International Journal of Civil Engineering

https://doi.org/10.1007/s40999-019-00475-6 (0123456789().,-volV)(0123456789().
,- volV)

RESEARCH PAPER

Behavior of a Warm Mix Asphalt Containing a Blast Furnace Slag

Jairo Fernando Ruı́z-Ibarra1 • Hugo Alexander Rondón-Quintana2 • Saieth Baudilio Chaves-Pabón3

Received: 4 March 2019 / Revised: 17 September 2019 / Accepted: 4 October 2019

Ó Iran University of Science and Technology 2019

Abstract
Currently, many studies seek to find materials that are friendlier towards the environment. Warm mix asphalt (WMA)
technology helps to decrease manufacturing temperature in traditional hot mix asphalts (HMA), which reduces emissions
that are detrimental to the environment. For the case of asphalt pavements, WMA technology, which uses recycled
materials such as blast furnace slag (BFS), this could be an interesting alternative technique. Reutilizing these types of
industrial waste materials for roadway project constructions could help to minimize negative impacts on the environment.
In this study, the coarse fraction of natural aggregate in a control HMA was replaced with BFS. Additionally, a chemical
additive was used to lower mixing temperature by 30 °C, and thus manufacture WMA. Marshall, indirect tensile strength,
resilient modulus and permanent deformation tests were carried out. This additive helps to reduce air void content, reduces
mixing and compacting temperatures and increases asphalt stiffness. Studied WMA that has a 12.5% substitution of coarse
natural aggregate fraction with BFS, results in a significant increase in stiffness (under monotonic and cyclic loads), as well
as an increase in resistance to moisture damage and to permanent deformations, when compared to control HMA.

Keywords Blast furnace slag  Hot mix asphalt  Warm mix asphalt  Resistance under monotonic and cyclic loads

1 Introduction materials which are a product of recycling [1–3]. The

Recently, the use of recycled materials such as blast fur-
nace slag (BFS) for the construction of roadway projects
has increased worldwide. Their purpose is to minimize the
use of natural materials (e.g., aggregates from quarries),
safeguard limited natural resources, contribute to natural
resource sustainability, and promote the use of alternative
& Saieth Baudilio Chaves-Pabón
saieth.chaves@unimilitar.edu.co
Jairo Fernando Ruı́z-Ibarra
jaferuiz0423@hotmail.com
Hugo Alexander Rondón-Quintana
harondonq@udistrital.edu.co
1
Tecnologı́a en Obras Civiles, Servicio Nacional de
Aprendizaje SENA, Cra. 18A No. 2-18 sur,
Bogotá D.C. 111511, Colombia
2
Facultad de Medio Ambiente y Recursos Naturales,
Universidad Distrital Francisco José de Caldas, Carrera 5
Este No. 15-82, Bogotá D.C. 110321, Colombia
3
Programa de Ingenierı́a Civil, Facultad de Estudios a
Distancia, Universidad Militar Nueva Granada, Km. 2 de la
vı́a Cajicá-Zipaquirá, Cajicá 250247, Colombia
standard method for eliminating slags is transporting and
depositing them in slag heaps. This generates an environ-
mental problem, since this occupies space within landfills
(and wastes materials that can be reused). Additionally, this
method can release polluting agents into the air, water and
soil [4]. Asphalt mixtures made with BFS (substitution of
natural aggregates with BFS) is a type of technology that is
friendlier to the environment. Several research projects
across the world have been carried out in order to evaluate
the use of BFS in the production of asphalt mixtures.
However, the discussion on the subject has not yet finished,
as slags are highly heterogeneous materials (have various
particle shapes and sizes, chemical compositions, textures,
specific gravities, wear resistances and porosities, etc.),
which develop characteristics and complex properties [5].
BFS is produced during the manufacture of iron inside
blast furnaces. This material is inorganic and its major
components are (see Table 1) silica (SiO2) and calcium
oxide (CaO). SiO2 is normally associated with high hard-
ness and mechanical strength, and CaO helps increase
adhesion in asphalt and contributes to increase moisture
damage resistance in asphalt mixtures [6–10]. There are
several types of BFS, but the type that was most used in

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Table 1 Chemical composition of BFS [10–12]
Component ACBFS Ground granulated GGBFS GGBFS
CaO (%) 30.83 40.37 41.42
SiO2 (%) 52.03 37.47 35.65
Al2O3 (%) 9.90 4.76 11.21
MgO (%) 0.82 3.65 6.89
Na2O (%) 0.65 2.55 0.28
SO3 (%) 0.48 – 2.43
Fe2O3 (%) 1.52 0.15 0.26
MnO (%) 1.26 – 0.60
TiO2 (%) 0.98 – 0.63
K2O (%) 0.86 0.62 0.64
previous studies related to road projects or related to the
manufacture of concrete and/or cement is air-cooled blast
furnace slag (ACBFS). These slags are cooled slowly
outdoors. There is another type, called expanded slag, that
that cools faster when applying cold water jets. The former
is mainly used in construction as an aggregate, while the
latter is more utilized in cement production [9, 10].
There are other types of slags such as steel (SS—steel
slag) and copper (CS—copper slag). According to [1], BFS
contains little iron, has good resistance in contact with
acids, exhibits cementing properties and has a chemical
composition similar to clinker, which makes it suitable for
use in cement manufacture. Some advantages of using BFS
in asphalt mixtures are: (1) these are materials with a rough
and porous surface texture that can help improve adhesion
in the asphalt and help to increase skid resistance [13]; (2)
they show good compatibility with asphalt [14]; (3) some
studies have reported improvements in resistance to
moisture damage, stripping and provide greater stability in
Marshall tests [13]; (4) they have lower unit weight. Some
disadvantages have been reported [13, 14]: (1) given these
are porous aggregates, they consume more asphalt, thus
affecting costs; (2) they are generally less resistant to
abrasion compared to conventional natural aggregates; (3)
they have longer drying times during mixture production.
On the other hand, worldwide, a large portion of
designed and constructed pavement structures are flexible,
that is, they have surface layers built with asphalt mixtures
mainly comprising concrete asphalt type (hot mix
asphalts—HMA). These mixtures have to be manufactured
at a very high temperature. This generates pollutant emis-
sions that are released into the atmosphere (mainly carbon
dioxide), polluting the environment. In order to solve these
issues, a more environmentally friendly technology known
as warm mix asphalt (WMA) emerged in Germany. This
technology consists of reducing the mixing and compacting
temperatures of asphalt mixtures by using additives or
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International Journal of Civil Engineering
special techniques [15]. According to [16–18], the mini-
mum decrease of manufacturing temperature in traditional
hot mix asphalts (HMA) must be 28 °C, 40 °C and 25 °C
in asphalt plants, respectively, in order to be called WMA.
This reduces the energy required for manufacturing asphalt
mixtures and lowers polluting emissions released into the
atmosphere [18–21], helps reduce wear and tear on asphalt
plants [22], asphalt aging decreases [23, 24]. Other
advantages reported thanks to the use of WMA are: (a) they
allow for their extension and compacting in colder envi-
ronments [23]; (b) they can be used to produce mixtures
where asphalt viscosity binder needs to be reduced, for
example, in asphalt mixtures modified with elastomeric or
plastomeric polymers [25–28], recycled from reclaimed
asphalt pavement (RAP) type [28–31] or porous type [32];
(c) WMA allows larger distances to be transported before
being extended and compacted [33]. WMA can be manu-
factured by modifying the asphalt or asphalt mixture with
an additive such as Cecabase, Rediset, Sasobit, or others. It
can also be manufactured using asphalt emulsions or
foaming asphalt [34], either with a chemical additive or
using special techniques such as WMA-FoamÒ [24]. Cur-
rently, WMAs are designed based on the same criteria used
for asphalt concrete.
Considering the aforementioned, the main objective of
this study was measuring resistance under monotonic load,
stiffness under cyclic load and resistance to moisture
damage in a WMA manufactured with partial substitutions
of its coarse natural aggregate with BFS. It is important to
highlight that no study in which WMA is developed using
partial substitution of natural aggregates with BFS has yet
been documented. This study intends to be a contribution
in this regard.
2 Materials and Methods
2.1 General Method
Initially, a type of asphalt cement—AC type AC 60–70 (1/
10 mm) with performance grade PG 58-22 was modified
using an additive called HUSIL to change its viscosity
features as well as its workability for mixing it with the
aggregate at lower temperatures. HUSIL foams the asphalt
during manufacturing process at approximately 80 °C [15].
HUSIL is an incombustible inorganic material with pH
values ranging between 10 and 12. It is not considered
carcinogenic or teratogenic. Its main chemical component
is a silica base. Part of the coarse fraction of the natural
aggregate was replaced with BFS from Acerı́as Paz del Rı́o
(Colombia). To evaluate resistance under monotonic load,
stiffness under cyclic loading and resistance to moisture
damage, the following tests were performed: Marshall
International Journal of Civil Engineering

(AASHTO T245-05), indirect tensile strength (AASHTO
T283-14), resilient modulus (BS EN 12697-26), and
resistance to permanent deformation (UNE EN 12697-22).
Replacement percentages in the natural aggregate’s coarse
fraction with BFS were: 12.5% (replacement of sieve ’00 ),
24% (replacement of sieves ’00 and ‘00 ), 31.5% (replace-
ment of sieves ’00 , ‘00 and 3/800 ), and 49% (replacement of
sieves ’00 , ‘00 , 3/800 and no. 4).
2.2 Characterization of Materials
Commonplace tests were carried out on the materials used
in the study (AC 60–70, natural aggregate and BFS).
Table 2 shows the results obtained on the natural aggregate
and BFS, and Table 3 shows results for AC 60–70. Mate-
rials meet the minimum quality requirements according to
[35] specifications in order to manufacture HMA. Table 2
shows that, by decreasing the size of BFS particles, specific
gravity (SG) increases and absorption (ABS) decreases.
Like the natural aggregate, BFS has good resistance to
abrasion and to crushing under monotonic load. However,
as reported in reference literature [13, 14], the analyzed
BFS is a material with low abrasion resistance in the Los
Angeles machine. As with the natural material, BFS has
particles with ideal shapes (rounded but with fractured
faces) and no clay content, organic matter, or excess dust.
2.3 Modification of Asphalt Cement
AC 60–70 was modified with HUSIL chemical additive
using a temperature and mixing time of 80 °C and 5 min,
respectively (Fig. 1). This temperature was chosen, given
that higher temperatures foam the asphalt. Mixing time was
chosen based on the results of previous studies conducted
by [15]. The additive’s physical–chemical properties can-
not be discussed, since a patent or industrial secret is
underway.
The HUSIL–AC ratio used was HUSIL/AC = 1% in
relation to AC mass. This percentage was chosen based on
the results shown in Table 4: (1) the additive increases
specific gravity in the asphalt-additive mixture as HUSIL
content increases; (2) the asphalt modified with the additive
increases its ignition resistance at high temperatures; (3)
the additive tends to stiffen the asphalt remarkably, and the
highest stiffness occurs when the additive is added in
proportions of HUSIL/AC = 0.75% and 1.0%; (4) ductility
decreases logically, since the additive becomes stiff when
the cooling of modified asphalt occurs after it has foamed.
Additionally, on conventional and modified asphalt (using
HUSIL/AC = 1%), a rheological characterization phase
was carried out at high and intermediate service tempera-
tures (see Table 5), using a dynamic shear rheometer
(DSR). Complex shear modulus (G*) and phase angle (d)
were obtained. Performance grade at high and intermediate
service temperatures of asphalt AC 60–70 (without addi-
tive, HUSIL/AC = 0%) is 58 °C (|G*|/sind [ 1.0 kPa for
asphalt without age, and |G*|/sind [ 2.2 kPa for aged
asphalt in RTFOT), and 22 °C (|G*| sind \ 5000 kPa for
aged asphalt in RTFOT ? PAV), respectively (RTFOT
and PAV—pressure aging vessel, refer to short-term aging
in rotary thin-film oven, and long-term aging in vessels
under pressure). For the case of AC 60–70 asphalt modified
with HUSIL at 1%, the degree of performance at high
service temperatures increased to 70 °C, which is an
indicator of a binder that is more resistant to phenomena
such as rutting, when in high temperature climates. Addi-
tionally, at intermediate temperatures, the degree of per-
formance improved, as it decreased from 22 to 19 °C,

Table 2 Characterization of natural aggregate and BFS

Tests Method Requisite Aggregate BFS

SG/ABS (coarse aggregate) AASHTO T 84-00 – 2.53/2.01% –

SG/ABS (fine aggregate) AASHTO T 85-91 – 2.60/1.76% –
00 00
SG/ABS (passing 1 , retained 3/4 ) AASHTO T 84-00 – – 1.87/3.73%
SG/ABS (passing 3/400 , retained 3/800 ) AASHTO T 85-91 – – 1.87/3.73%
SG/ABS (passing 3/800 , retained No. 4) – – 1.96/3.14%
SG/ABS (passing No. 40, retained No. 80) – – 2.43/2.30%
SG/ABS (passing No. 100, retained No. 200) – – 2.49/2.43%
Fractured faces to one side ASTM D5821-01 75% minimum 92% 95%
Liquid and plastic limits ASTM D4318-00 0% 0% 0%
Soundness of aggregate sodium sulfate ASTM C 88 18% maximum 10.3% 11.1%
Micro-Deval AASHTO T 327-12 25% maximum 21.2% 27.8%
10% of fines (dry strength) DNER-ME 096-98 90 kN minimum 121 kN 104 kN
10% of fines (wet/dry ratio) DNER-ME 096-98 75% minimum 87% –
Resistance in Los Angeles machine AASHTO T 96-02 35% maximum 22.9% 43.7%

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Table 3 General characteristics of AC 60-70

Tests Method Unit Requirement Value
Minimum Maximum

Tests on the original CA

Penetration (25 °C, 100 g, 5 s) ASTM D-5 0.1 mm 60 70 60.2
Penetration index NLT 181/88 – 2 1.2 ?0.6 2 0.49
Softening point ASTM D-36-95 °C 48 54 51.1
Absolute viscosity (60 °C) ASTM D-4402 Poises 1500 – 1799
Specific gravity AASHTO T 228-04 – – – 1.012
Viscosity at 135 °C AASHTO T-316 Pa-s – – 0.42
Ductility (25 °C, 5 cm/min) ASTM D-113 cm 100 – [ 100
Tests on the AC residue after RTFOT
Mass loss ASTM D-2872 % – 0.8 0.55
Penetration (25 °C, 100 g, 5 s), % of the original penetration ASTM D-5 % 50 – 77
Increase in the softening point ASTM D-36-95 °C – 9 6

of the control HMA-25 mixture (without additive and

without substitution of natural aggregates with BFS,
HUSIL/AC = 0%, BFS = 0%, see distribution of asphalt
masses and aggregates in Table 6). Manufacturing and
mixing temperatures were 150 °C and 140 °C, respec-
tively. These temperatures were chosen based on the vis-
cosity test carried out at AC 60–70, complying with the
specified range for dense type mixtures (mixture with
viscosity of 170 cP and compaction of 280 cP).

2.5 Marshall Test: HMA Containing BFS

New HMA-25 samples were prepared using the optimum

Fig. 1 Foamed bitumen with the additive at 80 °C
perhaps because the additive increases the asphalt’s resis-
tance to aging.
2.4 Marshall Test: Control HMA
Five samples (compacted at 75 blows per side) were
manufactured for each asphalt percentage of 4.5%, 5.0%,
5.5%, and 6.0% for the Marshall test (AASHTO T245-05)
percentage of asphalt obtained from the design of control
HMA-25, and adding 0.5% and 1.0% of AC, replacing the
coarse fraction of the natural aggregate with BFS. Asphalt
additions were performed considering that BFS is more
porous than the natural aggregate, which makes it absor-
bent, and, therefore, entails the need for a greater amount
of asphalt. Replacement percentages of the coarse aggre-
gate were 0% (control HMA manufactured with 100%
natural aggregate), 12.5% (replacement of sieve ’00 ), 24%

Table 4 Characterization of AC 60-70 modified with HUSIL

HUSIL/AC (%) Specific weight (–) Penetration (0.1 mm) Softening point (°C) Ductility (mm) Flashpoint (°C)

0.0 1.012 65.0 44.3 142.5 326

0.5 1.023 48.8 53.3 87.5 333
1.0 1.030 41.3 52.5 49.0 343
2.5 1.032 43.2 49.0 46.5 354
5.0 1.030 48.3 48.3 65.5 384
7.5 1.036 50.1 47.7 68.5 390
10.0 1.045 52.3 47.4 80.0 404

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Table 5 Rheological characterization of asphalt AC 60–70

Temperature Frequency (rad/ AC 60–70 HUSIL/AC = 1%, modified asphalt
(°C) s)
d (°) G* |G*|/sind |G*|  sind (kPa) d (°) G* |G*|/sind |G*|  sind (kPa)
(kPa) (kPa) (kPa) (kPa)

Un-aged
58 10 87 2.47 2.47 2.467 66.5 2.36 2.57 2.16
64 10 88 1.00 1.00 1.00 69.0 1.28 1.37 1.20
70 10 89 0.453 0.453 0.453 70.0 0.888 0.95 0.83
Aged in RTFOT
52 10 83 11.06 11.15 10.98 72.4 8.69 9.11 8.28
58 10 85 4.28 4.29 4.26 76.3 4.07 4.19 3.96
64 10 87 1.70 1.70 1.70 79.8 1.90 1.93 1.87
Aged in RTFOT ? PAV
16 10 44 142,660 20,537 9910 31.5 117,000 22,392 6113
19 10 45 101,930 14,415 7208 32.6 85,700 15,907 4617
22 10 47 66,590 9105 4870 33.9 61,500 11,027 3430

Table 6 Distribution of asphalt masses and aggregates for HMA-25 mixture

Sieve Sieve (mm) % Pasa % Retained Aggregate mass (g)
AC = 4.5% (54 g) AC = 5.0% (60 g) AC = 5.5% (66 g) AC = 6.0% (72 g)

100 25.00 100.0 0.0 0.0 0.0 0.0 0.0

00
3/4 19.00 87.5 12.5 143.3 142.5 141.8 141.0
1/200 12.50 76.0 11.5 131.8 131.1 130.4 129.7
3/800 9.50 68.5 7.5 86.0 85.5 85.1 84.6
4 4.75 51.0 17.5 200.6 199.5 198.5 197.4
10 2.00 37.0 14.0 160.4 159.6 158.8 157.9
40 0.43 19.5 17.5 200.6 199.5 198.5 197.4
80 0.18 12.5 7.0 80.2 79.8 79.4 79.0
200 0.075 6.0 6.5 74.5 74.1 73.7 73.3
Bottom – 0.0 6.0 68.8 68.4 68.0 67.7

(sieves ’ and ‘00 ), 31.5% (sieves ’00 , ‘00 and 3/800 ) and samples in regards to air void content achieved with the
49% (sieves ’00 , ‘00 , 3/800 and no. 4). optimum asphalt content.

2.6 Indirect Tensile Strength: ITS Test 2.7 Manufacture of WMA

Indirect tensile strength—ITS test (AASHTO T283-14)
was carried out on the control HMA and on four others,
which show a better performance in the Marshall test when
the natural aggregate was replaced by BFS, described in
the previous phase. Each evaluated HMA was tested under
a dry condition—ITD (3 samples per mixture type) and
saturated—ITS (3 samples per mixture type, immersed in
water for 2 months). The relationship between the saturated
and dry condition (ITS/ITD) was calculated in order to
further assess moisture damage. The samples were not
manufactured to reach a void content of 7 ± 1%, according
to AASHTO T283-14, in order to evaluate resistance of the
The HUSIL additive percentage chosen was 1% of asphalt
mass and decreasing the mixing temperature by 30 °C was
decided based on previous studies [15]. Control HMA-25
mixture was manufactured at 150 °C and WMA-25 at
120 °C.
2.8 ITS Test on WMA with BFS
The ITS test was carried out again on the control HMA-25
and on two others, which show better performance in the
Marshall test when the natural aggregate was replaced by
BFS. These last two mixtures (WMA) were elaborated

123

replacing part of the aggregate with BFS and manufactured
30 °C below the temperature chosen for the control mix-
ture (using HUSIL additive in 1% of the asphalt mass).
2.9 Resilient Modulus and Permanent
Deformation Tests
These tests were performed to evaluate the behavior of
mixtures under dynamic load and were performed on the
control mixture (without additive, without BFS, and at
150 °C mixing temperature, HMA-25), and on the two
others (with HUSIL additive, BFS, and at a mixing tem-
perature of 120 °C). The manufactured mixtures that
replaced part of the aggregate with BFS were manufactured
30 °C below the temperature chosen for the control mix-
ture and using the HUSIL additive in 1% within the asphalt
mass. In order to carry out the resilient modulus and per-
manent deformation tests, three Marshall samples of each
evaluated mixture were manufactured. Resilient modulus
(BS EN 12697-26) was performed at three temperatures
(10 °C, 20 °C, and 30 °C), and load frequencies (2.5, 5.0,
and 10.0 Hz) in a Nottingham Asphalt Tester (NAT)
equipment. Using the same equipment, for the case of the
permanent deformation test (UNE EN 12697-22), samples
were subjected to 3600 load cycles, pressure of 100 kPa,
and temperature of 40 °C.
3 Results
3.1 Marshall Test: Control HMA
Table 7 shows the summary of Marshall test results per-
formed on the control HMA (without additive and without
substitution of natural aggregate with BFS, HUSIL/AC =
0%, BFS = 0%, HMA-25). According to results, the
optimum asphalt percentage is 5%. This asphalt content
was defined based on the criteria established by INVIAS
[35] (minimum stability—S of 7.5 kN, flow—F between 2
and 4 mm, S/F ratio between 3 and 5 kN/mm, air void
content—Va between 4 and 8%, void spaces in the mineral
aggregate—VMA minimum of 14% and voids filled
with asphalt—VFA between 65 and 78%).
3.2 Marshall Test: Mixtures with BFS
Figures 2 and 3 show the results of the Marshall test per-
formed on HMA containing replacements of the natural
aggregate coarse fraction with BFS. In general, it has been
observed that: (1) when replacing the natural aggregate
with BFS, the air voids increase; (2) when the optimum
asphalt content of 5.0% is used and up to 24% of the
aggregate is replaced, the resistance under monotonic load
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International Journal of Civil Engineering
assessed through the stability (S) and the S/F ratio is
greater than the control mixture (100% natural aggregate,
without substitution of BFS); (3) when an asphalt content
of 5.5% is used, resistance under monotonic load in the
Marshall test was higher than the control one for any
replacement percentage of natural aggregate with BFS; (4)
as with an asphalt content of 5%, when 6% is used and up
to 24% of the aggregate is replaced by BFS, S and S/
F show higher magnitudes than the control mixture.
Obviously, less air voids are observed as the asphalt con-
tent increases for any substitution percentage of the
aggregate with BFS.
3.3 ITS Test
Table 8 shows the ITS test results. This test was performed
on the control mixture (HMA-25, AC = 5%, BFS = 0%)
and on two others with BFS, which were chosen based on
their behavior in the Marshall test. The main criteria were:
(1) maximum magnitudes of S and S/F, (2) air void content
not being high, regarding the ranges allowed by INVIAS
[35] for the manufacture of type HMA-25 concrete asphalt,
and (3) the smallest amount of AC possible, in order not to
significantly increase mixture costs. The best behaviors
were obtained by the mixtures manufactured with 5%
asphalt and a substitution of coarse aggregate with 12.5%
BFS, since both tensile strengths (dry and saturated con-
dition) and ITS/ITD ratio were higher than the control
mixture, although there were more air voids and the asphalt
content was the same (Table 8).
3.4 ITS Test: WMAs
Table 9 shows the results obtained from the indirect tensile
strength test carried out on the control mixture (without
BFS, asphalt content of 5% and a mixing temperature of
150 °C) and the two mixtures with partial substitution of
BFS that exhibits a better behavior in the Marshall and ITS
tests reported previously: (1) substitution of the natural
aggregate coarse fraction with 12.5% BFS, asphalt content
of 5% and mixing temperature of 120 °C; (2) substitution
of the natural aggregate coarse fraction with 24% BFS,
asphalt content of 5.5% and mixing temperature of 120 °C.
Compared to the results shown in Fig. 3, and considering
the decrease of 30 °C in the manufacture of mixtures and
the greater porosity and absorption of BFS, the additive
helps to reduce air voids due to the foaming effect (al-
lowing an easier coating of the aggregate with asphalt).
However, even the magnitude of air voids is higher when
the mixtures are manufactured with BFS (mainly due to the
decrease in temperature at 30 °C during the manufacturing
process). WMAs have greater resistance to indirect tensile
strength (dry and submerged in water) compared to the
International Journal of Civil Engineering

Table 7 Marshall test on HMA-25 control mixture

AC (%) Stability—S (kN) Flow—F (mm) S/F (kN/mm) Bulk density (g/cm3) Air voids (%) Voids in mineral aggregates—VMA (%)

4.5 11.75 3.96 2.97 2.285 4.61 14.77

5.0 12.86 3.81 3.38 2.284 3.96 15.25
5.5 13.13 3.84 3.42 2.288 3.09 15.53
6.0 12.30 4.14 2.97 2.325 0.85 14.63

and the asphalt. These are also indicators of greater resis-

tance to moisture damage.

3.5 Resilient Modulus and Permanent

Deformation

Figures 4 and 5 show the results obtained on the resilient

Fig. 2 Evolution of the S/F ratio with the replacement of the
aggregate with BFS
Fig. 3 Evolution of air voids content with the BFS replacement in the
aggregate
control mixture, even though air voids are higher and the
manufacturing temperature was 30 °C lower (Table 9),
mainly due to the additive’s effect, which perhaps has
properties that improve the adhesion between the aggregate
modulus and permanent deformation tests carried out on
the control mixture (without BFS, asphalt content of 5%
and 150 °C, HMA-25), and the two mixtures with BFS
substitution in the aggregate chosen based on the previous
Marshall tests. Figure 4 shows that through decreasing the
mixing temperature by 30 °C, using the HUSIL additive,
and replacing the aggregate’s coarse fraction with BFS in
12.5% (replacement of the ’00 sieve), the mixture results in
a noticeable increase in stiffness under cyclic loading for
test temperatures of 20 °C and 30 °C (average increases of
13–28% were obtained) compared to the control mixture.
Stiffness remains similar to that of the control mixture at
10 °C. These results are consistent with those reported
regarding permanent deformation. Figure 5 shows that the
highest resistance to deformation under cyclic load is
reached by the WMA that has a substitution of 12.5% of its
coarse aggregate. This occurs despite the fact that the
volume of air voids (Va) is higher in the WMA. For the
mixture that used 24% substitution of the aggregate with
BFS, results were not satisfactory, with a tendency to
decrease its stiffness as well as resistance to permanent
deformation compared to the control mixture for any test
temperature, since there is a higher content of asphalt and
air voids.

Table 8 ITS test results

Mixture Air voids (%) Condition ITS/ITD (%)
ITD (kPa) ITS (kPa)

HMA-25, control—AC = 5%, BFS = 0% 3.7 2797 2391 85.5

AC = 5%, BFS = 12.5% 6.3 3104 2719 87.6
AC = 5.5%, BFS = 24% 8.1 2852 2302 80.7

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Table 9 ITS test results
Mixture
Control, AC = 5%, BFS = 0%—w/o additive—T = 150 °C
WMA, AC = 5%, BFS = 12.5%—w additive—T = 120 °C
WMA, AC = 5.5%, BFS = 24%—w additive—T = 120 °C
Fig. 4 Resilient modulus test results at 10, 20 and 30 °C
Fig. 5 Permanent deformation test results
4 Conclusions
Results obtained allow to conclude the following for the
case of mixtures manufactured without the additive:
Blast-furnace slags (BFS) are materials with greater
porosity and absorption, hence, air voids increased in the
mixture analyzed. Despite that, under certain asphalt
123
International Journal of Civil Engineering
Air voids (%) Condition ITS/ITD (%)
ITD (kPa) ITS (kPa)
3.7 2797 2391 85.5
5.7 3067 2713 88.5
6.5 2826 2457 86.9
contents and substitution proportions of the natural aggre-
gate, results were better in comparison to the control
mixture. Thus, there is a relationship between asphalt
content and slag that must be considered in order to find the
best mechanical response. It is possible to conclude that:
(1) there is a remarkable increase in stiffness under
monotonic loading (stability, stability/flow ratio, indirect
tensile strength under dry and saturated condition, and ITS/
ITD ratio) in relation to the control mixture, when mixtures
of asphalt concrete were manufactured with the optimum
content of asphalt of 5.0% and substitution of up to 12.5%
(sieve 3/400 ) of the coarse aggregate; (2) by increasing the
bitumen content by 0.5% with relation to the optimum,
both the Marshall and indirect tensile strength test results
under dry conditions are superior than in the control mix-
ture for any percentage of substitution of the coarse
aggregate with BFS; however, under saturated conditions,
said mixtures may result in a decrease in resistance to
moisture damage; (3) by increasing the asphalt content by
1% with respect to the optimum, greater stability is
achieved, as well as resistance under monotonic load
compared to the control mixture when up to 24% of the
coarse aggregate is substituted (sieves ’00 , ‘00 ); however,
under this condition, said resistance is lower than for
asphalt contents of 5.0 and 5.5%, mainly due to the fact
that the higher content of asphalt and air voids, mixture
stiffness begins to decrease. In summary, the best perfor-
mance is obtained when up to 24% of the coarse aggregate
is replaced (’00 and ‘00 sieves) with BFS and asphalt
content between 5.0% (optimum content) and 5.5% is used.
The following conclusions are obtained regarding mix-
tures made with the additive: (1) when the HUSIL additive
is used in a proportion of 1% in the asphalt mass, it reduces
air voids (on mixtures with and without BFS) and increases
asphalt stiffness; (2) by using the additive, manufacturing
temperature of the mixtures can be lowered by 30 °C to
obtain a material with greater indirect tensile strength (dry
and submerged in water) and moisture damage (in com-
parison to the control mixture) for the replacement of the
natural aggregate’s coarse fraction with BFS in 12.5% and
24% (for asphalt contents of 5% and 5.5%, respectively);
(3) best performance is achieved when the mixing tem-
perature is lowered by 30 °C, the additive is used and the
International Journal of Civil Engineering
coarse fraction of the natural aggregate is replaced by BFS
in 12.5% (replacement of the ’00 sieve); thus, the mixture
undergoes a significant increase in stiffness (under mono-
tonic and dynamic load), in resistance to moisture damage
and in resistance to permanent deformations in contrast to
the control mixture; (4) under cyclic loading, replacing
24% of the coarse fraction of the aggregate can generate a
significant decrease in stiffness and resistance to permanent
deformation.
Acknowledgements The authors wish to express their thanks to
SENA, Universidad Distrital Francisco José de Caldas and Univer-
sidad Militar Nueva Granada for financial support for this research.
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