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“STRIPPING MECHANISM, CAUSES AND PREVENTIVE MEASURES

FOR ASPHALT CONCRETE MIX”

Abdul Qadeer, Asmat Khan

Department of Transportation Engineering, Military College of Engineering, Nust, Risalpur,
Pakistan

Abstract
Asphalt is a mixture of bitumen and aggregates. In which the bitumen act as binder between
aggregates and covers the surface of the aggregates particles as a coating. This mixture is then
used to pave road surfaces in highways construction. The bitumen are originated basically as a
byproduct of petroleum, and abundantly available for road construction.
So the roads surfaces are exposed to different varieties of climate and weather condition,
which adversely affect the properties of asphalts and the aggregates used in the asphalt pavements.
And causes distresses in the pavement. The most common distress is the stripping in asphalts
pavements. Stripping is a moisture damage in which the bond between the bitumen binder and the
aggregate surface vanishes. Primarily it is due to the moisture presence in the pavement. In this
paper a review study is done of the previous work. This paper will exhibit the stripping distress,
its mechanisms, there causes, the remedies and the preventive measures that should be taken at the
time of construction and maintenance to prevent from stripping distress.
Keywords: Asphalts Pavements, Moisture Damages, Stripping

1. Introduction
Stripping is the distress in which the aggregates surface is free from the bituminous binder and the
bond between the aggregates surface and the binder lost. As a results they lost their strength in the
pavement failure occurs, such as rutting and raveling in the pavement structure (D. W. Park, W. J.
Seo, J. Kim and H. V. Vo, 2017). Stripping is the moisture sensitivity for HMA pavement, and is
a major cause of deterioration in asphalt pavement. High moisture content in asphalt pavement is
a major cause of stripping. The phenomenon of stripping began from the surface below of
pavement and progress upward. The opposite is called raveling, when it starts from the top and
progress downward to the bottom (A. O. Abd El Halim and M. Ramani, 2016).
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Figure:1. Effect of stripping distress on HMA pavement layer [2]

Stripping distress is the most important because it directly affect the adhesion between the
bituminous binder and the aggregates surface (A. S. Moghaddam, E. R. Azar, Y. Mejias and H.
Bell, 2019). The durability of asphalts pavements (HMA) are mostly affected by the presence of
moisture in it (Stripping) which causes rutting bleeding, cracking and formation of potholes (G.
Goel and S.N. Sachdeva, 2016). In asphalts pavement the fundamental property is the proper
adhesion between the aggregates and bitumen. But the presence of moisture is a primary cause of
the loss of adhesion between the aggregates and bituminous binder. Water can enter between the
bitumen film and the aggregate, break the adhesive bond between them and strip the bitumen from
aggregate (T.V. Scholz and S. Rajendran, 2009).
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Figure:2. Deterioration of pavement surface due to stripping distress.[2]

Actually the stripping is the one of the two mechanisms of the moisture damage, which is not a
failure mode but it leads to and accelerates the several pavement distresses such as rutting,
raveling, shoving and bleeding (S.K. Guha and A. Kumar, 2017). Research suggest that air voids,
asphalt mix and construction practices don’t cause stripping (K. Eckles, T. Kutzke, B. Holdhusen
and D. Rettner, 2017). There are many factors involved in stripping under chip seal, a combination
of moisture, permeability an density are necessary for stripping to start (T. Tesch, D. warzala and
T. Wood, 2013). Stripping is a complex problem dependent on many variables, including the type
and use of the mix, environment, traffic, construction practices, asphalts characteristics, aggregates
characteristics and the use of anti-strip additives. However the presence of moisture is a common
factor to stripping (M.A. Taylor and N.P Khosla). Evidence of stripping occurs as a patch bleeding
or flushing and localized instability (T. W. Kennedy and J.N. Anagnos, 1984).

2. Causes of Stripping
The main cause of stripping distress is the moisture present in the asphalts pavement. But the factor
that influence the moisture susceptibility of asphalt mixture are the following.
1. Environment
Areas with high rainfall and high water tables experienced a much greater amount of moisture
damage and stripping. Soils with a high negative index values have a large potential for attracting
moisture [10]. Pressure and water movement, due to freezing and thawing can rupture asphalt
films and promote stripping. Cracks caused by low temperature or fatigue stresses may promotes
stripping because they allow the entrance of water. Aging increases the stiffness of asphalts and
this may decreases the susceptibility to moisture damage [5]. The inadequate pavement drainage
and the properties of water such as the pH values as the lower pH values are more prone to
stripping.
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2. Aggregate type
Physical properties of aggregates such as the surface textures, porosity and pore structure also
causes stripping. Other factors which accelerates the excessive dust coating on the aggregates and
the inadequate drying of aggregates and weak aggregates are also a cause of stripping [4].
3. Mixture Properties
The amount and ease with which moisture can enter an asphalt concrete is directly dependent on
the density and gradation of the mixture. Dense graded mixture prevent water moisture penetration
(10). Inadequate compaction of the mixture is also a cause of stripping and the air voids should be
in a range of 4 to 5% to avoid the stripping and entry of water content [4]. In addition to this a
factor of traffic action is also involved which press the water to the pavement underlying layers
through tires pressure. So the stripping is usually more at outer lanes than the inner lanes due to
truck traffic [4].

3. Stripping Mechanisms
No single stripping mechanisms is universally accepted and it is possible that different mechanisms
occurs for different conditions and that more than one mechanisms may actually produce failure.
The different mechanisms are the following.
1. Mechanical
These are related to the mechanical interlock among aggregates and the adhesion between the
asphalts binder and the aggregates surface [11]. The following are some mechanical mechanisms.
1. Detachment
It is the separation of the bituminous film from aggregates surface by a thin layer of water with no
break in the bituminous film, which is a complete loss of adhesion [4].
2. Displacement
It results from the penetration of water to the aggregate surface through a break in the bitumen
film. The break can be a cause of incomplete coating of aggregates or a film rupture at the sharp
edges [4].
3. Pore Pressure
A suggested mechanism in high voids mixes where water circulate freely through interconnected
voids. Upon densification water may trap in impermeable voids and further traffic may induce
excess pore pressure in the trapped water causing stripping [4].
4. Hydraulic Scouring
It is only applicable to surface of the pavement. It results from the vehicles tires on a saturated
pavement surfaces. This causes the water in front of the tires to be pressed down the pavement and
sucked away the water from the pavement behind the tire which causes stripping [4].
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2. Chemical
This involves the chemical reaction at the aggregate surface and involves the asphalts, aggregates
and water. It depend upon the surface charges and pH values of mixture components [11]. The
following are some of chemical mechanisms.
1. Weak Adhesion Bond
Lack of bonding sites on aggregate surface, due to lack of intrinsic chemical interaction between
aggregate and asphalts [6].
2. Naturally Emulsifiable asphalt
This leads to an unstable adhesion at the interface of the aggregate and asphalt binder. Because of
the composition of the constituents some asphalts are unstable in water and is expected to form
unstable interface with aggregates in the presence of water [6].
3. Soluble Cations Forming Displaceable Soap at Aggregate-Asphalt Interface
Most aggregates contain large concentration of soluble ions that are leachable in water to form
soaps at asphalts-aggregate interface, which can cause stripping [6].
4. Aggregates with weak boundary layers
Due to weak boundary layer of the aggregate so the failure is more common at the aggregates side
of the asphalt-aggregate interface [6].
5. Dissolution of Aggregate-Asphalt Surface Complexes
The exterior surface layers of aggregate may be weakened due to the formation of complexes
between the aggregate surface sites and asphalt surface groups. These complexes are known to
dissociate and dissolve from the aggregate surface [6].

Figure:3. The samples above show an intact asphalt core (left) and a stripped core (right) under chip seal and
between asphalt lifts that were collected from a site in Shoreview, Minnesota.[8]
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3. Thermodynamics
Thermodynamics involves the ability of various asphalts to wet aggregates surfaces. The wet
ability of the asphalt are a function of viscosity and surface tension of the asphalt. The lower the
viscosity and surface tension the more will be the wet ability or vice versa [11].

4. Tests for Evaluating Stripping

A variety of tests are performed worldwide for the identification of stripping of bitumen from
aggregate. Some of the test are the following.
ASTM recommends the following tests for stripping
 Static Immersion test (ASTM D 1664)
 Boiling Water test (ASTM D 3625)
In this test asphalt-aggregates mixture is added to boiling water and the temperature is brought
back to the boiling point. This test is a subjective and qualitative in consideration and its results
are judge through visual inspection [2].
AASHTO recommends the following test
 California Test (302).It is actually a modified version of (AASSTO T 182) test procedure.
 Film Stripping Test [4].
But all the test used for stripping are qualitative and not quantitative. And the condition at the field
and the lab are different and so the results may not be close to the field.

5. Problems due to stripping

 Decreased structural support
 Corrugation and Shoving
 Raveling
 Cracking including fatigue and longitudinal
Corrugation and Shoving
A form of plastic movement typified by ripples (corrugation) or an abrupt wave (shoving) across
the pavement surface. The distortion is perpendicular to the traffic direction. Usually occurs at
points where traffic starts and stops (corrugation) or areas where HMA abuts a rigid object
(shoving) [6].
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Raveling
The progressive disintegration of an HMA layer from the surface downward as a result of the
dislodgement of aggregate particles [6].

6. Preventive Measures
There are a varieties of measures which can be taken to minimize the effect of the stripping in
asphalt pavements. That includes, the modification in construction practices, material selection,
HMA additives or pavement design. The important are describe below.
1. Aggregate selection
Aggregates constitutes in HMA mix by approximately 90 to 92% by the weight of HMA depending
on the mix type. So the aggregates to be selected is of more importance in term of its properties in
performance of flexible pavement. And stripping is directly related to the surface of the aggregate
so the selection of appropriate aggregate is of prime importance. The following characteristics
should be taken into consideration at the time of aggregate selection.
 Degradation of aggregates.
 Increase water content of the aggregates before the time of mixing with the asphalt binder.
 Excessive dust on the surface of the aggregates prevent the thorough coating of the asphalt
binder on the aggregate surface.
 Interlocking properties of aggregates.
 Surface texture of aggregates.
 Aggregates that imparts low pH value to water [5].
 Porosity and permeability of aggregates [2].

2. Prevention of Moisture Penetration to HMA

The primary cause of stripping is the moisture content in the HMA mix. So its penetration to the
HMA mix should be prevented to avoid the stripping distress. The properties which effect the
moisture is the permeability, lift thickness, gradation and air voids. Altering these properties will
prevent the moisture content penetration. A number of techniques are used are used for water
proofing the pavements such as fog seals, slurry seal or bitumen surface treatment to decrease the
moisture content [2].
3. Anti-Strip Additives
Anti-strip additives are useful to reduce moisture susceptibility in the asphalts aggregates binder
[2]. It will improve the strength and occurrence of asphalts aggregates adhesion forces. The
following are the commonly used.
1. Liquid Anti-Strip Additives
The most popular approaches for mitigating moisture susceptibility of asphalt mixes is adding
liquid anti-strip to asphalts binder. These are surface active that are added to asphalts binder,
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emulsion and cut backs, to reduce surface tension and increase the wet ability of aggregates. But
it is time consuming and no guidelines are available with respect to asphalts concrete composition.
Most of the compound used are amine group[6].
2. Styrene Butadiene Styrene (SBS)
It is a thermoplastic polymer that improves the overall performance of asphalts by reducing the
potential rutting in summer and cracking in winter by improving stability, elasticity and stiffness
of asphalts binders. It soften easily at high temperature, so it can be easily added to asphalt mix.
But it is not yet been confirmed that whether SBS modification increases or decreases the moisture
damage potential [6].
3. Poly Phosphoric acid
It is a liquid mineral polymer that has many application including as a modifier to asphalt binder
to reduce or slow the effect of oxidative aging undergone by bituminous materials. It can be used
alone or with combination with the liquid anti-strip additive or SBS [6].
4. Portland Cement
Portland cement is added to aggregates and has considered to be effective generally but is not used
extensively [11]. In addition to Portland cement fly ash is also used sometimes in the asphalt
concrete mixes [9].
5. Hydrated Lime
The addition of hydrated lime is effective and is widely used. It is generally added to the aggregates
[11]. It is one of the early approaches to mitigate moisture susceptibility of asphalt mixes. It is
thought that it will improve the stripping resistance by two methods. One is by increasing the
adhesion between the binder and aggregates surface. And second is that it will decrease the
interfacial tension between water and asphalt binder. The hydrated lime react with carboxylic acid
in asphalt binder and convert it into an insoluble compound that are absorbed by the aggregate
surface. The range of dose of hydrated lime from 0.5% to 2% by weight of aggregates. The addition
of hydrated lime is done by the following methods.
 Hydrated lime slurry.
 Hydrated lime slurry with marination.
 Dry hydrated lime with dry aggregates.
 Dry hydrated lime with moist aggregates [6].

4. Design and construction Practices

The stripping should be minimizes by keeping the following consideration in mind during design
and construction phases.
 In the design criteria the moisture damage and stripping factor should be incorporated [9].
 Specification of a well compacted and dense graded hot mixes is to be provided [6].
 Thorough compaction of all the courses should be done at time of construction [9].
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 Provide a positive drainage both for surface and subsurface layers [9].
 Use asphalt grades which will wet the aggregates thoroughly during mixing [9].
 Use hot, dry and clean aggregates [9].
 Providing adequate compaction to all courses of the pavement will reduce the air voids and
the continuity of the air void system [11].
7. Discussions
After all this study one thing is clear that the stripping main cause is the moisture content in the
pavement HMA mixes. To prevent the stripping distress the prevention of moisture penetration to
the HMA mix is important. But due to different condition of climate and traffic, this is evident that
the stripping is inevitable at all, but could be prevented to some extent, by providing adequate
drainage and taking appropriate preventive measure at the construction phase and during
maintenance time. Water proofing of the surfaces should be done in interval during the life time
of the pavement. The selection of asphalts grade and aggregates type should be appropriate in term
of its properties in favor of the condition of that area where the pavement is to be constructed.

8. Recommendations
The following research gaps are suggests for future work.
 In earlier studies the effect of traffic load and tire friction is not been taken to accounts.
 No method and experiment is developed yet to determine the stripping value all the
methods and procedure used are based upon visual observation.
 As in experiments the water used is of pH value 7 which is not the case in the field.
 A correlation between the stripping and the life time of the pavement is should be
developed to avoid the long term distress in the design period of the pavement.
 Instead of using anti-strip additives to the mixes, it should be better to control the root
causes of the stripping
 Several evaluations shows that moisture is the main cause of stripping, but there should be
other possibilities also.
 Research should be carried out to check the impact of shoulders on the stripping that if it
should resist stripping are not compare to without shoulder.
 The effect of treated bases and sub bases on stripping compared to the untreated ones.
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9. References

[1]. Dae-Wook Park, Woo-Jin Seo, Jun Kim, Hai Viet Vo, “EVALUATION OF MOISTURE
SUSCEPTIBILITY OF ASPHALT MIXTURE USING LIQUID ANTI-STRIPPING
AGENTS” Dept. of Civil Engineering, Kunsan National University, 558 Daehak Ro, Kunsan,
Jeonbuk 573-701, Republic of Korea, 2017
[2]. A. O. Abd El Halim, Manthan Ramani, “STRIPPING DISTRESS ON HOT MIXED
ASPHALT PAVEMENT” Department of Transportation Engineering, Department of Civil &
Environmental Engineering, Carleton University, Ottawa, ON, Canada, 2016
[3]. Ashkan Sahari Moghaddam, Ehsan Rezazadeh Azar, Yolibeth Mejias and Heather Bell,
“ESTIMATING STRIPPING OF ASPHALT COATING USING K-MEANS CLUSTERING
AND MACHINE LEARNING–BASED CLASSIFICATION” ASCE, J. Comput. Civ. Eng.
2019
[4]. Gourav Goel, S.N. Sachdeva, “STRIPPING PHENOMENON IN BITUMINOUS MIXES:
AN OVERVIEW” Department of Civil Engineering, NIT, Kurukshetra-136119, Haryana,
India, 2016.
[5]. Todd V. Scholz, Sathyanarayanan Rajendran, “INVESTIGATING PREMATURE
PAVEMENT FAILURE DUE TO MOISTURE” Federal Highway Administration 400
Seventh Street, SW Washington, DC 20590-0003, July 2009.
[6]. Shajib Kumar Guha, Ashok Kumar, “A LITERATURE REVIEW ON ANTI-STRIP
ADDITIVES IN ASPHALT MIXTURE” Department of Civil Engineering, National Institute
of Technology, Jamshedpur, Jamshedpur-831014, Jharkhand, India, August 2018.
[7]. K. Eckles, T. Kutzke, B. Holdhusen and D. Rettner, “EXAMINING POSSIBLE CAUSES
OF STRIPPING IN ASPHALT PAVEMENT UNDER CHIP SEALS” American Engineering
Testing, Inc, November 2017.
[8]. Thomas J. Wood, “STRIPPING OF HOT-MIX ASPHALT CONCRETE UNDER CHIP
SEAL” Minnesota Department of Transportation, Research Project Final Report, 2013.
[9]. Mark A. Taylor and N. Paul Khosla, “STRIPPING OF ASPHALT PAVEMENTS: STATE
OF THE ART” Transportation Research Record-911.
[10]. Thomas W. Kennedy and James N. Anagous, “TECHNIQUES FOR REDUCING
MOISTURE DAMAGE IN ASPHALT MIXTURES” FHWA Research Report 253-9F,
November 1984.
[11]. Robert B. McGennis, Thomas W. Kennedy, Randy B. Machmeh1, “STRIPPING AND
MOISTURE DAMAGE IN ASPHALT MIXTURES” FHWA Research Report 253-1, Sept
1984.