© 2018 IJRTI | Volume 3, Issue 3 | ISSN: 2456-3315

Comparative study on Hot Mix Asphalt and Cold Mix

Asphalt for BC layer
1
Megha S Kaujageri, 2Dr. Prakash P, 3Mr. Shiva Prasad N
1
PG student, 2Prof. & HOD of CTM & HT Department, 3Assistant Prof.of CTM & HT Department
Department of Highway Technology,
Dayananda Sagar College of Engineering, Bengaluru, India

Abstract—Hot Mix Technology is used from many years in the construction of bituminous layer. It basically involves
heating of aggregates and bitumen, mixing and laying of the mixture at a high temperature around 120°C - 165°C.
Though it is well suited for all the types of roads because of its good performance, it has several dis-advantages such as
degradation of environment, it consumes lot of energy, problems due to hardening of asphalt, and it cannot be laid in cold
region and during rainfall season. There is an increasing demand for the Cold Mix Asphalt (CMA) due to its several
advantages and also it is gaining importance nowadays specially in the cold areas. The main advantage is the elimination
of heating of aggregates and bitumen; instead emulsion can be used in producing the bituminous mix. Also, Cold Mix
Asphalt is eco-friendly and consumes less energy. In the present study, the main objective is to check the feasibility of cold
mix asphalt for Bituminous Concrete layer. For Cold Mix Asphalt bitumen emulsion of grade SS-2 is used. The Marshall
Test is carried out on CMA and Hot Mix Asphalt (HMA) by varying bitumen emulsion and bitumen content respectively.
The results obtained are comparable with Hot Mix Asphalt. Hence Cold Mix Asphalt is feasible for BC layer.

IndexTerms—Component, Cold Mix Asphalt; Hot Mix Asphalt; Marshal Test;

I. INTRODUCTION
In India, the main utilization of bitumen emulsion was found in the 1970s. The whole world utilized 12 million tons of emulsion
mid-seventies, India devoured just 20,000 tons till 1996, out of the aggregate bitumen utilization of around 2 million tons. After
2005 there has been an unfaltering ascent in the utilization and request of bitumen emulsions. At exhibit, for all intents and
purposes all the street development and upkeep necessities can be met with the utilization of bitumen emulsion. Prudent choice and
fitting utilization of these innovations can yield huge economies, natural advantages and vitality security to the extent development
and upkeep of streets are concerned. Many field trials and research work led from Central Road Research Establishment (CRRI)
and other oil organizations on cold mix blend advances under various movements furthermore, climatic conditions have been
observed to be empowering.
Cold mix is produced at ambient temperature (23°C to 25°C). It can be prepared in concrete or in the cold mix plant. In northern
part of India, it has many weather restrictions. Also in hilly areas and in the areas where there is always heavy rainfall. In the states
like Jammu and Kashmir, Assam, Manipur, Meghalaya and Arunachal Pradesh it very difficult to adopt hot mix technology. In
such places cold mix technology can be used.Cold mix is beneficial in the construction of rural roads and also in case of high
altitudes because hot mix requires heating of mixture at high temperature. Also in case of construction of rural roads it is difficult to
maintain the temperature if the construction site is distance is greater. Simple concrete mixers can be used to produce cold mix and
they can be even laid by small scale jobs. Due to all these reasons cold mix is gaining importance. Cold mix is beneficial in the
construction of rural roads and also in case of high altitudes because hot mix requires heating of mixture at high temperature. Also
in case of construction of rural roads it is difficult to maintain the temperature if the construction site is distance is greater. Simple
concrete mixers can be used to produce cold mix and they can be even laid by small scale jobs. Due to all these reasons cold mix is
gaining importance. In cold mix technology, emulsion and pre-wetting water content is added to aggregates. It’s mixing, its
production and its laying everything is done at ambient temperature i.e. 23°C to 25°C. Also it can be produced and laid in hot mix
asphalt plant due to its similar techniques. It is also friendly technique for the labours.

II. SCOPE AND OBJECTIVES OF THE STUDY

The aim of the present work is to study the Experimental Evaluation on the Performance of Cold Mix Asphalt in comparison
with Hot Mix Asphalt and check the feasibility of cold mix for BC layer. Following are some of the objectives of the present
work.

a. Laboratory evaluation of aggregates and bitumen emulsion for determination of physical and mechanical properties.
b. To arrive at the mix design of Cold mix asphalt (IRC: SP: 100) and Hot mix asphalt (MoRTH).
c. To test the behaviour of Cold Mix Asphalt and Hot Mix Asphalt through Marshall Test.
d. To check the feasibility of Cold Mix Asphalt for BC layer.
III. MATERIALS USED IN THE STUDY
Aggregates used in this study were procured from a quarry Bidadi road Bengaluru. Physical properties of aggregates were
tested as per specified test procedure. Aggregates were graded as per the gradation requirement for BC grade 1 according to

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 © 2018 IJRTI | Volume 3, Issue 3 | ISSN: 2456-3315

MoRTH (2013). Aggregates of size 20mm, 12mm, 6mm, dust and filler materials were used. Final mix proportion obtained is 24%,
25%, 24%, 25% and 2% of 20mm down, 12mm down, 6mm down, dust and filler respectively. In the present study cement of the
grade OPC-43 was used as filler material. Bitumen of grade VG-30 was used in the present study for the preparation of hot mix
asphalt. Bitumen VG-30 was procured from Civil Aid. Bitumen emulsion of the grade SS-2 cationic type was used for the
preparation of cold mix asphalt. Emulsion was procured from HINCOL Company. Test on emulsion was carried out in accordance
with IS: 8887. Properties of aggregates, bitumen VG-30 and bitumen emulsion is shown in the table 1, 2 and 3 respectively.

Table 1: Properties of Aggregates

Properties Tested Test results on MoRTH Specifications Test conduction as per
Aggregates clause table 500-16
Aggregate impact value 26.15% 27%max IS 2386(Part 4)
Specific Gravity of Coarse 2.58 & 2.52 2.5-3 IS 2386(Part 2)
aggregate & Fine Aggregate
Elongation and Flakiness 26.6% 35%max IS 2386(Part 1)
index
Water Absorption 0.86% 2%max IS 2386(Part 3)

Table 2: Properties of Vg-30

Sl.no Characteristics Results Requirements BIS specifications

1 Specific gravity 0.998 0.97-1.02 IS 1208-1978

2 Softening point 49 ° C 47°C(min) IS1230-1978 R1988
3 Ductility test 72.5cm 75cm(min) IS 1208-1978
4 Penetration test 67mm 60 (min.) IS1230-1978 R1990
5 Viscosity test 9 seconds - IS 1206 1978 R 1988

Table 3: Properties of Bitumen Emulsion

Requirements of
Results Slow Setting – 2 as
Sl.no Characteristics per IS: 8887
1 Residue on 600-micron IS Sieve 0.035 0.05 (max.)
(Percentage by mass)
2 Viscosity by Say bolt Furol Viscometer, 48 30 – 150
seconds at 25ºC
3 Storage Stability after 24 hrs, % 0.34 2 (max.)
4 Test on Residue
a) Residue by Evaporation, % 62 60 (min.)
b) Penetration 25 ºC/100g/5sec 70 60 – 120
c) Ductility 27 ºC/cm 88 50 (min)

IV. MIX DESIGN

Marshall Test is conducted to find out optimum bitumen emulsion content and optimum bitumen content. The mix design
procedure for cold mix and hot mix is explained below.
Cold Mix Design
The design procedure is followed as mentioned in IRC: SP-100. Following steps are followed for the preparation of cold mix
specimens.
a. Determination of Initial Bitumen Emulsion
For the calculation of Initial Bitumen emulsion following equation 1 is used. Purpose of calculating initial bitumen emulsion is
to find out optimum pre-wetting water content.
P = 0.05A+0.1B+0.5C……………………………..Eq (1)
P= the quantity of bitumen emulsion (%)
A= the percent of Aggregate retained on the 2.36mm sieve.
B= the percent of aggregate passing through 2.36mm sieve and retained on the 90-micron sieve.
C= Percent Aggregate passing through the 90-micron sieve.

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b. Determination of Optimum Pre-Wetting Water content

The Initial bitumen emulsion content calculated from equation 1 is kept constant and water content is varied from 2% to 4%
with difference of 1%. Specimens are prepared with the water content 2%, 3% and 4% and calculated initial bitumen emulsion
content. Densities of all the specimens are checked. The specimen which gives maximum density that water content is chosen. This
per-wetting water content is kept constant for the calculation of optimum bitumen emulsion content.

c. Variation of Bitumen Emulsion content

Around 1200 gm of graded aggregates are taken and are mixed with optimum pre-wetting water content for about 1-2 minutes.
Emulsion content are varied from 6% to 10%. For each % of bitumen emulsion three trial specimens are prepared. After mixing
with optimum pre-wetting water content bitumen emulsion is added and is mixed thoroughly so that all the aggregates are coated
with emulsion. The mixture is left for drying under fan for 2 hours and in oven at 40°C for further 2 hours.After drying the mixture
is transferred to Marshall mould and is compacted with 50 blows on both the sides. After compacting the specimen is left in the
mould for 24 hours. Next day the specimen is extruded from the mould. After demoulding the specimen is kept for 3 days for
curing, 24 hours in oven at 40°C and last 48 hours it is cured in air at room temperature.After curing specimens are subjected for
testing in Marshall Apparatus to determine the bulk density, stability and flow value of dry specimens and wet specimens. For dry
stability, specimens after curing is directly subjected to testing. For wet stability specimens before testing are conditioned under
vacuum pressure for one hour and are subsequently immersed in water for further one hour at room temperature.
Below table 1 shows the Marshall Test results of dry specimens. From the Marshall results graphs are plotted between Stability
Vs Bitumen emulsion, Flow Vs Bitumen emulsion, Density Vs Bitumen emulsion, Air voids Vs Bitumen emulsion and VFB Vs
Bitumen emulsion to find out the Optimum Emulsion content.
Figure 1, figure 2, figure 4, figure 4 and figure 5 shows the graphical representation between the Stability Vs Bitumen emulsion,
Flow Vs Bitumen emulsion, VFB Vs Bitumen emulsion, Density Vs. Bitumen emulsion and Air voids Vs Bitumen emulsion
respectively. From all the graph optimum emulsion is chosen 8%.
Table 2: Marshall Test Results of CMA (Dry Specimens)

Emulsi Gb Gt Vv( Vb(% VMA VFB Stability Flow

on (%) (g/cc) (g/cc) %) ) (%) (%) (kg) (mm)
6% 2.28 2.50 8.8 13.5 22.42 60.5 1144 2.2
7% 2.31 2.47 6.3 16.0 22.44 71.5 1489.7 3.2
8% 2.34 2.44 4.0 18.5 22.61 82.0 1584.9 3.36
9% 2.32 2.40 3.6 20.6 24.32 85.0 1428.5 4.233
10% 2.29 2.37 3.4 22.7 26.19 86.8 1387.7 4.5

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Below table 2 shows the results of Marshall Stability of wet specimens. From the Marshall results graphs are plotted between
Stability Vs Bitumen emulsion, Flow Vs Bitumen emulsion, Density Vs Bitumen emulsion, Air voids Vs Bitumen emulsion and
VFB Vs Bitumen emulsion to find out Optimum Emulsion content.
Figure 6, figure 7, figure 8, figure 9 and figure 10 shows the graphical representation between the Stability Vs Bitumen
emulsion, Flow Vs Bitumen emulsion, VFB Vs Bitumen emulsion, Density Vs. Bitumen emulsion and Air voids Vs Bitumen
emulsion respectively. From all the graph optimum emulsion is 8%.
Table 3: Marshall Test Results of CMA (Wet Specimens)

Emulsi Gb Gt Vv( Vb(% VMA VFB Stability( Flow (mm)

on (%) (g/cc) (g/cc) %) ) (%) (%) kg)

6% 2.27 2.50 9.36 13.5 22.8 59.0 1540.6 2.1

7% 2.31 2.47 6.27 16.0 22.3 71.9 1756.8 2.73
8% 2.32 2.44 4.72 18.4 23.1 79.5 1868.9 3.1
9% 2.31 2.40 3.78 20.6 24.4 84.5 1855.2 4.56
10% 2.29 2.37 3.38 22.7 26.1 87.0 1584.4 4.68

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Hot Mix Design

The design procedure is followed as mentioned in MoRTH (2013). Following steps are followed for the preparation of hot mix
specimens. 1200 gm of graded aggregates are taken and heated at 175°C, bitumen content is varied from 5%, 5.5%, 6%, 6.5% and
7%. Moulds are preheated at 95 °C to 100°C temperature. After heating the aggregates bitumen is added and is mixed with
aggregate. Mixing is continued till the temperature reaches to 160°C. After mixing, the mixture is transferred to Marshall mould
and is tamped 75 times on both sides. The specimen is left in mould for 24 hours and is extruded from the mould the next day.
Specimens after de-moulding are subjected to Marshall testing. Before testing specimens are kept in water bath at 60°C for 45
minutes. Bulk density, stability and flow value are found out. Graphs are plotted and optimum bitumen content is found out from
graphs.
Test results are tabulated in the table 3 below. From the Marshall results graphs are plotted between Stability Vs Bitumen
content, Flow Vs Bitumen content, Density Vs Bitumen content, Air voids Vs Bitumen content and VFB Vs Bitumen content to
find out Optimum Bitumen content.
Figure 11, figure 12, figure 13, figure 14 and figure 15 shows the graphical representation between the Stability Vs Bitumen
content, Flow Vs Bitumen content, VFB Vs Bitumen content, Density Vs. Bitumen content and Air voids Vs Bitumen content
respectively.

Table 4: Marshall Test Results of HMA

Bitu Gb Gt Vv(% Vb(% VMA VFB Stability( Flow(

men (%) (g/cc) (g/cc) ) ) (%) (%) kg) mm)
5 2.38 2.54 6.34 11.7 18.1 65.03 1018.7 2.54
5.5 2.39 2.52 5.09 13.0 18.1 71.92 1209.6 3.42
6 2.40 2.50 3.96 14.3 18.2 78.30 1231.6 3.60
6.5 2.37 2.49 3.52 15.3 18.8 81.25 1099.9 3.80
7 2.36 2.47 2.27 16.3 19.6 83.32 944.63 4.54

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V. RESULTS AND DISCUSSION

Tests were conducted on both CMA and HMA. The results of the tests conducted on both are compared below. Fig. 17 shows
the comparison of stability values between CMA and HMA. The stability of CMA is found greater than the stability of HMA. Fig.
18 shows the comparison of flow values between CMA and HMA. The deformation of HMA is more in comparison with CMA.
Fig. 19 indicates the comparison between CMA and HMA. Form the figure it is seen that the density of cold mix asphalt is less
than the density of hot mix asphalt. Fig. 20 shows the comparison of Air Voids between CMA and HMA. Air voids of HMA are
more than CMA. The range of air voids according to MoRTH specifications is 3-5%; cold mix asphalt is within the specified range.

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VI. CONCLUSIONS
The study was conducted on the experimental evaluation on the performance of CMA and HMA. Various tests were conducted
and conclusions are drawn. It was seen that cold mix asphalt has met all the requirements that are required for bituminous concrete
layer.
Following are the some of the conclusions drawn from this experimental study.
a. Physical properties of Aggregates, bitumen emulsion and bitumen used in this experimental study were within the
specifications mentioned.
b. Material gradation obtained has met the specifications given by MORTH clause table 500-17.
c. Results of Marshall Stability of cold mix asphalt were found 34.09% greater than hot mix asphalt.
d. Flow value of cold mix asphalt was found within the specified range. Deformation of cold mix asphalt was found 13.87%
less than hot mix asphalt.
e. Density of cold mix asphalt was found 3.12% less than hot mix asphalt.
f. For 8% optimum emulsion content the air voids obtained is between 3-5%. Hence cold mix has met the air voids
requirement given by the MORTH specifications.
g. From the results, it can be concluded that cold mix results are comparable with hot mix asphalt. Cold mix asphalt is found
feasible for bituminous concrete layer.

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VII. ACKNOWLEDGMENT
I am thankful to my Dr. Prakash P my Guide and Mr. Shiva Prasad N my Co Guide Department of CTM & Highway
Technology, DSCE for their perfect guidance by giving timely suggestions, continuous supervision and valuable help for successful
completion of my project. I am highly indebted to Mr. Shivaprasad (PG Coordinator) and Dr.Vivek R Das (Project Coordinator) for
their guidance and constant supervision as well as for providing necessary information regarding the project. I would like to convey
my sincere thanks to Dr. P Prakash, our beloved HOD, Department of CTM & HT, DSCE for his constant support, inspiration and
motivation. I would like to express my special gratitude and thanks to Dr. A Srinivasan (Director – PG Studies) for giving me such
attention and time.Also, I extend my sincere gratitude to Dr. C P S Prakash, our respectful principal, DSCE for his support in
providing infrastructure facilities and moral support.

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[7] Amir Kavussi and Leila Hashemain, The effect of lime and cement in Foam bitumen mixes.
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