–175, https://doi.org/
10.1016/j.conbuildmat.2018.03.252.
[11] Oruc Seref, Celik Fazil, Akpinar M. Vefa, Effect of Cement on Emulsified Asphalt
Mixtures, Journal of Materials Engineering and Performance (ASM International)
16 (5) (2007) 578–583.
[12] James Alan, Cold Mix Design in North America, Akzo Nobel Surface Chemistry
LLC, 7101 Adams St, Willowbrook, IL 60527, U.S.A., 2002.
[13] Institute Manual Series No.14 (AI MS 14), Asphalt Cold Mix Manual, Third
Edition, Part IV, Appendix F, USA, 1989.
[14] Institute Manual Series No.19 (AI MS 19), Asphalt Cold Mix Manual, Third
Edition, USA, 1997.
[15] Ministry of Road Transport and Highways (MORTH), Bituminous cold mix:
Specifications for Road and Bridge Works, Fifth Revision, Section 500 (Cl.518),
IRC, New Delhi, India, pp. 234-242, 2013.
[16] Indian Roads Congress (IRC), Use of Cold Mix Technology in Construction and
Maintenance of Roads Using Bitumen Emulsion, IRC:SP:100, New Delhi, India,
2014.
[17] Cheng Ling, Hussain U. Bahia, Development of a Volumetric Mix Design Protocol
for Dense-Graded Cold Mix Asphalt, J. Transp. Eng., Part B: Pavements 144 (4)
(2018), https://doi.org/10.1061/JPEODX.0000071.
[18] Cheng Ling, Andrew Hanz, Hussain Bahia, Measuring moisture susceptibility of
Cold Mix Asphalt with a modified boiling test based on digital imaging, Constr.
Build. Mater. 105 (2016) 391–399, https://doi.org/10.1016/j.
conbuildmat.2015.12.093.
[19] Academy Asphalt, Guideline Technical, Bitumen Stabilised Materials, A Guideline
for the Design and Construction of Bitumen Emulsion and Foamed Bitumen
Stabilised Materials, TG 2, second ed., Pretoria, South Africa, 2009.
[20] Mohammed Abbas Aljumaili. Sustainability of Cold Recycled Mixture with High
Reclaimed Asphalt Pavement Percentages, Trends in Transport Engineering and
Applications, Vol 3, No 3, (2016) DOI: 10.3759/ttea.v3i3.2859.
[21] I. Ahmed, Nassar, Nicholas Thom, Tony Parry, Optimizing the Mix Design of Cold
Bitumen Emulsion Mixtures using Response Surface Methodology, Constr. Build.
Mater. 104 (2016) 216–229, https://doi.org/10.1016/j.
conbuildmat.2015.12.073.
[22] Kar Siksha Swaroopa, Chandra Satish, Nagabhushana, M. N. Mix, Design
Approach of Cold Mix Asphalt Using Response Surface Method, Advances in
Materials and Pavement Performance Prediction II – Kumar et al. (eds), 2020.
[23] Meng Guo, Yiqiu Tan, Shuiwen Zhou, Multiscale test research on interfacial
adhesion property of cold mix Asphalt, Constr. Build. Mater. 68 (2014) 769–776,
https://doi.org/10.1016/j.conbuildmat.2014.06.031.
[24] W. Fuller, S.E. Thompson, The Laws of Proportioning Concrete, Trans. Am. Soc.
Civil Eng. Paper no. 1053 (1907) 67–143.
[25] F.L. Roberts, P.S. Kandhal, E.R. Brown, D.Y. Lee, T.W. Kennedy, Hot Mix Asphalt
Materials, Mixture Design, and Construction, National Asphalt Paving Association
Education Foundation, Lanham, MD, 1996.
S.S. Dash et al.
[26] K.E. Cooper, S.F. Brown, G.R. Pooley, The Design of Aggregate Gradings for
Asphalt Base courses, J. Assoc. Asphalt Paving Technol. 54 (1985) 324–346.
[27] Vavrik, W. R., Pine, W. J., and Bailey, R. Bailey, Method For Gradation Selection
In Hot-Mix Asphalt Mixture Design, Transportation Research E-Circular, TRB,
Washington, Number E-C044, 2002.
[28] Thompson, G. P. E., Investigation of the Bailey Method for the Design and
Analysis of Dense-Graded HMAC Using Oregon Aggregates, Oregon Department
of Transportation Research Unit and Federal Highway Administration, Report:
SPR 304-311, 2006.
[29] Dash, Swayam Siddha and Panda, Mahabir, Effect of Aggregate Gradation on Cold
Bituminous Mix Performance, Advances in Civil Engineering Materials, Vol. 4,
No. 1, (2015) pp. 155-174, ASTM International, doi:10.1520/ACEM20140047.
[30] Abbas Al-Hdabi, Hassan Al Nageim, Linda Seton, Performance of Gap Graded
Cold Asphalt Containing Cement Treated Filler, Constr. Build. Mater. 69 (2014)
362–369.
[31] M. N. M. Warid, M. R. Hainin, H. Yaacob, M. M. A. Aziz and M. K. Idham, Thin
cold-mix stone mastic asphalt pavement overlay for roads and highways,
Materials Research Innovations, 18:sup6, S6-303-S6-306, (2014) DOI: 10.1179/
1432891714Z. 000000000972.
[32] Dr. Sangita, M.P.Singh, Abhishek Yadav, Yash Pandey and Dr. Vandana Tare,
Comparative Study of Emulsion Based Half Warm Mix and Cold Mix for
Construction of SDBC and DBM ,IJSRD - International Journal for Scientific
Research & Development| Vol. 3, Issue 03, 2015.
[33] Swayam Siddha Dash and Mahabir Panda, Influence of Mix Parameters on Design
of Cold Bituminous Mix, Constr. Build. Mater. 191 (2018) 376–385, https://doi.
org/10.1016/j.conbuildmat.2018.10.0022016.
[34] Mustafa Amoori Kadhim, Shakir Faleh Al-Busaltan and Raid Rahman Almuhanna,
Characterize Cold Bituminous Emulsion Mixtures Incorporated Ordinary Portland
Cement Filler for Local Surface Layer, Journal of Babylon University, Engineering
Sciences, No. (3), Vol. (24), 2016.
[35] Ahmad Kamil Arshad, Noor Azilatom Ali, Ekarizan Shaffie, Wardati Hashim and
Zanariah Abd Rahman, Rutting performance of cold bituminous emulsion
mixtures, AIP Conference Proceedings 1892, 050001 (2017); https://doi.org/
10.1063/1.5005711.
[36] H.K. Sanabara, F. Ruddock, W. Atherton, N.A. Nassir, Mechanical Properties of
Ordinary Portland Cement Modified Cold Bitumen Emulsion Mixture, Int. J. Civil
Environ. Eng. 12 (2018) No:5.
[37] Pundhir, N K S; Grover, S and Veeraragavan, A Cold Mix Design of Semi Dense
Bituminous Concrete. Indian Highways Vol. 38, No. 3, (2010). pp 17-24.
[38] I Nyoman Arya Thanaya, Utilization of Sustainable Materials in Cold Asphalt
Emulsion Mixture for Lightly Trafficked Road, 2007.
[39] A. K. Arshad, E. Shaffie, F. Ismail, W. Hashim, Z. Abd Rahman, Performance
Evaluation of Dense Graded Cold Mix Asphalt, International Journal of Civil
Engineering and Technology (IJCIET), Volume 9, Issue 10, (2018) pp. 549–557,
Article ID: IJCIET_09_10_056.
[40] Om Prakash Yadav, K.R. Manjunath, Cold Mix Design of Semi Dense Bituminous
Concrete, IOSR J. Mech. Civil Eng. 1 (6) (2012) 09–16.
[41] Haydar Kamil Shanbara, Anmar Dulaimi and Tariq Al-Mansoori, Studying the
mechanical properties of improved cold emulsified asphalt mixtures containing
cement and lime, 2021, IOP Conf. Ser.: Mater. Sci. Eng. 1090 012006.
[42] Hassan Al Nageim, Shakir Falih Al-Busaltan, William Atherton, George Sharples,
A comparative study for improving the mechanical properties of cold bituminous
emulsion mixtures with cement and waste materials, Constr. Build. Mater. 36
(2012) 743–748, https://doi.org/10.1016/j.conbuildmat.2012.06.032.
[43] I Nyoman Arya Thanaya, The Effect of Compaction Delay and Rate of Strength
Gain on CBEM, MEDIA TEKNIK SIPIL/Januari, 2008.
[44] Chinju Chandran and Suresha S.N., Laboratory Evaluation of Cold Bituminous
Mixtures, 6th International Engineering Symposium – IES, 2017, March 1-3,
2017, Kumamoto University, Japan.
[45] Yadav R. K. and Choudhary P., Marshall Properties of SDBC using Emulsion based
Cold Mix Technology. International Journal for Research in Applied Science &
Engineering Technology, Vol. 6, Issue II, (2018). pp. 73-78.
[46] I. Ahmed, Nassar, Mahmoud Khashaa Mohammed, Nicholas Thom and Tony
Parry, Characterisation of high-performance cold bitumen emulsion mixtures for
surface courses, Int. J. Pavement Eng. 19 (6) (2018) 509–518, https://doi.org/
10.1080/10298436.2016.1176165.
[47] A. Dulaimi, H. Al Nageim, F. Ruddock, L. Seton, A Novel Cold Asphalt Concrete
Mixture for Heavily Trafficked Binder Course, Int. J. Civil Environ. Struct. Constr.
Architect. Eng. 9 (8) (2015).
[48] Z. Wang, A. Sha, Micro, Hardness of Interface between Cement Asphalt Emulsion
Mastics and Aggregates, Mater. Struct. 43 (2010) 453–461.
[49] Mohammed Abbas Al-Jumaili, Ahmad Saleem Abdulateef Shakoree, Impact of
Aggregate and Filler Type on Cold Asphalt Mixture Attitude, International
Conference on Advances in Sustainable Engineering and Applications (ICASEA),
Wasit University, Kut, Iraq, 2018.
[50] Mohammed Abbas Al-Jumaili and Ahmad Saleem Abdulateef Shakoree, Influence
of Curing Conditions and Filler Type on Mechanical Properties of Cold Asphalt
Emulsion Mixtures, (2019) IOP Conf. Ser.: Mater. Sci. Eng. 584 012006.
[51] Talaat Abdel-Wahed, Hassan Al Nageim, Investigating the Effects of Cement and
Cement Kiln Dust as a Filler on the Mechanical Properties of Cold Bituminous
Emulsion Mixtures, International Journal of Civil Engineering and Technology
(IJCIET), Volume 7, Issue 1, (2016) pp. 441–453, Article ID: IJCIET_07_01_033.
[52] Issa Sarsam S, Zahraa Ahmed, Evaluation of Cold Mix Asphalt Concrete
Properties, J. Civil Eng. Inter Disciplinaries 1(1) (2020) 34-40, https://doi.org/
10.47890/JCEID/2020/SISarsam/12045784.
15
Construction and Building Materials 315 (2022) 125687
[53] Tahseen Saadoon, Breixo Gomez-Meijide, Alvaro Garcia, Prediction of Water
Evaporation and Stability of Cold Asphalt Mixtures Containing Different Types of
Cement, Constr. Build. Mater. 186 (2018) 751–761.
[54] Fang Xing, A fundamental research on cold mix asphalt modified with
cementitious materials, Doctoral Thesis, 2016, https://doi.org/10.3929/ethz-a-
010793699.
[55] T. Alenezi, A. Garcia, A. Dawson, Cold Mix Asphalt Made with Bitumen Emulsion
Capsules, PhD Thesis, University of Nottingham, 2019.
[56] Sampada Katekar, Namdeo A. Hedaoo, Experimental Study on the Reaction of
Cold Bituminous Emulsion Mix with Waste Rice Husk Ash, Int. J. Constr. Eng.
Manage. 10 (2) (2021) 25–30, https://doi.org/10.5923/j.ijcem.20211002.01.
[57] Zainab H. Habeeb, Abbas Al-Hdabi, in: Cold Asphalt Mixtures Characteristics
with Cement and Sugar Industry Waste Material as Mineral Filler, IOP Conf, IOP
Publishing, 2021, https://doi.org/10.1088/1757-899X/1090/1/012137.
[58] Hassan Al Nageim, Shakir Al-Busaltan, Stiffness, Creep Properties and XRD
Analysis of a New Fast-Curing Cold Mix Asphalt for Use in Highway Pavement,
E&E Congress 2016, 6th Eurasphalt & Eurobitume Congress, Prague, Czech
Republic (2016), https://doi.org/10.14311/EE.2016.423.
[59] Dhurbojyoti Borkakoti, K. Ganesh, Strength and Stability Characteristics of Semi
Dense Bituminous Concrete by using Cold Mix Design, Int. J. Innov. Eng. Technol.
6 (2) (2015) 157–164.
[60] Ahmed I. Nassar, Mahmoud Khashaa Mohammed, Nicholas Thom, Tony Parry,
Mechanical, Durability and Microstructure Properties of Cold Asphalt Emulsion
Mixtures with Different Types of Filler, Constr. Build. Mater. 114 (2016)
352–363, https://doi.org/10.1016/j.conbuildmat.2016.03.112.
[61] Anmar Dulaimi, Hassan Al Nageim, Felicite Ruddock, Linda Seton, High
Performance Cold Asphalt Concrete Mixture for Binder Course using Alkali-
Activated Binary Blended Cementitious Filler, Constr. Build. Mater. 141 (2017)
160–170, https://doi.org/10.1016/j.conbuildmat.2017.02.155.
[62] Anmar Dulaimi, Hassan Al Nageim, Felicite Ruddock, Linda Seton, New
developments with cold asphalt concrete binder course mixtures containing
binary blended cementitious filler (BBCF), Constr. Build. Mater. 124 (2016)
414–423, https://doi.org/10.1016/j.conbuildmat.2016.07.114.
[63] Manar Hamzah Herez, Development of a New High Performance Cold Mix
Asphalt - PhD thesis, Liverpool John Moores University. 2019.
[64] J. Yanga, S. Tighe, A review of advances of Nanotechnology in asphalt mixtures,
Proc. Soc. Behav. Sci. 96 (2013) 1269–1276.
[65] Hui Yao, Zhanping You, Effectiveness of Micro- and Nanomaterials in Asphalt
Mixtures through Dynamic Modulus and Rutting Tests, J. Nanomateri. 2016
(2016) 1–14.
[66] E.A. Abdelzaher, Mostafa, Examining the Performance of Hot Mix Asphalt Using
Nano- Materials, IOSR, J. Eng. 6 (2) (2016) 25–34.
[67] Crucho J., Neves J., Capitao S. and Picado-Santos. L., Mechanical performance of
asphalt concrete modified with nanoparticles: Nanosilica, zero-valent iron and
nanoclay, Construction and Building Materials, Vol. 181, (2018). pp. 309-318.
[68] Sigit P. Hadiwardoyo, Nurahman P. Fatih, R. Jachrizal Sumabrata,
Dadang Iskandar, Rut Depth Characteristics on Hot Mix Asphalt with Addition
Nano Crumb Rubber, Civil Eng. Architecture 8 (4) (2020) 525–532.
[69] Gholam Hossein Hamedi, Hasan Ghahremani & Dawud Saedi, Investigation the
effect of short term aging on thermodynamic parameters and thermal cracking of
asphalt mixtures modified with nanomaterials, Road Mater. Pavement Design
(2020), https://doi.org/10.1080/14680629.2020.1808520.
[70] Yazdani Gus, Effect Of Nanopolymer Modified Binder On Hot Mix Asphalt, Theses
and Dissertations. 2386, 2018.
[71] Shongtao Dai, Dan Warzala, Jia-Liang Le, Nanotechnology Reduces Cold-Weather
Cracking in Asphalt Pavements, Minnesota Department of Transportation
Research Services & Library, Technical Summary, 2018.
[72] Abdelzaher E. A. Mostafa, Studying the Effect of Using Nano-Materials on the
Performance of Cold Recycled Asphalt Pavement Mixes, Int. J. Adv. Eng. Nano
Technol. Vol. 2 (11), (2015). pp. 1-6.
[73] X. Liu, Y. An, J. Feng, X. Zhu, F. Li, Preparation and Properties of Carbon
Nanofiber Modified Emulsified Asphalt Based on Ultrasonication and Surfactant
and the Impact of SBR and NH4Cl, Front. Mater. 7 (209) (2020), https://doi.org/
10.3389/fmats.2020.00209.
[74] Dwight Walker, Introducing nanoclay as an asphalt modifier, Asphalt magazine
(2020). http://asphaltmagazine.com/introducing-nanoclay-as-an-asphalt-
modifier.
[75] B. Gomez-Meijide, I. Pérez, G. Airey, N. Thomb, Stiffness of cold asphalt mixtures
with recycled aggregates from construction and demolition waste, Constr. Build.
Mater. 77 (2015) 168–178, https://doi.org/10.1016/j.conbuildmat.
2014.12.045.
[76] Hamed Attaran Dovom, Abolfazl Mohammadzadeh Moghaddam, Mohsen Karrabi
and Bahar Shahnavaz, Improving the resistance to moisture damage of cold mix
asphalt modified by eco-friendly Microbial Carbonate Precipitation (MCP),
Construction and Building Materials 213 (2019) 131–141, https://doi.org/10.10
16/j.conbuildmat. 2019.03.262.
[77] E.R. Brown, Experience with Stone Matrix Asphalt in the United States, National
Center for Asphalt Technology, Auburn University, Alabama, US, 1992.
[78] Thanaya I.N.A., Review and Recommendation of Cold Asphalt Emulsion Mixtures
(CAEMs) Design. Civil Engineering Dimension, Vol. 9, No. 1, (2007). pp. 49-56.
[79] I.N.A. Thanaya, Evaluating and Improving the Performance of Cold Asphalt
Emulsion Mixes, Civil Engineering Dimension 9 (2) (2007) 64–69.
[80] Ghazi G. Al-Khateeb, Taisir S. Khedaywi, Turki I, Obaidai, Volumetric Analysis-
Based Comparison between Superpave and Marshall Mix Design Procedures,
2019.
S.S. Dash et al.
[81] L. Wendling, V. Gaudefroy, J. Gaschet, S. Ollier, S. Gallier, Evaluation of the
compactability of bituminous emulsion mixes: experimental device and
methodology, Int. J. Pavement Eng. 17 (1) (2016) 71–80, https://doi.org/
10.1080/10298436.2014.925553.
[82] Mike Hemsley Jnr, Cold Mix Design, AEMA Annual Conference, Bermuda, (2002).
[83] American Association of State and Highway Transportation Officials, Superpave
Volumetric Design for Hot-Mix Asphalt (HMA), AASHTO R 35, USA, 2009.
[84] D. Leech, Cold Bituminous Materials for Use in the Structural Layers of Roads,
Transport Research Laboratory, Project Report 75 (1994) UK.
[85] N. Pouliot, J. Marchand, M. Pigeon, Hydration Mechanisms, Microstructure, and
Mechanical Properties of Mortars Prepared with Mixed Binder Cement Slurry-
Asphalt Emulsion, J. Mater. Civil Eng. 15 (1) (2003) 54–59.
[86] Hassan Ziari, Mahmood Reza Keymanesh, Hossein Zalnezhad, Effect of
emulsifying agent on rheological properties of bitumen emulsion modified with
different techniques of adding SBR latex polymer, Road Mater. Pavement Design
(2020), https://doi.org/10.1080/14680629.2020.1835695.
[87] Evgeny Alexandrovich Glady, Ruslan Alimovich Kemalov, Alim Feyzrahmanovich
Kemalov and Olga Mikhailovna Kornetova, Obtaining of Bitumen Emulsions
using Nonionic Surface-Active Substances, Indian Journal of Science and
Technology 9 (18) (2016), https://doi.org/10.17485/ijst/2016/v9i18/93770.
[88] K R Usman, M R Hainin, M K I Satar, M Naqiuddin M Warid, Suleiman
Abdulrahman, Modified Marshall Test assessment for emulsified asphalt cold
Mixes, IOP Conf. Series: Earth and Environmental Science 498 012023, IOP
Publishing, (2020) doi:10.1088/1755-1315/498/1/012023.
[89] L.E. Chavez-Valencia, E. Alonso, A. Manzano, J. Perez, M.E. Contreras,
C. Signoret, Improving the Compressive Strengths of Cold-mix Asphalt using
Asphalt Emulsion Modified by Polyvinyl Acetate, Constr. Build. Mater. 21 (2007)
583–589.
[90] H. M. Cai, T. Wang, J. Y. Zhang, And Y. Z. Zhang, Preparation of an SBS
Latex–Modified Bitumen Emulsion and Performance Assessment, Petroleum
Science and Technology, Vol. 28, (2010). pp. 987-996.
[91] Carlo Carpani, E. Bocci, M. Bocci, Rheological and performance characterisation
of the bitumen recovered from different emulsions for cold mixtures, Road Mater.
Pavement Design 22 (sup1) (2021) S214–S231, https://doi.org/10.1080/
14680629.2021.1906735.
[92] M. Shafii, J. Ahmad, E. Shaffie,, Physical Properties of Asphalt Emulsion Modified
with Natural Rubber Latex, World Journal of Engineering, Vol. 10, Iss: 2, (2013).
pp.159-164.
[93] Dana Daneshvar, Arash Motamed, Reza Imaninasab, Improving fracture and
moisture resistance of cold mix asphalt (CMA) using crumb rubber and cement,
Road Mater. Pavement Design (2020), https://doi.org/10.1080/
14680629.2020.1830152.
[94] Liuhong Guo, Shujian Zhang, Zhongda Chen, Yong Song, Xiaohu Niu, Mengzhuo
Guo, Pengtao Xue and Xianjun Gu., Laboratory Performance of Cold-mix Asphalt
Using Epoxy Resin Modified- Asphalt Emulsion, Int. J. Curr. Res. 11 (05) (2019)
pp. 3619-3623.
[95] Muna AL-Kafaji, Shakir Al-Busaltan and Hussein A. Ewadh, Evaluating the rutting
resistance for half warm bituminous emulsion mixtures comprising ordinary
portland cement and polymer, IOP Conf. Series: Materials Science and
Engineering 737 (2020) 012138, IOP Publishing, doi:10.1088/1757-899X/737/
1/012138.
[96] Rosa Veropalumbo, Francesca Russo, Nunzio Viscione and Salvatore A.
Biancardo, Rheological Properties Comparing Hot and Cold Bituminous Mastics
Containing Jet Grouting Waste, Advances in Materials Science and Engineering,
Volume 2020, Article ID 8078527, 16 pages, https://doi.org/10.1155/2020/
8078527.
[97] L. Shan, H. Yang, D. Tian, Y. Tan, Evaluation of Anti-icing Emulsified Asphalt
Binders, Front. Mater. 7 (2020) 257, https://doi.org/10.3389/fmats.2020.00257.
[98] Zahraa Ahmed Samor and Saad Issa Sarsam, Assessing the Moisture and Aging
Susceptibility of Cold Mix Asphalt Concrete, Journal of Engineering, Number 2
Volume (2021) https://doi.org/10.31026/j.eng.2021.02.05.
[99] Thamer Alenezi, Cold mix asphalt made with bitumen emulsion capsules, PhD
thesis, University of Nottingham, 2019.
[100] S. Zhu, Z. Xu, X. Qin, M. Liao, Fiber-Reinforcing Effect in the Mechanical and
Road Performance of Cement-Emulsified Asphalt Mixtures, Materials 14 (2021)
2779, https://doi.org/10.3390/ma14112779.
[101] Hayder Kamil Shanbara, Felicite Ruddock and William Atherton, Stresses and
Strains Distribution of a Developed Cold Bituminous Emulsion Mixture Using
Finite Element Analysis, Open access peer-reviewed chapter, Science and
Technology Behind Nanoemulsions, DOI: 10.5772/intechopen.74221.
[102] Hayder Kamil Shanbara, Felicite Ruddock and William Atherton, Predicting the
rutting behaviour of natural fibre-reinforced cold mix asphalt using the finite
element method, Constr. Build. Mater. 167 (2018) 907–917, https://doi.org/
10.1016/j.conbuildmat.2018.02.072.
[103] Hayder Kamil Shanbara, Felicite Ruddock and William Atherton, A viscoplastic
model for permanent deformation prediction of reinforced cold mix asphalt,
Constr. Build. Mater. 186 (2018) 287–302, https://doi.org/10.1016/j.
conbuildmat. 2018.07.127.
[104] R. Amal, J. Narendra, M. Sivakumar, M.V.L.R. Anjaneyulu, Performance
Evaluation of Cold Bituminous Mix Reinforced with Coir Fibre, AIJR Proceedings
(2021) 559–568.
[105] Dennis Day, Ian Michael Lancaster, Dougie McKay, Emulsion Cold Mix Asphalt in
the UK: A Decade of Site and Laboratory Experience, Journal of traffic and
transportation engineering, Vol. 6 (4), (2019). pp. 359-365.
[106] Amelie Thiriet, Vincent Gaudefroy, Emmanuel Chailleux, Jean-Michel Piau,
Frederic Delfosse, Christine Leroy, Effects of curing on emulsion cold mix asphalts
16
Construction and Building Materials 315 (2022) 125687
and their extracted binder, Functional Composite Mater. 2 (2021) 12, https://doi.
org/10.1186/s42252-021-00024-2.
[107] Du. Shaowen, Effect of curing conditions on properties of cement asphalt
emulsion Mixture, Constr. Build. Mater. 164 (2018) 84–93, https://doi.org/
10.1016/j.conbuildmat.2017.12.179.
[108] Thomas A. Doyle, Ciaran McNally, Amanda Gibney, Amir Tabakovic, Developing
maturity methods for the assessment of cold-mix bituminous materials,
Construction and Building Materials 38 (2013) 524–529, https://doi.org/
10.1016/j.conbuildmat. 2012.09.008.
[109] Kekwick SV, Best practice. Bitumen emulsion and foamed bitumen materials
laboratory processing, Proceedings of the 24th Southern African transport
conference, SATC, ISBN No. 1-920-01712-7, South Africa, 2005.
[110] J. Yan, F. Ni, M. Yang, J. Li, An experimental study on fatigue properties of
emulsion and foam cold recycled mixes, Constr. Build. Mater. 24 (11) (2010)
2151–2156.
[111] S. Maccarrone, Cold asphalt systems as an alternative to hot mix, Proceedings of
the 9th AAPA international Asphalt conference, AAPA, Australia, 1994.
[112] K.J. Jenkins, Mix design considerations for cold and half-warm bituminous mixes
with emphasis on foamed bitumen, PhD thesis, University of Stellenbosch, South
Africa, 2000.
[113] National Roads Authority (NRA), Interim Advice Note 01/11 on Low Energy
Pavements, NRA, Dublin, 2011.
[114] Ruckel PJ, Acott SM, Bowering RH, Foamed-asphalt paving mixtures: preparation
of design mixes and treatment of test specimens, Transportation Research Record,
pp. 88–95, Transportation Research Board, USA, 1983.
[115] Dr. Sangita, M.P.Singh, Abhishek Yadav, Yash Pandey, Dr. Vandana Tare,
Comparative Study of Emulsion Based Half Warm Mix and Cold Mix for
Construction of SDBC and DBM, International Journal for Scientific Research &
Development, Vol. 3, Issue 03, 2015.
[116] Siksha Swaroopa, Sravani A and P K Jain, Comparison of mechanistic
characteristics of cold, mild warm and half warm mixes for bituminous road
construction, Indian Journal of Engineering & Materials Sciences, Vol. 22, (2015),
pp. 85-92.
[117] M. Sravani Arimilli, Pramod Kumar Jain, M.N. Nagabhushana, Optimization of
Recycled Asphalt Pavement in Cold Emulsified Mixtures by Mechanistic
Characterization, J. Mater. Civ. Eng. (2015), https://doi.org/10.1061/(ASCE)
MT.19435533.0001412.
[118] Thanaya I Nyoman Arya, I Nyoman Widana Negara, I Putu Suarjana, Properties of
Cold Asphalt Emulsion Mixtures (CAEMs) using materials from old road
pavement milling, Procedia Engineering, Vol. 95, pp. (2014). p. 479 - 488.
[119] Chibuzor Ojum, Nick Thom, Effect of Binder in Recycled Asphalt on Cold-mix
Pavements, Proc. Inst. Civil Eng. Constr. Mater. 170 (CM4) (2017) 205–210,
https://doi.org/10.1680/jcoma.16.00038.
[120] Mustafa Amoori Kadhim, Shakir Al-Busaltan, Raid R. Almuhanna, An Evaluation
of the Effect of Crushed Waste Glass on the Performance of Cold Bituminous
Emulsion Mixtures, International Journal of Pavement Research and Technology,
Vol. 12, (2019). pp. 396-406.
[121] Tahri Omar, Evaluation of Effectiveness of Rejuvenator for 100% Reclaimed
Asphalt Pavement Cold Mix, PhD thesis, University of South Alabama, August
2021.
[122] A. Behnood, Application of rejuvenators to improve the rheological and
mechanical properties of asphalt binders and mixtures: a review, J. Clean. Prod.
231 (2019) 171–182.
[123] P. Slabonski, B. Stankiewicz, Beben D, Influence of a Rejuvenator on
Homogenization of an Asphalt Mixture with Increased Content of Reclaimed
Asphalt Pavement in Lowered Technological Temperatures, Materials 14 (2021),
https://doi.org/10.3390/ma14102567.
[124] Martin Hugener, Manfred N. Partl, Markus Morant, Cold asphalt recycling with
100% reclaimed asphalt pavement and vegetable oil-based rejuvenators, Road
Mater. Pavement Design 15 (2) (2014) 239–258, https://doi.org/10.1080/
14680629.2013.860910.
[125] N.K.S. Pundhir, P.K. Nanda, Development of Bitumen Emulsion based Cold Mix
Technology for Construction of Roads under Different Climatic Conditions of
India, J. Sci. Ind. Res. 65 (2006) 729–743.
[126] Jan Suda, Jan Valentin, Josef Zak, Cold Bituminous Emulsion Mixtures -
Laboratory Mix Design, Trial Section Job Site and Monitoring, 6th Eurasphalt &
Eurobitume Congress, 1–3 June 2016, Prague, Czech Republic (2016).
[127] Redelius P., Ostlund J. A. and Soenen H., Field Experience of Cold Mix Asphalt
During 15 Years. Road Materials and Pavement Design, Vol. 17, No. 1, (2016). pp.
223-242, DOI: 10.1080/14680629.2015.1068702.
[128] S. Goyer, M. Dauvergne, C. Ropert, L. Wendling, V. Gaudefroy, C. Ropert,
Environmental Data of Cold Mix Using Emulsified Bitumen for a Better Selection
of Road Materials, France, ISAP, 2012, pp. 1–12.
[129] Roger Lundberg, Torbjörn Jacobson, Per Redelius and Jenny-Ann Östlund,
Production and Durability of Cold Mix Asphalt, 6th Eurasphalt & Eurobitume
Congress, 1st-3rd June 2016, Prague, Czech Republic, (2016). (DOI): dx.doi.org/
10.14311/EE.2016.074.
[130] N.K.S. Pundhir, Construction of Rural Road with Cationic Bitumen Emulsion
Based Cold Mix Technology, Technical Papers, Central Road Research Institute,
Workshop on Non-Conventional Materials/ Technologies, 2012, pp. 48–55.
S.S. Dash et al. Construction and Building Materials 315 (2022) 125687

[131] The Energy and Resources Institute, Life Cycle Assessment of Hot Mix and Cold [133] Rebekah Yang, Hasan Ozer, Seunggu Kang, Imad L. Al-Qadi, Environmental
Mix Technologies for Construction and Maintenance of Rural Roads (Final Impacts of Producing Asphalt Mixtures with Varying Degrees of Recycled Asphalt
Report), 112, New Delhi, 2017. Materials, International Symposium on Pavement LCA (2014).
[132] Joke Anthonissen, Wim Van den bergh, Johan Braet, Review and Environmental
Impact Assessment of Green Technologies for Base Courses in Bituminous
Pavements, Environ. Impact Assess. Rev. 60 (2016) 139–147.

17