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LANXESS India and Hindustan Colas Private Limited (HINCOL) signed a memorandum of understanding on 26–27 October 2026 to explore polymer-modified bitumen and warm-mix asphalt technologies for India. The agreement covers joint laboratory work and commercial-scale evaluations using LANXESS additives, with HINCOL providing local testing and performance assessment. It is an evaluation and market-development framework, not an announcement of a completed road project, commercial rollout, pricing or Indian trial results.
What did LANXESS and Hindustan Colas agree to?
The companies will investigate technical, commercial and business opportunities for bitumen and asphalt modification aimed at India’s infrastructure market. Their stated objectives are more efficient pavement-material production, consistent performance, safer operations, lower environmental impact and support for sustainable road construction.
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1Clear out junk files and repair common Windows errors2Scan for outdated or missing drivers - takes under a minute3Repair Windows errors before they cause bigger problemsLANXESS will supply Addipave products, technical expertise and trial support. HINCOL will contribute testing facilities, operational assistance and assessment under Indian materials, climates and paving conditions. The planned work spans laboratory studies and evaluations at commercial scale; neither company has published results from those activities yet.
Why the local partnership matters
HINCOL is a Hindustan Petroleum Corporation–Colas joint venture with experience in modified binders, bitumen emulsions, polymer-modified bitumen and crumb-rubber-modified bitumen. Its published profile lists NABL-accredited and ISO-certified laboratories, technical support and a pan-India network. Those capabilities could allow the additives to be assessed against local aggregates, binder grades, traffic loads and weather rather than relying only on overseas data.
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LANXESS inaugurated an India Application Development Center in Thane in February 2025. The company said the facility was intended to develop solutions for Indian customers and identified India as a critical region for collaboration and innovation.
What is Addipave CR 36?
Addipave CR 36 is LANXESS’s cross-linking technology for polymer-modified-bitumen (PMB) applications. In the MoU evaluations, the partners intend to examine how it affects PMB production efficiency, product consistency, quality, operational safety and formulation performance.
Cross-linking additives are used during binder production to help create a stable polymer network in bitumen. The practical question for Indian producers is not simply whether a formulation can be made, but whether it can be produced repeatedly with manageable processing conditions and consistent properties at plant scale. The MoU does not establish that CR 36 has already delivered those outcomes in India; those are among the issues the trials are designed to measure.
How does Addipave WM 23 lower asphalt temperatures?
Addipave WM 23 is LANXESS’s warm-mix asphalt additive. LANXESS describes it as a biobased, non-toxic, hazard-free liquid that enables asphalt-mix densification at temperatures up to 20–40°C below conventional hot-mix processes.
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Lowering the temperature at which a mix can be compacted can reduce the heat required at the plant and extend the workable time available between mixing and rolling. LANXESS says its product materials associate WM 23 with a typical 10–25% reduction in energy consumption, fewer vapors and aerosols, and improved worker safety. Those percentages and safety benefits are manufacturer claims; Indian projects will need site-specific measurements to confirm them.
LANXESS also lists reduced-temperature paving, polymer-modified bitumen and reclaimed-asphalt-pavement (RAP) content among WM 23 applications. Its published product evidence includes independent U.S. AASHTO-accredited laboratory work conducted under AASHTO R 35. In that work, the company reports achieving target density at compaction temperatures 30°F lower than conventional conditions and up to 12% improved workability with PG 76-22 PMB. The cited setup included 20% RAP and specified aggregate and binder grades, so those figures should not be treated as results from the HINCOL program.
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How do CR 36 and WM 23 differ?
CR 36 addresses PMB production and binder consistency, while WM 23 addresses the temperature and workability of asphalt mixtures during production and paving. They could be evaluated separately or as complementary parts of a pavement-material process, but the MoU does not promise a combined formulation.
| Evaluation axis | Addipave CR 36 | Addipave WM 23 |
|---|---|---|
| Primary role | Cross-linking technology for polymer-modified bitumen | Warm-mix additive for lower-temperature asphalt production and compaction |
| What the partners plan to examine | PMB efficiency, consistency, quality, safety and formulation performance | Temperature reduction, densification, workability, energy and exposure impacts |
| Published temperature figure | Not stated | Up to 20–40°C lower densification temperature, according to LANXESS |
| Published energy figure | Not stated | Typical 10–25% reduction, according to LANXESS |
| Indian trial result | Not yet published | Not yet published |
Will this make Indian roads more sustainable?
Potentially, but the MoU alone cannot establish a sustainability outcome. Lower production and paving temperatures could reduce fuel use and worker exposure, while better PMB consistency and the ability to incorporate RAP could support longer-lasting or more resource-efficient pavements. The partners have described these as intended benefits, not measured results from an Indian road.
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A credible sustainability assessment will need fuel and emissions data from plants, exposure measurements, mix-quality and density records, recycled-content details, and pavement-performance monitoring over time. It should also account for additive manufacture, transport and end-of-life effects rather than counting only the temperature reduction.
Has the technology been deployed in India yet?
No public announcement tied to this MoU reports an Indian road-project award, completed commercial trial, product price or deployment date. The available descriptions identify planned laboratory and commercial-scale evaluations. Until LANXESS and HINCOL publish test results or a project announcement, the technologies should be regarded as under evaluation for the Indian market.
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What evidence should readers watch for next?
- Laboratory results using named Indian aggregates, binders, RAP percentages and climate conditions.
- Plant-scale data on mixing temperatures, compaction temperatures, throughput, fuel use and quality variation.
- Safety and emissions measurements taken during paving operations.
- Independent performance results for rutting, cracking, moisture damage and fatigue.
- A disclosed project location, specification, contractor, timeline and maintenance record.
What could the collaboration mean for contractors and road agencies?
If local evaluations confirm the claimed advantages, contractors could gain more flexibility in production scheduling, longer haul distances or cooler-weather paving, while agencies could consider lower-temperature specifications or higher RAP contents where performance requirements are met. Those decisions would still depend on approved mix designs, plant capability, roller patterns, quality control and applicable Indian standards.
The partnership also creates a route for adapting international additive data to India’s supply chains and operating conditions. Its significance will therefore be determined by transparent local measurements and durable pavement results, not by the signing of the MoU itself.
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Frequently Asked Questions
What does a memorandum of understanding mean for a road-material technology project?
An MoU records the parties’ intention to cooperate but usually does not guarantee purchases, exclusivity, funding or a construction contract. Specific obligations become clearer only through later trial agreements, specifications or procurement documents.
Can warm-mix asphalt be used with reclaimed asphalt pavement?
Yes, warm-mix additives are commonly evaluated with RAP because lower temperatures can help manage aging during production. The acceptable RAP percentage and resulting performance must be established for each mix design and plant.
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What Indian standards will govern any eventual road application?
The applicable requirements will depend on the road authority, pavement layer, binder grade, traffic category and project specification. A future deployment would need approval under the relevant Indian Roads Congress, Ministry of Road Transport and Highways, or state-agency requirements.
Why are commercial-scale trials necessary after laboratory testing?
Full-scale plants introduce variables that small laboratory batches cannot reproduce, including storage time, material-feed accuracy, mixing uniformity, haul distance, weather and roller operations. Commercial trials show whether a formulation remains controllable and economical in routine production.
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