Austroads Technical Report

AP-T91/07
AUSTROADS TECHNICAL REPORT
Warm Mix Asphalt (WMA) Review

First Published November 2007
© Austroads Inc. 2007
This work is copyright. Apart from any use as permitted under the Copyright Act 1968,
no part may be reproduced by any process without the prior written permission of Austroads.
ISBN 978-1-921329-37-1
Austroads Project No. TT1220
Austroads Publication No. AP–T91/07
Project Manager
John Worrall
Prepared by
Dr Young Choi
Published by Austroads Incorporated

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responsibility for any consequences arising from the use of information herein. Readers should
rely on their own skill and judgement to apply information to particular issues.
Sydney 2007
Austroads profile
Austroads’ purpose is to contribute to improved Australian and New Zealand transport outcomes
by:
providing expert advice to SCOT and ATC on road and road transport issues
facilitating collaboration between road agencies
promoting harmonisation, consistency and uniformity in road and related operations
undertaking strategic research on behalf of road agencies and communicating outcomes
promoting improved and consistent practice by road agencies.
Austroads membership
Austroads membership comprises the six state and two territory road transport and traffic
authorities and the Australian Department of Transport and Regional Services in Australia, the
Australian Local Government Association and Transit New Zealand. It is governed by a council
consisting of the chief executive officer (or an alternative senior executive officer) of each of its
eleven member organisations:
Roads and Traffic Authority New South Wales

Roads Corporation Victoria
Department of Main Roads Queensland
Main Roads Western Australia
Department for Transport, Energy and Infrastructure South Australia
Department of Infrastructure, Energy and Resources Tasmania
Department of Planning and Infrastructure Northern Territory
Department of Territory and Municipal Services Australian Capital Territory
Australian Department of Transport and Regional Services
Australian Local Government Association
Transit New Zealand
The success of Austroads is derived from the collaboration of member organisations and others in
the road industry. It aims to be the Australasian leader in providing high quality information, advice
and fostering research in the road sector.
EXECUTIVE SUMMARY
Warm mix asphalt (WMA) is a type of asphalt mix requiring lower production temperatures
compared to hot mix asphalt (HMA), while aiming to maintain the desired post construction
properties (durability, rut resistance etc.) of HMA. WMA products have recently been gaining
attention due to the increasing emphasis on protecting the environment. By lowering the
production temperature, a reduction in emissions is possible. In addition, there are other potential
benefits as follows:
cost savings by using less fuel for heating
cleaner working environment due to a reduction in fumes and odour during production and
placement
safer working environment due to lower temperatures during production and placement
the possibility of retaining the workability of the mix after longer haulage (due to lower limit in
workable temperature and slower temperature reduction rate)
the possibility of placement in cooler weather (thus extending the construction season).
This report reviews various approaches to producing WMA and their laboratory and field
assessments. Reviewed technologies include foamed mix based products (Aspha-Min®, WAM-
Foam® and LEA), organic additive products (Sasobit®, Asphaltan B®, CECABASE RT 92® and
Licomont BS100®) and finally the emulsion application (Evotherm® and WAM-Emulsion).
The foamed bitumen mix approach utilises foaming action which temporarily increases binder
volume and decreases binder viscosity, resulting in similar workability at relatively lower
temperatures than conventional hot mixes. Organic additive products are based on their unique
melting point characteristics. These additives provide extra fluidity to the mixes at temperatures
above 100°C, where mixing and placement normally occur. At service temperatures, it reportedly
provides better stability to the mixes. Emulsion application utilises emulsified binder in place of
conventional bitumen binder. Although bitumen emulsion mixes are normally used in the ‘cold mix’
applications (i.e. produced at ambient temperature), the Evotherm emulsion is applied at higher
temperatures (above 100°C). Due to this high temperature (which is still lower than conventional
hot mixes), the water in the emulsion evaporates rapidly during the mixing and placing process,
resulting in hot-mix-like end products.
At present, the increased cost of using WMA products appears to outweigh the associated fuel
savings. However, if fuel costs continue to increase and the WMA product costs decrease (due to
efficiencies linked to mass production) in the near future, the WMA could have a net economic
benefit based on the fuel savings alone. Thus, together with other benefits, the increased cost of
using WMA products could be justified, on condition that the WMA products can provide
satisfactory long term performance.
The review found that the most obvious concern in the long term performance of the WMA
products is moisture sensitivity. This is due to the lower temperatures necessarily used in any
WMA production process will result in less dried aggregate. Moreover, the extra water normally
incorporated in the WMA products (except wax based products) could affect the mix performance
in a negative way. There have been numerous laboratory/field trials using some of the WMA
products generally showing positive outcomes. However, it should be noted that, since these
technologies are fairly new, long term performance monitoring (along with better understanding on
environmental and economic impacts) is essential to evaluate the true benefits/risks of the WMA
products.
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CONTENTS
1 INTRODUCTION ................................................................................................................... 1
2 FOAMED MIX ASPHALT...................................................................................................... 2
2.1 Background............................................................................................................................ 2
2.2 Aspha-Min® ............................................................................................................................ 2
2.3 WAM-Foam® .......................................................................................................................... 4
2.4 Low Energy Asphalt (LEA)..................................................................................................... 5
3 ORGANIC ADDITIVES.......................................................................................................... 8
3.1 Background............................................................................................................................ 8
3.2 Sasobit® ................................................................................................................................. 8
3.2.1 Laboratory Assessment ........................................................................................... 9
3.2.2 Field Trials ............................................................................................................. 12
3.3 Other products ..................................................................................................................... 13
3.3.1 Asphaltan B® .......................................................................................................... 13
3.3.2 Licomont BS100® ................................................................................................... 14
3.3.3 CECABASE RT 92® ............................................................................................... 14
4 EMULSION APPLICATION ................................................................................................ 15
4.1 Background.......................................................................................................................... 15
4.2 Evotherm® ............................................................................................................................ 15
4.3 WAM-Emulsion .................................................................................................................... 17
5 DISCUSSION ...................................................................................................................... 18
6 CONCLUSION AND RECOMMENDATIONS ..................................................................... 21
REFERENCES ............................................................................................................................. 22
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TABLES
Table 5.1: Summary of warm asphalt products. .......................................................................... 19
FIGURES
Figure 2.1: Aspha-Min powder....................................................................................................... 2
Figure 2.2: Difference in fume emissions from control mix and WAM-Foam mix. ......................... 4
Figure 2.3: LEA process concept diagram..................................................................................... 6
Figure 2.4: LEA plant diagram ....................................................................................................... 6
Figure 3.1: Sasobit grains. ............................................................................................................. 9
Figure 3.2: Viscosity properties of Sasobit and control binders. .................................................. 11
Figure 3.3: Difference in fume emissions from control mix and Sasobit mix................................ 13
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1 INTRODUCTION
Asphalt mixes are generally produced and placed at hot temperatures. The production
temperatures are normally around 160°C and compaction temperatures are around 130°C,
depending on mix (particularly binder grade) types. This temperature is recommended to ensure
that the binder is sufficiently fluid so proper aggregate coating and compaction can be achieved
(which are critical factors for its short/long term performances).
properties (durability, rut resistance etc.) of HMA. The concept of WMA originated in Europe
(Jones 2004). The European Union (EU), under the terms of the Kyoto Agreement, has made a
substantial commitment to reduce greenhouse gases produced by all manufacturing. Specifically
the EU has agreed to reduce CO2 emissions by 15% by 2010. With this goal, the hot mix industry
in Europe has begun using WMA technology to construct asphalt pavements at considerably lower
temperatures. The potential benefits of producing asphalt mixes at lower temperatures are:
reduction in energy consumption which could result in less greenhouse gas emission, as well
as cost savings
cleaner working environment due to a reduction in fumes and odour during production (at the
plant) and placement (at the site)
safer working environment due to lower temperatures during production and placement
the possibility of retaining the workability of the mix after longer haulage, due to lower limit in
workable temperature and slower temperature reduction rate (smaller difference between the
mix and ambient air temperatures)
the possibility of placement in cooler weather (thus extending the construction season).
WMA is manufactured by lowering the viscosity of the binder at a certain temperature range. By
doing so, the mixes can be heated to relatively lower temperatures (compared to conventional
HMA) and still have a sufficiently low viscosity (fluidity) for optimum mixing and compaction.
Various approaches to produce WMA have been developed and can broadly be divided into the
following categories:
1. Foamed bitumen mixes – Water is added to mixes to create foaming action, which
temporarily alters the physical properties of the binder. The foaming action increases the
binder volume and decreases binder viscosity (due to incorporated air bubbles) making it
much easier to mix and compact at HMA mixing and compaction temperature. Thus, lower
production temperatures can be used to achieve the same level of mixing and compaction.
2. Organic additives – Low melting point organic additives are added to mixes. These additives
alter the temperature viscosity curve of the binder, specifically in a temperature range above
100°C, where mixing and placement normally occur.
3. Emulsion application – Emulsion with a higher binder content (up to 70%) is applied at a
higher temperature than conventional emulsion mixes (i.e. ambient temperature). This
emulsion includes chemical additives to improve workability, adhesion etc. The water in the
emulsion evaporates rapidly during the mixing and placing process, due to the higher
temperature used.
This report reviews various WMA production methods and products, performance reports and case
studies. The objective was to determine whether the warm asphalt may have technical or cost
advantages over the existing hot mix asphalt used in Australia and New Zealand.
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2 FOAMED MIX ASPHALT

2.1 Background
When water is added to hot binder, the water evaporates creating thousands of tiny vapour
bubbles trapped in the binder. This foaming action temporarily alters the mechanical properties of
the binder (i.e. volume and viscosity) providing an easier-to-mix condition when it is combined with
aggregates or soil. The use of foamed bitumen dates back to the end of the 1950s when Csanyi
(1957) realised the potential of using foamed bitumen in the soil stabilisation process. Since then,
early developments mainly concentrated on cold mixtures and insitu pavement recycling (Koenders
et al. 2002). This is due to the increased surface area of foamed bitumen (and considerably
reduced viscosity) makes it well suited for mixing with cold and moist aggregates/soil. In Australia,
it also has been mainly used for pavement stabilisation since the early 1970s (Nataatmadja 2002).
However, in more recent years, use of foamed bitumen in asphalt mixes (i.e. foamed asphalt) to
lower the production temperatures has been gaining attention (Koenders et al. 2002). This is
mainly due to environmental factors (e.g. green house gas emission control) becoming critical
issues around the world. An obvious way to reduce these emissions for the hot mix asphalt
industry is by lowering the production temperature. By doing so, many other benefits could also be
gained (see Section 1). The foamed asphalt appears to be a way to achieve this goal. The
following sections review currently available WMA products based on foamed bitumen technique.
2.2 Aspha-Min®
Aspha-Min is a product of Eurovia Services GmbH, Bottrop, Germany (Hurley and Prowell 2005a).
It is available in a very fine white powdered form (Figure 2.1) in 25 or 50 kg bags or in bulk for
silos. The manufacturer states that Aspha-Min is basically a synthetic zeolite (sodium aluminum
silicate), which has been hydro-thermally crystallised. The zeolites are framework silicates that
have large vacant spaces in their structures that allow space for large cations such as sodium,
potassium, barium and calcium and even relatively large molecules and cation groups such as
water. Zeolites are characterised by their ability to lose and absorb water without damage to their
crystal structures. The trapped water in their structures can be driven off by heat in the
temperature range of 85 ~ 182°C. The Aspha-Min zeolite contains approximately 21% water by
mass. This trapped water is released when added to the mix at the same time as the binder,
creating foaming action. This allows proper workability and aggregate coating to be achieved even
at relatively lower temperatures.
Figure 2.1: Aspha-Min powder.
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The manufacturer recommended adding Aspha-Min at a rate of 0.3% by mass of the mix, which
can result in a potential 30°C reduction of typical HMA production temperatures. This reduction in
temperature was reported to lead to a 30% reduction in fuel energy consumption. The
manufacturer stated that the product can be used in all commonly known asphalt and polymer-
modified binders, as well as recycled asphalt. Other than using lower temperatures, no changes in
normal mix design process are required (Hurley and Prowell 2005a).
A laboratory assessment has been carried out by Hurley and Prowell (2005a). They used two
aggregate types (granite and limestone) and two binders (PG 64-22 and PG 58-28, similar to C320
and C170 in Australia, respectively). They used the US SuperPave mix design to produce a series
of samples under different compaction temperatures (88 ~ 149°C). They first observed the effect
on volumetric properties, and then carried out a series of performance tests. The findings from the
laboratory study were:
The addition of Aspha-Min generally lowered the air voids, when compared to those of
corresponding control mixes (i.e. mixes produced without Aspha-Min, under the same
compaction temperatures). Although this might indicate a reduction in optimum binder
content, the author recommended that the optimum binder content determined from the
control mixes should be used, until more information is available.
Aspha-Min improved the compactability in both the Superpave gyratory compactor and a
vibratory compactor, over the range of compaction temperatures used.
Resilient modulus – Although Aspha-Min did not significantly improve the modulus, the
higher density achieved by adding Aspha-Min (i.e. better compaction) appeared to improve
the modulus.
Rutting potential – No significant change was observed.
Cure time – There was no evidence that the gradual foaming action of Aspha-Min requires a
longer cure time prior to opening to traffic.
Moisture sensitivity – Reduced tensile strength and visual stripping were observed. This was
assumed to be due to lower production temperature resulting in less dried aggregate. They
also found that hydrated lime appeared to be effective in mitigating moisture sensitivity for
the granite specimens. They found similar results from the Hamburg Wheel Tracking Device.
In conjunction with the above laboratory study, they also carried out a field trial in Orlando (Florida,
USA) in 2004 (Hurley and Prowell 2005a). They used a typical crushed granite aggregate and the
same dosage of Aspha-Min (0.3% of mix by mass) to have a comparable material as used for the
above laboratory trial, except that the field material contained 20% of reclaimed asphalt (RAP).
They found that the trial was successful showing approximately 19°C reduction in production and
compaction temperatures, with the same in-place density achieved. The laboratory tests
performed on the field mix showed comparable results to the laboratory study. No particular
moisture sensitivity issues were reported up to one year after the construction. However, they
recommended using the moisture sensitivity test and, depending on the result, hydrated lime could
be added as an anti-stripping agent.
In another field trial, Aspha-Min was used to improve workability in cool ambient temperatures
when placing an open grade friction course on the Florida Turnpike and on a trial section in New
Hampshire (USA) during winter time (November 2006) (McKenzie 2006).
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2.3 WAM-Foam®
WAM-Foam is a product of a joint venture between Shell International Petroleum Company Ltd.
(London, UK) and Kolo-Veidekke (Oslo, Norway) (Jones 2004). The manufacturer stated that the
process incorporates two separate binder components (soft and hard grade binders) in the mixing
stage. In the first stage, the soft binder component is mixed with the aggregate at approximately
110°C to obtain a degree of pre-coating. The grade of the softer binder is selected to be
applicable at this temperature. In the second stage, the hard binder component is added into the
pre-coated aggregates, in the form of foam 1 . This is done by injecting cold water into the heated
hard binder as it is added to the mix. The foamed hard binder combines with the soft binder to
achieve the required final composition and properties of the asphalt product (Anon 2006).
The manufacturer claimed that temperature of the WAM-Foam production and laying could be
reduced by up to 50°C (Anon, 2007b), resulting in fuel saving and CO2 emissions reduction of
around 30%. Additionally, significant fumes and dust reduction could be observed (Figure 2.2).
WAM-Foam is claimed to be suitable for any layer in the road, producing high quality asphalt with
significantly improved workability over conventional hot-mixture asphalt. Additionally, as with
traditional asphalt, Recycled Asphalt Plannings (RAP) can be incorporated into the mixture. The
manufacturer reported that the WAM-Foam has a proven track record in both the low-temperature
environment (Nordics) as well as in the high temperature and highly trafficked environment (Italy)
(Anon, 2007b).
Figure 2.2: Difference in fume emissions from control mix (left) and WAM-Foam mix (right) (Anon 2007b).
1
During the development stage of WAM-Foam, the manufacture tried various methods (i.e. binder power, emulsion and
foam) to find the best way to make the hard component ‘mixable’ at such a low temperature. After a series of laboratory
and field trials, the manufacturer found that the foamed binder was most applicable (Koenders et al. 2002). A case of
using emulsion in WAM process is introduced in Section 4.3
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Koenders et al. (2002) carried out a laboratory study, for which dense WAM-Foam asphalt samples
and conventional hot mix samples were manufactured and their performances compared using
various laboratory tests (e.g. workability/compactability, permanent deformation, abrasion
resistance). They found that the performance of WAM-Foam mix was equal to that of conventional
hot mix. They also carried out a series of field trials in Norway in 1999 and 2000, and confirmed
satisfactory performance of the pavement, as well as other expected benefits (e.g. reduction in
emissions, less fumes, successful operation despite cold weather etc.).
Johnston et al. (2006) performed a field trial using a product called ‘Warm-Foam’ in Calgary,
Canada. The Warm-Foam process uses a similar concept to the WAM-Foam process (i.e. two
stage mixing of soft and hard binder components), but production details (e.g. soft and hard binder
components, mixing ratio, aggregate compositions, etc.) appear to be different. The control mix
was a conventional mix typically used for surfacing in that region. It was a Marshall 50-blow
designed HMA, using 150/200A penetration grade asphalt binder. For the Warm-Foam product,
blending analysis was used in an attempt to arrive at a composite binder that had similar
consistency characteristics (e.g. penetration, viscosity) as the binder used in the control mix.
The laboratory testing undertaken generally demonstrated the two mix types had similar
characteristics in terms of aggregate composition, binder properties, volumetric properties, and in-
place air voids. Various laboratory performance tests were conducted on the specimens
manufactured using the mix samples acquired during construction. The testing showed that the
rutting susceptibility and resilient modulus properties of the control mix were marginally superior to
the Warm-Foam mix, whereas the fatigue endurance of the Warm-Foam product was significantly
greater that the control mix. They also found that the Warm-Foam mix was more susceptible to
moisture damage and commented that increased moisture susceptibility could be an issue. Other
than performance issues, they observed a marked reduction in plant emissions, as well as work
site fumes and odours.
2.4 Low Energy Asphalt (LEA)

Low Energy Asphalt (LEA) is a warm asphalt production technique developed by Fairco and Appia
in France (Davidson et al. 2006). The fundamental feature of the technique is the sequential
coating process. Figure 2.3 shows the concept of the LEA technique and Figure 2.4 shows the
LEA plant diagram. In the LEA production process, the aggregate is separated into two fractions:
one containing the chippings (coarse aggregate and sand without fines) and the other containing
fillerised sand with fines. Only the chippings are dried and heated to a temperature lower than
150°C. The heated chippings are then fully coated with the hot bitumen (around 140 ~ 180°C
depending on its grade). The binder contains an anti-stripping agent to assist the wetting of
aggregate (by foaming action upon contact with the wet component) in the subsequent phase. The
addition of wet sand and fines at ambient temperature leads to the complete coating of the mix by:
spontaneous expansion of bitumen (i.e. foaming action) by interaction between water

(contained in wet sand) 2 and hot binder (of coated chippings)
accelerated coating of sand and fines by foamed bitumen
heating of cold sand and fine elements by heat exchange with the hot chippings, resulting in
homogeneous, completely coated mix.
2
If necessary, additional water could be introduced at the end of mixing in order to improve the workability of the mix.
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The manufacturer stated that a mixing temperature lower than 100°C, and reduction of calorific
energy required for manufacturing by more than half could be achieved, without compromising the
mix performance compared to the conventional HMA mix (Romier et al. 2004). They also
commented that the technique is applicable to the recycling of asphalt by using cold recycling
materials for the partial or total replacement of the sandy cold part containing the fines.
Figure 2.3: LEA process concept diagram (Romier et al. 2004)
Figure 2.4: LEA plant diagram (Romier et al. 2004)
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A series of field trials of LEA was carried out in Rhone-Alpes region in France in November 2003
(Romier et al. 2004). A total of 150 tonne of LEA mixes was manufactured and applied. The
following conclusions were drawn from the observations made at the trial:
LEA mixes were homogenous and reproducible

LEA could work with an application temperature between 60°C and 80°C
LEA compacting conditions were identical to those of HMA
LEA mix had a surface appearance comparable to that of HMA, including at joint locations.
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3 ORGANIC ADDITIVES
3.1 Background
Bitumen is a residue remaining from the distillation of crude oils. Engineers have noticed that waxy
bitumens 3 typically displayed considerably low viscosity at higher temperatures, while maintaining
a similar viscosity range at lower temperatures (Read and Whiteoak 2003). In fact, naturally
occurring montan waxes, or ozocerite, have found some use as ‘flow improvers’ in bitumens
though the limited availability of these materials restrict their universal application (Richter 2002).
Opinion about the effect of wax on bitumen quality has varied over the years and sometimes has
been contradictory (Edwards and Isacsson 2005). Negative effects of wax on bitumen are linked
to its crystallising/melting properties. For example, natural waxes in bitumen normally have a
melting point below the pavement temperature in service (less than 80°C) which could result in
negative impacts on the permanent deformation characteristics of the mix.
Recently, certain wax based asphalt flow improvers have emerged successfully from an extensive
laboratory and field trial program to assess their suitability as modifiers for hot mix asphalt (Damm
and Hinrichsen 2003). These are synthetic waxes produced by chemical processes. The
manufacturers of such products stated that the synthetic waxes have more refined and stable
characteristics than natural waxes. These additives, on heating, change from the solid to the liquid
state at temperatures above 85 ~ 105°C (much higher than that of natural waxes) and thereby
significantly reduce bitumen viscosity beyond this temperature. At low temperatures, the flow
improver changes to a finely divided, crystalline, solid form and thereby imparts a stiffening effect
to the binder (Damm and Hinrichsen 2003). The following sections review some of the currently
available products.
3.2 Sasobit®
Sasobit is a product of Sasol Wax (formerly Schümann Sasol), South Africa. Sasobit is described
as a modifier or asphalt flow improver. It is available in 2, 5, 20 and 600 kg bags (Anon 2006). It
can be supplied in grains (Figure 3.1) for direct mixing or fine flakes or a liquid for molten additions.
Sasobit is a fine crystalline, long chain aliphatic hydrocarbon produced from coal gasification using
the Fischer-Tropsch (FT) process (Damm et al. 2002). Thus, it is also known as FT hard wax
(Hurley and Prowell 2005b). The manufacturer’s description of the production process is as
follows:
In the FT process, carbon monoxide is converted into a mixture of hydrocarbons having molecular
chain lengths of 1 to 100 carbon atoms and greater. The starting point for the process is a
synthetic gas which is a mixture of carbon monoxide and hydrogen, produced by gasification of
coal 4 . The gas is manufactured in vast quantities for commercial use. It is important in the
preparation of hydrogen and as a fuel in the making of steel and in other industrial processes. The
synthetic gas is reacted in the presence of an iron or cobalt catalyst; heat is created and products
such as methane, synthetic gasoline, waxes, and alcohols are made. The liquid products are
separated and the FT waxes are collected.
3
Bitumens derived from paraffinic crudes, containing normally 4 ~ 6% of wax (Richter 2002).
4
Process involving the treating of white-hot hard coal or coke with a blast of steam.
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The manufacturer stated that the main difference of Sasobit to naturally occurring bituminous
waxes are the longer chain length and the fine crystalline structure. The predominant chain length
of the hydrocarbons in Sasobit is in a range of 40 to 115 carbon atoms (natural bituminous paraffin
waxes normally range from 22 to 45 carbon atoms), resulting in a higher melting point. The
manufacturer also stated that the melting point of Sasobit is approximately 99°C and is completely
soluble in asphalt binder at temperatures higher than 116°C. The liquid form of Sasobit reduces
the binder viscosity enabling production temperatures to be reduced by 10 ~ 30°C. At
temperatures below its melting point (99°C), Sasobit forms a lattice structure in the asphalt binder
and provides better stability often reported in field trials. For example, Richter (2002) reported that
in one road trial in the Port of Hamburg (Germany) involving a section where rut depth of 50 to
75 mm was observed after just two years service, the rut depth were only 3 mm after four years
when using an asphalt containing bitumen modified with a FT wax.
Figure 3.1: Sasobit grains.
The manufacturer recommended adding Sasobit up to 3% by weight of the binder. Adding more
than 4% is not recommended due to the possible impact on the binder's low temperature
properties. The manufacturer also suggested blending Sasobit into hot binder, rather than directly
adding the material into the mixing chamber of an asphalt plant, due to concerns related to
homogeneous distribution in the mix. However, Brits (2004) reported that Marshall stability tests
performed on mixes produced by the dry mixing method indicated no difference in stability or flow
when compared to pre-blended mixes (i.e. Sasobit was blended into the binder, prior to aggregate
mixing). Since it is doubtful that the Marshall stability test would distinguish such a small change of
the binder property, effectiveness of the dry mixing method still needs to be investigated.
Nevertheless, in many commercial applications in Europe, South Africa and Asia, Sasobit has
been added directly onto the aggregate as solid grains or molten liquid (Hurley and Prowell 2005b).
3.2.1 Laboratory Assessment

A laboratory assessment has been carried out by Damm and Hinrichsen (2003). They produced a
series of Sasobit modified binders with varying contents (0 ~ 4.5%) and performed various
characteristic tests, such as softening point, penetration and dynamic shear rheometer (DSR).
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They found that:
at temperatures below 110°C the dynamic viscosity of the blends was greater (i.e. stiffer)
than that of the parent bitumen
at temperatures above 130°C the viscosity falls noticeably as the Sasobit content increased.
They then produced a series of stone mastic asphalt samples with various Sasobit contents (0, 2
and 4.5% of binder by mass) under identical conditions (e.g. compaction temperature). The
volumetrics confirmed that the Sasobit samples had better compaction (less air voids). They used
the Hamburg wheel tracking tester to monitor the resistance against permanent deformation and
found that Sasobit modified SMA showed very satisfactory performance. They also carried out a
series of field trials and observed that, for mixing temperatures less than 150°C, satisfactory
compaction could be achieved.
Another laboratory assessment had been carried out by Hurley and Prowell (2005b). Two
aggregate types (granite and limestone) and two binders (PG 64-22 and PG 58-28, similar to C320
and C170 in Australia, respectively) were used to evaluate Sasobit. From these two binder grades,
three different versions of Sasobit modified binders were produced, as follows:
1. Sasobit modified PG 64-22 binder (by adding 2.5% Sasobit to the PG 58-28 binder).
2. Sasobit modified PG 70-22 binder (by adding 4% of Sasoflex 5 to the PG 58-28 binder).
3. Sasobit modified PG 76-22 binder (by adding 4% of Sasoflex to the PG 64-22 binder).
In addition, they used unmodified PG 64-22 and PG 76-22 binders in the testing program, as
control binders to the Sasobit modified PG 64-22 and PG 76-22 binders.
They carried out a series of binder tests based using AASHTO MP1 (2004). Dynamic shear
rheometer (DSR) tests before and after the rolling thin film oven (RTFO) ageing were performed,
and it was observed that the RTFO ageing increased the DSR value more in the control binders,
than Sasobit modified binders. This indicated that, in this trial, the addition of Sasobit reduced the
ageing effect of heat and air on the binder. Figure 3.2 shows viscosity versus temperature curves
for the Sasobit modified PG 64-22 binder and the control binder (i.e. unmodified PG 64-22). It
clearly demonstrates the viscosity reduction in the production temperature range, while having
similar (or slightly higher) viscosity at the in-service pavement temperature range.
5
Compound of Sasobit and a polymer modifier (SBS) (Hurley and Prowell 2005b).
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Figure 3.2: Viscosity properties of Sasobit and control binders (Hurley and Prowell 2005b).
They then produced a series of mix samples using the above binders, under different compaction
temperatures (88 ~ 149°C). They first observed the effect on volumetric properties, and then
carried out a series of performance tests. The findings from the laboratory study were:
The addition of Sasobit generally lowered the air voids in compacted samples, when
compared to those of corresponding control mixes (i.e. mixes produced without Sasobit,
under the same compaction temperatures). Although this might indicate a reduction in
optimum binder content, the author recommended that the optimum binder content
determined from the control mixes should be used, until more information is available.
Sasboit improved compactability in both the Superpave gyratory compactor and the vibratory
compactor, over the range of compaction temperatures used.
Resilient modulus – The resilient modulus of Sasobit mixes did not show significant
difference compared to the mixes with the same performance grade (PG) binder.
Rutting potential – The addition of Sasobit generally improved the rut resistance of the mixes.
The rut depth increased with decreasing mixing and compaction temperatures. This may be
related more to the decreased ageing of the binder. However, it was noted that the mixes
containing Sasobit were less sensitive to the decreasing production temperatures than the
control mixes.
Cure time – Sasobit mixes did not require a cure time prior to opening to traffic.
Moisture sensitivity – Reduced tensile strength and increased visual stripping were observed
in both the control and Sasobit mixes produced at 121°C. This was assumed to be due to
lower production temperature resulting in less dried aggregate. They also found that an anti-
stripping agent improved the performance to acceptable levels. The Hamburg wheel tracking
tests indicated good performance of Sasobit mixes in terms of moisture sensitivity.
Austroads 2007
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Based on the study, a minimum mixing temperature of 129°C and a minimum compaction
temperature of 110°C were recommended.
In Australia, Cunningham (2000) performed extensive laboratory tests on a series of Sasobit

modified binders (using Australian refined bitumens). Cunningham suggested that the expectation
of better rut resistance, due to the increased viscosity at service temperature, may be too
optimistic. This was due to the crystallised structure of Sasobit wax, which supposedly provided
better stability to the binder, can be irreversibly broken by a single stress event. However,
Cunningham also commented that the failure of the crystallised structure appeared only to change
the binder properties back to the base binder properties, rather than having a negative effect.
Additionally, the study confirmed the viscosity reduction capability of Sasobit at production
temperatures, and suggested that this function alone could be sufficient to make it cost-effective.
An industry expert 6 has reported to the author that a company in Australia performed a laboratory
study to observe the temperature reduction capability of Sasobit. Three AC10 dense graded mixes
(binder content of 5.8%) were produced, as follows:
1. Sample 1 (Control) – A15E with control binder (5% SBS, by weight of binder).
2. Sample 2 – A15E with Sasobit binder (4.5% SBS + 0.5% Sasobit, by weight of binder).
3. Sample 3 – A15E with Sasobit binder (4.0% SBS + 1.0% Sasobit, by weight of binder).
The Servopac compaction curves (based on APRG 18) were monitored to compare the workability
index. It was concluded that the workability of control and Sasobit mixes was nearly identical at
two different compaction temperatures (125 and 150°C). However, the expert pointed out that the
workability index may not be that sensitive to the binder types. The expert also commented that
the work was a preliminary study and a more comprehensive work would be necessary to
ascertain the difference.
3.2.2 Field Trials

There have been numerous field applications of Sasobit mix around the world. The projects
include a wide range of aggregate types and mix types, including dense graded mixes, stone
mastic asphalt and Gussasphalt (Hurley and Prowell 2005b). One of the major field trials in the
USA was the Quarry Road project. The project was carried out by Graniterock (USA) on Quarry
Road, California (Anon 2007a) and used 330 tons of the Sasobit mix. The mix was paved in a one
lane that was 540 m in length and 3.9 m in width, with the asphalt of 64 mm in thickness. A control
mix (a typical HMA) section was built next to the Sasobit trial section. The only difference for the
Sasobit mix compared to the control mix was the addition of 1.5% of Sasobit by weight of the
binder. The Sasobit was pre-blended with the binder before it was pumped into the asphalt tank.
There were no changes made at the production plant, other than lowering the mixing temperature
(121 ~ 132°C for the Sasobit mix, 152°C for the control mix). The placement and compaction
temperatures were lowered accordingly for the Sasobit mix, resulting in a noticeable difference in
fume reduction from the Sasobit mix when dumping the truck load (Figure 3.3).
6
The interviewee preferred anonymity. Opinions expressed by the expert did not necessarily reflect those of the author.
Austroads 2007
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Figure 3.3: Difference in fume emissions from control mix (left) and Sasobit mix (right) (Anon 2007a).
The Sasobit mix showed satisfactory compaction of 97.7% under the normal compaction pattern
with an average of 28°C temperature reduction, compared to the control mix.
The Maryland State Highway Administration (SHA) in the USA used Sasobit to produce mix for
repairing deep patches (NCAT 2005). Sasobit was added as a compaction aid for a stiff 19 mm
mix containing recycled asphalt materials, and showed satisfactory workability and compactability.
They also produced an SMA binder layer with Sasobit in July 2005, which reduced production
temperature by approximately 28°C.
In Australia in 2006, the Roads and Traffic Authority (RTA) and Boral Asphalt in New South Wales
jointly carried out a series of field trials using Sasobit mixes (Bornmann et al, 2007). Typical dense
grade mixes (AC14 and AC20, RTA 2001) were produced with Sasobit (1.5% of binder by mass),
added during the dry mixing cycle just prior to the binder addition. Although they used lower
production (130 ~ 140°C) and compaction temperatures (90 ~ 120°C) than conventional mixes,
satisfactory compaction was achieved resulting in field air voids of 5 ~ 6% in average. A marked
reduction in fuming was observed during the placement stage. These trials were mainly focussed
on observation of temperature reduction capability and longer haulage, rather than performance
monitoring (e.g. rut development) in service.
As part of the above trials, Bornmann et al. (2007) reported a particularly long haulage trial carried
out in Broken Hill (NSW). A Sasobit modified mix was produced (similar to the above trials) at a
plant and loaded into trucks at 180°C. It was covered using a heat shield sheet laid over the top of
the asphalt, together with three layers of carpet underfelt, and finally the usual tarpaulin covers.
The transportation time was 9.5 ~ 12 hours before the asphalt was loaded into the paver. By that
time, the mix temperature measured near the side walls was as low as 100°C, while the surface
and core temperatures were measured to be 15 ~ 35°C higher. The trial appeared to be
successful since mix was transported, laid and compacted without any obvious difficulties or
defects (e.g. slumping, bleeding) usually associated with long haulage mixes.
3.3 Other products

3.3.1 Asphaltan B®
Asphaltan B is a product of Romonta GmbH, Amsdorf, Germany. It is available in granular form in
25 kg bags (Anon 2006). The manufacturer describes the product as a mixture of substances
based on Montan wax constituents and higher molecular weight hydrocarbons. The
manufacturer’s description of the production process is as follows.
Austroads 2007
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Crude Montan Wax is found in Germany, Eastern Europe and areas of the USA in certain types of
lignite or brown coal deposits that have formed over millions of years by the transformation of
fossilised sub-tropical vegetation that flourished in the Tertiary Period. Wax which once protected
the plant leaves from extremes of climate did not decompose, but instead enriched the coal. Due
to its high stability and insolubility in water, the wax has survived over long geological time periods.
After mining, the Montan Wax is extracted from the coal by means of a toluene solvent that is
distilled from the wax solution and removed with super-heated steam.
The manufacturer recommended adding Asphaltan B at 2 to 4% by weight of binder. It can be

added to the asphalt mixing plant or directly by the binder producer and can also be added to
polymer-modified binders. The function and expected performance improvements (e.g.
compactability, rut resistance) of Asphaltan B appeared to be similar to that of Sasobit (see Section
3.2). No published documents of laboratory or field trials have been found at the time of writing.
3.3.2 Licomont BS100®

A company in Germany (INSTITUT DR.-ING. GAUER 2006) performed a comparison study using
various viscosity reducing agents, including Sasobit, and commented that a product named
Licomont BS100 showed very satisfactory performance, especially for application in SMA mixes.
It is a low-molecular fatty acid diamide and supplied in both granule and powder form. The
manufacturer stated that it also has adhesion improvement potential, especially for low-adhesion
aggregates (such as quartzite or granite). No published documents on the product details have
been found at the time of writing.
3.3.3 CECABASE RT 92®

An industry expert, in an interview with the author, reported that a company in Australia is
examining a wax based product ‘CECABASE RT 92’ which is manufactured by the French
company CECA. The product is liquid at temperatures above 14°C and can be injected in line in
the bitumen stream and blended via a static mixer or alternatively it can be poured into the bitumen
tank and homogenised for 2 hours by a recirculating pump. The manufacturer’s recommended
minimum dosage was 0.4% by weight of the binder. The manufacturer claimed that production
temperature reductions would be around 35°C and compaction temperatures for the mix could be
as low as 95°C. No published documents on the product details, laboratory and field trials have
been found at the time of writing.
Austroads 2007
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4 EMULSION APPLICATION
4.1 Background
Bitumen emulsions are two-phase systems consisting of bitumen, water and other additives to
assist in formation, stabilisation and to modify the properties of the emulsion. The bitumen is
dispersed throughout the water phase in the form of discrete globules, which are held in
suspension by electrostatic charges stabilised by an emulsifier (Read and Whiteoak 2003). When
the emulsified binder is mixed with aggregate, the emulsion breaks allowing the bitumen globules
to deposit on the aggregate surface. The water in the emulsion then gradually evaporates leaving
the residual bitumen to form a binder/aggregate structure similar to conventional hot mixes. Since
emulsion is already in liquid form, bitumen emulsion mixes can be produced and compacted at
ambient temperature (thus often called cold mix). This removes the need for a heating system for
the entire construction process (storage, transport, mixing and compaction) which could provide
many benefits (e.g. fuel savings, no fume/emissions during production etc.). However, bitumen
emulsion mixes typically require a significantly longer setting period, until the incorporated water
evaporates leaving a more stable binder/aggregate structure. This could take up to several weeks
depending on weather condition and pavement thickness. Therefore, bitumen emulsion mixes are
normally used for patch repairing, or trench covering materials, rather than for major pavement
works. The following section describes an innovative way of using bitumen emulsion to produce
the warm mix asphalt.
4.2 Evotherm®
Evotherm is a bituminous emulsion product developed by MeadWestvaco Asphalt Innovations
(Charleston, South Carolina, USA) (Anon 2006). The manufacturer states that Evotherm emulsion
incorporates emulsification agents with various additives to improve workability and adhesion
properties. The Evotherm emulsion is stored at 80°C and the residual binder content is
approximately 70%. During production, Evotherm is used as a direct replacement for the
traditional binder, although the total fluid content needs to be accommodated. The emulsion is
then mixed with the aggregate in a conventional hot mix asphalt plant.
The manufacturer reported that field testing demonstrated up to 38°C reduction in production
temperatures resulting in significant reduction in energy consumption and emissions. Although
lower mixing and compaction temperatures (compared to conventional hot mix production) are
used, they are still high enough to accelerate the evaporation of water in the emulsion. Thus it is
expected that, unlike the cold mix application (see Section 4.1); most of the water evaporates
during production resulting in conventional hot-mix-like-products. However, it is likely that
evaporation of that much water would considerably cool down the mixing temperature. Therefore,
the mixing process of Evotherm would require relatively more heating energy than mixing of a
conventional mix of the same quantity, to the same temperature, for the same duration.
A laboratory assessment has been carried out by Hurley and Prowell (2006a). Two aggregate
types (granite and limestone) and two binders (PG 64-22 and PG 76-22, similar to C320 and C600
in Australia, respectively) were used to evaluate Evotherm. Additionally, two different Evotherm
emulsions were manufactured using these two control binders. Thus the properties of the residual
binders after curing of the emulsions would be expected to be similar to the corresponding control
binders.
A series of mix samples were produced using the above binders and emulsions, under different
compaction temperatures (88 ~ 149°C). The effect on volumetric properties was observed, and a
series of performance tests were carried out. The findings from the laboratory study were:
Austroads 2007
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The Evotherm emulsion mixes generally showed lower air voids at the mix design, when
compared to those of corresponding control mixes (i.e. mixes produced using control
binders, under the same compaction temperatures). Although this might indicate a reduction
in optimum binder content, the author recommended that the optimum binder content
determined from the control mixes should be used, until more information is available.
The emulsion mixes displayed improved compactability in both the Superpave Gyratory
compactor and the vibratory compactor, over the range of compaction temperatures used.
Resilient modulus – At a given compaction temperature, the emulsion mixes generally
showed higher resilient modulus, compared to the control mixes with the same grade
binders.
Rutting potential – The Evotherm emulsion mixes generally showed improved rut resistance.
The rut depth increased with decreasing mixing and compaction temperatures. This may be
related more to the decreased ageing of the binder. However, it was noted that the emulsion
mixes were less sensitive to the decreasing production temperatures than the control mixes.
Moisture sensitivity – Visual stripping was observed in the control mixes with both
aggregates and the emulsion mix with limestone aggregate, produced at 121°C. The
limestone emulsion mix also showed low tensile strength ratios (TSR). However, during the
course of the research, the Evotherm manufacturer sent an upgraded emulsion package with
slightly different composition of additives. The new Evotherm emulsion mixes demonstrated
noticeably better performance with increased TSR values and no visual stripping.
Based on the study, a minimum mixing temperature of 129°C and a minimum compaction
temperature of 110°C were recommended.
McKenzie (2006) reported that there are 10 to 12 Evotherm projects around the world which
showed successful applications on wide ranges of aggregates, binders, production equipment.
The mixes have been made to both Superpave and Marshall designs. McKenzie also reported a
project in the USA, for which warm mixes were produced using Evotherm by Milestone Contractors
LP. Triangle Asphalt paved 660 tons of the mix on a country road in Indianapolis. The mix was
produced at 149°C at the plant and laid at 99°C and had significant emission reductions.
McKenzie also reported that water in the Evotherm mix caused no issues in the baghouse.
In Canada, during 2005, McAsphalt Industries placed three trials of warm mix asphalt using the
Evotherm technology (Davidson 2005; Davidson et al. 2006). The trials were placed in Aurora and
Ramara Townships, near Orillia in Ontario, as well as in the City of Calgary, Alberta. They
performed a series of laboratory and field testings including a resilient modulus test, tests on
recovered binders, emission testing at the plant and monitoring of fuel consumption throughout the
trial. Conclusions drawn from the trials were:
the warm mix technology can be implemented easily into the hot mix plant with minimum
disruption or change to the plant configuration or operation
the mixing temperatures in the plant can be decreased up to 30°C and the compaction
temperatures can be lowered up to 50°C without compromising the physical properties of the
asphalt mixes
the lower production temperatures substantially lowered the ageing properties of the asphalt
binder, which suggests that the service life of warm mixes would be increased
the lower production temperatures significantly reduced the energy consumption throughout
the process (fuel saving of around 50%)
the emission of greenhouse gases was significantly reduced by 40 ~ 60%
Austroads 2007
— 16 —
resilient modulus and dynamic modulus tests performed on conventional mix and warm
asphalt mix samples collected from the Ramara Township trial demonstrated no difference in
performance.
Diefenderfer et al. (2007) reported a series of field trials using WMA products in Virginia, USA.
They used the Evotherm mix in one of the trial sections, while the other trial sections used Sasobit
mixes. The control mix for the Evotherm trial was manufactured using the same grade binder (PG
70-22) as the base binder of Evotherm emulsion. Both control and Evotherm mixes contained 20%
RAP. At the production plant, the Evotherm mix was produced at around 107°C, whereas the
control mix was produced at around 152°C. During production, loose samples of Evotherm and
control mixes were collected at the plant for testing. Various tests, including asphalt fume testing,
were performed and the following conclusions were drawn:
Air voids contents of Evotherm specimens were slightly higher than those of the control
specimens, although the difference was not statistically significant. The air voids contents of
the Evotherm samples had greater variability.
TSR values for the Evotherm specimens were lower than those for the control specimens.
Rut resistance testing showed relatively poorer results in Evotherm specimens, compared to
the control.
Asphalt fume testing performed at the trial site showed that both mixes produced non-
detectable levels of airborne asphalt fumes.
Although the Evotherm trial did not show superior performance to the control mix, the author noted
that the production temperature reduction capability was noticeable and worth investigating further.
4.3 WAM-Emulsion
In Australia, Preston (2001) reported a series of warm mix trials based on a technique used in
WAM-Foam (see Section 2.3). However, for this trial the hard binder was mixed as an emulsion,
instead of a foamed binder. A typical C600 binder was used for the hard component. A specially
manufactured soft binder was used for the soft component. This was to control the combined
binder to have similar properties to a typical C320 binder, after the two components were mixed in
a certain ratio (70:30, hard:soft). Firstly, a feasibility trial was carried out in Wallgrove in NSW in
2000. Since the test section was on a road to a busy working quarry, the paved asphalt was
immediately trafficked by heavy quarry vehicles. The trial appeared to be successful showing no
signs of early distress, despite the heavy trafficking.
After the success of the above trial, a full scale test was conducted in Randwick, NSW in 2001.
The mix was a dense graded 10 mm wearing course and produced using the WAM-Emulsion
process. Temperatures of the components were 120°C for aggregate, 110°C for the soft binder
component, 85°C for the emulsion (i.e. hard binder component). The mix discharge temperature
from the paver was around 80°C. A small portion of the loose mix was sampled from the trucks to
manufacture specimens in the lab, using a gyratory compactor. Modulus tests and wheel tracking
tests were performed on the specimens. Although no control mix was used for a direct comparison
of the performance, the author commented that the WAM-Emulsion mix showed encouraging
results in terms of deformation resistance.
Austroads 2007
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5 DISCUSSION
A major comparison study on various warm asphalt products was carried out by Kristjánsdóttir
et al. (2007). Their objective was to examine the costs, benefits and risks associated with various
WMA technologies. They reviewed and compared the WAM-Foam, Aspha-Min, Sasobit and
Evotherm products, and found that, in most cases, the extra costs of using the WMA products were
greater than the cost saving of using less fuel. However, in places where fuel price was relatively
expensive (e.g. Iceland and Hawaii) the energy savings alone could offset the increased cost of the
WMA. The author proposed that, if fuel costs continue to increase and WMA costs to decrease
(due to bulk use and mass production) in the near future, WMA could have a net economic benefit
based on fuel savings alone. Thus, with other potential benefits (e.g. easier handling, less fume
etc., refer to Section 1), the increased cost of using WMA products could be justified, on condition
that the WMA products can provide satisfactory long term performances, compared to conventional
hot mixes.
Table 5.1 briefly summarises the key aspects of the WMA products 7 , based on information
gathered from the manufacturer’s descriptions, laboratory assessments and field trial reports
reviewed in this report. It should be noted that, although not introduced in the report due to various
reasons (e.g. lack of published documents, confidentiality), there are a number of other WMA
products being evaluated by private companies. An industry expert commented that these
alternative products appear to have similar potential to the reviewed products in this report and
also worthy for investigation.
It can be seen, from Table 5.1, that the most obvious concern in the long term performance of the
WMA products is moisture sensitivity. This is due to the fact that the lower temperatures
necessarily used in any WMA production process likely can result in insufficiently dried aggregate.
Austroads (2007) commented that the dryness of aggregate is one of the key factors affecting the
moisture sensitivity of a mix. Moreover, WMA technologies normally utilise extra water in their
products (except the wax based products). For example, the foam mix technologies need to
introduce water to create the foaming action, whereas a significant amount of water (around 30%)
is already contained in the emulsion products. The manufacturers of such products generally state
that this extra water is likely to evaporate during the production stage, since the mixing and
compaction temperatures of WMA products are typically higher than the boiling point of water
(100°C). However, the extra water could exacerbate moisture sensitivity of the mix.
Laboratory studies and field tests generally demonstrated that the reviewed products were capable
of lowering the production temperature as claimed by the manufacturers. However, it was
generally agreed that long term performance monitoring is essential to evaluate the true
benefits/risks of the WMA products. The Australian experts who provided comments for this report
also pointed that the other important factors would be better understanding of general
environmental and economic impacts. For example, it is possible that consumers may demand the
use of WMA products based on other issues than just the cost of the product. Hurley and Prowell
(2006b) also commented that the WMA has other potential benefits than just fuel saving, which
could be more important issues in some situations and areas (e.g. longer haulage and cold
weather paving).
7
Licomont BS100 and CECABASE RT 92 (see Sections 3.3.2 and 3.3.3) were not included due to lack of information.
WAM-Emulsion (see Section 4.3) was not included since the WAM-Foam process was the preferred method by the
manufacturer (see Section 2.3).
Austroads 2007
— 18 —
Table 5.1: Summary of warm asphalt products.
Product Aspha-Min WAM-Foam LEA Sasobit Asphaltan B Evotherm

Manufacturer Eurovia Services GmbH Shell & Kolo-Veidekke Fairco and Appia Sasol Wax Romonta GmbH MeadWestvaco
Description Zeolite powder which Two stage process where Sequential coating process Synthetic wax produced Montan wax extracted from Asphalt emulsion applied at
releases water during softer binder and harder where coarse aggregate is from coal gasification using coal over 100°C
production, creating foamed binder are mixed coated with hot binder, the FT process
foaming action separately followed by addition of cold
wet fine aggregate. The
water in fines interacts with
hot binder creating foaming
action
Application Added to the mix with Produced in a specially Produced in a specially Pre-blended with the Pre-blended with the Direct replacement of
binder modified plant modified plant binder, or added dry to the binder, or added dry to the binder (residual binder
mix mix. content)
Dosage 0.3% of total mix by mass N/A N/A 0.8 ~ 3% of binder by mass 2 ~ 4% of binder by mass N/A
Cost of material
8 1.32 US$/kg N/A N/A 1.76 US$/kg Not known 7 ~ 10% more than asphalt
binder
Production temperature ≈ 30°C ≈ 50°C ≈ 60°C ≈ 30°C Not known, but assumed to ≈ 40°C
reduction be similar to Sasobit
Plant modification (other Feed Material Requires some Requires some Feed Material Feed Material None
than lower temperature used) modification modification
8
Reported by Kristjánsdóttir et al (2007) and only applicable in USA. The cost does not include/consider other associated factors, such as fuel savings or plant modification (if any).
Austroads 2007
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Product Aspha-Min WAM-Foam LEA Sasobit Asphaltan B Evotherm

Performance improvement None None None May improve rut resistance May improve rut resistance Various additives
(other than good compaction due to crystallised structure due to crystallised structure incorporated in the product
at lower temperatures) of the wax at service of the wax at service may contribute to better
temperatures temperatures performance
Potential risk Moisture susceptibility due Moisture susceptibility due Moisture susceptibility due Moisture susceptibility due Moisture susceptibility due Moisture susceptibility due
to lower production to lower production to lower production to lower production to lower production to lower production
temperature, and extra temperature, and extra temperature, and extra temperature (no water temperature (no water temperature, and extra
water for foaming water for foaming water for foaming used). used). water in emulsion
Low temperature cracking Low temperature cracking
due to extra stiffness due to extra stiffness
Assessment (including field Not known Not known Not known Yes Not known Not known
trials) in Australia (refer to Section 3.2)
Austroads 2007
— 20 —
6 CONCLUSION AND RECOMMENDATIONS

properties (durability, rut resistance etc.) of HMA. This report reviewed various approaches to
produce a WMA as well as laboratory and field studies.
The foamed bitumen mix approach utilises foaming action which temporarily increases the volume
of the bitumen (the foamed bitumen also has decreased viscosity due to incorporated air bubbles),
resulting in similar workability at relatively lower temperatures than conventional hot mixes.
Reviewed products were the Aspha-Min powder, WAM-Foam and LEA.
Organic additive products are based on their unique melting point characteristics. These additives
change the viscosity behaviour of the binder and hence the flow characteristics of mixes at
temperatures above 100°C, where mixing and placement normally occur. At the service
temperatures, they are reported to provide better stability to the mixes. Reviewed products were
Sasobit, Asphaltan B, CECABASE RT 92 (synthetic waxes) and Licoment BS100 (fatty acid
derivatives).
Emulsions use an emulsified binder in place of conventional bitumen binder. Although emulsion
mixes are normally used in cold mix applications (i.e. produced at ambient temperature), the
Evotherm emulsion is applied at higher temperatures (above 100°C). Due to this high temperature
(which is still lower than conventional hot mixes), the water in the emulsion evaporates rapidly
during the mixing and placing process, resulting in hot-mix-like end products. A case of WAM-
Emulsion application was also briefly introduced.
It is generally agreed that data on long term performance (along with better understanding of
environmental and economic impacts) is essential to evaluate the true benefits/risks of the WMA
products. Therefore, it is recommended that:
information on the reviewed products and other available products should continue to be
collected
laboratory/field studies should be undertaken using locally available materials to observe
volumetrics and basic performance of WMA products
long term performance monitoring on the field sites should be undertaken
environmental and economic impacts should be more comprehensively assessed.
Austroads 2007
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REFERENCES
AASHTO 2004, ‘Standard specification for performance-graded asphalt binder’, MP 1a-04, American
Association of State Highway and Transportation Officials, Washington DC.
Anon 2006, ‘Warm mix technologies and research’, US Department of Transportation, Federal Highway
Administration, www.fhwa.dot.gov/pavement/asphalt/wma.cfm, Accessed September 22, 2007.
Anon 2007a, ‘Warm mix asphalt’, Graniterock, Technical Note,

www.graniterock.com/tnwarmmixasphalt.html, Accessed March 27, 2007.
Anon 2007b, ‘Shell Ecophalt Ultra – WAM Foam’, Shell Bitumen,

www.shell.com/home/Framework?siteId=bitumen-en&FC2=/bitumen-
en/html/iwgen/about_shell_bitumen/zzz_lhn.html&FC3=/bitumen-
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Austroads 2007, ‘Case study and test method review on moisture damage’, by Y.K. Choi, technical report
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Bornmann, F, Hiley, R & Strydom, S 2007, ‘Fischer-Tropsch wax bitumen modifier: overcoming temperature
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Brits, CH 2004, ‘Sasobit Investigation’, report 100035/S9/2004/11/05/CHB/av/1, Geostrada Engineering

Materials Laboratory, South Africa.
Csanyi, LH 1957, ‘Foamed asphalt in bituminous pavements’, Transportation Research Record 160,
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Cunningham, J 2000, ‘Sasobit’, RTA report, Roads and Traffic Authority, NSW.
Damm, KW & Hinrichsen AJ 2003, ‘Asphalt flow improvers – a new technology for reducing mixing
temperature of asphalt concrete mixes with high resistance against permanent deformation’, 6th
International RILEM Symposium, Zurich, Switzerland, pp 521-526.
Damm, KW, Abraham J, Butz, T, Hildebrand, G & Riebeschl, G 2002, ‘Asphalt flow improvers as intelligent
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Davidson, JK 2005, ‘Evotherm Trial: Romara township (Road 46)’, report for McAsphalt Engineering
Services Research Centre, Toronto, Ontario, Canada.
Davidson, JK, Tighe, S & Croteau, JM 2006, ‘Paving the way to environmentally friendly pavements through
innovative solutions’, Proceedings of the Canadian Technical Asphalt Association Annual Conference,
51st, Charlottetown, Prince Edward Island, Canada, pp.98-121.
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final report VTRC 07-R25, Virginia Transportation Research Council, Charlottesville, Virginia, USA.
Edwards, Y & Isacsson U 2005, ‘Wax in bitumen: part 1 – classifications and general aspects’, Journal of
Road Materials and Pavement Design, vol.6, no.3, pp 281-309.
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Hurley, GC & Prowell, BD, 2005a ‘Evaluation of Aspha-Min Zeolite for use in warm mix asphalt’, NCAT report
05-04, National Centre for Asphalt Technology (NCAT), Auburn, Alabama, USA.
Hurley, GC & Prowell, BD, 2005b ‘Evaluation of Sasobit for use in warm mix asphalt’, NCAT report 05-06,
National Centre for Asphalt Technology (NCAT), Auburn, Alabama, USA.
Hurley, GC & Prowell, BD, 2006a ‘Evaluation of Evotherm for use in warm mix asphalt’, NCAT report 06-02,
National Centre for Asphalt Technology (NCAT), Auburn, Alabama, USA.
Hurley, GC & Prowell, BD, 2006b ‘Evaluation of potential processes for use in warm mix asphalt’, Journal of
AAPT, Volume 75, Association of Asphalt Pavement Technologists, pp 53-102.
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Austroads 2007
— 23 —
INFORMATION RETRIEVAL
Austroads, 2007, Warm Mix Asphalt (WMA) Review, Sydney, A4, 31pp,
AP-T91/07
Keywords:
Asphalt, warm mix, laboratory study, field study.
Abstract:
This report reviewed various approaches to produce warm mix asphalt (WMA)
and their laboratory and field assessments. Reviewed technologies are the
foamed mix based products (Aspha-Min, WAM-Foam and LEA), organic
additive products (Sasobit, Asphaltan B, CECABASE RT 92 and Licoment
BS100) and finally emulsion based products (Evotherm and WAM-Emulsion).
The WMA products appeared to have many potential benefits. Although using
WMA is likely to have higher initial construction cost at present, it appears to be
a useful technology for the industry and worth further investigation.
The lower production temperatures used in WMA processes may lead to

increased moisture sensitivity issues for the mixes. Although many
laboratory/field trials using some of the WMA products typically demonstrated
positive outcomes, long term performance monitoring (along with better
understanding on environmental and economic impacts) is essential to
evaluate the true benefits/risks of the WMA products.

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AP-T91/07

AUSTROADS TECHNICAL REPORT

Warm Mix Asphalt (WMA) Review

First Published November 2007

© Austroads Inc. 2007

Warm Mix Asphalt (WMA) Review

Austroads Project No. TT1220

Austroads Publication No. AP–T91/07

Published by Austroads Incorporated

 Roads and Traffic Authority New South Wales

2 FOAMED MIX ASPHALT

Figure 2.1: Aspha-Min powder.

2.4 Low Energy Asphalt (LEA)

 spontaneous expansion of bitumen (i.e. foaming action) by interaction between water

Figure 2.3: LEA process concept diagram (Romier et al. 2004)

Figure 2.4: LEA plant diagram (Romier et al. 2004)

 LEA mixes were homogenous and reproducible

Figure 3.1: Sasobit grains.

3.2.1 Laboratory Assessment

They found that:

In Australia, Cunningham (2000) performed extensive laboratory tests on a series of Sasobit

3.2.2 Field Trials

3.3 Other products

The manufacturer recommended adding Asphaltan B at 2 to 4% by weight of binder. It can be

3.3.2 Licomont BS100®

3.3.3 CECABASE RT 92®

Table 5.1: Summary of warm asphalt products.

Product Aspha-Min WAM-Foam LEA Sasobit Asphaltan B Evotherm

Product Aspha-Min WAM-Foam LEA Sasobit Asphaltan B Evotherm

6 CONCLUSION AND RECOMMENDATIONS

Anon 2007a, ‘Warm mix asphalt’, Graniterock, Technical Note,

Anon 2007b, ‘Shell Ecophalt Ultra – WAM Foam’, Shell Bitumen,

Brits, CH 2004, ‘Sasobit Investigation’, report 100035/S9/2004/11/05/CHB/av/1, Geostrada Engineering

Asphalt, warm mix, laboratory study, field study.

The lower production temperatures used in WMA processes may lead to

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Roads and Traffic Authority New South Wales

spontaneous expansion of bitumen (i.e. foaming action) by interaction between water

LEA mixes were homogenous and reproducible