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1 Study of Warm Mix Asphalt using Reclaimed Asphalt Pavement and Copper Slag:
For personal use only. This Just-IN manuscript is the accepted manuscript prior to copy editing and page composition. It may differ from the final official version of record.
2 A Review
3 Ishfaq Mohi ud Din1*, Mohammad Shafi Mir2

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5 1 Ph.D. Candidate, Department of Civil Engineering, National Institute of Technology, Srinagar (190006) J&K, India
6 2 Professor, Department of Civil Engineering, National Institute of Technology, Srinagar (190006) J&K, India
7 *ishfaq_34phd17@nitsri.net
Can. J. Civ. Eng. Downloaded from www.nrcresearchpress.com by San Francisco (UCSF) on 08/24/19
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23 Abstract: The incorporation of copper slag (CS) in asphalt pavements proves to be a good substitute
24 in replacing the natural aggregates. This reduces pavement construction cost and plays a key role in
25 protecting the environment. The CS can be used with Recycled Asphalt Pavement (RAP) material
26 especially in Warm Mix Asphalt (WMA) pavements. The use of RAP not only leads to
27 environmental benefits but also considerably saves natural resources and decreases the requirement
28 to use virgin bitumen. The use of CS in pavement construction sector eliminates the disposal as well
29 as leaching problems associated with it. This paper focuses on the review of studies carried out on
30 the use of CS along with RAP in road construction. It presents and discusses the work done on the
31 use of CS in the pavement construction sector and the use of RAP in providing the necessary
32 stiffening effect to the asphalt pavements. It analyzes the requirement/advantage of using CS with
33 RAP in asphalt pavements in light of previous research findings and its influence on various
34 engineering properties in pavements. This paper also reviews the work done to study the
35 environmental impact of using CS in asphalt mixes.
36 Keywords: Warm mix asphalt; Recycled/Reclaimed asphalt pavement; Industrial waste;
37 Copper slag; Stability
38 Introduction
39 In the past few decades, environment-related issues are sharply increasing due to the huge volume
40 of waste that is being thrown directly into the land or atmosphere from industries. The first and foremost
41 task of environmental institutions and other administrations is to develop a mechanism that will utilize these
42 waste materials in a safe manner with minimum effect on the environment (Al-Jabri et al. 2006). The main
43 motive is to maintain the state of the environment through the efficient management of resources (Karlheinz
44 and John 2008). Therefore, by-products produced by the industries can serve as a secondary source to meet
45 the requirement for road construction, reconstruction and repair (Ameri et al. 2013; Celauro et al. 2010).
46 The by-products produced by the industries have been used in road construction since 1980s (J.J 1982;
47 Legret et al. 2014). The construction of the road by using hot mix asphalt technique requires heat sources
48 in order to treat the material (aggregates and binder). These heat sources have an impact on the economic
49 cost of the road and they also degrade the environment (Chiu et al. 2008). There is increasing global stress
50 to limit the use of fuel and reduce the emission of greenhouse gases. The production of asphalt is also
51 contributing to it and it is being produced in millions of tons (Muradov and Veziroä 2005). Unfortunately,
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52 hot mix asphalt pavements are responsible for a major portion of energy consumption and emissions of
53 polluting gases. This is mainly due to the treating of aggregates and asphalt binder at higher temperatures,
54 usually greater than 140°C. If a substantial drop in temperature can be attained within the production
55 process, keeping the workability of mixture sufficient and the mechanical performance equal or superior to
56 hot mix asphalt pavements, the overall environmental and social benefits will be considerable. As a result,
57 researchers have established several new techniques for asphalt pavements to decrease blending and
58 compaction temperatures, for example, Warm Mix Asphalt (WMA) pavements. These techniques require
59 less amount of energy and do not affect the properties of asphalt mixtures (Ameri et al. 2013). The
60 temperature drop is about 30°C for the WMA. The lowering of the mixing temperature can result in a
61 decrease in energy consumption by approximately 35% or more (John 2008). The corresponding costs will
62 fall consequently. WMA pavements have several additional benefits, for example, better compaction
63 efficiency and incorporation of more RAP in the mixture (Ameri et al. 2013). Also, the mixing plants can
64 be installed in cities due to lower emissions. These results reflected directly from the European countries
65 (John 2008) and in the United States (Button et al. 2007). This also helps in reducing the carbon emissions
66 as well as provide a better working platform (Gandhi and Amir khanian 2007; Hurley and Prowell 2005a;
67 Hurley and Prowell 2005b; Hurley and Prowell 2006). WMA mixtures prepared with RAP exhibit identical
68 properties to conventional HMA mixtures (Mallick et al. 2007). The viscosity of the bitumen in the warm
69 mix asphalt pavements is reduced by using additives, emulsifiers or foaming techniques. These additives
70 help in decreasing the viscosity of the binder, resulting in an increased flow of bitumen (Hamzah et al.
71 2012). The organic additives undergo crystallization that increases bitumen stiffness and resistance to
72 deformation (Zaumanis 2010). These practices help in the production of bituminous mixes at lower
73 temperatures than those produced by traditional HMA (Ayman 2010; Hesami et al. 2013). Various organic
74 or synthetic additives, for example, Sasobit and Zeolite are mixed with the binder, so as to decrease the
75 mixing temperature (Vaiana et al. 2013). Sasobit plays a vital role in reducing the viscosity of the bitumen.
76 It also enhances the complex modulus and lowers the phase angle of bitumen (Tan et al. 2012). Regardless
77 of a large number of WMA techniques, they can, in principle, be divided into the three major groups that
78 are organic additive, chemical additive and foaming techniques (Hesami et al. 2013; Prowell et al. 2011).
79 The key objectives involved in WMA are to reduce both the production as well as handling temperature
80 and to achieve the performance as that of control mixture or even superior to it (Valdes-Vidal et al. 2018).
81 The use of crumb rubber and recycled aggregates have produced better outcomes in HMA pavements, and
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82 at times improved the results of a conventional mix (Mills-Beale and You 2010; Moreno et al. 2011;
83 Navarro and Gámez 2011; Rubio et al. 2010). However, better results are produced by using industrial by-
84 products, for instance, steel slag, as they can substitute natural aggregates without altering their
85 performance (Moreno-Navarro et al. 2013; Oluwasola et al. 2016). Like steel slag, CS is also an industrial
86 by-product and is classified as industrial waste. CS has a unique physical interaction with the binder, with
87 no chemical interaction (Raposeiras et al. 2018). CS is a by-product that is obtained during the matte
88 smelting and refining of copper (Khanzadi and Behnood 2009). In the pavement construction sector, CS is
89 a cost-effective alternative to natural aggregates. The focus of many countries is now towards sustainable
90 development, which is aimed at recycling waste and reducing energy consumption. Every year, copper
91 production and refining processes produce large quantities of CS and in turn, it is creating an economic and
92 environmental problem (Gorai et al. 2003). Each ton of copper produces 2.2 to 3 tons of CS (Recycled
93 Materials Resource Center 2008). Due to the considerable amount of free iron, CS has high density and
94 hardness (Shi et al. 2008). The average specific gravity of CS is about 3.5 g/cm3, signifying that CS is
95 denser than ordinary natural aggregate (Shi et al. 2008). CS has been used in the concrete industry as a
96 partial replacement of cement/sand and the results were within the acceptable range (Mirhosseini et al.
97 2017; P Selvi et al. 2014). It is observed that CS has great potential in the construction of bituminous roads
98 (Havanagi et al. 2016). On the other side, incorporation of RAP in asphalt mixtures is a technology that
99 becomes more significant as it helps in reducing the economic costs as well as the impact on the
100 environment (Farooq and Mir 2017). The amount of resources available for the construction of streets/
101 highways are restricted, and construction agencies have to pay a large amount of transportation costs in
102 order to obtain worthy quarry materials for the construction purpose. The recycled aggregates can play a
103 crucial role in reducing this demand as well as preserving the environment (Alvarez et al. 2008; Tu et al.
104 2006). The use of RAP can prove vital in reducing the demand for virgin aggregates and in turn results in
105 environmental stability as well as cost savings and eco-friendliness (Tao and Mallick 2009). Latest studies
106 have revealed that RAP replacement above 50% is possible to produce HMA mixtures, having excellent
107 mechanical properties (Alvarez et al. 2008; Valdés et al. 2011). In fact, both RAP and WMA technique
108 help us in reducing carbon emissions (Shrum 2010). By using RAP, the waste that is produced by milling
109 gets reduced (Cooley 2005). These waste materials retain substantial value due to the growing demand for
110 sustainable development (Mcdaniel and Anderson 2001). Thus, it leads to lower bearing on the
111 surroundings and also paves the way for energy savings (Chang et al. 2012; Feih et al. 2011). Therefore,
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112 both CS, as well as RAP, prove a good substitute for natural aggregates in pavement construction.
113 Moreover, it reduces pavement construction cost. This further helps in reducing the carbon emission,
114 especially when used in WMA pavements.
115 This study was done with an aim to analyze the use and benefits of waste materials such as CS
116 and RAP in road construction. It brings state-of-the-art knowledge and information related to sustainable
117 road construction under one roof, which otherwise is in a scattered form as seen in the literature. The
118 remaining sections of the paper have been structured in the following way. Firstly, CS and RAP have been
119 introduced. Secondly, the effect of these materials on various engineering properties (such as Stability,
120 Rutting, Fatigue, etc.) of asphalt mixes has been evaluated. Lastly, the impact of CS and RAP on the
121 environment has been discussed followed by concluding remarks regarding the sustainable use of these
122 materials.
123 Copper Slag:
124 Copper Slag (CS) is a by-product obtained during matte smelting, and refining of copper
125 (Khanzadi and Behnood 2009). It has been categorized as industrial waste. CS can cause leaching problems
126 due to the high toxicity of metals such as Cu, Pb, Hg, and SO2, exclusively existing in a smaller size
127 (Vítková et al. 2011). In order to tackle CS menace, it has been used in the pavement construction sector
128 exploiting the properties of wear resistance, angularity, and density. Around 24.6 million tons of copper
129 slag is produced annually on the earth. The only problem associated with the use of copper slag in asphalt
130 pavements is the increase in hauling costs due to their high specific density as compared to natural
131 aggregates. But, their use in asphalt pavements eliminates the environmental problem of dumping them
132 directly on the surface of the earth. Their use also reduces the leaching effect and the need for virgin natural
133 aggregates and thus saves our natural resources. This reduces pavement construction cost. So, CS plays a
134 vital role in protecting our environment as its use in pavement construction sector solves its disposal
135 problem. In India, dumping of CS is a major problem, so their use in pavement construction is the best
136 viable alternative. The representative sample of copper slag is shown in Figure 1.
137 Reclaimed asphalt pavement (RAP) and recycling techniques:
138 Recycling of hot mix asphalt pavements results in a reusable mixture of aggregates and aged
139 asphalt binder known as Reclaimed asphalt pavement (RAP) (Al-Qadi et al. 2014). Due to increase in the
140 cost of asphalt binder, lack of quality aggregates and the utmost necessity to preserve the environment,
141 RAP has been preferred over virgin materials. The quantity of reusable RAP in the batch plant varies from
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142 10 to 30% (Kandhal and Mallick 1997). These restrictions no more exist thanks to several techniques
143 available for construction of up to 100% recycled asphalt pavements (Dinis-almeida et al. 2016). Numerous
144 studies have revealed that if recycling is done accurately, then hot mix asphalt incorporated with RAP have
145 similar properties as asphalt produced with the virgin material (Miliutenko et al. 2013). Presently, 100
146 million tons of asphalt concrete is reclaimed in the United States annually, of which approximately 80% is
147 used as RAP (Taha et al. 1999). Recycling is just one of the few rehabilitation techniques available for
148 asphalt pavements (Epps et al. 1980). The pavement construction sector is not only consuming huge
149 amounts of natural resources but is also to blame for about 22% of global energy utilization, 25% of fuel
150 burning across the globe, and 30% of global air pollution and Greenhouse Gas (GHG) production (Saride
151 2010). In India, the idea of recycling existing asphalt pavement has not gained a great deal of attention, and
152 that is why the demolished older asphalt pavement materials are generally dumped in landfills posing severe
153 environmental disposal trouble. Unfortunately, recycling has not been implemented in India to the level it
154 is actually needed because the highway agencies have not specified or mandated it. The road network in
155 India aggregates to about 4.2 million kilometres (Pradyumna et al. 2013). A Major share of our roads is
156 still unpaved which create a lot of obstacles in developing the good road connectivity. Moreover, the
157 economy of the country gets badly affected. So, there is an urgent need to construct good and durable roads
158 that will cater to heavy traffic. Also, due to the scarcity of material, aggregates are being brought from long
159 distances which lead to an increase in pavement construction cost. Therefore, an effort must be made to
160 develop and adopt alternate road construction and maintenance technologies to decrease fuel and aggregate
161 consumption. Recycling of pavements, especially HMA recycling is one of the techniques that can be
162 adopted for Indian conditions.
163 The Asphalt Recycling and Reclaiming Association describes four different categories of recycling
164 methods: (1) Hot recycling; (2) Hot in-place recycling; (3) Cold in-place recycling; and (4) Full depth
165 reclamation.
166 (1) Hot mix asphalt recycling involves the process in which RAP is combined with novel ingredients,
167 occasionally along with a recycling agent, to produce hot mix asphalt (HMA) mixtures. Milling or
168 crushing operation is mainly involved to obtain the RAP.
169 (2) Hot in-place recycling (HIR) involves the heating and softening of existing pavement and then
170 scarified/ milled to a stated depth. The process can be accomplished either as a single pass or as a
171 multiple pass operation.
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172 (3) Cold in-place recycling (CIR) is defined as a process in which existing pavement material is reused
173 without applying heat. In this process, no transportation of resources is required except the recycling
174 agent, thus helps in reducing hauling costs.
175 (4) Full depth reclamation (FDR) is defined as a recycling method in which all of asphalt Pavement layer
176 and a fixed quantity of underlying base material is treated to attain a stabilized base course (Edil and
177 Benson 2007). It is fundamentally a cold mix recycling technique, where various types of additives
178 are used, like asphalt emulsions and chemical agents.

179 Among all recycling methods, hot mix recycling possesses a number of benefits and is best suited for Indian
180 conditions (Mittal et al. 2010). The representative samples of crushed RAP is shown in Figure 2.
181 Engineering properties of asphalt pavements incorporated with CS and RAP
182 The use of CS and RAP alters the engineering properties of asphalt mixes. Various properties of
183 asphalt mixes incorporated with CS and RAP are described in detail with respect to the available literature.
184 Stability
185 Stability measures the strength of asphalt mix and may be defined as the maximum load that the
186 compacted specimen can sustain at standard temperature of 600C. Stability may be affected by different
187 factors such as compaction time and effort, temperature, aggregate size, and shape. Studies have shown
188 successful results of partly replacing fine aggregate with CS in the production of asphalt mixtures. The
189 addition of copper slag in the proportion of 5% to 30% improved the stability of the mix. However,
190 irregularity has been observed, as some studies revealed that the addition improved stability (Gorai et al.
191 2003), while the other investigation revealed that the addition reduced stability (Hassan and Al-jabri 2011).
192 This might be due to the difference in temperature between the samples. The other reason may be the
193 dimension and proportion of CS used in the preparation of the sample. Results obtained from the Marshall
194 tests specify that bituminous mixes incorporated with CS behave in the same way as that of other slags,
195 such as slag from thermal power plants or steel (Moreno-Navarro et al. 2013). The stability of the asphalt
196 mixtures incorporated with 20% CS increased, after which it got reduced but still the value was within the
197 permissible limits (Raposeiras et al. 2016; Ziari et al. 2016). The increase in the stability is due to more
198 angularity and frictional angle (530) of CS, resulting in excellent stability and bearing capacity (Gorai et al.
199 2003). It has been reported that the use of CS as a fine aggregate in several bituminous mixtures offers
200 better interlocking and enhances the mechanical properties of asphalt mixes (Pundhir et al. 2005). The
201 stability values that were obtained during Marshall testing were on the upper side with respect to the
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202 minimum requirement of 9kN in accordance with ASTM D1559 (Valdés et al. 2011). If CS is added more
203 than 20%, segregation takes place as CS particles have high bulk specific gravity. This leads to a low
204 volume of fine aggregates in the asphalt mixes and hence poor interlocking between aggregates (Hassan
205 and Al-jabri 2011). The segregation of aggregates is due to the non-uniform distribution of coarse and fine
206 aggregate components within the asphalt mixture (Kennedy et al. 1987). Segregation takes place as a result
207 of a shift in gradation that includes more coarse aggregates and very less fine aggregates. The Marshall
208 stiffness index is defined as the Marshall stability divided by flow (Zoorob and Suparma 2000). This index
209 is used mainly in Europe to assess the value of the asphalt mix and possible resistance to deformation
210 (Roberts et al. 1996). With the incorporation of CS in the asphalt mixes, Marshall quotient increases, which
211 resulted in stiffer pavements (Cristian et al. 2017; Lavin 2003). The CS has more influence on Marshall
212 Stability and Marshall Quotient whereas RAP percentage proved significant for Marshall Flow. High
213 Marshall quotient value designates a higher amount of stiffness and resistance to creep deformation
214 (Arabani and Azarhoosh 2012). With the inclusion of RAP in the mix, stability improves and flow value
215 decreases. Specifically, Marshall stability of the mixture increases by 49.43% in the 60% RAP mixture
216 (Nejad et al. 2014). It is observed that the moisture vulnerability of the mix increased with the introduction
217 of RAP. As per partial correlation, CS plays a pivotal role in enhancing the stability of the mixes and thus
218 shows a straight relation with it (Raposeiras et al. 2016). The incorporation of slag in the bituminous
219 mixtures improves the Marshall quotient by adding a maximum of 20% CS (Ziari et al. 2016). Moreover,
220 with the inclusion of RAP in the asphalt mixes, it is observed that RAP increases the dynamic modulus at
221 a low frequency of loading up to 3 Hz (Imad L. Al-Qadi et al. 2012; Islam et al. 2018; Tomlinson 2012).
222 Rutting
223 Rutting is a surface deformation that is a longitudinal surface depression in the vehicle wheel
224 paths. Rutting displaces the asphalt mixture in the wheel paths, creating channels. Traffic compaction or
225 displacement of unstable asphalt mixtures causes rutting. Low design air voids, excessive asphalt binder,
226 excessive sand or mineral filler, rounded aggregate particles and low voids filled in mineral aggregate
227 (VMA) can all contribute to displacement rutting. The addition of RAP content between 40 to 60% resulted
228 in an increase in stiffness and a decrease in the Marshall Flow. These alterations create asphalt pavements
229 that provide good resistance to permanent deformation but are prone to fatigue cracking if no additives are
230 incorporated (Imad L. Al-Qadi et al. 2012; Miró et al. 2011; Solaimanian and Tahmoressi 1996; Valdés et
231 al. 2011). In order to solve this problem, rejuvenators are used in the mixtures, as they enhance the
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232 rheological properties of bitumen to some extent (Farooq et al. 2018; Modarres and Hosseini 2014;
233 Zaumanis et al. 2013). These mixtures have achieved an increase in stiffness to 25% with the incorporation
234 of 50% RAP and attained Marshall flow values conforming with the control mixture (Solaimanian and
235 Tahmoressi 1996). The increase is due to the highly angular particles of CS as well as higher friction angle
236 with respect to limestone aggregates (Topal and Sengoz 2005). The highly angular CS aggregates lead to
237 an increase in internal friction, that results in greater resistance against rutting (Topal et al. 2014). Hence,
238 the flow number increases with 20% substitution with CS and this can be attributed to the fine aggregate
239 angularity of CS. With the incorporation of CS up to 20% in the bituminous mixtures, it has been observed
240 that rut depth decreased and is least in this case (Ziari et al. 2017). The curve of permanent deformation
241 versus the load cycle repetitions is utilized to determine the flow number (Imaninasab 2017). In order to
242 find the value of flow number, Francken function have been used with the following equations
243 εp (N) = ANB + C(eDN -1) (1)
244 The first and second derivatives are calculated by using the following equations
245 dεp/dN = (A.B.N(B-1)) + (C.D.eD.N) (2)
246 d2εp/dN2 = A.B.(B-1).N(B-2)+ (C.D2.eD.N) (3)
247 where
248 εp is a permanent strain, N is load cycle and A, B, C, D are constant of equations
249
250 Resilient Modulus and Indirect Tensile Strength (ITS)
251 The resilient modulus classically presents the stiffness of the asphalt mixture. The addition of CS
252 slightly increases the value of resilient modulus. But, with more addition of CS, the value of resilient
253 modulus decreases. The increase and decrease in resilient modulus are mainly due to two properties. The
254 first one is fine aggregate angularity and friction angle of CS and the second one is the interlocking
255 mechanism of CS with virgin aggregates. Angularity tests show that CS is more angular than limestone and
256 thus possess greater friction that results in the higher resilient modulus (Ziari et al. 2017). But with CS
257 having more specific density than limestone, replacing the fine aggregate with CS reduces the fine
258 aggregate particles. This is because aggregate gradation is done as per weight and not by volume. The
259 resilient modulus improves up to 20% of CS addition. The resilient modulus decreases with the addition of
260 more CS content. Nevertheless, the experimental data showed that it improves at all CS contents compared
261 to the control sample (Hassan and Al-jabri 2011). The ITS test results are in accordance with resilient
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262 modulus results. With the increase of CS content, there is a slight small increase in wet and dry ITS,
263 followed by a fall in ITS. The incorporation of RAP with CS in asphalt mixtures improves the ITS. The
264 incorporation proved to be good as it improved the strength of mixture as compared to a control mixture
265 (Raposeiras et al. 2016). The increase in strength is due to the elastic behavior of asphalt binder as well as
266 due to the fine angularity of slag particles and the presence of calcium content that results in better adhesion
267 and interlocking. The results showed that the incorporation of CS leads to increased elasticity of the
268 mixture. It is reported that the specimens incorporated with CS resulted in a similar or even less shrinkage
269 with that of a traditional mixture (Laiw 1989).
270 It is found that the resilient modulus values increase irrespective of the test temperature (-18, 0,
271 25, and 32 °C), grade of asphalt (PG-46-40, PG-52-34, and PG-58-28), and incorporation of RAP (15, 30,
272 and 40%) (Alvarez et al. 2008). Resilient modulus test was conducted at 250C on asphalt mixes incorporated
273 with the various proportion of CS. As shown in Figure 3, it is observed that the curve rises slightly from
274 0% to 10% CS content and a peak is observed at 20% CS content. With more addition of CS, resilient
275 modulus decreases. The increase is due to angularity and friction angle of copper slag aggregates. Due to
276 greater specific density, replacing aggregates with CS in the proportion of more than 20% results in less
277 amount of fine aggregate particles. This has a negative effect on particle packing. Asphalt mixes with a
278 higher amount of RAP showed higher indirect tensile strength. Studies revealed that the design binder grade
279 (PG 64-22) can be used for RAP contents up to 40% (Shah et al. 2007). The ITS and strain capacity gets
280 reduced with the incorporation of RAP. Hence, a RAP mixture is highly susceptible to low-temperature
281 cracking (Tam et al. 1992). In Nutshell, RAP has severe adverse effects with regard to low-temperature
282 cracking. The researchers have suggested that the asphalt binder should be changed to one grade lower
283 when the percentage of RAP content is increased to 40% (Mcdaniel et al. 2012).
284 Fatigue Life
285 Fatigue is defined as the failure of pavement due to continuous application of wheel loads. This is
286 one of the basic criteria that is still used for the design of flexible pavement in Indian conditions. The
287 deterioration of the flexible pavement occurs due to tensile stresses that develop over time due to repetitive
288 traffic loading. This load related distress is responsible for fatigue cracking in bituminous mixtures. The
289 fatigue cracking of asphalt pavement is mainly affected by the grade of the binder, the thickness of bitumen
290 film, type of environment, nature, and type of loading. The durability of pavement is severely affected by
291 fatigue cracking and can lead to complete pavement failure due to permeation of air and water. The fatigue
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292 resistance of 100% recyclable warm mixtures shows better results, being identical to the control mixture
293 (Ameri et al. 2013). This may be due to the high fines content present in the RAP owing to the milling of
294 the bituminous road (Silva et al. 2012). With the high proportion of RAP in the asphalt mixes, there has
295 been no substantial change in predicted fatigue life (Shannon et al. 2009). A number of fatigue tests have
296 been conducted on RAP mix and virgin asphalt mixes. It has been observed that RAP content of more than
297 20% leads to a decrease in fatigue life with respect to virgin mixes (Mcdaniel and Anderson 2001). The
298 fatigue life of asphalt mixes can easily be determined by four-point bending, direct tension-compression,
299 and indirect tensile tests. The fatigue life of asphalt mixes with 80% CS incorporation was measured using
300 indirect tensile fatigue test. It was reported that the CS incorporation enhanced the fatigue life of asphalt
301 mix with respect to the control mix (Dawson et al. 2012). At lower temperatures, the mix behaves linear-
302 viscoelastic and the phase angle upsurges with the decrease in the stiffness (|E*|), but at higher
303 temperatures, the mix acts as granular non-linear elastic material and the phase angle reduces with the
304 reduction in stiffness (Christensen 1998). It has been observed that the fatigue life of CS incorporated
305 bituminous mix is higher as compared to the control mix. The possible factors that lead to an increase in
306 fatigue life may be surface texture and particle shape of CS. The angularity of CS also plays a vital role in
307 enhancing the fatigue life of the mix. However, further experimental studies are essential to validate the
308 argument. It is recommended that a higher percentage of asphalt binder be added to the 100% RAP
309 incorporated asphalt mixes to increase the fatigue resistance and to produce an optimal mix (Boriack et al.
310 2014)
311 Moisture Susceptibility
312 Moisture susceptibility generally called stripping, has been known as the biggest performance
313 concern influencing the durability of asphalt pavements. It may be defined as the resistance of asphalt mixes
314 to moisture damage. The moisture susceptibility of asphalt mixes is mainly affected by aggregate and
315 asphalt binder, production and construction practices, and traffic and environmental conditions. CS
316 particles have better adhesion with bitumen and enhanced resistance to moisture damage, and accordingly,
317 CS incorporated asphalt mixes show improved moisture susceptibility. Tensile Strength Ratio (TSR) of
318 samples increases with increasing CS content. It can be concluded that the addition of CS in asphalt
319 mixtures improves the resistance to the harmful effect of the water. The chemical structure and properties
320 are also important as it may affect the affinity of the aggregate to bond with bitumen (Hefer et al. 2005).
321 Although CS is more hydrophilic than limestone aggregates, the strong bond that is created between CS
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322 and bitumen prevents moisture to reach to its surface, therefore moisture damage resistance improves with
323 the increase in CS content. Moreover, the surface texture of aggregates has a direct impact on the adhesion
324 properties of the mix (Pocius 2012). The bond formation between bitumen and aggregates in the asphalt
325 mix can be best explained by four theories: mechanical, chemical reaction, surface energy, and molecular
326 orientation (Hicks 1991). Studies have revealed that the addition of CS content in the range of 10% to 40%
327 as natural sand replacement increases the resistance to moisture damage of asphalt mixtures (Hassan and
328 Al-jabri 2011). However, the results obtained by other researchers show only a slight improvement of about
329 2% (Sharma et al. 2013). The moisture sensitivity of asphalt mixtures is a complex phenomenon and more
330 experimental work is required to understand the behavior of CS to moisture. However, the data advocates
331 that the incorporation of CS does not decrease the resistance of asphalt mixes to moisture damage. The
332 moisture resistance of asphalt mixes is affected by the physical, chemical and surface properties of
333 aggregates. ∁aO SiO2 ratio is exploited to inspect the chemical reason for higher moisture resistance of
334 asphalt mixes incorporated with CS. Higher ∁aO SiO2 ratio helps in providing a robust bond between
335 limestone aggregates and asphalt binder (Mirzababaei 2016). The possibility of stripping (in asphalt mixes)
336 increases due to the higher ratio of ∁aO SiO2 of limestone aggregates as compared to CS (Hesami et al.
337 2013). The stripping potential reduces significantly if CS is completely covered with bitumen film.
338 Moreover, the surface texture of CS is rough, possessing a greater number of pores, cavities, and asperities.
339 This will result in adhesion development but the drawback associated with it is the increase in bitumen
340 content. This can be economical as RAP also contributes to some amount of bitumen. Studies have
341 established that 40% RAP resulted in an increase in stiffness up to 164% and that RAP had no positive or
342 negative influence on the mixture moisture susceptibility (Sondag et al. 2002). However, some studies
343 revealed that the moisture susceptibility of asphalt mixes decreased with increasing RAP content (Imad L.
344 Al-Qadi et al. 2012). As shown in Figure 4, TSR values are more than 80% and fall above the acceptable
345 limit in accordance with ASTM D 4867. TSR of asphalt mixes increases with an increase in CS content. It
346 can be concluded that adding CS into asphalt mixtures improves resistance to the detrimental effect of
347 water. The moisture susceptibility of WMA mixes incorporated with CS and RAP has to be thoroughly
348 examined before reaching a conclusion.
349 Impact on Environment
350 The main focus of developing and developed countries is towards sustainable pavement
351 construction. This can be achieved only if the impact on the environment is reduced by utilizing the waste
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352 material that is produced through various processes. The pavement construction sector can utilize RAP as
353 well as CS and this, in turn, will help in reducing the harmful impact on the environment. The use of CS in
354 the asphalt mixture helps in nullifying their toxicity as they are completely covered with bitumen film
355 (Recycled Materials Resource Center. 2008; Silva et al. 2012). In addition to improving mechanical
356 performance, these slags can be used in a safe manner without causing any harm towards the environment.
357 Studies have been conducted to monitor the possible toxin discharge from RAP and nothing adverse was
358 found (Legret et al. 2005). Laboratory investigation done by researchers found that fine aggregates can be
359 easily replaced by CS in the range of 17-32% (Havanagi et al. 2007). WMA pavements incorporated with
360 RAP results in lower emission of CO2 preserves natural aggregates and thus make it eco-friendly (Mallick
361 et al. 2008; O’Sullivan and Wall 2009). It was observed that the performance of asphalt mixtures improved
362 with the incorporation of CS and RAP. CS had been used in lean concrete and pavement quality concrete
363 and the results showed no harmful effects on the mechanical properties of asphalt mixtures (Kumar 2013).
364 CS, in combination with fly ash, have been used as an aggregate replacement and the combination has
365 proved practically feasible (Havanagi et al. 2007). CS is a harmless material in itself and is environmentally
366 safe (Kummer 2001). Studies have been carried out by researchers to assess the leaching effect of CS. The
367 outcome shows that the leachate of CS is harmless to the growth of marine algae (Sundaramoorthy et al.
368 2011). The United Nations (UN) Basel Convention on the Transboundary Movement of Hazardous Waste
369 and its Disposal also ruled that CS is not hazardous waste (Alter 2005). Four bituminous road sections of
370 100m in length were constructed of which the sub-base was made up of quenched CS, air-cooled furnace
371 slag, Recycled Concrete Aggregate (RCA) and crushed rock in Sweden in 1997 (Lidelöw 2008). The
372 leaching effect of CS fragment was found fundamentally neutral, while the sections made of crushed rock,
373 RCA and Blast Furnace slag were found to be alkaline and acidic, respectively. The electrical conductivity
374 of the leachate CS was found to be the lowest.
375 Concluding Remarks
376 The mechanical properties of asphalt mix incorporated with CS and RAP improve with respect to control
377 mix. The Fatigue and Rutting resistance of the asphalt mixes incorporated with RAP and CS increases. This
378 is due to the fact that RAP provides additional stiffness whereas CS improved the elasticity of the mixture.
379 The maximum stability of the asphalt mix, as evidenced by the literature, was reported at 20% and 40%
380 proportion of CS and RAP, respectively. However, if the proportion of RAP used is more than 40%, the
381 design grade of the binder has to be changed to one grade lower. Also, using CS more than 20% results in
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382 aggregate segregation which makes the mix fragile. This problem can be solved by using CS in terms of
383 volume (not by weight). Also, the use of CS in pavement construction proves to be safe as the use of CS
384 helps in nullifying their toxicity as they are completely covered with bitumen film.
385 Future Scope of Work
386 There is a need to go for long-term performance testing of CS incorporated asphalt mixes. The
387 laboratory and field performance of asphalt mixes, incorporated with RAP and CS needs to be thoroughly
388 studied. The effect of cold weather conditions and freeze-thaw action, on the performance of RAP-CS
389 asphalt mixes, has to be evaluated and established. The incorporation of CS may also affect the skid
390 resistance of the mixture, so experimental studies related to skid resistance have to be conducted before
391 going for its all-out use in the pavement construction sector.
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659 Francis. doi:10.1080/10298436.2017.1339884.
660 Zoorob, S.E., and Suparma, L.B. 2000. Concrete Composites Laboratory design and investigation of the
661 properties of continuously graded Asphaltic concrete containing recycled plastics aggregate
662 replacement ( Plastiphalt ). 22: 233–242.
663
664 Figure legends
665 Figure 1. The representative sample of copper slag.
666 Figure 2. The representative samples of crushed RAP.
667 Figure 3. Resilient Modulus vs CS content (Ziari et al. 2017)
668 Figure 4. Tensile Strength Ratio (TSR) vs CS content (Ziari et al. 2017)
669
670
671
672
23 | P a g e
The representative sample of copper slag.

Page 24 of 27
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The representative samples of crushed RAP.

Resilient Modulus vs CS content (Ziari et al. 2017)

Page 26 of 27
For personal use only. This Just-IN manuscript is the accepted manuscript prior to copy editing and page composition. It may differ from the final official version of record. Page 27 of 27
Tensile Strength Ratio (TSR) vs CS content (Ziari et al. 2017)

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Page 1 of 27

3 Ishfaq Mohi ud Din1*, Mohammad Shafi Mir2

35 environmental impact of using CS in asphalt mixes.

36 Keywords: Warm mix asphalt; Recycled/Reclaimed asphalt pavement; Industrial waste;

37 Copper slag; Stability

114 especially when used in WMA pavements.

123 Copper Slag:

137 Reclaimed asphalt pavement (RAP) and recycling techniques:

162 adopted for Indian conditions.

168 crushing operation is mainly involved to obtain the RAP.

171 multiple pass operation.

174 agent, thus helps in reducing hauling costs.

178 are used, like asphalt emulsions and chemical agents.

181 Engineering properties of asphalt pavements incorporated with CS and RAP

243 εp (N) = ANB + C(eDN -1) (1)

245 dεp/dN = (A.B.N(B-1)) + (C.D.eD.N) (2)

246 d2εp/dN2 = A.B.(B-1).N(B-2)+ (C.D2.eD.N) (3)

248 εp is a permanent strain, N is load cycle and A, B, C, D are constant of equations

269 with that of a traditional mixture (Laiw 1989).

284 Fatigue Life

311 Moisture Susceptibility

348 examined before reaching a conclusion.

349 Impact on Environment

374 of the leachate CS was found to be the lowest.

375 Concluding Remarks

385 Future Scope of Work

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494 Ltd. doi:10.1016/j.conbuildmat.2008.12.005.

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