International Journal of Scientific & Engineering Research Volume 9, Issue 4, April-2018 1644

ISSN 2229-5518

USE OF COPPER SLAG AS CONSTRUCTION

MATERIAL IN BITUMENIOUS PAVEMENTS
Asad Iqbal1, Moaaz Munir2, M. Nadeem3, Adhban Omar4, M.Masood Ashiq5

Abstract— Most of the pavements are made up of Hot mix asphalt as this is the most material available and it is also suitable for climate here.
However hot mix asphalt pavements normally require frequent maintenance and rehabilitation due to damages caused by excessive traffic loadings.
Therefore, one of the alternatives to minimize the damages of pavement and to prolong service life is use of modified asphalt pavements. The Stone
matrix asphalt is a gap graded mix which is characterized by high coarse aggregates, high asphalt content and fiber additives as a stabilizer. Stone
mix asphalt has proven very successful in Europe and American asphalt professionals are first to introduced the mix on a European asphalt study
tour in 1990. In this present research an attempt has been made to study the volumetric properties of mixtures of Stone matrix asphalt and Hot mix
asphalt. The research was done to check the fiber as stabilizing agent in a mixture by laboratory tests in which a flow parameter and stability were
analyzed, further we did a research on using fiber size. For Hot mix asphalt we used gradation criteria given by NHA but gradation for Stone
matrix asphalt we made a choice between three gradations by performing tests upon then and choosing the best one. Here we used grade 60/70
bitumen for both hot mix asphalt and stone matrix asphalt. Though enough research has been done in Pakistan but not being implemented so
we have strong points in conclusion and recommendations of this report how it can be, and in which areas it can be useful for Pakistan and
other countries.

Keywords— Copper Slag, Hot Mix Asphalt, Aggreagte, Bitumen, Optimum Bitumen Content

——————————  ——————————

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1 INTRODUCTION

M
any countries are witnessing a rapid growth in the
construction industry which involves the use of natu-
ral resources for the development of the infrastructure.
This growth is jeopardized by the lack of natural resources Copper slag (CS) is one of the materials that is considered
that are available. The sustainable development for con- as a waste material which could have a promising future
struction involves the use of non-conventional and innova- in construction industry as partial or full substitute of
tive materials, and recycling of waste materials in order to either cement or aggregates [1]. It is a by-product obtained
compensate the lack of natural resources and to find alterna- during the smelting and refining of copper. Therefore, nu-
tive ways for conserving the environment. Aggregates are merous contemporary researches have focused on the appli-
considered one of the main constituents of concrete. cation of copper slag in bituminous mixes. The use of cop-
Therefore, utilization of aggregates from industrial wastes per slag in bituminous mixes provides potential environ-
can be alternative to the natural and artificial aggregates. In mental as well as economic benefits for all related indus-
the last few decades there has been rapid increase in the tries, particularly in areas where a considerable amount of
waste materials and by-products production due to the ex- copper slag is produced. The addition of copper slag as fine
ponential growth rate of population, development of indus- aggregate in various bituminous mixes improves interlock-
try and technology and the growth of consumerism. The ing and eventually improves the volumetric properties as
basic strategies to decrease solid waste disposal problems w e l l as the mechanical properties of the mixes. [2]
have been focused at the reduction of waste production and • Copper slag is a by-product of copper extraction by
recovery of usable materials from waste as raw materials as
smelting. [3]
well as utilization of waste as raw materials whenever pos-
• Copper slag is a granular solid, ranges from
sible.
0.2mm to 3mm using as fine aggregates.
• A black viscous mixture of hydrocarbons ob-
1 Email Address: [email protected]
tained naturally or as a residue from petrole-
1,2,4,5 Department of Civil Engineering, The University of Lahore, Lahore, Paki-
um distillation.
stan
3 Department of Civil Engineering, University of Wah, Wah Cantt, Pakistan
• Hot Mix Asphalt (HMA) is a combination of ap-
proximately 95% stone, sand, or gravel bound to-
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International Journal of Scientific & Engineering Research Volume 9, Issue 4, April-2018 1645
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gether by asphalt cement, a product of crude oil. and copper slag in hot bituminous mix to enhance pave-
ment performance, bituminous mixes were prepared by
mixing of graded mineral aggregate and increasing per-
centage of binder content 3.5%, 4%, 4.5%, 5%, 5.5%, by
The objective of this research is to compare the properties of wt. of mineral aggregate. Optimum binder content is
conventional HMA samples and HMA samples having some achieved by weight of mineral aggregate specimens are also
percentage of copper slag as a replacement of fine aggregates. prepared with composition of CS (10%, 20%, 30%and 40%).
[6]
2 LITERATURE REVIEW Debashish Kar et al (2014) Were Investigated the influence
Asphalt pavement refers to any paved road surfaced with of cement as a filler in bituminous mixes, For comparison,
asphalt. Hot Mix Asphalt (HMA) is a combination of ap- control mixes with cement. Marshall test has been consid-
proximately 95% stone, sand, or gravel bound together by ered for the purpose of mix design as well as evaluation of
asphalt cement, a product of crude oil. Asphalt cement is paving mixes. Marshall stability and unit weight increase
heated aggregate, combined, and mixed with the aggregate with bitumen content after which these two parameters de-
at an HMA facility. The resulting Hot Mix Asphalt is load- crease. At any bitumen content the stability value and unit
ed into trucks for transport to the paving site. The trucks weight are highest for mixes with cement as filler. Flow
dump the Hot Mix Asphalt into hoppers located at the front value increases with bitumen content. In the similar manner
of paving machines. The asphalt is placed, and then com- the air void decreases with increase in bitumen content. [7]

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pacted using a heavy roller, which is driven over the as- Mobasher et al. (1996) The slag contains some concentra-
phalt. Traffic is generally permitted on the pavement as tion of metals in the ores from which they were produced.
soon as the pavement has cooled. Adding copper slag as a replacement of fine aggregates
Hot mix asphalt paving mixtures may be produced from a shown to have a significant influence on increasing the sta-
wide range of aggregate combinations, each having its own bility of bituminous mixes. [13]
particular characteristics suited to specific design and con- From the above literature it is observed that copper slag has
struction uses. In addition to the amount and grade of as- been used in construction of bituminous pavements. Cop-
phalt used, the principal characterizes of the mix are deter- per slag has been suggested as a fine aggregate in limited
mined by the relative amounts of course aggregate, fine ag- quantities for bituminous mixes but not as an alternative to
gregate and mineral filler. the aggregate in bituminous mixes.
Pundhir et al (2005) studied that the copper slag (CS) was The National Highway Authority (NHA) was created, in
used as a fine aggregate (up to 40%). Marshall Method of 1991, through an Act of the Parliament, for planning, de-
mix Design is adopted in which CS as fine Aggregate. Addi- velopment, operation, repair and maintenance of National
tion of CS a fine aggregate in various bituminous mixes Highways and Strategic Roads specially entrusted to NHA
provides good interlocking and eventually improves vol- by the Federal Government. [14]
umetric and mechanical properties of bituminous mixes. In this resreach we classified aggregates according to NHA
Because of improved property by the incorporation of cop- Class A. It is important to know about pavement distresses
per slag it can be used as a fine aggregate in bituminous before laying any pavement, as in which areas which type of
mixes as the substitute of crusher dust as fine aggregate. [4] distress can occur. There are various types of asphalt failures
Havanagi et al (2012) The waste like copper slag, zinc slag, each with its own unique classification and repair approach-
steel slag was investigated for their suitability in road es. Here we have explained some common pavement dis-
pavement, while copper slag and zinc slag may be used tresses and their remedies.
as a partial replacement of fine aggregate for the construc- 2.1 Rutting
tion of sub base, base and bituminous layers. The specific Ruts in asphalt pavements are channelized depressions in
gravity of copper slag, zinc slag and steel slag varied in the the wheel-tracks. Rutting results from consolidation or lat-
range of 2.75 – 3.6[5] eral movement of any of the pavement layers or the sub-
Kajal et al (2007) Study present the use of waste plastic grade under traffic. It is caused by insufficient pavement
thickness; lack of compaction of the asphalt, stone base
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or soil; weak asphalt mixes; or moisture infiltration. [7] wire or the skin of an alligator. Factors which influence the
development of alligator cracking are the number and
magnitude of applied loads, the structural design of the
pavement (layer materials and thicknesses), the quality and
uniformity of foundation support, the consistency of the
2.2 Shoving asphalt cement, the asphalt content, the air voids and ag-
Shoving is the formation of ripples across a pavement. This gregate characteristics of the asphalt concrete mix, and the
characteristic shape is why this type of distress is some- climate of the site (i.e., the seasonal range and distribution
times called wash-boarding. Shoving occurs at locations of temperatures). [9]
having severe horizontal stresses, such as intersections. It is 2.6 Thermal Cracking
typically caused by: excess asphalt; too much fine aggre- Block cracking is the cracking of an asphalt pavement into
gate; rounded aggregate; too soft asphalt; or a weak granu- rectangular pieces ranging from about 1 ft to 10 ft on a side.
lar base. Block cracking occurs over large paved areas such as park-
2.3 Raveling ing lots, as well as roadways, primarily in areas not sub-
Raveling is the on-going separation of aggregate parti- jected to traffic loads, but sometimes also in loaded areas
cles in a pavement from the surface downward or from Block cracking and thermal cracking are both related to the
the edges inward. Usually, the fine aggregate wears use of asphalt cement which is or has become too stiff for
away first and then leaves little "pock marks" on the the climate. Both types of cracking are caused by shrinkage

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pavement surface. As the erosion continues, larger and of the asphalt concrete in response to low temperatures,
larger particles are broken free and the pavement soon has and progress from the surface of the pavement downward.
the rough and jagged appearance typical of surface erosion. The key to minimizing block and thermal cracking is using
There are many reasons why raveling can occur, but one an asphalt cement of sufficiently low stiffness (high pene-
common cause is placing asphalt too late in the season. tration), which is nonetheless not overly temperature- sus-
This is because the mixture usually lacks warm weather ceptible (i.e., likely to become extremely stiff at low temper-
traffic which reduces pavement surface voids, further den- atures regardless of its penetration index at higher tempera-
sification, and kneading of the asphalt mat. For this reason, tures). [10]
raveling is more common in the more northern regions 2.7 Pathholes
(Snow Belt). [7] A pothole is a bowl-shaped hole through one or more layers
2.4 Bleeding of the asphalt pavement structure, between about 6 inches
Bleeding is the accumulation of asphalt cement material at and 3 feet in diameter. Potholes begin to form when frag-
the pavement surface, beginning as individual drops which ments of asphalt concrete are displaced by traffic wheels,
eventually coalesce into a shiny, sticky film. Bleeding is the e.g., in alligator- cracked areas. Potholes grow in size and
result of a mix deficiency, asphalt cement content in excess depth as water accumulates in the hole and penetrates into
of that which the air voids in the mix can accommodate at the base and subgrade, weakening support in the vicinity of
higher temperatures (when the asphalt cement expands). the pothole. [11]
Bleeding occurs in hot weather but is not reversed in cold 2.8 Stripping
weather, so it results in an accumulation of excess asphalt Stripping is a loss of bond between aggregates and asphalt
cement on the pavement surface. Bleeding reduces surface binder which typically progresses upward from the bottom
friction and is therefore a potential safety hazard. [7] of an asphalt concrete layer. It may be necessary to split the
2.5 Fatigue Cracking core apart to examine its interior. If stripping has occurred,
Fatigue (also called alligator) cracking, which is caused by partially coated or uncoated aggregates will be visible. Se-
fatigue damage, is the principal structural distress which vere stripping represents a loss of structural integrity of the
occurs in asphalt pavements with granular and weakly sta- asphalt concrete layer, since its effective thickness is re-
bilized bases. Alligator cracking first appears as parallel duced as the stripping progresses. [12]
longitudinal cracks in the wheel paths, and progresses into 2.9 Slippage Cracking
a network of interconnecting cracks resembling chicken Slippage cracking occurs as a result of a low-strength
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International Journal of Scientific & Engineering Research Volume 9, Issue 4, April-2018 1647
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asphalt mix in the surface layer and/or poor bond be- and abrasion resistance is the Los Angeles (L.A) abrasion
tween the surface layer and underlying layer, in areas test. For the L.A abrasion test, the portion of an aggregate
where vehicles brake and turn. Slippage cracking is thus sample retained on the 1.70mm (No. 12) sieve is placed in
uncommon in highway pavements, but is common in local a large rotating drum that contains a shelf plate at-
roads and streets, particularly at intersections. [8] tached to the outer wall (the Los Angeles machine). A
specified number of steel spheres are then placed in the
machine, there is different grading of test means A, B, C, D
3 RESEARCH MEHODOLOGY and these classifications of grading have different number
of spheres which were used. And the drum is rotated for
3.1 Lab Test
There are following test are performed 500 revolutions at a speed of 30– 33 revolutions per minute
3.1.1 Aggregate Test (RPM). The material is then extracted and separated into
3.1.2 Bitumen test passing the1.70mm (No. 12) sieve. The retained material
3.1.3 Marshal test (larger particles) is then weighed and compared to the orig-
` 3.1.1 Aggregate Test inal sample weight. The difference in weight is reported
This test involves the Follwing tests as a percent of the original weight and called the percent
3.1.1.1 Sieve Analysis loss.
Standard reference used for this Test are AASHTO T27,
ASTM C136. Sieve analysis also called Gradation. The par- 3.1.1.3 Impact value of aggregates

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ticle size distribution, or gradation, of an aggregate is one Standard reference used for this Test are BS 812 part III Aggre-
of the most influential aggregate characteristics in deter- gates are the combination of sand, sand, gravel, crushed stone
mining how it will perform as a pavement material. Grada- or other material of mineral composition. Fine aggregates are
tion helps determine almost every important property in- defined as aggregates passing no. 4 (4.75mm) sieve and re-
cluding stiffness, stability, durability, permeability, worka- tained on no. 200(75 micron) sieve. Coarse aggregates are de-
bility, fatigue resistance, frictional resistance and resistance fined as aggregates retained on no.4 (4.75mm) sieve.
to moisture damage. Results are usually expressed in tabu- Test sample consist of aggregates passing 14mm and retained
lar format. The table is given below. on 10mm sieve. Wash the sample and dry it at 100ºC to 110ºC
for four hours and cool to room temperature. Fill the cylin-
drical measure with sample (M1) and tamp with 25 blows
using tamping rod. Weight the sample. Take the sample to
the machine cup. Raise the hammer and allow it to fall freely
on the aggregates and compact it. The sample is subjected to
the a total of 15 blows. Remove the sample and pass it
through the sieve 2.36mm. The passing sample is weighed
again (M2). And the retained sample on sieve is also weighed
as (M3).

3.1.1.4 Specific Gravity & Water Absorption of Aggre-

gates
3.1.1.2 Loss Abrasion Angeles Standard reference used for this Test are AASHTO T85, ASTM
Standard reference used for this Test are AASHTO T96, C127 for coarse and AASHTO T84, ASTM C128 for fine aggre-
ASTM C131. Aggregate undergo substantial wear and tear gates. Take a sample of 1000g and dry it at a temperature
throughout their life. Test used to characterize toughness 110ºC. cool it in air temperature for 1 to 3 hours. Immerse the
sample in water at room for 15 to 19 hours. Remove the sam-
ple from water and roll it in a large absorbent cloth until all
visible films of water are removed. Take the mass of the sam-
ple in the saturated surface dry condition and use it as B in
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International Journal of Scientific & Engineering Research Volume 9, Issue 4, April-2018 1648
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calculation. After taking the mass immediately place the satu- defined “optimum” value. Tests should be scheduled on the
rated surface dry sample in the sample container and deter- basis of ½ percent increments of asphalt content, with at least
mine its mass in water at 23ºC and take it as C in calcula- two asphalt contents above “Optimum” and at least low be-
tions. Dry the sample at temperature of 110ºC. Cool it at low “optimum.” The bitumen content was added for HMA,
room temperature for 1 to 3 hours and take the mass as A in they are 3.5%, 4%, 4.5%, 5%, 5.5% of each were prepared.
calculations And for CSMA bitumen content were added they are 10%,
20%, 30%,40%.
3.1.2 Bitumen Lab Test
The following test are Performed
3.1.2.1 Penetration Grade of Bitumen
3.1.2.2 Softening Point of Bitumen
3.1.2.3 Flash and fire Point of Bitumen

3.1.2.1 Penetration Grade of Bitumen

It i s t h e d e t e r m i n a t i o n o f Penetration
Grade ( Hardness) o f b i t u m e n , c o n s i s t e n c y.
High penetration value -> softer consistency, preferred for
colder climates. Refernces used for this test is AASHTO T49-
Figure: 3.1.3.1.1 Graded Sample

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97.
3.1.2.2 Softening point of bitumen
Softening point is the temperature at which substance attains
a particular degree of softening under specified conditions.
The determination of the softening point in the range from
30 to 157ºC using the ring ball apparatus immersed in the dis-
tilled water. Standard reference used for this Test are AASHTO
T85, ASTM C127 for coarse and AASHTO T53-96.
3.1.2.3 Flash and fire Point of Bitumen
The temperature at which the vapors given off from the binder
first burn with a brief flash of blue flame. The temperature at
which vapours continue to burn for a period of at least 5 se-
conds. This test method is applicable to all petroleum products
with flash points above 790C (1750F) and below 4000C (7520F) Figure: 3.1.3.1.2 Heating of Aggregates
except fuel oils. Standard reference used for this Test are
AASHTO T48-99, and AASHTO, ASTM D 92-96 for fine ag-
gregates.

3.1.3 Marshal Test

By Marshall Test we can use the Stability and Flow values
of the mix design samples. By this test we also determine
the optimum bitumen content. And we also measure the
strength and flexibility of asphalt mixtures. Standard refer-
ence used for this Test is ASTM 1559-76.
3.1.3.1 Sample preparation:
For obtaining the optimum moisture content for a par-
ticular gradation of aggregates by the Marshall method, a
series of test samples are prepared for a range of different
asphalt contents so that the test data curves show a well-
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Figure: 3.1.3.1.3 Sample in Mold

Figure: 3.1.3.1.7 Samples in Water bath

3.1.3.2 Test:
Figure: 3.1.3.1.4 Compacting Machine
In this method each sample is subjected to the following tests
1. Stability and Flow
2. Density and voids analysis

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Figure: 3.1.3.1.5 Sample Ejector

Figure: 3.1.3.2.1 Sample in Marshal Appartaus

4 RESULTS AND DISCUSSION

4.1 Aggregate Test
4.1.1 Los Angeles Test
Figure: 3.1.3.1.6 Samples of Copper Slag Mix Asphalt Test Value Remarks

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Los Angeles Test 23.47% Allowed timum Bitumen Content (OBC):

Impact Value Test 14.56% Strong OBC = 4 . 8 0 %
SG of Coarse Aggregates 2.48 Allowed
Water Absorption: 1.4% Allowed

4.1.2 Bitumen Test 4.1.3.3 Final Average Values (20% Copper Slag):

Test value Remarks

Penetration Grade of 6.5mm Used grading
Bitumen 60/70
Softening Point of 36.25°C Soft bitumen
Bitumen (35-43) ºC
Flash and fire Point Flash OK
point=326 C O

Fire Point=332OC
Optimum Bitumen Content (OBC):
OBC = 5 . 1 3 %

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4.1.3 Marshall Test 4.1.3.4 Final Average Values (30% Copper Slag):
The following graphs shows the result of Marshall properties
such as Marshall stability, Flow, Bulk specific gravity, Air
voids, Voids in mineral aggregate and voids filled with bitu-
men.

4.1.3.1 Final Average Values (HMA):

Optimum Bitumen Content (OBC):

OBC = 4.96%

4.1.3.5 Final Average Values (40% Copper Slag):

Optimum Bitumen Content (OBC):

OBC = 4.26%

4.1.3.2 Final Average Values (10% Copper Slag):

Optimum Bitumen Content (OBC):

Op- OBC = 4 . 7 1 %

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4.2 Comparison of Conventional HMA and HMA

Having Different Percentages of Copper Slag:
Following are the main properties in comparison of conven-
Value of stability at 20% copper slag is maximum as com-
tional HMA and HMA Having Different Percentages of Cop-
pare to all other percentages of copper slag and conven-
per Slag
tional HMA.
Graph 4.2.3

Graph 4.2.1

IJSER Flow value for 10% CS is higher than all other percentages of
copper slag and conventional HMA.

Graph 4.2.4

OBC comes out to be maximum at 20% CS than

all other percentages of copper slag and conven-
tional HMA.
Graph 4.2.2

Air voids remain almost same in all other percentages of

copper slag and conventional HMA.
Graph 4.2.5

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International Journal of Scientific & Engineering Research Volume 9, Issue 4, April-2018 1652
ISSN 2229-5518

for high performance concrete. CemConcr Compos

31:483–88.
2 Khanzadi M and Behnood A (2009) Mechanical
properties of high-strength concrete incorporating
copper slag as coarse aggregate. Constr Build Ma-
ter23(6):2183–88.
3 Emery J J, Slag Utilization in pavement construction,
ASTM STP 774, 1982, 95.
4 Pundhir N K S, Kamaraj C and Nanda P K (2005),
“Use of copper slag as constructionmaterial in bitu-
Bulk specific gravity increases as we increase the percentage of
minous pavements”, Journal of scientific and Indus-
copper slag because of higher specific gravity of CS.
trial Research, Volume 64, PP 997-1002.

5. CONCLUSIONS AND RECOMMENDATIONS

5.1 CONCLUSION: - 5 Havanagi V G , Sinha A K , Arora V K and

Mathur S (2012), “Waste materials for construction
• Marshall Stability value for 20% copper slag addition
of road embankment and pavement layers ”, interna-
is higher then 10%, 30% and 40% copper slag addi-
tional journal of environmental engineering re-
tion and almost double then conventional samples.

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search, volume 1, issue 2, 2012, 51-59.
• The value of flow slightly changes up to 20% copper
6 Kajial, Pundhir N K S, Sangita, and Chandra A
slag addition. It decreases after 20% copper slag up to
(2007), “Use of waste plastics and copper slag for
40%.
low cost bituminous road”, Journal of scientific and
• Air voids remain almost same as compared to HMA
Industrial Research, Volume 66, PP 997-1002.
at 20% copper slag.
7 Debashish Kar et al (2014) “ Effects of mineral
• Air voids decreases at 30% copper slag and then again
fillers on hot-mix asphalt laboratory measured
increases at 40% copper slag.
properties, ” International Journal of Pavement En-
• Bulk specific Gravity slightly increases (almost 3% )
gineering Publ ished online:30 Jan 2014.
at 20% copper slag. It continues to increase upto
8 Louay NM /2015/09/18/10-different-types-of-failures-
40% copper slag, due to high specific gravity of cop-
of-flexible-pavement
per slag.
9 Satyakumar M, Satheesh C.R, and Mahesh M, S,
“Influence of mineral fillers on the properties of
5.2 RECOMMENDATION:
hot mix Asphalt, ” International Journal of Civil En-

• By adding copper slag(20%) strength is max- gineering and Technology (IJCIET), ISSN 0976 – 6308

imum so it can be used in heavy traffic lane. Volume 4, Issue 5, September – October (2013), ©

• Due to high strength of bituminous mix it IAEME.

can also be used in runways. 10 Nitish K. K, Harish N, Muttana S.B and Swamy C B, “

• A field study should be undertaken un- pavement distresses” Proceedings of Indian Geotech-

der different climatic conditions on Na- nical Conference December 22-24, 2013, Roorkee.

tional 11 Kalifa S. Al-Jabri, Abdullah H. Al-Saidy and Ramzi

Highways of Pakistan. Taha (2011) “Effect of copper slag as a fine aggre-

gate on the properties of road pavement”. Construc-
tion and pavement 25(2011)933-938.
7. REFERENCES
12 Najimi M and Pourkhorshidi A R (2011) Properties
of pavement containing copper slag waste. Mag
1 Al-Jabri K S, Al-Oraimi S K, Al-Saidy A H and
Concr Res63(8):605-15.
Hisada M (2009) Copper slag as sand replacement
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International Journal of Scientific & Engineering Research Volume 9, Issue 4, April-2018 1653
ISSN 2229-5518

13 Mobasher et al. (1996) BIS: 1201, Method of test-

ing tar and bituminous materials (Bureau of Indian
Standards, New Delhi)
14 National Highways Authority". nha.gov.pk. Retrieved
2016-05-11

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