WARM MIX ASPHALT TECHNOLOGIES: AN OVERVIEW 143

Paper No. 561

WARM MIX ASPHALT TECHNOLOGIES: AN OVERVIEW
PRITHVI SINGH KANDHAL*

ABSTRACT
Warm Mix asphalt (WMA) technology allows the mixing, lay down, and compaction of asphalt mix at significantly lower temperatures
compared to Hot Mix Asphalt (HMA). WMA mixes can be produced at temperature of 120ºC or lower.
WMA offers many significant advantages, such as, (a) energy savings, (b) decreased emissions and fumes, (c) decreased binder aging, and
(d) extended paving season into the cold winter months and at places located on high altitudes. The last advantage should be very useful to
the Border Roads Organization. India can also earn carbon credits under the Kyoto Protocol, if WMA is implemented as a replacement for
HMA wherever possible, thereby reducing greenhouse gas.
The Paper describes the WMA technologies developed to this date in Europe and the US, such as, synthetic zeolite, Sasobit, Evotherm,
WAM Foam, LEA, Rediset WMX, REVIX, and Double Green Barrel together with their laboratory evaluation, if available. It has been
recommended to construct WMA demonstration projects in India soon.

1 INTRODUCTION the 2004-2007 period11. A second European scan tour5,6,7

Warm Mix Asphalt (WMA) is a fast emerging new
technology which has a potential of revolutionizing the
production of asphalt mixtures. WMA technology allows
the mixing, lay down, and compaction of asphalt mixes at
significantly lower temperatures compared to Hot Mix
Asphalt (HMA). The technology can reduce production
temperatures by as much as 30 percent1. Asphalt mixes
are generally produced at 150º C or greater temperatures
depending mainly on the type of binder used. WMA mixes
can be produced at temperatures of about 120ºC or lower.
The development of WMA was initiated in Europe in the
late 1990s primarily in response to the need for greenhouse
gas reduction under the Kyoto Protocol. WMA
technologies, such as, Aspha-min, WAM Foam, and
Sasobit were developed during that time. The US
National Asphalt Pavement Association (NAPA)
organized a European Scan tour in 2002 to examine these
three WMA technologies. The National Center for
Asphalt Technology (NCAT) initiated research1,2,3,4 on
WMA technologies in 2003.
New WMA technologies such as Evotherm, Rediset
WMX, REVIX, LEA (Low Energy Asphalt) and Double
Barrel Green were later developed within the US during
was conducted in May 2007 by US engineers to gather
additional information on WMA technologies in Europe.
Although WMA originated in Europe the scan team found
that the US had already made great progress in evaluating
and implementing WMA technologies. This was made
possible by the public private partnerships.
2 ADVANTAGES OF WMA AND
IMPORTANCE FOR INDIA
Warm Mix Asphalt offers the following significant
advantages:
a) Energy Savings. The most obvious benefit of
WMA is the reduction in fuel consumption. Fuel is
used to dry and heat the aggregate. Studies have
shown that lower plant mix temperatures associated
with WMA can lead to as much as 30 per cent
reduction in energy consumption1.
b) Decreased Emissions. WMA produces emissions
(both visible and non visible) from the burning of
fossil fuels at a significantly reduced level compared
to HMA. This would permit asphalt plants to be
located in and around non-attainment areas such

* Associate Director Emeritus, National Center for Asphalt Technology (NCAT), Auburn University, USA. Currently in Jaipur.
e-mail: pkandhal@eng.auburn.edu

Journal of the Indian Roads Congress, July-September 2010

 144
as large metropolitan areas that have air quality
restrictions.
c) Decreased Fumes and Odour. WMA produces
lower fumes and odour both at the plant and the
paving site compared to HMA. This would also
result in improved working conditions at both
places.
d) Decreased Binder Aging. Short-term aging of
liquid asphalt binder takes place when it is mixed
with hot aggregate in pug mill or mixing drum. This
aging is caused by the loss of lighter oils from the
liquid asphalt binders during mixing at high
temperatures. It is believed that the short-term aging
of the binder will be reduced significantly because
the loss of lighter oils will be less at relatively lower
mixing temperatures. This may enhance asphalt
pavement durability.
e) Extended Paving Season. By producing WMA
at normal HMA temperatures, it may be possible
to extend the paving season into the colder months
of the year or in places located on high altitudes
since the WMA additives or processes act as a
compaction aid. Further by narrowing the difference
between compaction temperature and ambient air
temperature the rate of cooling is decreased. WMA
may also be transported over longer distances as
compared to HMA with reduced loss of mix
temperature in the hauling units. This advantage
should facilitate the Indian Border Roads
Organization (BRO) in constructing asphalt roads
in high altitude and/or remote areas far away from
hot mix plants8.
f) Compaction Aid for Stiffer Mixes. WMA
additives and processes may be used to improve
the compactibility of stiff mixes when mix is
produced closer to typical HMA production
temperatures. Smaller reductions in temperature
may also be possible. There is extensive experience
with the use of certain types of WMA with SMA
in Europe.
g) Increased Amount of RAP. Research9 has shown
that the percentage of reclaimed asphalt pavement
Journal of the Indian Roads Congress, July-September 2010
KANDHAL ON
(RAP) can be increased in WMA compared to
HMA during hot recycling.
h) Generation of Carbon Credits for India.
Developing countries like India can earn CER
(Certified Emission Reductions) or popularly known
as carbon credits under the Kyoto Protocol, if
technologies, such as, WMA are introduced and
implemented. Fig.1.
Fig. 1. Emission can be seen from the Hot Mix Asphalt at 320º
F (160ºC) in Left Truck. No Emission is Visible from the
Truck in Right Containing Warm Mix Asphalt at 250º F
(121ºC). (Photo Courtesy: Matthew Corrigan, FHWA)
3 WARM MIX ASPHALT TECHNOLOGIES:
FEATURES AND EVALUATION
At the present time a mix is considered warm mix in the
US if the mix produced at the plant has temperature
exceeding 100ºC but significantly below that of a normal
hot mix. WMA has a wide range of production
temperatures ranging from slightly over 100º C to about
20 to 30ºC below typical HMA temperatures. WMA
technologies are also applicable to mixes made with
polymer modified asphalt binders.
WMA technologies can be classified broadly5 as (a) those
that use water, (b) those that use some type of organic
additive or wax, (c) those that use chemical additives or
surfactants.
Technologies, which introduce small amounts of water to
hot asphalt binder take advantage of the phenomenon:
when water turns into steam at atmospheric pressure it
expands in volume by a factor of 1.673. This causes
 WARM MIX ASPHALT TECHNOLOGIES: AN OVERVIEW
tremendous increase in the volume of asphalt binder,
which not only helps in coating the aggregate easily but
also lowers the mix apparent viscosity. Processes to
introduce water into the asphalt binder consist of foaming
nozzles, use of hydrophilic material such as zeolite or use
of damp aggregate. Asphalt binder temperature typically
is the same as that used for hot mix asphalt.
Technologies that use organic additives or waxes lower
the asphalt binder viscosity above their respective melting
points. It should be ensured that their melting points are
above the in-service pavement temperatures during hot
summers so that permanent deformation or rutting does
not become a problem5.
Technologies that use some chemical additive and /or
surfactants produce a variety of different mechanisms to
coat the aggregate at lower temperatures.
In 2003, the National Center for Asphalt Technology
(NCAT) in the US was given the task of evaluating some
proprietary WMA technologies from Europe and one
WMA technology developed in the US1. The objective
was to perform a laboratory study to determine the
applicability of WMA technologies/products to typical
paving operations and environmental conditions commonly
found in the United States. The studies were designed to
answer the following questions:
(a) Does the WMA technology affect the compactibility
of asphalt mix in the Superpave gyratory compactor
and, therefore, its optimum asphalt content?
(b) Does the WMA technology affect the structural
strength of the asphalt mix in terms of resilient
modulus?
(c) Does the WMA technology increase the rutting
potential of asphalt mix at high temperatures?
(d) Does the WMA technology necessitate some cure
time for the asphalt mix before opening to traffic?
(e) Does the WMA technology increase the potential
for moisture damage since the mix is produced at
significantly lower temperatures? Incomplete drying
of the aggregate may result from lower
Journal of the Indian Roads Congress, July-September 2010
145
temperatures. Thus, the water trapped in the coated
aggregate may cause moisture damage10.
As mentioned earlier, several WMA technologies have
been developed in Europe and the US. More are being
developed. A general description of the existing WMA
technologies follows together with NCAT's findings from
their laboratory evaluation, if it was conducted5.
3.1 Aspha-min®
Aspha-min is a product of Eurovia Services GmbH based
in Germany. Aspha-min is a manufactured synthetic
sodium aluminium silicate, better known as zeolite. The
crystalline structure of zeolite has large inter connected
spaces, which, can hold water molecules. Eurovia's
Aspha-min contains approximately 21 percent water by
mass, which is released in the temperature range of
85ºC-185ºC. When Aspha-min is added to the mix at the
same time as the liquid asphalt binder, water is released.
This water release causes the asphalt binder to
microscopically foam, which allows increased workability
and aggregate coating at lower temperatures. According
to Eurovia's recommendations, Aspha-min is added at a
rate of 0.3 percent by mass of the asphalt mix, which
can result in a potential 28ºC reduction in typical HMA
production temperatures5.
Aspha-min zeolite is approximately a 50-mesh material,
which may be added directly to the pug mill of a batch
plant. It can be added to a drum plant through RAP collar
or pneumatically fed using a specially built feeder. Aspha-
min is available as a fine white powder in 25 or 50 kilogram
bags or in bulk for silos5.
More than 300,000 tonne of WMA have been produced
worldwide with zeolite mainly in Germany, France and
the US5. Specially built feeder to below Asphalt-min into
the dreem and placement of warm mix is shown in Fig. 2
and Fig. 3, respectively.
NCAT has completed the laboratory evaluation of
Aspha-min. The final report, 05-04, can be accessed at
NCAT's website, www.ncat.us
 146 KANDHAL
Fig. 2. Specially Built Feeder (Right) was Used in Florida to Blow
Asphalt-Min into the Drum Using an Existing Fiber Addition
Line (Photo Courtesy: NCAT)
Fig. 3. Placement of Warm Mix Asphalt Made with Aspha-Min
at the 2004 World of Asphalt Conference in Nashville,
Tennessee (Photo Courtesy: Matthew Corrigan, FHWA)
The following conclusions were drawn from this study1:
a) Addition of Aspha-min zeolite lowered the
measured air voids in the Superpave Gyratory
Compactor (SGC). While this may indicate a
reduction in the optimum asphalt content, at this
time it is believed that additional research is required
and that the optimum asphalt content of the mixture
determined without the zeolite should be used. It
should be noted that the optimum asphalt content
of the mixture without the addition of the zeolite
was used for all of the testing (with and without
zeolite) completed in this study.
b) Aspha-min zeolite improved the compactability of
the mixtures in both the SGC and vibratory
compactor. Statistics indicated an average
reduction in air voids of 0.65 percent using the
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vibratory compactor. Improved compaction was
noted at temperatures as low as 88ºC.
c) Addition of zeolite does not affect the resilient
modulus of an asphalt mix. Improved density
improves the measured resilient modulus.
Therefore, there would not be any effect on
pavement thickness design when using WMA
produced with Aspha-min zeolite, all other things
considered equal.
d) Addition of zeolite does not increase the rutting
potential of an asphalt mix. The rutting potential
increased with decreasing mixing and compaction
temperatures, which may be related to the
decreased aging of the binder.
e) There was no evidence of differing strength gain
with time for the mixes containing zeolite as
compared to the control mixes. The addition of
Aspha-min may not require a cure time for the
asphalt mixture prior to opening to traffic.
f) The lower compaction temperature used, when
producing WMA with Aspha-min may increase the
potential for moisture damage. As mentioned earlier,
lower mixing temperatures may result in incomplete
drying of the aggregate and the resulting water
trapped in the coated aggregate may cause
moisture damage. Reduced tensile strength and
visual stripping were observed in both the control
and Aspha-min zeolite mixes produced at 121ºC.
g) Various anti-stripping agents were evaluated to
mitigate the potential for moisture damage.
Hydrated lime appeared to be effective with the
granite aggregate. The addition of 1.5 percent
hydrated lime resulted in acceptable performance
in terms of both cohesion and moisture resistance
over the warm mixtures without hydrated lime.
h) Hamburg wheel tracking results confirmed the test
results produced by the TSR testing (AASHTO
T 283), as well as, suggesting the lime will also
assist in the rutting resistance of warm mixtures
compacted at lower temperatures due to the lime
stiffening the asphalt binder.
 WARM MIX ASPHALT TECHNOLOGIES: AN OVERVIEW 147

i) More research is needed to further evaluate field

performance, the selection of the optimum asphalt
content, and the selection of binder grades for lower
production temperatures.

3.2 Sasobit®
Sasobit is a product of Sasol International, Hamburg,
Germany. Unlike Aspha-min, which relies on foam to
enhance mix workability at lower temperatures, Sasobit
is a paraffin-wax compound derived from coal
Fig. 5. Sasobit Prills for Adding Directly into Pug Mill or Mixing
gasification using the Fischer-Tropsch (FT) process. The
Drum (Photo Courtesy: NCAT)
smaller crystalline structure of the FT wax is believed to
reduce brittleness at low temperatures as compared to
bitumen paraffin waxes. Sasobit is designed as an "asphalt
flow improver," both during the asphalt mixing process
and during lay down operations, due to its ability to lower
the viscosity of the liquid asphalt binder. This decrease in
viscosity allows working temperatures to be decreased
by 17ºC to 54ºC degrees5.
Sasol recommends that Sasobit be added at a rate of 0.8
percent or more by mass of the binder, but not to exceed
3 percent. Sasobit can be blended into hot liquid asphalt
binder at the blending plant (terminal) without the need Fig. 6. Feeder for Sasobit Prills (Photo Courtesy: Matthew Corrigan,
FHWA)
for high shear mixing. Sasobit is available in two forms:
flakes for molten additions or prills (small pellets) for Over 10 million tonne of asphalt mix has been produced
direct addition to the mix. worldwide with Sasobit, most of it was used to produce
WMA. In the US over 250,000 tonne of WMA have
In the United States, Sasobit has been blended with the been produced with Sasobit5.
liquid asphalt binder at the terminal or blown directly into
the mixing chamber at the same point cellulose fibers The following conclusions which are generally similar to
were being added to an SMA. Commercial supplies of Aspha-min, were drawn from NCAT's evaluation of
Sasobit are available in 25 kg bags and 600 kg Sasobit1:
super-sacks. a) The modified asphalt binder including Sasobit needs
to be engineered to meet the desired performance
grade. As an example in NCAT's study a
PG 58-28 binder (approximately equivalent of
VG-10 in India) was used as the base asphalt binder
with the addition of 2.5 percent Sasobit to produce
a PG 64-22 binder (approximately equivalent to
VG-20 in India).
b) Sasobit improved the compactibility of the mixtures
in both the SGC and vibratory compactor. Statistics
Fig. 4. Sasobit Flakes for Melting into Asphalt Binder (Photo
indicated that an average reduction in air voids up
Courtesy: NCAT) to 0.9 percent was obtained.

Journal of the Indian Roads Congress, July-September 2010

 148 KANDHAL
c) Addition of Sasobit does not affect the resilient
modulus of an asphalt mix compared to mixtures
having the same PG binder.
d) Addition of Sasobit generally decreased the rutting
potential of the asphalt mixes evaluated.
e) Lower compaction temperature used in producing
WMA may increase the potential for moisture
damage. TSR tests (AASHTO T 283) indicated
moisture damage in both the control and Sasobit
mixes produced at 121ºC. However, the addition
of a liquid anti stripping agent improved the TSR
values to acceptable levels.
f) More research is needed to evaluate field
performance, the selection of optimum asphalt
content, and the selection of binder grades for lower
production temperatures.
3.3 WAM-Foam® (Warm Asphalt Mix Foam)
WAM-Foam is a two component binder system: a soft
binder and a hard foamed binder, which are introduced at
different times in the mixing cycle during the production
of asphalt mix. WAM-Foam is a joint venture product of
Shell International Petroleum Company Ltd., U.K. and
Kolo-Veidekke, Norway. First, a soft asphalt binder is
mixed with the aggregate at 100ºC-120ºC temperatures
to coat the aggregate fully. Next, a hard asphalt binder in
the form of foam is mixed with the pre-coated aggregate.
Cold water is injected into the hard asphalt binder to
produce a large volume of foam. This combination of
soft binder and foamed hard binder acts to lower the
viscosity to provide increased workability. The resulting
asphalt mixture can be placed and compacted in the
temperature range of 79ºC-91ºC. The hard binder
combines with the soft binder to achieve the desired PG
grade in the mix5.
Over 60,000 tonne of WMA have been produced with
WAM-Foam primarily in Europe. NCAT has not
performed any laboratory evaluation of WAM-Foam.
3.4 Evotherm
Evotherm technology based on chemical additives was
developed in 2004 by MeadWestvaco Asphalt Innovations
in the United States. It is based on a chemistry package
that includes additives to improve coating and workability,
Journal of the Indian Roads Congress, July-September 2010
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adhesion promoters, and emulsification agents. The
chemistry is delivered in an emulsion with a relatively
high asphalt residue (approximately 70 percent). In the
Evotherm Emulsion Technology (ET) the water in the
emulsion is liberated in the form of steam when it is mixed
with hot aggregate. The resulting WMA appears, like,
HMA in appearance and has a mix temperature ranging
from 85ºC to 115ºC1. No plant modifications are required
for using Evotherm. The produced asphalt mix can be
stored in silos.
A newer process, Evotherm Dispersed Asphalt
Technology (DAT) was developed in 2005 and introduced
in the field in 2007. Evotherm DAT uses the same
chemical additives as Evotherm ET but it is injected
directly into the asphalt binder line just before it enters
the mixing zone of the drum plant. In case of batch plant,
the chemical additive can be fed directly into the pug
mill. No substantial modifications to the plant are required
except a separate pipe line to inject the additive.
Over 100,000 tonne of WMA have been produced
worldwide using Evotherm. Evotherm has been evaluated
in 17 states of the US5. (Fig. 7).
Fig. 7. Placement and Compaction of Warm Mix Asphalt Made With
Evotherm Near Indianapolis, Indiana (Photo Courtesy:
NCAT)
The following conclusions, which are generally similar to
those for Aspha-min and Sasobit, were drawn from the
laboratory evaluation of Evotherm ET Process by NCAT1:
a) Evotherm improved the compactibility of the
mixtures in the vibratory compactor. Statistics
indicated an average reduction in air voids up to
1.5 percent.
b) Addition of Evotherm does not affect the resilient
modulus of an asphalt mix compared to mixtures
having the same PG binder.
 WARM MIX ASPHALT TECHNOLOGIES: AN OVERVIEW
c) Addition of Evotherm generally decreased the
rutting potential of the asphalt mixes evaluated.
d) Lower compaction temperature used in producing
WMA may increase the potential for moisture
damage.
e) More research is needed to evaluate field
performance, the selection of optimum asphalt
content, and the selection of binder grades for lower
production temperatures.
3.5 LEA (Low Energy Asphalt)
Low Energy Asphalt (LEA) WMA technology based on
foaming process was developed by LEA-CO, a French
firm and is distributed in the US by McConnaughay
Technologies. A coating and adhesive agent is added to
the hot asphalt binder at the rate of 0.5 percent by weight
of the binder. The treated total binder maintained at normal
binder temperature is mixed with hot coarse aggregate
heated to about 150º C. After the coarse aggregate is
coated, it is mixed with cold, wet fine aggregate (about
3-4 percent moisture). The moisture in the fine aggregate
turns into steam and causes the asphalt binder around
the coarse aggregate to foam and coat the fine aggregate.
The resulting mix temperature is usually about 100ºC5.
In case of a batch plant, a separate cold feed bin is
required to add the cold, wet fine aggregate. In case of a
drum plant, the cold, wet fine aggregate has to be
introduced in the middle of the drum similar to reclaimed
asphalt pavement (RAP).
At least eight projects totalling over 38,000 tonne of WMA
have been produced with LEA so far in the US with over
100,000 total tonne produced worldwide. The first field
test section was constructed in the US in 20065.
3.6 Rediset WMX
Rediset WMX technology based on chemical additives
was developed in 2007 by Akzo Nobel Surfactants. The
Rediset WMX additive is in solid form and consists of
cationic surface-active agents (surfactants) and rheology
modifiers (organic additives). The surface-active agents
(a) improve the wetting of the aggregate surface by the
binder, (b) provide good aggregate-binder adhesion, and
(c) enable coating of damp aggregate which could be
encountered at lower drying temperatures. The rheology
Journal of the Indian Roads Congress, July-September 2010
149
modifiers reduce the asphalt binder viscosity at mix
temperatures and also provide lubricating effect in the
asphalt mix. Both of these effects allow mixing and
compaction temperatures to be reduced by up to 33ºC5.
The Rediset WMX solid additives can be blended in liquid
asphalt binder without high-shear blending at the refinery,
terminal, or HMA plant. The recommended dosage is
1.5 to 2.5 per cent by weight of asphalt binder. Liquid
anti-stripping agent or hydrated lime is not normally
required.
Laboratory evaluation of Rediset WMX has been
conducted by NCAT using one asphalt binder grade and
one aggregate type (granite). Compaction tests conducted
with a vibratory compactor indicated that a reduction in
mix temperature of 40ºC did not reduce the density
compared with control HMA specimen. The mix also
had adequate resistance to moisture induced damage when
tested in Hamburg Wheel Tracker and by AASHTO T
283 (TSR testing).
A plant scale (230 tonne) demonstration project of Rediset
WMX was completed in California in November 2007.
3.7 REVIX
REVIX technology based on chemical additive was
developed in 2007 by Mathy Technology and Engineering
Services and Paragon Technical Services in the US. The
technology is not based on the principle of foaming or
viscosity reduction. Rather, a combination of surfactants,
waxes, processing aids, polymers, etc. is used to reduce
the internal friction between aggregate particles in the
asphalt mixture. This phenomenon takes place when the
asphalt mix is subjected to high shear rates (during mixing)
and high shear stresses (during compaction). Mixing and
compaction temperatures for WMA produced with
REVIX technology are generally between 33º to 44ºC
lower than those typically used in HMA mixtures5.
Plant modifications are not required when REVIX
technology is used. Liquid or dry REVIX additive can be
added to the liquid asphalt binder at the refinery or at the
hot mix plant.
At least nine projects totalling over 5,600 tonne of WMA
have been constructed with REVIX technology in the
US 5.
 150 KANDHAL
3.8 Double Barrel Green WMA System
The Double Barrel Green WMA System was developed
in 2007 by Astec Industries of US. It utilizes the Astec's
double barrel drum mix plant in conjunction with a multi-
nozzle foaming device to foam the hot asphalt binder with
water. In a double barrel asphalt plant, aggregate is dried
and heated in the inner drum. The foamed asphalt is
introduced in the outer drum (space between the two
drums). The resulting WMA production temperature
ranges from 120º to 135ºC with compaction temperature
as low as 104ºC. A number of demonstration projects
using this WMA technology have been constructed in
2007 in the US5.
3.9 Economic Aspects of WMA
Cost reductions primarily result because less fuel is
needed to dry and heat the aggregate for producing
WMA. Cost increases are, likely, from the additional cost
of additives (if they are used) and technology licensing
costs, if any. Based on these factors, the cost of WMA is
likely, to be similar to or slightly higher than that of normal
hot mix asphalt.
3.10 Additional Research
Additional research of WMA technologies is needed in
the following areas:
a) Mix designs. Modifications to standard
Superpave or Marshall Mix Design Methods11, if
required, for designing WMA, need to be
established. Selection of binder grades for lower
production temperatures needs to be examined.
b) Long-term performance. Durability of asphalt
pavements constructed with WMA needs to be
investigated in terms of binder effects (binder is
either foamed or chemically modified) and
increased potential for moisture damage.
c) Cost benefits. Reduction in fuel consumption and
emissions need to be quantified to ascertain cost
benefits.
d) Control of mixing process. Since WMA has a
different mixing process than the conventional
HMA, new guidelines need to be developed for
proper quality control/quality assurance (QC/QA)
of the produced mix.
Journal of the Indian Roads Congress, July-September 2010
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e) Workability at the paving site. Although the
WMA may appear workable and easily
compactable when produced, it should remain
workable at the paving site as well. This needs to
be investigated on field demonstration projects.
f) Quick turnover to traffic. More field
demonstration projects are needed to verify that
the WMA pavements can be opened to traffic as
soon as possible after construction similar to or
earlier than the conventional HMA pavements.
4 FIELD PERFORMANCE OF WMA
Early test sections of WMA have been in service in
Germany and Norway for over 10 years. Seven test
sections of WMA were constructed in Germany between
1998 and 2001. Six of the seven test projects were stone
matrix asphalt (SMA) and one was dense graded mix.
All projects have the same or better performance than
the HMA control sections12.
The oldest test sections were constructed in Norway in
1999 with WAM-Foam technology. These test sections
are also performing similar to previous dense-graded
HMA overlays12.
Although numerous WMA projects using different
technologies have been constructed in the US, since 2004,
field performance data is limited because the projects
are not old enough. However, no major performance
problems have been reported up to this date on most
research projects in the US.
WMA using Evotherm has been evaluated in three test
sections on the NCAT Test Track 4. Two test sections in
which, WMA was used in the surface course have shown
excellent field performance in terms of rutting after the
application of over 515,000 ESAL in a 43-day period.
Field performance of several WMA test sections
consisting of Aspha-min, Sasobit, and Evotherm in
Missouri and Wisconsin has been evaluated2. Very good
rut resistance has been reported after two years in service.
A major 3-year research project has been undertaken to
evaluate the field performance of WMA technologies
across the US. This National Cooperative Highway
Research Program (NCHRP) Project 09-47, "Engineering
 WARM MIX ASPHALT TECHNOLOGIES: AN OVERVIEW
Properties, Emissions, and Field Performance of Warm
Asphalt Mix Technologies" is slated to be completed in
March 2011.
5 IMPLEMENTATION OF WMA IN INDIA
Large scale implementation of technology, such as, WMA
directly from Europe is not easy according to the author's
experience 13 when Stone Matrix Asphalt (SMA)
technology was imported in the US from Europe in the
early 1990s. In European countries, technologies are
usually proprietary; recipe type mixes are used with
limited experience with the locally available aggregates
only; generic specifications or mix design methods are
not easily available; long range performance history is
not documented well; and language/translation is a
handicap. When SMA was imported in the US from
Europe, demonstration projects were constructed based
on Europe's recipe specifications. However, extensive
research was undertaken simultaneously by a number of
agencies to develop SMA Mix design procedures and
specification, which, can be used in a large country, like,
the US with extreme climate ranging from hot and dry to
cold (including freezing) and wet. Early construction of
demonstration projects also provided field performance
data. Once such documents13 are developed in the US
using a wide variety of binders and aggregates, it becomes
easy for most countries in the world to adapt the
technology to their specific environment and needs. A
major NCHRP Project 09-43 is under way in the US
which will develop mix design practices for WMA
technologies.
Since quite much practical and research work has been
done and documented on WMA in the US, some
demonstration WMA projects can be constructed now in
India. The Central Road Research Institute (CRRI) and
the Border Roads Organization (BRO) should take a lead
in trying different WMA technologies similar to what is
being done in the US. It is quite common and desirable
for the concerned technology provider to furnish both
laboratory and field technical expertise to make the
demonstration project a success. Such demonstration
projects should be initiated as soon as possible so that
India gets ready for eventual widespread use of WMA
to combat global warming by reducing greenhouse gas.
India can also earn carbon credits with the use of WMA
as mentioned earlier.
Journal of the Indian Roads Congress, July-September 2010
151
It is very difficult to state at this time, which, WMA
technologies are most suitable for India. The situation is
very dynamic as more and more new technologies are
being developed at the time of this writing. If the field
performance is equal, the technologies, which, are
economically competitive are, likely, to be acceptable
ultimately. That is why, gathering field performance data
from demonstration projects using different WMA
technologies is very important. In India it is important to
evaluate the potential stripping problem associated with
the WMA produced at lower temperatures.
Many states in the US are maintaining list of approved
WMA technologies based on their satisfactory field
performance. On major WMA projects, these approved
technologies are encouraged to compete by using a
generic specification, which, requires specific end test
results only. It appears this approach will be suited for
India after gaining experience from field demonstration
projects. Right now, there is no AASHTO or ASTM
standard for WMA technologies, which are still evolving.
The WMA Expert Task Group in the US is formulating a
generic specification for WMA which can be considered
for use in India after modifications to suit Indian
conditions.
6 SUMMARY, CONCLUSIONS AND
RECOMMENDATIONS
6.1 Warm Mix Asphalt (WMA) is a fast emerging new
technology, which allows the mixing, lay down, and
compaction of asphalt mixtures at significantly lower
temperatures compared to Hot Mix Asphalt
(HMA). WMA offers many significant advantages,
such as, (a) energy savings in producing asphalt
mix, (b) decreased emissions from asphalt plants,
(c) potential of decreased asphalt binder aging
during production, (d) extended paving season
especially in colder winter months and/or in places
located on high altitudes, and (e) compaction aid
for stiffer mixes.
6.2 A number of WMA technologies have been
developed in recent years in Europe and the US.
These technologies can be classified broadly as
follows:
a) Those that use water, which causes the hot
asphalt binder to foam (examples: zeolite,
WAM Foam, Low Energy Asphalt, and
Double Barrel Green).
 152 KANDHAL ON
152 WARM MIX ASPHALT TECHNOLOGIES
KANDHAL ON
b) Those that use some type of organic additive
or wax (example: Sasobit).
c) Those that use chemical additives or
surfactants (examples: Evotherm, Rediset
WMX and REVIX).
All preceding WMA technologies have been
described in the paper together with the findings of
their laboratory evaluation by the National Center
for Asphalt Technology.
6.3 It has been recommended to conduct field trials of
WMA in India especially by the Border Roads
Organization in remote places far away from hot
mix plant and/or located on high altitude with colder
climate. Introduction of WMA in lieu of HMA should
also be encouraged in response to the need for
greenhouse gas reduction and earn carbon credits
for India under the Kyoto Protocol.
7 ACKNOWLEDGEMENTS
The use of photographs from Matthew Corrigan of the
US Federal Highway Administration and the Asphalt
Technology News of the National Center for Asphalt
Technology is hereby acknowledged. The opinions
expressed in this paper are solely of the author.
The Indian Roads Congress and the author do not endorse
any proprietary products or technologies mentioned in
this Paper. These appear herein only because they are
considered essential to the objective of this Paper.
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