Construction and Building Materials 35 (2012) 17

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Construction and Building Materials

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The effect of recycled concrete aggregate and steel slag on the dynamic properties
of asphalt mixtures
M. Arabani a,, A.R. Azarhoosh b
a
Dept. of Civil Engineering, University of Guilan, P.O. Box 3756, Rasht, Iran
b
Dept. of Civil Engineering, University of Guilan, Rasht, Iran

a r t i c l e i n f o a b s t r a c t

Article history: A high percentage of asphalt mixtures (in terms of weight and volume) are composed of aggregates; thus,
Received 11 December 2010 new aggregates are needed to build and maintain roads. The use of waste material as aggregates in the
Received in revised form 15 February 2012 pavement industry can prevent the accumulation of waste material and environmental pollution and can
Accepted 25 February 2012
reduce primary production costs. Thus, the objective of the present study was to determine the mechan-
Available online 12 April 2012
ical properties of asphalt mixtures with waste concrete and steel slag aggregates. Six different asphalt
mixtures containing three types of aggregate (dacite, recycled concrete and steel slag) were used to pre-
Keywords:
pare Marshall specimens and to determine the optimal asphalt binder content. The mechanical charac-
Dacite
Recycled concrete aggregates
teristics of the mixtures were evaluated by Marshall stability, indirect tensile resilient modulus,
Steel slag dynamic creep and indirect tensile fatigue tests. The results indicated that the optimal mixture contained
Fatigue steel slag coarse aggregates and recycled concrete ne aggregates.
Resilient modulus 2012 Elsevier Ltd. All rights reserved.
Dynamic creep

1. Introduction
Hot-mix asphalt (HMA) mixtures are complex materials com-
posed of mineral aggregates and asphalt binder. The aggregate acts
as the structural frame work, and the asphalt binder is used as
birdlime in asphalt pavement [1]. HMA contains 9095% by weight
and 7585% by volume mineral aggregates [2]. Moreover, the
physical properties of coarse and ne aggregates have a signicant
effect on the performance of pavement. The important physical
properties of aggregates include gradation, particle shape, surface
texture, durability, cleanliness, toughness and absorption [3].
Waste materials can be classied into the following categories:
(a) industrial waste such as cellulose waste, slag, bottom ash and
y ash; (b) municipal/domestic waste such as incinerator residue,
scrap rubber and waste glass; (c) mining wastes such as coal mine re-
fuse; (d) construction and demolition (C&D) wastes such as RCA [4].
A signicant portion of the aforementioned waste materials could be
used in road or building construction projects. Thus, in the present
study, steel slag and RCA were used as aggregate replacements.
1.1. Steel slag
The use of waste from various industrial processes preserves re-
sources that cannot be replaced, reduces environmental pollution
Corresponding author.
E-mail address: m_arbani@yahoo.com (M. Arabani).
and recovers energy spent during the production of waste. Steel
slag is a synthetic aggregate that is produced as a by-product in
the steel production process. In particular, steel slag contains 15
20% of the iron output of the steel production process [5].
The use of steel slag as an aggregate in asphalt mixtures is rec-
ommended due to its superior physical properties; however, steel
slag should only be used as a ne or course aggregate because hot-
mix asphalt with 100% steel slag is susceptible to air voids and bul-
king effects due to the angular shape of steel slag aggregate [6].
Moreover, not all slags can be used as aggregate: for instance, some
slags contain signicant amounts of free lime and magnesia, which
can hydrate and expand in humid environments [7]. Due to the
presence of free lime or magnesia, the swelling potential of steel
slag can result in pavement cracking [8].
1.2. Recycled concrete aggregate (RCA)
Construction debris from construction and demolition (C&D)
work constitutes a large proportion of solid waste, as shown in
Table 1 [9]. Among various types of construction materials, con-
crete is the most signicant element of recycled aggregates, and
approximately 75%, 70%, 40% and 70% of waste collected from con-
struction sites, demolition sites, general civil work and renovation
work contains concrete, respectively (see Table 2) [10]. Recycled
concrete has been used in civil projects for more than 20 years;
thus, in Europe and countries such as Japan and Australia, short-
ages of natural aggregates and landll sites are common [11].

0950-0618/$ - see front matter 2012 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.conbuildmat.2012.02.036
2 M. Arabani, A.R. Azarhoosh / Construction and Building Materials 35 (2012) 17

Table 1 Moreover, Asi et al. assessed the use of steel slag as coarse
The proportion of solid construction waste in various countries [9]. aggregates in asphalt mixtures by replacing 0%, 25%, 50%, 75%
Country Proportion of construction waste to Recycled C&D and 100% of limestone coarse aggregates in concrete asphalt mix-
total waste (%) waste (%) tures with steel slag aggregates. The Marshall stability, indirect
Australia 44 51 tensile resilient modulus, dynamic creep, indirect tensile fatigue
Brazil 15 8 and indirect tensile strength of the asphalt mixtures was evalu-
Denmark 2550 80 ated, and the results indicated that the replacement of up to 75%
Finland 14 40
France 25 2030
of limestone coarse aggregates with steel slag aggregates improved
Germany 19 4060 the mechanical properties of the asphalt concrete mixtures [15].
Hong Kong 38 No information In a study conducted by Wu et al., the use of steel slag as aggre-
Japan 36 65 gate in stone mastic asphalt (SMA) mixtures was evaluated, and X-
Italy 30 10
ray diffraction (XRD), scanning electron microscopy (SEM) and
Netherlands 26 75
Norway 30 7 mercury intrusion porosimetry (MIP) were employed to study
Spain 70 17 the composition, structure and morphology of the aggregates.
United Kingdom Over 50 40 The results indicated that the replacement of basalt with steel slag
United States of 29 25 increased the resistance of the SMA to low temperature cracking
America
[16].
The mechanical properties of asphalt mixtures containing steel
slag were determined by Ahmedzade and Sengoz. Specically, the
mechanical characteristics of the mixtures were evaluated by
determining the Marshall stability, indirect tensile stiffness modu-
Table 2
Composition of construction waste in the South East New Territories (SENTs) landll
lus, creep stiffness and indirect tensile strength. The results of the
[10]. aforementioned study suggested that the use of steel slag as a
coarse aggregate improved the mechanical properties of asphalt
Waste type Construction Demolition General civil Renovation
site (%) site (%) work (%) work (%)
mixtures [4].
Metal 4 5 10 5
Wood 5 7 0 5
Plastic 2 3 0 5 2.2. Recycled waste concrete (RCA)
Paper 2 2 0 1
Concrete 75 70 40 70 Thus far, a considerable amount of research on the recycling of
Rock/rubble 2 1 5 0
waste concrete in the asphalt pavement industry has been con-
Sand/soil 5 0 40 0
Glass/tile 3 2 0 10 ducted. For instance, Poon and Chan demonstrated that the use
Others 2 10 5 4 of 100% recycled concrete aggregates increases the optimal mois-
Total 100 100 100 100 ture content and decreases the maximum dry density of sub-base
materials. The California bearing ratio (CBR) values (unsoaked and
soaked) of sub-base materials prepared from 100% recycled con-
crete aggregates were lower than those of natural sub-base mate-
However, in the present study, recycled concrete aggregates pre-
rials. Nevertheless, the soaked CBR values for recycled sub-base
pared from demolished buildings were not directly used in asphalt
materials were greater than 30%, which is the minimum strength
mixtures. Aggregates prepared from the early destruction of build-
required in Hong Kong [17].
ings were rather large; thus, after being transported to the labora-
Khaled and Krizek demonstrated that RCA can be used as a base
tory, the aggregates were crushed by a crushing machine to
material in highway pavements if the recycled concrete aggregates
produce aggregates with dimensions smaller than 19 mm. Due to
are stabilised with 4% cement and 4% y ash by dry weight [18].
the presence of cement paste on the surface of the original natural
Unfortunately, complications arise when RCA is used as a base or
aggregates, recycled concrete aggregates have different physical,
sub-base material. Namely, RCA dissolves easily in water, which in-
chemical and mechanical properties than natural aggregates. The
creases the pH of groundwater and affects the vegetation within
cement paste reduces the density and abrasion resistance of recy-
the vicinity of the road [19].
cled concrete aggregates and increases the water absorption capac-
In a study conducted by Paranavithana and Mohajerani [12], the
ity [12].
volumetric properties (except the percentage of air voids), resilient
However, the use of RCA and steel slag can offer the following
modulus and creep values of asphalt specimens containing RCA
benets: (1) Economic advantages: RCA reduces primary
coarse aggregates were lower than those of similar specimens
production costs and the cost of waste storage. (2) Environmen-
made from fresh aggregates.
tal benets: The use of RCA preserves natural aggregates, re-
Similarly, Wong et al. [20] demonstrated that the resilient mod-
duces the overuse of landlls and reduces transportation
ulus and dynamic creep of the sample increased when recycled
effects and waste emissions. (3) RCAs increase the efciency of
concrete was used as llers/nes. Specically, the resilient modu-
asphalt mixtures.
lus of the samples was determined at 25 C and 40 C, and the addi-
tion of RCA increased the resilient modulus at both temperatures.
2. Literature review However, at 40 C, a less dramatic increase in the resilient modulus
was observed.
2.1. Steel slag (SS) You and Mill-Beale assessed the effects of replacing 25%, 35%,
50% and 75% of the aggregates in asphalt mixtures with RCA. The
Many studies on the use of steel slag in asphalt pavement have results indicated that the dynamic and resilient modulus decreased
been conducted. In two separate studies by Khan and Wahhab [13] with an increase in the concentration of RCA, and moisture
and Bagampadde et al. [14], mix durability (resistance to moisture susceptibility and rutting increased. Thus, a certain amount of
and fatigue) was improved when coarse slag aggregates were sup- RCA in hot mix asphalt (HMA) is acceptable for low-volume roads
plemented with limestone ller and ne aggregates. [21].
 M. Arabani, A.R. Azarhoosh / Construction and Building Materials 35 (2012) 17 3

3. Materials and experimental design Table 4

The experimental results of 6070 penetration asphalt binder.
3.1. Raw materials
Test Standard Result
Three types of aggregates (dacite, steel slag, RCA) were evaluated in the present Penetration (100 g, 5 s, 25 C), 0.1 mm ASTM D5-73 64
study. Dacite was used as fresh aggregate, and steel slag and RCA were used as sec- Penetration (200 g, 60 s, 4 C), 0.1 mm ASTM D5-73 23
ondary aggregates. The chemical composition of dacite and steel slag is shown in Penetration ratio ASTM D5-73 0.36
Table 3. In all of the mixtures, 6070 penetration asphalt binder was employed. Ductility (25 C, 5 cm/min), cm ASTM D113-79 112
To characterise the properties of the base asphalt binder, conventional tests such Softening point, C ASTM D36-76 51
as penetration tests, softening point assessments and ductility tests were per- Flash point, C ASTM D92-78 262
formed. The engineering properties of the asphalt binder are presented in Table Loss of heating, % ASTM D1754-78 0.75
4, and the gradation of aggregates used in the present study (the median limits of
Properties of the TFOT residue
ASTM specications for dense aggregate gradation) is shown in Table 5. The nom-
Penetration (100 g, 5 s, 25 C), 0.1 mm ASTM D5-73 60
inal size of the gradation used in the current investigation was 19.0 mm. The phys-
Specic gravity at 25 C, g/cm3 ASTM D70-76 1.020
ical properties of the aggregates are provided in Table 6.
Viscosity at 135 C, cSt ASTM D2170-85 158.5

3.2. Specimen preparation

In the current study, six asphalt concrete mixtures were investigated. The rst Table 5
mixture was an asphalt concrete mixture containing 100% dacite aggregates and Gradation of aggregates used in the present study.
was labelled as the control mix. Alternatively, in the other mixtures, steel slag
Sieve (mm) 19 12.5 4.75 2.36 0.3 0.075
and RCA were used as aggregates. A detailed description of the replacements is
shown in Table 7. To prepare the samples, the asphalt binder and the aggregate Lowerupper limits 100 90100 4474 2858 521 210
were heated separately, combined and compacted. The asphalt concrete mixture Passing (%) 100 95 59 43 13 6
was based on the Marshall mix design. In the Marshall method, aggregates are
heated to 160170 C for 24 h and are combined with asphalt binder at 135 C. Fi-
nally, HMA briquettes with a diameter and height of 101.6 mm and 6575 mm
were produced by Marshall hammer compaction (75 blows) [22]. Two series of mation of the sample was measured by two linear variable differ-
Marshall specimens were fabricated. The rst series of specimens contained various ential transformers (LVDTs) positioned at 180 [25].
concentrations of binder to determine the optimal binder content. The second series The dynamic creep test was conducted by applying a dynamic
was produced at the optimal binder content to evaluate the HMA mechanistic prop-
erties. For each aggregate blend and asphalt binder content, at least three samples
stress of 100 kPa for 1 h at 40 C. In each test, the sides of the spec-
were produced to determine the reproducibility of the results [23]. imen were capped, and the sample was placed in the loading ma-
chine under a conditioning stress of 10 kPa for 600 s. Next, the
conditioning stress was removed, and a stress of 100 kPa was ap-
4. Testing program plied for 2000 cycles, which included a 1-s loading period and a
1-s resting period.
4.1. Marshall stability and ow test

The objectives of the Marshall test were to evaluate the effect of

RCA and steel slag on the Marshall stability and to determine the
optimal RCA and steel slag content. Marshall stability and ow
tests were carried out on compacted specimens with various as-
phalt binder contents, according to ASTM D1559. Thus, three sam-
ples from each mixture were immersed in water at 60 C for
30 min and were loaded to failure using curved steel loadings
plates at a constant rate of compression of 51 mm/min. The maxi-
mum bulk specic gravity, maximum stability, 4% air voids in the
total mixture and 80% voids in the asphalt were used to determine
the optimal asphalt binder content [22].
The ratio of stability (kN) to ow (mm), which is expressed as
the Marshall quotient (MQ), is an indicator of the stiffness of the
mixture. Moreover, the MQ is a measure of the materials resistance
to shear stress, permanent deformation and rutting [24]. High MQ
values indicate that the mixture presents a high degree of stiffness
and is able to spread the applied load and resist creep deformation.
4.2. Dynamic creep test
The resistance of HMA mixtures to permanent deformation can
be evaluated by conducting dynamic creep tests. In the dynamic
creep test, a 70 mm  101-mm cylindrical sample is subjected to
repeated pulsed uniaxial stress. Fig. 1 shows a sample of the pulse
wave and the axial displacement of the specimen. The axial defor-
4.3. Indirect tensile resilient modulus test
The stiffness modulus of asphalt mixtures, which can be mea-
sured in indirect tensile mode, is the most popular stressstrain
indicator and is an important characteristic of pavement. The stiff-
ness modulus is a measure of the ability of the bituminous layers
to distribute a load; thus, the stiffness modulus of a material con-
trols the level of trafc-induced tensile strain along the underside
of the road base, which is responsible for fatigue cracking and com-
pressive strains in the sub grade that can lead to permanent defor-
mation [26].
For each mixture, three samples were subjected to a diametral
resilient modulus (MR) test at 25 C, and cylindrical specimens
with a diameter and height of 101.6 mm and 65 mm were used,
respectively. The test was conducted by applying a compressive
load with a haversine waveform (loading = 0.1 s and rest = 0.9 s)
on the vertical diametral plane of the cylindrical specimen. The
ITSM test is a non-destructive test and was conducted in accor-
dance with recognised guidelines (BSI, 1993). Namely, two sets
of ve load pulses were applied to the specimen, and the specimen
was rotated by 90 after the rst set of loadings. Thus, in the sec-
ond set of loadings, the load was applied perpendicularly to the
direction of the rst set. The average stiffness modulus of each
set was calculated, and the two values were averaged to obtain
the nal stiffness modulus [27].

Table 3
The chemical composition of the raw materials.

Aggregate type SiO2 Fe2O3 Al2O3 CaO MgO TiO2 K2O Na2O FeO P2O5 H2O
Dacite 65.7 2.1 15.6 3.6 2.5 2 3.7 2.1 1.1
Steel slag 14.4 5.2 1.35 50.5 4.5 0.5 14.8 1.1
4 M. Arabani, A.R. Azarhoosh / Construction and Building Materials 35 (2012) 17

Table 6
The physical properties of the aggregates.

Test Standard Dacite RCA Steel slag Specication limit

Specic gravity (coarse agg.) ASTM C 127
Bulk 2.650 2.457 3.02
SSD 2.662 2.471 3.1
Apparent 2.685 2.484 3.14
Specic gravity (ne agg.) ASTM C 128
Bulk 2.657 2.463 3.17
SSD 2.660 2.477 3.19
Apparent 2.681 2.496 3.25
Specic gravity (ller) ASTM D854 2.652 2.461
Los Angeles abrasion (%) ASTM C 131 22.6 25.5 20 Max 45
Flat and elongated particles (%) ASTM D 4791 7 9.3 6.1 Max 10

Table 7
The content of the aggregate blends.

Mixture Coarse aggregates (57%) (CA) Fine aggregates (37%) (FA) Filler (6%)
Control mix:dacite Dacite Dacite Dacite
CA:RCA RCA Dacite Dacite
FA:RCA Dacite RCA Dacite
CA:SS Steel slag Dacite Dacite
FA:SS Dacite Steel slag Dacite
CA:SS + FA:RCA Steel slag RCA Dacite

Based on the test data, the resilient modulus and Poisson ratios
were computed according to the following equations:
Pt 0:27
MR
t DH
3:59DH
t  0:27
DV
where P is the repeated load (N), T is the specimen thickness (mm),
DH is the recoverable horizontal deformation (mm) and DV is the
recoverable vertical deformation (mm). The resilient modulus was
determined according to ASTM D4123, and a Poisson ratio of 0.35
was applied.
4.4. Indirect tensile fatigue tests (ITFTs)
Fatigue cracking is one of the three major distresses (fatigue
cracking, low-temperature cracking and rutting) of exible pave-
ments. Fatigue cracking is caused primarily by repeated trafc
loading and can lead to a signicant reduction in the serviceability
of exible pavements. The cracking resistance of hot-mix asphalt
(HMA) mixtures is directly related to the fatigue performance of
exible pavements. Therefore, the fatigue behaviour of HMA mix-
tures has been intensively studied for many years [28].
The fatigue process occurs in three distinct stages. For instance,
failure and fatigue cracking begin in step 1, and cracks spread to
1
other areas and reduce pavement resistance in step 2. Lastly, in
step 3, sudden failure of the pavement is observed [29]. The fatigue
life of an asphalt specimen is related to the tensile strain in the
2 loaded specimen. Even at different temperatures and loading rates,
the fatigue lifetime is related to the tensile strain (et) and can be
expressed by the following equation:
 n
1
Nf A 3
et
where Nf is the number of load applications before failure occurs
and the value of the exponent n is typically equal to 4 [30]. Fatigue
tests were carried out in both controlled strain mode and controlled
stress mode. In controlled strain mode, the strain was maintained
by decreasing the stress on the sample. In controlled stress mode,
the stress was held constant to increase the strain within the sam-
ple [31]. The fatigue life of the specimens was measured with a Not-
tingham asphalt tester (NAT) in constant stress mode by applying
repeated loads with a xed amplitude along the diametrical axis
of the specimen. The repeated load consisted of 0.1 s of loading
and 0.4 s of rest, and cylindrical specimens with a diameter, height
and air void content of 101.6 mm, 40 mm and 4% were tested at
25 C, respectively.

5. Results and discussion

5.1. Marshall stability and ow test

Concrete asphalt mixtures (the control, FA:RCA, CA:RCA, FA:SS,

Fig. 1. The applied pulse wave and measured displacement.
CA:SS and FA:RCA + CA:SS) containing 4.5%, 5.0%, 5.5%, 6.0%, 6.5%
and 7.0% asphalt cement by mass of the aggregate were prepared
to determine the optimal bitumen content. The results indicated
that the optimal bitumen content of the mixtures was 5.1%, 5.6%,
6.5%, 5.3%, 5.5% and 5.9%, respectively. The Marshall stability and
ow of the mixtures are shown in Table 8 as the mean of three
samples. The relationship between the Marshall stability and the
type of mixture is provided in Fig. 2, and the MQ values of the mix-
 M. Arabani, A.R. Azarhoosh / Construction and Building Materials 35 (2012) 17 5

Table 8
Marshall design results.

Property Mixture type

Control mix FA:RCA CA:RCA FA:SS CA:SS FA:RCA + CA:SS
Optimum binder content (%) 5.1 5.6 6.5 5.3 5.5 5.9
Air void (%) 2.61 2.4 7.25 2.87 3.02 2.73
VMA (%) 14.4 13.1 11.7 15.1 15.5 14.5
Marshall stability (KN) 16.97 19.46 12.97 17.12 20.23 22.81
Flow (mm) 2.95 2.67 3.24 2.81 2.51 2.30
MQ (KN/mm) 5.75 7.29 4 6.09 8.06 9.91
Marshall stability (KN)

25 Also, FA:RCA + CA:SS mixture displayed the highest MQ value,

20 which is a measure of the materials resistance to shear stress, per-
manent deformation and rutting.
15
10
5.2. Dynamic creep test
5
0 The results of the dynamic creep test are shown in Fig. 4 and are
presented as the permanent deformation versus the number of cy-
Control

FA:RCA

CA:RCA

FA:SS

CA:SS

FA:RCA+CA:SS

cles. As shown in the gure, the mixtures containing RCA as FA and

SS as ne/course aggregate show a decreasing trend in their per-
Mixtures manent deformation. These changes for all mixtures are shown
in Table 9. Due to RCA and steel slag are more angular than dacite
aggregates; resistance to friction, abrasion and permanent defor-
Fig. 2. Effects of RCA and steel slag on the Marshall stability. mation are improved in asphalt mixtures containing RCA and steel
slag. Despite the angularity of recycled concrete as a course aggre-
gate, the use of RCA in asphalt mixtures increased permanent
12
deformation because the presence of the relatively weak cement
10
MQ (KN/mm)

mortar coating reduced abrasion resistance.

8
6
5.3. Indirect tensile resilient modulus test
4
2 The average stiffness modulus of the mixtures is shown in Fig. 5,
0 and each data point represents the mean of three specimens. The
Control

FA:RCA

CA:RCA

FA:SS

CA:SS

FA:RCA+CA:SS

results indicated that RCA ne aggregates and steel slag coarse

Table 9
Mixtures The result of dynamic creep test.

Mixture type Permanent deformation (lm/ Changes to control mix

m) (%)
Fig. 3. Effects of RCA and steel slag on the MQ values.
Control mix 7909 0
FA:RCA 5932 25
CA:RCA 11,333 +43
FA:SS 6960 12
Permanent Strain (m/m)

12000 CA:SS 5339 32.5

FA:RCA + CA:SS 4745 40
10000
8000
6000
4000
Resilient modulus (MPa)

2000 2500

0 2000
0 500 1000 1500 2000 2500
Cycles 1500

1000
FA:RCA FA:SS Control CA:RCA CA:SS FA:RCA+CA:SS

500
Fig. 4. Number of cycles versus permanent deformation.
0
Control

CA:RCA

FA:RCA

FA:SS

CA:SS

FA:RCA+CA:SS

tures are shown in Fig. 3. As shown in the gures, when RCA was
used as a ne aggregate (FA) and steel slag was used as a ne/
Mixtures
course aggregate (CA), the Marshall stability of the material in-
creased and the ow decreased. Specically, the Marshall stability
of the mixture is increased by 34.4% in the FA:RCA + CA:SS mixture. Fig. 5. The indirect tensile resilient modulus of the mixtures.
6 M. Arabani, A.R. Azarhoosh / Construction and Building Materials 35 (2012) 17
Table 10
The result of indirect tensile resilient modulus test.
Mixture type Resilient modulus (MPa)
Control mix 948
FA:RCA 1365
CA:RCA 793
FA:SS 1084
CA:SS 1896
FA:RCA + CA:SS 2228
10000
1000
Microstrain
100
10
10 100 1000
Cycles to Failure
FA:RCA FA:SS Control CA:RCA
Fig. 6. The fatigue behaviour of the mixtures at 25 C.
aggregates signicantly increased the resilient modulus of the mix-
tures. It can be seen in Table 10, the resilient modulus of the CA:SS
mixture was approximately two times greater than that of the con-
trol mixture. Moreover, the resilient modulus of the FA:RCA mix-
ture was approximately 44% greater than the resilient modulus
of the control mixture. However, the highest resilient modulus
was observed in the FA:RCA + CA:SS mixture, which possessed a
resilient modulus that was 2.35 times greater than that of the con-
trol mixture. Similar to the results of the dynamic creep tests, the
stiffness modulus increased due to the angularity of RCA and steel
slag aggregates.
5.4. The indirect tensile fatigue test (ITFT)
Fig. 6 shows the results of the indirect tensile fatigue test. As
shown in the gure, regression lines were drawn through the sam-
ples means at each level of strain, and a normal linear relationship
between the logarithm of the applied initial tensile strain and the
logarithm of the fatigue life was observed. The results indicated
that the fatigue life of the CA:SS + FA:RCA mixture was signicantly
greater than that of the control mixture. The long fatigue life of the
CA:SS + FA:RCA mixture can be attributed to the following effects.
(1) Due to the amount of cement dust in RCA aggregates, the ller
content increased with an increase in the concentration of RCA,
and the amount of air voids in the asphalt mixture decreased. (2)
The addition of RCA and steel slag increased the optimal asphalt
binder content, which is directly related to the fatigue life of as-
phalt mixtures. Unfortunately, when recycled concrete was used
as a course aggregate, the mechanical properties of the asphalt
concrete mixtures were lower than those of the control because
mixing and compaction altered the RCA particles and detached
the mortar from the cement.
6. Conclusions
The objective of the present study was to evaluate the effects of
RCA and steel slag aggregates in hot-mix asphalt. Thus, various lab-
oratory tests were conducted to evaluate the characteristics of hot-
mix asphalt containing RCA and steel slag. Based on the results of
Changes to control mix (%) the laboratory tests, the following conclusions were made:
0
+44  The replacement of course dacite aggregates with RCA in
16.4 asphalt concrete mixtures adversely affected the mechanical
+14.3 properties of the material. The mechanical properties of mix-
+100
+135
tures containing RCA were poor because mixing and compac-
tion altered the RCA particles and removed weak cement
mortar from the aggregates.
 When RCA was used as a ne aggregate (FA) in asphalt mixtures
and steel slag was used as a ne or course aggregate (CA), the
Marshall stability increased and ow decreased.
 In the dynamic creep test, the optimal mixture is contained
steel slag coarse aggregates and recycled concrete ne aggre-
gates. As a result, permanent deformation in the optimal mix-
ture was 40% less than the control samples.
 In the indirect tensile resilient modulus test, the use of RCA ne
aggregates and steel slag coarse aggregates signicantly
increased the resilient modulus. Moreover, the highest modulus
was obtained with the FA:RCA + CA:SS mixture, which pre-
sented a modulus that was 2.35 times greater than that of the
10000 100000 control.
 In the indirect tensile fatigue test, the fatigue life of the
CA:SS FA:RCA+CA:SS CA:SS + FA:RCA mixture was signicantly greater than that of
the control.
 The optimal asphalt concrete mixture contained RCA ne aggre-
gates, steel slag course aggregates and dacite ller.
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