Performance Comparison of Hot-Mix and Warm-Mix

Asphalts with Cashew Nut Shell Liquid

Margret Sherin Joseph 1; C. S. Bindu 2; Mrudula Ullattampoyil 3;
Sreelakshmi Sajikumar 4; and Malavika Jayakumar 5
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Abstract: Hot-mix asphalt (HMA) is the paving material conventionally used all over the world, but the production of HMA at high
temperatures of 150–180°C emits large amounts of particulate matter and harmful gases. Warm-mix asphalt (WMA) has been developed
with the objective of minimizing these harmful emissions to the atmosphere during the production and placement process. WMA performs
like HMA at lower mixing temperature. In this paper, cashew nut shell liquid (CNSL) is added from 0.5% to 3.5% by weight of bitumen at
an increment of 0.5% in bitumen as an organic additive. The optimum CNSL content is found to be 2% by weight of bitumen and the
viscosity reduction is 30% at 135 °C. This modified bitumen is used for the preparation of dense bituminous macadam mix (DBM) using
WMA technology, making the mixing and compaction process more eco-friendly. A comparison of the stability and rutting characteristics
of both HMA and WMA mixtures are made. Stability values of both HMA and WMA are above the minimum requirements of dense
bituminous macadam. There is a reduction of 79% in rutting depth with WMA technology. Dynamic shear rheometer (DSR) test
results showed that the bitumen modified with 2% CNSL can prevent rutting failure up to a maximum temperature of 71.22 °C as compared
to 68.11 °C in neat bitumen. The statistical analysis authenticates the experimental findings. ANOVA analysis for the Marshall
quotient revealed that the characteristics of WMA were similar to HMA, and the result for rutting showed that the additive CSNL
and temperature had significant effects on rutting potential and make the asphalt pavements more resistant to permanent deformation.
DOI: 10.1061/JPEODX.0000086. © 2018 American Society of Civil Engineers.
Author keywords: Hot-mix asphalt; Warm-mix asphalt; Cashew nut shell liquid; Brookfield viscometer; Dynamic shear rheometer;
Wheel rut tester; Rutting of pavement.

Introduction WMA is a technology that allows mixing, production, placing,

The conventionally used paving material, hot-mix asphalt (HMA),
is composed of aggregates and bitumen and is heated and mixed
together at a temperature ranging from 150 to 180°C. Production of
HMA leads to the emission of particulate matters such as smoke
and other gaseous pollutants to the atmosphere which aggravate
environmental pollution and the greenhouse effect. A key innova-
tion in recent years is the development of a new technology to re-
duce energy consumption and emissions during road construction
by introducing a more sustainable approach known as warm-mix
asphalt (WMA) technology.
1 using waxes or organic additives, temperature reduction is achieved
Assistant Professor, Dept. of Civil Engineering, Amal Jyothi College
of Engineering, Kanjirappally, Kottayam, Kerala 686518, India (corre-
sponding author). Email: margretsherin@gmail.com
2
Associate Professor, Dept. of Civil Engineering, School of Engineer-
ing, Cochin Univ. of Science and Technology, Cochin, Kerala 682022,
India. Email: binduromeo@cusat.ac.in
3
Student, Dept. of Civil Engineering, Amal Jyothi College of Engineering,
Kanjirappally, Kottayam, Kerala 686518, India. Email: mrudulaupmm@
gmail.com
4
Student, Dept. of Civil Engineering, Amal Jyothi College of
Engineering, Kanjirappally, Kottayam, Kerala 686518, India. Email:
sreelakshmisajikumar95@gmail.com
5
Student, Dept. of Civil Engineering, Amal Jyothi College of
Engineering, Kanjirappally, Kottayam, Kerala 686518, India. Email:
alujaykay@gmail.com
Note. This manuscript was submitted on November 2, 2017; approved
on July 5, 2018; published online on December 14, 2018. Discussion
period open until May 14, 2019; separate discussions must be submitted
for individual papers. This paper is part of the Journal of Transportation
Engineering, Part B: Pavements, © ASCE, ISSN 2573-5438.
and compaction of asphalt mixes at significantly lower temperatures
as compared to the traditional HMA practice. Typically, the mixing
temperatures of WMA range from 100 to 140°C (Jones 2004). This
is accomplished by foaming techniques, chemical additives, or or-
ganic additives. In WMA produced using foaming techniques, the
coating of aggregates and the workability of the mix are improved
by techniques that assist in releasing or injecting water into the hot
binder or mix. By using chemical additives such as surfactants and
emulsifiers for WMA, the workability of the mix is improved by
reducing the friction between the asphalt binder and aggregates
or by reducing the viscosity of the asphalt binder. In WMA produced
by reducing the viscosity of the binder (Monu et al. 2015). For the
present study, cashew nut shell liquid (CNSL) is used to modify bi-
tumen, which is a natural, renewable, economical, and abundantly
available organic additive.
CNSL, a by-product of the cashew nut industry, is an oil
composed of unsaturated phenols and possess antioxidant charac-
teristics (Rodrigues et al. 2006). Addition of CNSL in asphaltic
mixtures resulted in the reduction in stiffness (Oliveira et al. 2016),
improvement in compatibility (Oliveira et al. 2011), and prevention
of the stripping of aggregates contributing to moisture damage
resistance (Ribeiro et al. 2012).
The main objective of this research was to evaluate the suitabil-
ity of a natural organic additive, cashew nut shell liquid (CNSL),
as a warm-mix additive to provide an eco-friendly surface for
highways. The role of CNSL on the viscosity and rheological char-
acteristics of asphalt binder and the rutting characteristics of the
HMA and WMA mixtures containing CNSL-modified bitumen

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 Table 1. Physical properties of coarse aggregates
Property Test
Strength Aggregate impact value
Los Angeles abrasion value
Particle shape Combined flakiness and elongation index
Water absorption Water absorption
Specific gravity Specific gravity
were also evaluated. Statistical analysis was performed to establish
the findings of this study.
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Literature Review
Many studies have been conducted on WMA in the past years by
adding various types of additives. Flexible pavement has five life-
cycle phases, namely, the material phase, paving or construction
phase, maintenance phase, use phase, and end-of-life phase. The
material phase is mainly responsible for human and ecotoxicity. The
use phase has the most adverse effect on global warming, fossil fuel
depletion, acidification, and photooxidant formation. WMA tech-
nology has the potential to reduce the emissions that are typically
associated with the production of HMA (Mazumder et al. 2016).
Permanent deformation is one of the primary modes of dis-
tresses in pavements. Rutting refers to permanent deformation of
the asphalt surface that accumulates in the wheel paths, as a result
of repeated traffic loading cycles. Rutting may be accompanied by
fatigue cracking and other distresses, making it a serious concern
and potential indicator of pavement failure (Goliya and Faraz
2017). The lower mixing and compaction temperatures for WMA
cause the binder in WMA to age less than HMA, making the binder
less stiff and more susceptible to rutting. Rutting performance de-
pends on the type of road construction, type and temperature of
pavement, percentage of voids in asphalt mixtures, and rheological
properties of asphalt such as penetration and viscosity. There are
different tests to assess the rutting resistance of asphalt mixtures
like the wheel tracking test, static creep test, repeated-load creep
test, etc. (Topal et al. 2017).
Rheological properties of the binder affect the rutting resistance
of the mix. The additives incorporated into the WMAs improved
the rheological behavior of the polymer-modified asphalt when
compared to the control asphalt. WMA additives also allow reduc-
tion in the production temperature while maintaining mixture work-
ability during the mix process without compromising the final
performance of the mix (Morea et al. 2012).
The effect of three WMA additives, Sasobit, RH, and Advera, on
the high-temperature rheological properties of both unaged and roll-
ing thin film oven (RTFO)–aged crumb rubber–modified (CRM)
binders by super pave binder tests shows that WMA additives can
improve the CRM binder’s resistance to rutting (Wang et al. 2012).
Goh and You (2008) performed a field study to evaluate the
rutting of a WMA mixture with Sasobit additive and found that the
WMA and HMA control mixture showed similar rutting results.
Based on the laboratory performance of WMA and conventional
HMA it was concluded that there was no difference in the rutting per-
formance of WMA compared with HMA (Raghavendra et al. 2016).
NCHRP conducted side-by-side comparison research studies
to evaluate the effectiveness of WMA in pavement construction.
In NCHRP Project 9-47A (NCHRP 2014a), WMA mixes were
produced at an average of 48°F cooler than the corresponding
HMA mixes, resulting in a 22.1% fuel savings, on average. Initial
stiffness of WMA was less than the stiffness of conventional HMA,
but this gap was reduced over time in the field. Better service life
© ASCE
J. Transp. Eng., Part B: Pavements, 2019, 145(1): 04018063
Test method Results MoRTH (2013) specifications
IS 2386 Part IV (1963c) 15.7% Max 27%
IS 2386 Part IV (1963c) 25% Max 35%
IS 2386 Part I (1963a) 23.9% Max 35%
IS 2386 Part III (1963b) 0.23% Max 2%
IS 2386 Part III (1963b) 2.7 —
was observed for WMA pavements compared with the HMA pave-
ments. In NCHRP Project 09-47A, over the first several years of
service, the differences in material properties between WMA and
HMA did not affect pavement performance. Long-term field per-
formance of WMA pavements was compared with HMA pave-
ments for transverse cracking, wheel-path longitudinal cracking,
rutting, and moisture susceptibility for as long as 10 years after
construction (NCHRP 2017a). WMA and HMA pavements had
comparable long-term field performance. NCHRP Research Report
843 (NCHRP 2017b) provides summaries of the wheel-path lon-
gitudinal cracking lengths for the HMA and WMA pavement
sections for projects done in four climate zones using Sasobit,
Evotherm, and foaming technologies. The rutting resistance index
obtained in different climate zones for HMA and WMA was equal,
indicating similar rutting performance in the field. Based on
NCHRP Project 09-49A, moisture-related distress was not found
in the field for either the WMA or HMA pavements after 10 years
of construction (NCHRP 2014b).
Materials and Methodology
Materials used in this study and the methodology adopted is
explained subsequently.
Bitumen and Aggregate
The bituminous mixes were prepared using bitumen, crushed
aggregates, and mineral filler. CNSL-modified bitumen was used
in the preparation of WMA. The Indian Standard Specification for
Paving Bitumen, IS 73:2013 (IS 2013), was followed in the selec-
tion of bitumen for DBM mixes. Aggregate of sizes 20, 10, and
6 mm procured from a local quarry at Kottayam, Kerala, was used
in the present investigation. The physical properties of aggregates
and mineral filler were tested following Indian Standards (IS): 2386
Parts I (IS 1963a), III (IS 1963b) and IV (IS 1963c) and results were
shown in Tables 1 and 2, respectively. Stone dust passing through a
0.075-mm Indian Standard (IS) sieve was used as filler material.
VG-30 grade bitumen (neat bitumen) was obtained from Kochi
Refineries (Kochi, India) and used in the preparation of HMA;
the bitumen was modified by adding cashew nut shell liquid
(CNSL) and was used for the preparation of WMA. Their physical
properties are given in Table 3. The optimal dosage of 2 % CNSL
by weight of bitumen was determined using a Brookfield viscom-
eter (AMETEK Brookfield, Middleboro, Massachusetts) as show
in Fig. 1. Properties of neat bitumen (VG-30) and bitumen modified
with 2% CNSL by weight of bitumen were shown in Table 4.
Physical properties of the mineral filler are shown in Table 2.
Table 2. Physical properties of mineral filler
Property Value
Specific gravity 2.7
% passing 0.075 mm sieve 100
04018063-2 J. Transp. Eng., Part B: Pavements
 Table 3. Physical properties of cashew nut shell liquid
Property Result
Specific gravity 0.96
Moisture content 0.68%
Viscosity at 135°C 5.32 cP
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Fig. 2. Chemical structure of CNSL.

above 115°C. It forms a homogeneous solution with base bitumen

on stirring and reduces the bitumen’s viscosity. This enables mixing
temperatures of bitumen to be reduced by 30°C. CNSL can be
added directly to the asphalt binder or asphalt mix without signifi-
cant plant modifications as in the case of WMA prepared using
Sasobit (Liu and Li 2012). Considering the aforementioned aspects,
CNSL can be considered as an effective organic additive in the
preparation of warm-mix asphalt.

Fig. 1. Brookfield viscometer.
Cashew Nut Shell Liquid
Cashew nut shell liquid is a dark black liquid, which is caustic and
flammable. It constitutes 25% by weight of the cashew nut. It is
used in various industries as an antioxidant for fuels and lubricants
and has fundamental importance for the polymer industry. CNSL is
rich in unsaturated, long-chain, and natural phenolic compounds
like anacardic acid, cardanol, cardol, and polymeric materials. The
surfactant properties of CNSL causes a molecular rearrangement
within the binder reducing its resistance to flow (Ribeiro et al.
2012), which makes CNSL an additive in the preparation of warm-
mix asphalt. The physical properties of CNSL are given in Table 3
and the chemical structure is shown in Fig. 2. It has both polar and
non-polar components.
Similar to Sasobit, the organic additive used in WMA technol-
ogy, CNSL is completely soluble in bitumen at temperatures
Viscosity Studies
A Brookfield viscometer was used to study the viscosity of the neat
bitumen and CNSL-modified bitumen according to ASTM D4402
(ASTM 2015). For the study, the viscosities of neat bitumen and
bitumen modified with 0.5–3.5% CNSL at an increment of 0.5%
were measured at 135°C. Comparing the viscosity values of modified
bitumen at different percentages of CNSL liquid, the optimum dos-
age of CNSL liquid was determined. The viscosities of neat bitumen
and the binder with optimum CNSL content were measured at differ-
ent temperatures, such as 120, 135, 155, 165, and 175°C. For all
the viscosity tests, 8–10 mL of binder were tested using an SC4-21
spindle (AMETEK Brookfield, Middleboro, Massachusetts), main-
taining a constant rotational speed of 20 rpm. The values of viscosity
in centipoises was read directly from the viscometer.
In Strategic Highway Research Program (SHRP) asphalt binder
specifications, the dynamic shear rheometer (DSR) is used to
predict the rutting potential of the binder (Hrdlicka et al. 2007).
Rheological properties of neat bitumen and modified bitumen
were studied using a DSR (AASHTO 2011) as shown in Fig. 3.

Table 4. Properties of neat bitumen (NB) and bitumen modified with 2% CNSL (MB)
Results
Property Test method NB MB VG30 requirements (IS 73)
Penetration at 25°C 1=10 mm IS 1203-1978 57 68 50–70
Softening point (°C) IS 1205-1978 50.5 47 Minimum 47
Ductility at 27°C (cm) IS 1208-1978 >100 >100 Minimum 75
Specific gravity IS 1202-1978 0.989 0.984 —
Flash point (°C) IS 1209-1978 276 274 Minimum 220
Kinematic viscosity at 135°C in cSt IS 73: 2013 570 395 Minimum 350

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Fig. 4. Wheel rut tester.

Fig. 3. Dynamic shear rheometer.

shown in Fig. 5 compacts asphalt slabs to get the same density

Measurements were carried out at various temperatures, strain and
stress levels, and frequencies. A temperature sweep test was done
by varying the temperature from 35 to 80°C, keeping angular fre-
quency (10 rad=s) and shear strain (10%) constant. The rutting
parameter, G=sin δ, was obtained for these temperature variations
for both neat and modified bitumen with 2% CNSL.
Marshall Properties
Sieve analyses of 20-, 10-, and 6-mm nominal-sized aggregate and
quarry dust was carried out and is given in Table 5. The adopted
grading was 10:30:20:40.
A Marshall stability test was conducted on DBM with 2%
CNSL at different binder contents such as 3.5, 4, 4.5, 5, and 5.5%
by weight of total aggregates on samples of 100 mm diameter and
63.5 mm height by applying 75 blows on each face according to
ASTM D1559 (ASTM 1994).
The optimum bitumen content for the mix was found by taking the
average value of the bitumen contents corresponding to maximum
stability, maximum unit weight, and median of the design limits
of percent air voids in the total mix (4%). The specimens to be tested
were kept immersed under water in a thermostatically controlled
water bath maintained at 60°C for 30–40 min. Marshall tests were
conducted on specimens, and stability and flow values were noted.
for both HMA and WMA [BS EN 12697-33:2003 (BSI 2003a)].
The test was controlled automatically by a data acquisition and
processing system with a large graphic display to monitor in real
time the number of cycles, rut depth and temperature, and time dis-
placement graph.
Specimen Preparation and Testing
HMA and WMA specimens (300 × 300 × 50 mm) were prepared
with their respective optimum binder contents (OBCs) of 4.38%
and 4.32% at 160°C and 135°C, respectively. The slabs were com-
pacted with a wheel shaper compression machine, and a wheel load
of 700 kPa was rolled on the HMA and WMA samples for 1 h as
shown in Figs. 6 and 7 respectively. HMA and WMA samples after
rutting test were shown in Figs. 8 and 9 respectively. The rut depth
was measured at 60°C using a linear variable differential transducer
and deformations at 500; 1,000; 1,500; 2,000; and 2,500 wheel
passes were noted.
Results and Discussions
A viscosity test was performed using a Brookfield viscometer and
rheological properties were studied using DSR on both neat bitu-
men and modified bitumen. A Marshall test and rutting test were
performed on HMA and WMA samples.

Rutting Characteristics Comparison of Viscosity

A wheel rut tester was used to study the rutting characteristics
of HMA and WMA [BS EN 12697-22 (BSI 2003b)]. A wheel
rut tester as indicated in Fig. 4 consists of a wheel rut testing ma-
chine [constant temperature cabinet controlled by a programmed
input/output (PIO) controller] and wheel rut shaper. The shaper as
The viscosity of neat bitumen was obtained as 570 cP at 135°C.
Results from the viscosity test shows that the viscosity of the binder
reduces with an increase in CNSL content up to 2% of the binder,
and then it increases. From Fig. 10, the optimum value of viscosity
was obtained as 2% by weight CNSL content of bitumen.

Table 5. Gradation of aggregates and their blends for DBM mixture

Percentage passing
Sieve size Adopted grading Specified grading
(mm) 20 mm (A) 10 mm (B) 6 mm (C) Quarry dust (D) 10:30:20:40 (2013)
26.5 100 100 100 100 100 100
19 47.2 94.1 99.9 99.33 92.65 90–100
13.2 74.2 52.5 48.7 59.83 56.84 56–88
4.75 28.2 30.4 39.19 27.29 30.69 16–36
2.36 0 20.5 22.95 16.83 17.47 4–19
0.3 0 0 20.93 12.37 9.13 2–10
0.075 0 0 0 15.91 6.36 0–8

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Fig. 5. Wheel rut shaper.

Fig. 7. Testing of WMA in wheel rut tester.

Fig. 6. Testing of HMA in wheel rut tester. Fig. 8. HMA sample after the rutting test.

© ASCE 04018063-5 J. Transp. Eng., Part B: Pavements

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 Fig. 11. G=sin δ versus temperature graph for neat bitumen and mod-
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ified bitumen.

Fig. 9. WMA sample after the rutting test.

350 cP according to IS 73: 2013 (IS 2013)], and the mix became work-
able and compactable. The result showed that CNSL had a significant
effect on the viscosity of bitumen. Therefore, CNSL improved the
flow of bitumen and it reduced the mixing temperature of HMA.

Temperature Sweep Test Results with DSR

Fig. 10. Variation of viscosity of modified bitumen with different %
CNSL.
The reduction in viscosity of bitumen modified with CNSL (up
to 2%) was associated with the chemical properties of bitumen and
the chemical structure of CNSL. Bitumen mainly consists of satu-
rated hydrocarbons, naphthenic aromatics, polar aromatics, and as-
phaltenes (Subramanian et al. 1996). The components of CNSL, as
shown in Fig. 10 in the presence of bitumen, are responsible for the
solubilization of asphaltenes. Through the organic nonpolar radical,
it promotes an equilibrium interaction that reduces the viscosity of
the binder (Rabelo et al. 2013). After the optimum dosage of 2%,
there was an increase in polar molecules, which further resulted in
the increase of molecular interactions in the colloidal system, caus-
ing an increase in viscosity of the binder (Andradea et al. 2017).
Viscosity Variation with Temperature
Kinematic viscosities of neat bitumen and bitumen modified with
2% CNSL at different temperatures such as 120, 135, 155, 165,
and 175°C are shown in Table 6. At 135°C the viscosity of modified
bitumen was obtained as 395 cP [greater than the minimum value
From temperature sweep test results conducted with DSR,
G=sin δ values obtained for temperatures varying from 35 to
80°C were compared for neat and modified bitumen with 2% CNSL
as shown in Fig. 11. Results showed that there was an increase in
G=sin δ for bitumen modified with 2% CNSL compared to neat
bitumen, indicating better resistance to rutting or permanent defor-
mation of bituminous mix with modified bitumen. It was expected
that rutting occurs when G=sin δ goes below one, and the temper-
ature at which G=sin δ was equal to 1 kPa, representing the maxi-
mum temperature at which the specimen can prevent rutting failure
(Diaba et al. 2013). From Fig. 11, the modified bitumen can with-
stand a higher temperature of 71.22°C compared to neat bitumen,
which can withstand a maximum temperature of 68.11°C. Variation
of Marshall properties of HMA and WMA were shown in
Figs. 12–17.
Comparison of Marshall Properties
HMA and WMA specimens were prepared according to the
Ministry of Road Transport Highways (2013) specifications at mix-
ing temperatures of 160°C and 135°C respectively, with bitumen
content varying from 3.5% to 5.5% by weight of aggregates.
The mixing temperature of WMA was chosen from the viscosity
results. At 135°C, the viscosity of modified bitumen was obtained

Table 6. Viscosity of neat bitumen and modified bitumen

Viscosity (cP)
Temperature (°C) NB MB
120 820 1,370
135 570 395
155 365 225
165 162.5 155
175 120 115 Fig. 12. Marshall stability versus bitumen content.

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 as 395 cP, which was greater than the minimum value of 350 cP so
as to prepare a workable and compactable mix. At a temperature of
120°C, the viscosity was very high, and at 155°C, the viscosity re-
duced below the minimum value. Hence, the mixing temperature of
WMA was selected as 135°C and the viscosity at this temperature
satisfied the viscosity at 135°C, which is given in the specification
IS 73:2013. For HMA, neat VG-30 bitumen was used; for WMA
CNSL-modified VG-30, bitumen was used table.
Based on the three criteria mentioned in the determination of the
OBC value, the average bitumen content of 4.38% was taken as the
optimum bitumen content for HMA samples. Similarly, the average
bitumen content of 4.32% was taken as the optimum bitumen con-
tent for WMA samples. The Marshall stability values at optimal
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Fig. 13. Unit weight versus bitumen content.

bitumen contents for HMA and WMA were observed as 17.01
and 18.22 kN, respectively.
8 From Fig. 15, the flow value of HMA and WMA at their cor-
responding OBC were obtained as 3.78 and 3.96 mm. According to
7
the MoRTH (2013), the flow value should range from 2 to 4 mm.
% of air voids in total mix

6 The obtained values were within this specified range.

From Fig. 16, The Marshall stability values at optimal bitumen
5 contents for HMA and WMA were observed as 17.01 kN and
4
18.22 kN, respectively. MoRTH (2013) suggests that the VFB
HMA value should be within the range of 65–75%.
3 WMA In Fig. 17, it was seen that for HMA and WMA samples, the
VMA values remain almost the same. The VMA value of HMA was
2
obtained as 12.16% and that of WMA was obtained as 12.92%,
1 corresponding to design percent air voids of 4%. The MoRTH
(2013, Table 500-12) suggests a minimum value of VMA as 12%.
0 Marshall quotient (MQ), also known as the rigidity ratio, is the
3 4 5 6
% of Bitumen ratio of stability to flow value of the mixture, and the Marshall quo-
tient values of HMA and WMA at their optimum binder content
Fig. 14. Volume of voids versus bitumen content. were 4.5 and 4.6 kN=mm, respectively. Marshall quotient values

Fig. 15. Flow value versus bitumen content.

Fig. 17. Voids in mineral aggregate versus bitumen content.

Fig. 16. Volume of voids filled with bitumen versus bitumen content. Fig. 18. Rut depth versus number of wheel passes.

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 Table 7. Rut depth (mm) of bituminous mixes In both cases, it was found that the total rutting was within the
Time HMA WMA permissible limit of 20% of the total thickness of the sample
(Beecroft and Petho 2015). WMA showed better resistance to rutting
After 45 min 4.93 1.02
After 60 min 4.97 1.04
when compared to HMA. WMA mixes made with 2% addition on
CNSL was found to have better resistance to permanent deformation
than HMA samples, when both samples were prepared at OBC.

of HMA were within the permissible limits according to MoRTH

(2013). Statistical Analysis
Statistical analyses of the test results were performed to quanti-
fy significant differences across HMA and WMA considered in
Rutting Characteristics of HMA and WMA
this research. Analysis of variance (ANOVA) was done at a level
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Rutting specimens of 300 × 300 × 50 mm dimension were casted
at OBC; HMA and WMA specimens were prepared at OBCs of
4.38 and 4.32%, respectively. The compacted specimens were sub-
jected to repetitions of load using a wheel rut tester. Deformations
of HMA and WMA specimens at 500; 1,000; 1,500; 2,000; and
2,500 wheel passes were noted and compared as shown in Fig. 18.
After 60 min, it was found that the average rutting in HMA samples
was 4.97 mm, while that for WMA samples was 1.04 mm. Results
of the rutting tests are provided in Table 7. Graphical representa-
tions for rut depth of HMA and WMA (mm) versus time are shown
in Figs. 19 and 20.
of significance of 5% using R Programming (RStudio 1.0.136).
ANOVA results for the Marshall quotient, rutting parameter
(G=sin δ), and rut depth are shown.
Statistical analysis was carried out to test the tenability of the
null hypothesis, which is an assumption that there was no differ-
ence in values of Marshall quotient of HMA and WMA. Based on
ANOVA shown in Table 8, the null hypothesis can be accepted
since the p-value is >0.05, the null hypothesis can be accepted.
Marshall quotient values of HMA and WMA were not significantly
different at a significance level of 0.05, indicating similar compac-
tion and stiffness properties for HMA and WMA.

Fig. 19. Rut depth of HMA (millimeters) versus time.

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Fig. 20. Rut depth of WMA (millimeters) versus time.

Table 8. ANOVA-Marshall quotient Table 10. ANOVA-rut depth

Parameter Df Sum of squares Mean Sq F value Pr (>F) Parameter Df Sum of squares Mean Sq F value Pr (>F)
Bitumen 4 12.090 3.0225 83.355 0.000418*** Wheel passes 5 11.254 2.251 2.408 0.17851
Treatment 1 0.159 0.1588 4.378 0.104540 Treatment 1 19.712 19.712 21.085 0.00588**
Residuals 4 0.145 0.0363 — — Residuals 5 4.674 0.935 — —
Note: *** p < 0.001; ** p < 0.01; * p value is between 0.01 and 0.05. Note: *** p < 0.001; ** p < 0.01; * p value is between 0.01 and 0.05.

Table 9. ANOVA-rutting parameter (G=sin δ) ANOVA shown in Table 10 revealed that rut depth values were
Parameter Df Sum of squares Mean Sq F value Pr (>F)
significantly affected by the type of mix, indicating a better resis-
tance to permanent deformation for WMA compared to HMA.
Temperature 14 12,025 859.0 35.81 1.62 × 10−8 ***
Treatment 1 514 514.4 21.45 0.000389***
Residuals 14 336 24.0 — —
Conclusions
Note: *** p < 0.001; ** p < 0.01; * p value is between 0.01 and 0.05.
This work focuses on laboratory evaluation of HMA and WMA
mixes for dense bituminous macadam (DBM). DBM mixes were
ANOVA in Table 9 shows that the null hypothesis was not true; prepared according to MoRTH (2013). HMA was prepared at a mix-
G=sin δ values were statistically different at a significance level ing temperature of 160°C, with VG-30 bitumen, while WMA was
of 0.05. Based on the results, WMA additive and temperature prepared at a mixing temperature of 135°C, using CNSL-modified
had a significant effect on the rutting parameter (G=sin δ). Analysis bitumen.
revealed that modified bitumen had a significant effect on rutting The optimal dosage of 2% by weight of CNSL of bitumen was
potential, indicating better resistance to rutting. used in preparing WMA. The viscosity studies on neat bitumen and

© ASCE 04018063-9 J. Transp. Eng., Part B: Pavements

J. Transp. Eng., Part B: Pavements, 2019, 145(1): 04018063

 CNSL-modified bitumen revealed that CNSL reduces 30% viscos-
ity of VG-30 bitumen at 135°C. Therefore, CNSL improves the
flow of bitumen and ensures lowering of mixing and compaction
temperatures. DSR test results showed that the bitumen modified
with 2% CNSL can prevent rutting failure up to a maximum tem-
perature of 71.22°C, as compared to 68.11°C in neat bitumen.
The Marshall stability value of HMA and WMA were obtained
as 17.01 and 18.22 kN, respectively. The stability requirements for
HMA and WMA were satisfied according to MoRTH (2013). The
OBC for HMA and WMA were found to be 4.38 and 4.32%, re-
spectively, which allows a considerable savings in bitumen when
the mixes were prepared by WMA technology. From the higher
Marshall quotient value of WMA, it was inferred that WMA pro-
Downloaded from ascelibrary.org by York University/Scott Library on 12/21/18. Copyright ASCE. For personal use only; all rights reserved.
vides better resistance against permanent deformations due to their
high stability.
Rutting performance of both HMA and WMA showed that the
sample prepared by WMA technology has a higher resistance to
rutting compared to the conventional method. The rutting depth in
HMA samples was 4.97 mm, while that for WMA samples was
1.04 mm. In both cases, the total rutting was within the permissible
limit of 20% of the total thickness of the sample. Since the rut depth
was less for WMA compared to HMA, it offers more resistance
to permanent deformation due to repeated wheel loads and hence
better serviceability to pavements.
The statistical analysis authenticates the experimental findings.
ANOVA analysis for Marshall quotient revealed that WMA has
similar characteristics to HMA, and the result for rutting showed
that the additive CSNL and temperature had significant effects
on rutting potential, making the asphalt pavements more resistant
to permanent deformation.
The use of CNSL in the preparation of WMA helps to reduce the
mixing and compaction temperature in the range of 100–140°C,
unlike the traditional HMA method which requires a temperature
range of about 150–180°C. This reduces the fuel consumption and
subsequent emission of harmful gases to the environment. Also,
WMA has more rut resistance than that of HMA. Therefore, the
preparation of warm-mix asphalt using cashew nut shell liquid
proved to be more energy efficient, environmentally friendly, and
an effective method in pavement construction.
Acknowledgments
The authors would like to express their thanks to the faculties
of Amal Jyothi College of Engineering, Kanjirappally; Rajiv
Gandhi Institute of Technology, Pampady; College of Engineering,
Trivandrum; and all who have provided valuable help for this study.
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