International Journal of Pavement Engineering

ISSN: (Print) (Online) Journal homepage: https://www.tandfonline.com/loi/gpav20

Effect of copper slag and reclaimed asphalt

pavement on the skid resistance of asphalt mixes

Ishfaq Mohi Ud Din & Mohammad Shafi Mir

To cite this article: Ishfaq Mohi Ud Din & Mohammad Shafi Mir (2021): Effect of copper slag
and reclaimed asphalt pavement on the skid resistance of asphalt mixes, International Journal of
Pavement Engineering, DOI: 10.1080/10298436.2021.1931198

To link to this article: https://doi.org/10.1080/10298436.2021.1931198

Published online: 27 May 2021.

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INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING
https://doi.org/10.1080/10298436.2021.1931198

Effect of copper slag and reclaimed asphalt pavement on the skid resistance of
asphalt mixes
Ishfaq Mohi Ud Din and Mohammad Shafi Mir
Department of Civil Engineering, National Institute of Technology, Srinagar, India

ABSTRACT ARTICLE HISTORY

This study describes the findings of an experimental work conducted on asphalt mixtures incorporated Received 29 December 2020
with copper slag (CS) and reclaimed asphalt pavement (RAP). CS and RAP are considered waste materials Accepted 11 May 2021
and these waste materials create enormous environmental issues. Their use in the highway construction
KEYWORDS
sector will resolve the landfill problems associated with them. In this study, nine types of asphalt mixtures Copper slag (CS); Reclaimed
were prepared with different proportions of CS (0–15%) and RAP (0–30%). These mixes were tested for asphalt pavement (RAP); skid
frictional characteristics under various conditions. The incorporation of CS improved Marshall stability resistance; British Pendulum
and skid resistance of asphalt pavements. Mix 3 (0%RAP, 15%CS) showed the maximum skid number (BPN); polishing
resistance in dry conditions. The increase in skid resistance may be attributed to the high angularity, cycle
density, and friction angle of CS particles. However, the incorporation of RAP decreased skid
resistance. The CS-RAP mixes also contribute to green technology as waste materials reduce the need
for virgin aggregates in the road construction sector. The statistical analysis performed showed that
the results are highly significant except in icy conditions where results obtained are insignificant.

Introduction
Asphalt pavements are being widely constructed throughout
the world. Over 90% of roads have been constructed by
using asphalt materials (Cui et al. 2015, Pan et al. 2015). A
well-designed asphalt surface will greatly contribute to the
safety of drivers in terms of skid resistance. The resistance
offered by asphalt surface to sliding or skidding is termed as
skid resistance (Asi 2007). The asphalt surface should have
sufficient roughness to ensure adequate friction between the
tires and the surface of the pavement (Herndon et al. 2016,
Guo et al. 2017). An asphalt pavement surface with less skid
resistance is more likely to cause traffic accidents, exclusively
in wet/icy conditions. Asphalt surface friction is used for
measuring pavement safety and plays a vital role in reducing
skid-related accidents especially during rainy conditions (Lee
et al. 2005, Li et al. 2005). Friction between the vehicle’s tires
and the road surface helps the driver to accelerate, manoeuvre,
corner, and stop safely. The road surface texture is considered
an essential parameter in determining the surface frictional
properties and is often measured during the lifespan of the
pavement for ensuring safety to drivers. The asphalt surface’s
skid resistance is principally considered a function of surface
macro-texture and micro-texture (Kummer and Meyer
1963). The large surface irregularities that are related to
voids between aggregates represent macro-texture. In other
words, macro-texture refers to the coarse-scale texture and is
dependent on the size, shape, and dispersion of coarse aggre-
gates in a specific method of pavement construction (Noyce
et al. 2007). The macro-texture is considered a primary factor
for determining skid resistance of high-speed vehicles (Abe
et al. 2001, McGhee and Flintsch 2003). Micro-texture
means small irregularities (fine-scale texture) of the asphalt
pavement surface and is mainly associated with the surface tex-
ture and resistance of aggregates to the polishing effect (Jaya-
wickrama et al. 1996). The micro-texture of asphalt pavement
plays a critical role in providing a skid-resistant surface at low
speeds. The asphalt pavement surface should have good micro-
texture and macro-texture for ensuring a high skid resistance
value at different speed levels (Henry 2000). The asphalt pave-
ment surfaces attain a peak skid resistance state after a few
weeks of road traffic (Forster 1989, Roe et al. 1998). It has
been stated that the skid resistance of the road surface is
affected by the temperature of the pavement surface. More-
over, the temperature of rubber also affects the skid of the
pavement surface. The skid resistance of road surface
decreases with an increase in temperature (Bazlamit and
Reza 2005). Several studies have revealed that the skid property
of asphalt roads may be affected by seasonal variations of
temperature (Croney and Croney 1998).
The practice of incorporating reclaimed asphalt pavement
(RAP) in the highway construction sector is gaining popularity
due to its various benefits such as less effect on the environ-
ment, lower demand for novel aggregates, and lower construc-
tion cost (Tao and Mallick 2009, Farooq et al. 2018). RAP
comprises of reprocessing crushed asphalt road into a usable
blend of aggregates and binder. The practice of incorporating
RAP in highway construction decreases the demand for fresh
aggregates and subsequently prevents the RAP from being
dumped on the roadsides. The use of RAP in highways may
affect the frictional properties which may be a concern for
researchers. The aggregates present in the RAP may have got
polished over the years and consequently may decrease the

CONTACT Ishfaq Mohi Ud Din Ishfaq_34phd17@nitsri.net; Mohammad Shafi Mir shafi@nitsri.net

© 2021 Informa UK Limited, trading as Taylor & Francis Group
2 I. MOHI UD DIN AND M. S. MIR
skid resistance of asphalt pavements. Therefore, this factor has
to be taken into consideration during the design of asphalt
pavements. However, researchers have used RAP up to 20%
in asphalt pavements without affecting its frictional properties
(Mcdaniel et al. 2012, Kowalski et al. 2016). It has been reported
that the incorporation of RAP up to 50% in asphalt mixes has
performed satisfactorily in providing adequate skid-resistant
asphalt surfaces over ten years of service life under heavy
traffic conditions (Hossain et al. 1993). On the other side, the
use of industrial discarded ingredients such as steel/ copper
slags has proven to be a good substitute in improving the per-
formance of asphalt mixes. Copper slag is disposed on land as
waste material and it may create a lot of environmental pro-
blems (Havanagi et al. 2007, Murari et al. 2015, Jayashree
et al. 2016, Raposeiras et al. 2018). Copper slag is produced
from industries as a waste product and this can be used in the
road construction sector (Havanagi et al. 2016). The slag is pro-
duced during the smelting and scrubbing of copper (Rajeeth
et al. 2020). CS comprises of iron, aluminium, calcium oxide,
silica, and is primarily used to segregate metal and non-metal
(Hassan and Al-jabri 2011). CS possesses high density (3.5 g/
cm3), and toughness mainly due to the existence of free iron,
and these features can be explored in the road construction sec-
tor (Tandel and Patel 2009, Murari et al. 2015). It has been
reported that the use of these waste slags can improve the stab-
ility and frictional properties of asphalt roads (Oluwasola et al.
2015). Moreover, inferior aggregates have been found to satisfy
the minimum requirement of safety against skid (Akacem et al.
2016).
The incorporation of CS and RAP in asphalt roads may
affect the surface texture, which may affect the skid resistance
of these mixes. The performance of RAP included asphalt mix-
tures can be improved by friction and cohesive properties of
CS particles generated due to angularity and roughness.
These particles are entirely covered with bitumen film, thus
being environmentally safe. From the literature study, it is
clear that no effort has been made to investigate the influence
of CS and RAP on the skid properties of asphalt roads. Conse-
quently, this investigation will be a noteworthy contribution to
the research in this field as researchers have explained the
importance of conducting skid-related studies (Mohi Ud
Din and Mir. 2020, Mohi ud Din and Mir 2020).
Research objective
The main aim of this work is to investigate the frictional prop-
erties of a sustainable asphalt mixture composed of waste
materials such as RAP and CS. The effect of different environ-
mental conditions, polishing conditions, and temperature on
the skid resistance were evaluated.
Study methodology
The methodology of this work is described through the flow
chart as shown in Figure 1. Aggregates, filler material, copper
slag (CS), reclaimed asphalt pavement (RAP), and bitumen
were collected from various sources and subsequently charac-
terised. The warm mix asphalt (WMA) procedure was used for
the mixing and casting of Marshall samples (IRC: SP:101
2014). Sasobit, a warm mix additive was used in this study to
attain a low mixing temperature (125°C). The laboratory speci-
mens were prepared for the skid test as per ASTM E303-93
(ASTM E303-93 2019). The specimens were prepared at 4%
target voids. British pendulum with a standard rubber slider
(32 mm wide, 6.5 mm thick) was used to determine the fric-
tional properties of a test surface. The pendulum consists of
a spring-loaded rubber slider of the weight (82 g), mounted
at the end of a pendulum arm so that the sliding edge is
50 cm from the axis of suspension. The specimen shall then
be rigidly located with its longer dimension lying in the
track of the pendulum, and centrally with respect to the rubber
slider and the axis of suspension of the pendulum. The height
of the axis of suspension of the pendulum shall then be
adjusted so that in traversing the specimen the rubber slider
is in contact with it over the whole width of the slider and a
length of 75 ± 1.5 mm of the specimen under a normal load
of 2.25 ± 0.05 kg. The surfaces of the specimen and the rubber
slider shall then be wetted with a copious supply of clean water;
care being taken not to disturb the slider from its set position.
The pendulum and pointer shall then be released from the
horizontal position and the reading of the pointer recorded
to the nearest whole number. The asphalt specimens were
tested under different environmental conditions such as dry,
wet, icy, and soft ice with water conditions. Also, the effect
of change in temperature and polishing cycles was determined
in this work. The skid resistance was measured by using a Brit-
ish Pendulum Tester (BPT).
Material
Aggregates
The aggregates were acquired from a local crusher in Srinagar,
India. The various properties of limestone aggregates are pre-
sented in Table 1. The aggregate sample with mould and accel-
erated polishing machine is shown in Figures 2 and 3
respectively.
The specimens as shown in Figure 2 were rigidly clamped
around the periphery of the wheel of the accelerated polishing
machine. The pneumatic-tired wheel is brought to bear on the
surface of the specimens with a total load of 40 kg. Water and
the sand are continuously fed on the specimen wheel while it
rotates at 320–325 rev/min for 3 h. The machine and speci-
mens are then thoroughly cleaned by washing so that all traces
of sand are removed and the machine is operated again for a
further two hours, except that in place of the sand, the air-
floated emery powder is fed continuously. After two hours of
running with the emery powder, the machine is stopped and
the machine and specimens are cleaned. These specimens are
then used for the determination of polished stone value
(PSV). Indian Standard 2386 (Part 4) – 1963 was used for
the determination of polishing stone value.
Copper slag (CS)
CS was procured from Taj Industries, India. The various prop-
erties of CS are presented in Tables 2 and 3. The CS material is
shown in Figure 4.

Figure 1. Scheme of research methodology.
Reclaimed asphalt pavement (RAP)
The bitumen content of RAP was obtained by solvent extrac-
tion method as 5.4% (ASTM D2172). The aggregates extracted
from RAP were sorted and graded. The requirement of fresh
aggregates to satisfy gradation was calculated. Table 4 shows
various test results conducted on RAP aggregates. The RAP
material is shown in Figure 5.
Bitumen
Bitumen with Viscosity grade 10 (PG 64-XX) was used in this
study. The characterisation of bitumen used in this study is
shown in Table 5.
Rheological properties
A Dynamic Shear Rheometer (DSR) was used to evaluate the
rheological properties of the binder. The various rheological prop-
erties of unaged and aged bitumen are listed below in Table 6.
INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING 3
Gradation
The gradation curves obtained from the proportioning of
different materials are shown below in Figure 6. Also, the gra-
dation curves of nine mix types are shown in Figure 7. The gra-
dation of various materials used in this study was performed
for Dense Bituminous Macadam (DBM) Grade –II, as per
MORTH specifications (Ministry of Road Transport and
Highways 2011). The different types of mixes prepared with
their bitumen contents are presented in Table 7. The optimum
bitumen content (OBC) includes the bitumen contributed by
the RAP binder.
Testing procedure
Specimen preparation
The laboratory samples for Dense Bituminous Macadam
(DBM) mixes were prepared as per AASHTO T245 (AASHTO
T 245 2015) as shown in Figure 8. The RAP was put first in the
mixer and heated for one hour to remove the moisture content
4 I. MOHI UD DIN AND M. S. MIR

Table 1. Aggregate characterisation.

Standard values for Dense Bituminous Macadam (DBM)
Aggregate type Test Testing code value attained, % [Ministry of Road Transport and Highways]
26.5 mm Impact Value IS: 2386 (Part-4) 10 <27%
Flakiness and Elongation Index IS: 2386 (Part-1) 27 <35%
Aggregate Crushing Value IS: 2386 (Part-4) 14 <30%
Los Angeles Abrasion IS: 2386 (Part-4) 12 <35%
Specific Gravity IS: 2386 (Part-3) 2.76 2.5–3.2
Water Absorption IS: 2386 (Part-3) 0.8 <2%
20 mm Impact Value IS: 2386 (Part-4) 12 <27%
Flakiness and Elongation Index IS: 2386 (Part-1) 25 <35%
Aggregate Crushing Value IS: 2386 (Part-4) 15 <30%
Los Angeles Abrasion IS: 2386 (Part-4) 15 <35%
Specific Gravity IS: 2386 (Part-3) 2.77 2.5–3.2
Water Absorption IS: 2386 (Part-3) 0.88 <2%
10 mm Impact Value IS: 2386 (Part-4) 13 <27%
Flakiness and Elongation Index IS: 2386 (Part-1) 24 <35%
Aggregate Crushing Value IS: 2386 (Part-4) 17 <30%
Los Angeles Abrasion IS: 2386 (Part-4) 19 <35%
Specific Gravity IS: 2386 (Part-3) 2.75 2.5–3.2
Water Absorption IS: 2386 (Part-3) 0.76 <2%
Stone dust Specific Gravity IS: 2386 (Part-3) 2.78 2.5–3.2
Lime Specific Gravity IS: 2386 (Part-3) 2.25 –
Limestone aggregates Polished Stone Value (PSV) IS: 2386 (Part-4) 61 55

present in the RAP. After this, all the ingredients were added The specimens were tested at different environmental con-
one by one. These ingredients were mixed with bitumen for ditions such as dry, wet, icy, and soft ice with water conditions.
15–20 min at 125°C in a mixer. These ingredients were then The icy condition was achieved by keeping the skid specimens
transferred in the mould and compacted at 4% air voids. in a deep freezer. Also, it was made sure that during the freez-
The optimum bitumen content (OBC) of the CS-RAP mix- ing process, a layer of ice should cover the surface of the speci-
tures was obtained at 4% air voids. These specimens were men. All the specimens were subjected to polishing by using
tested for stability and other volumetric properties. These the accelerated polishing machine except the specimen with
properties and parameters were utilised for the preparation the icy condition. The accelerated polishing machine utilises
of skid specimens to determine skid resistance in terms of Brit- the rubber pad to brush the surface of the skid specimens.
ish pendulum number (BPN) by using BPT.
Three samples were prepared for each type of mix, having a
size of 250 × 200 × 50 mm using the same bitumen content and
density as determined at OBC from the Marshall method, con-
sidering the same proportion of ingredients were used in the
Marshall method.
The specimens were compacted using an asphalt roller
compactor in which density achieved in Marshall samples is
provided as an input parameter. The machine is shown in
Figure 9.

Figure 2. Mould with the aggregate polishing sample. Figure 3. Accelerated aggregate polishing machine.
 INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING 5

Table 2. Physical properties of CS.

Test Property Average Value
Hardness on Mohs Scale 6–7
Specific gravity 3.51
Granule Shape Angular
Water absorption (%) 0.16
Uncompacted air void (%) 43

Table 3. Chemical properties of CS.

Chemical Component Value (%)
Silicon dioxide (SiO2) 26.14
Ferric oxide (Fe2O3) 68.31
Aluminum oxide (Al2O3) 0.25
Calcium oxide (CaO) 0.15
Copper (II) oxide (CuO) 1.20

Figure 5. RAP material used in this work.

Table 5. Bitumen test results.

Testing Value Normal Values
Test Property code attained (IS:73/MORTH)
Penetration value (25°C, 100 g, 5 sec), IS: 1203 90 80–100
0.1 mm
Softening point (R&B), °C IS: 1205 52 ≥40
Flash point (Cleveland open cup), °C IS:1448 250 ≥220
[P:69]
Ductility (25°C), cm IS: 1208 >100 ≥75
Dynamic Viscosity (60°C), Poises IS:1206 1148 800–1200
(Part-II)
Viscosity ratio (60°C) IS: 1206 1.5 ≤4
Figure 4. Copper slag used in this work. (Part-II)
Kinematic Viscosity (135°C) IS:1206 390 ≥250
(Part-III)
The polishing of specimens was performed at different dur- Specific gravity IS: 1202 1.01 0.97–1.02
ations of time. The asphalt specimens were also tested at differ-
ent temperatures to determine the influence of temperature on
frictional properties.
Table 6. Rheological properties of bitumen.
Value Value
Test obtained obtained
Marshall stability test Properties Units method (Unaged) (Aged)
G*/sinδ (Rutting resistance) at 64°C kPa ASTM 1.34 3.36
This experiment was executed on asphalt specimens prepared D7175
with various proportions of RAP and CS. The test was per- G*sinδ (Superpave fatigue kPa SHRP NA 2631
parameter) at 64°C
formed on laboratory specimens maintained in a water bath Phase angle, at 64°C δ ASTM 86.1 68.9
at 60°C for 30 min. The load is applied at a rate of 52 mm/min- D7175
ute. This test provides two indicators that are Stability and Failure Temperature, °C °C SHRP 66.2 73.6
High Temperature PG, °C °C SHRP 64 70
Flow. Stability is the maximum load-carrying capacity of the

Table 4. RAP characterisation.

Standard values as per Ministry of Road
Aggregate type Test Testing code value attained, % Transport and Highways (MoRTH)
RAP Aggregates Impact Value IS: 2386 (Part-4) 10 <27%
Flakiness and Elongation Index IS: 2386 (Part-1) 18 <35%
Aggregate Crushing Value IS: 2386 (Part-4) 15 <30%
Los Angeles Abrasion IS: 2386 (Part-4) 21 <35%
Polished Stone Value (PSV) IS: 2386 (Part-4) 42 –
6 I. MOHI UD DIN AND M. S. MIR

Figure 6. Gradation curves of various materials used in specimen preparation.

Figure 7. Gradation curves of nine DBM Mix types along with specification envelope.

Table 7. Proportioning of materials for different mix types along with their optimum bitumen contents (OBC)
Proportion by weight (%) for different mix types
Aggregate Type Mix 1 Mix 2 Mix 3 Mix 4 Mix 5 Mix 6 Mix 7 Mix 8 Mix 9
26.5 mm 16 17 17 15 12 15 15 12 12
20 mm 17 15 15 14 17 12 10 15 15
10 mm 29 30 30 20 18 20 17 15 15
Stone dust 35 30 20 28 25 15 25 20 10
Filler (lime) 3 3 3 3 3 3 3 3 3
RAP 0 0 0 20 20 20 30 30 30
CS 0 5 15 0 5 15 0 5 15
Total 100 100 100 100 100 100 100 100 100
Optimum Bitumen Content (OBC, by total weight of aggregates, %) 4.55 4.82 5.70 4.14 4.45 5.47 4.06 4.25 4.96
 INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING 7

Figure 8. Laboratory specimens prepared for skid test.

Figure 9. Heated asphalt roller compactor.

8 I. MOHI UD DIN AND M. S. MIR
Figure 10. Portable British Pendulum Tester along with skid specimen (BPT).
specimen before failure whereas flow is the vertical defor-
mation at maximum load.
British Pendulum Test (BPT)
The skid measuring methods involve the calculation of the
force needed to drag a non-rotating tire over a wet asphalt sur-
face. The portable British Pendulum Tester is one of the equip-
ments used for determining the frictional resistance of asphalt
pavements. The BPT is a dynamic impact type tester, based on
the loss of energy arising from the movement of rubber slider
edge across the surface of the road. The results obtained from
BPT are known as British Pendulum Numbers (BPN). ASTM
Figure 11. Marshall stability versus Mix type.
E303–93 was used for the evaluation of the skid resistance of
asphalt specimens in terms of BPN. The picture of a portable
tester is shown in Figure 10.
Results and discussion
Marshall stability results
The results of the Marshall experiment performed on asphalt
specimens with novel aggregates and specimens with various
quantities of RAP and CS are shown in Figures 11 and 12,
respectively. The peak stability was attained for Mix 2 (0%
RAP, 5%CS) as 15 kN. The maximum fall of 20.85% was
Figure 12. Marshall Flow versus Mix type.

Figure 13. BPN versus Mix type for Dry conditions at 25°C.
noticed in Mix 7 (30%RAP, 0%CS) with respect to Mix 1 (0%
RAP, 0%CS) as these specimens were prepared with 30% RAP.
However, all the specimens satisfied the prescribed require-
ment of stability (9 kN). Also, the stability of mixtures
improved with the inclusion of CS up to 5%. The rise in the
stability value is due to the angularity and friction angle of
CS (Mohi ud Din and Mir 2020a). But, with more addition
of CS (15%), stability decreased. This may be due to the
high-density of CS aggregates which results in less volume of
fine material in mixtures. The incorporation of CS and RAP
affected the Marshall stability which was observed from stat-
istical analysis. The p-value was found to be less than 0.05
which means that the results obtained are significant.
The flow readings of all types of mixes were found within
the suitable range of 2–4 mm apart from Mix 3 (0%RAP,
15%CS) where the flow value increased to 4.93 mm. The
high flow value is due to the elastic behaviour of CS particles
Figure 14. BPN versus Mix type for Wet conditions at 20°C (Unpolished
condition).
INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING 9
Figure 15. BPN versus Mix type for Icy conditions at −5°C (Unpolished condition).
(Mohi Ud Din and Mir 2020b). The low volume of fine
material in the mix makes it susceptible to more deformation.
However, the addition of RAP decreased the flow value. This
could be because RAP contains heavily aged binder which
may provide a stiffening effect on the asphalt mixes. The incor-
poration of CS and RAP affected the flow value which was
observed from statistical analysis. The p-value was found to
be less than 0.05 which means that the results obtained are
significant.
British Pendulum Test results
The variation of skid resistance in terms of British pendulum
number (BPN) in different environmental conditions such as
dry, wet, icy, and soft ice with water is shown in Figures 13–
16 respectively. The maximum BPN values were obtained in
Figure 16. BPN versus Mix type for Soft ice and water conditions at 12°C (Unpol-
ished condition).
10 I. MOHI UD DIN AND M. S. MIR
dry conditions whereas the lowest BPN values were observed
in icy conditions. It is observed that the incorporation of CS
resulted in increased skid resistance whereas the incorporation
of RAP decreased the skid resistance of specimens. The maxi-
mum skid resistance was observed in Mix 3 (0%RAP, 15%CS)
as 69 whereas the lowest value was observed in Mix 7 (30%
RAP, 0%CS) as 49. The increase in skid resistance can be
attributed to the sharp edges, rough texture, and angular
characteristics of waste aggregates (Li et al. 2020). Also, CS
aggregates have a higher polishing stone value as compared
to limestone aggregates. But, with the incorporation of RAP,
skid resistance decreased. This is because RAP material con-
tains aggregates that have been polished over several years.
These aggregates have the lowest polishing stone value.
The maximum bitumen content was observed in the mix
containing 15% CS as 5.70. It was expected that due to the
more bitumen content, this type of mix would perform
badly in terms of skid resistance because the high bitumen
content would increase film thickness which may reduce
skid resistance. However, to the surprise, this type of mix
showed maximum skid resistance probably due to Copper
slag which has a highly rough structure, thus helping in
good bond adherence with the asphaltic material. The same
was observed in other studies as well (Oluwasola et al. 2015).
A similar trend is observed in wet, soft ice with water and
icy conditions although skid resistance decreased drastically
in icy conditions. In the icy conditions, the skid resistance of
all the specimens was almost similar. As the specimen surface
was covered with a layer of ice, it was observed that the friction
was more dominated by the surface of ice rather than the sur-
face of the specimen. The maximum value of 52 was observed
in Mix 3 (0%RAP, 15%CS) whereas 38 was the lowest skid
value observed in wet conditions in Mix 7 (30%RAP, 0%CS).
Similarly, a maximum value of 22 and the lowest value of 19
were observed in icy conditions. The statistical analysis
showed that the incorporation of CS and RAP affected the
Figure 17. BPN versus Polishing time for Dry conditions (25°C).
BPN results in dry, wet, and soft ice with water conditions as
the p-value was found to be less than 0.05. This certifies that
CS and RAP have a significant impact on all these conditions.
However, in icy conditions, the p-value was found to be greater
than 0.05. The skid sample is covered by a layer of ice and the
skid resistance is measured on this layer of ice which is the
same for all types of mixes. The friction generated here is
between the rubber slider and layer of ice which will approxi-
mately be the same for all mix types irrespective of material
variations. So, variation in CS and RAP does not play any
role in the enhancement of skid resistance during icy
conditions.
Effect of polishing on skid resistance
The effect of polishing on dry, wet, and specimen with soft ice
and water is shown in Figures 17–19 respectively. It is observed
for all types of asphalt specimens that skid resistance increased
during the initial stage of polishing. This is because the top
asphalt layer gets worn out in the initial stages, making the sur-
face rough and exposing the aggregates. After this stage, the
skid resistance decreased due to continuous polishing of
exposed surfaces particularly aggregates (Forster 1989). Fur-
thermore, the drop in skid value is steep during the second
hour of polishing. This is due to the increased cleaning and
continuous wearing of asphalt surfaces upon polishing. After
the fourth hour of polishing, the values get stabilised and the
drop remains somewhat constant. Mix 3 (0%RAP, 15%CS)
showed maximum resistance to polishing in all conditions
whereas Mix 7 (30%RAP, 0%CS) showed the least. Mix 3
(0%RAP, 15%CS) contains CS aggregates with highly angular
and rough surfaces; therefore, mixes incorporated with CS
showed better resistance than the control mix. However,
upon the addition of RAP, the skid resistance decreased.
This may be due to the presence of highly polished aggregates

Figure 18. BPN versus Polishing time for Wet conditions (20°C).
that may be present in the RAP, so Mix 7 (30%RAP, 0%CS)
reflected minimum skid resistance.
After the fourth hour of polishing, the asphalt surface
reaches the residual state and more polishing will decrease
the skid value by an insignificant value. It is observed from
the figures below that the skid value almost achieves a constant
value from the fourth to the fifth hour. The extremely high
drop in the skid value during the second hour of polishing
may be due to impurities that are generated over time due to
rubbing action between the wheels of vehicles on the surface
of the sample. Also, sacrificial polishing occurs over the time
during which these aggregates get cleaned off. Certain angular
Figure 19. BPN versus Polishing time for Soft ice and water conditions (12°C).
INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING 11
protrusions on the surface of aggregates wear off or break off to
expose a much smoother surface during this time.
The effect of polishing on asphalt specimen is shown in Figure
20. As can be seen in Figure 20, the top asphalt surface gets com-
pletely polished over time which results in a low skid value.
Effect of temperature on skid resistance
The variation of skid resistance with temperature is shown in
Figure 21. It is observed that the friction (BPN) value
decreased with increasing temperature. This is because an
increase in temperature changes the stiffness properties of
12 I. MOHI UD DIN AND M. S. MIR
Figure 20. Skid specimens before and after the polishing process.
the asphalt mixes. Also, the increase in temperature may
change the toughness of the rubber slider attached to the pen-
dulum. The skid resistance is mainly composed of two com-
ponents that is hysteresis and adhesion. The decrease in the
hysteresis part is due to the reduced stiffness of bitumen and
rubber slider at elevated temperatures. The skid resistance is
mainly evaluated on wet specimens to represent the worst
possible conditions. The adhesion factor may be affected by
a change in the viscosity of water. The viscosity of water
decreases exponentially as temperature increases. With the
decrease in viscosity of water, the shear stress also decreases,
and hence the adhesion part of friction reduces (Khasawneh
2016). Therefore, with the increase in temperature, the skid
resistance of asphalt mixes decreases.
Figure 21. BPN versus temperature for different mix types.
It may be noted that the maximum temperature was limited
to 40°C as higher temperatures would approach the softening
point of bitumen and subsequently would destroy the sample.
Mix 3 showed the maximum resistance because it contains 0%
RAP and 15% CS. The CS material adheres well with bitumen,
thus making strong bonds.
Summary and conclusions
This study was performed to evaluate the effect of Copper slag
and RAP on the skid resistance of asphalt mixes. Various
mixes were prepared at different proportions of CS and
RAP. The skid resistance of CS-RAP mixes seems to be depen-
dent upon the physical and mechanical characteristics of CS

and RAP. The following conclusions can be drawn from this
study:
. The high density, angular shape, and surface irregularities
of CS particles ensure substantial improvement in skid
resistance. However, the incorporation of RAP decreased
the skid resistance. So, proper care has to be taken in select-
ing the quantity of RAP aggregates in the total mix.
. The skid resistance decreased drastically upon changing
environmental conditions such as wet conditions. It was
observed that the friction (BPN) value decreased with
increasing temperature. The viscosity of bitumen is one of
the factors that may affect skid resistance, particularly at
extreme temperatures.
. The skid resistance of asphalt mixes increased during the
first hour of polishing. The polishing effect was more visible
after the first hour as skid resistance decreased and a
residual state was achieved during the fourth hour of polish-
ing. So, the aggregates with higher PSV values should be
selected for higher traffic roads. The statistical analysis per-
formed showed that the results are highly significant except
in Icy conditions where results obtained are insignificant.
.
It is suggested that the utilisation of CS and RAP can con-
tribute to green technology as their use in the road con-
struction sector reduces the need for conventional
aggregates and virgin bitumen. This will help in maintain-
ing the state of the environment.
Disclosure statement
No potential conflict of interest was reported by the author(s).
ORCID
Ishfaq Mohi Ud Din http://orcid.org/0000-0001-8286-2453
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