The durability and maintenance of pavements depend on several factors. One of the most influential is the bond between layers. This bond is responsible for ensuring all layers behave as a single entity, reducing cracks and deformation of the pavement. Several methods, developed by different authors over the past 30 years, to measure bonding between layers are analyzed in this paper. Different research lines are discussed, concluding that the most influential variables are: tack coat type, dosage, mixture type, surface characteristics, temperature, and emulsion breaking time. In order to reach the highest bond strength values, the following factors should be considered: high values of surface macro-texture, low temperatures, the use of heat-adhesive emulsion, a dosage from 300 to 450 g/m2 of residual bitumen and the compaction after emulsion break. Moreover, a non-destructive test method to assess tack coat dosage on site is proposed

Annually, copper production and refining processes of generate large volumes of copper slag, and the disposal of this waste remains a major economic and environmental problem. This annual production causes an increase in the number and volume of landfills, as well as the quantity of slag that backs up landfills, it also produces leachates which contain metals such as Cu, Pb, Hg and SO2. In this research, friction and cohesive qualities of copper slag are exploited, in order to incorporate this slag as aggregate in asphalt mixes containing Reclaimed Asphalt Pavement (RAP). Results demonstrate that the use of copper slag in an addition percentage of 35% is favorable, because flow values increase and stability values decrease. The Marshall Quotient is reduced up to 27%, improving the performance of mixes with RAP and obtaining behavior similar to a traditional mixture. This improvement is also reflected in an 8% increase in the indirect tensile strength, which stands the use of copper slag as a solution in RAP applications with more demanding tensile and fatigue requirements.The presented results are part of the FONDECYT Initiation into Research project No. 11140889, funded by CONICYT-Chile, and the DID S-2014-27 project, funded by the Universidad Austral de Chile. The authors also would like to thank Bitumix S.A. and its CDI, CONAV S.A. and the Regional Laboratory of Transportation of Puerto Montt for the material donations and facilitation of their dependencie