Verification of the presence of superabsorbent polymers (SAP) in fresh concrete : results of an interlaboratory study of RILEM TC 260-RSC

New methods are proposed for the verification of the presence of superabsorbent polymers (SAP) in freshly mixed concrete and estimation of SAP quantity. The methods are in general based on flushing concrete with excess water. They allow separating the light, water-sorbed hydrogel particles from the mineral components in the fresh concrete and making these particles available for further tests. Two types of tests are proposed: Test 1 serves for a visual verification of the presence of SAP (qualitative test), while Test 2 enables quantifying the mass of the collected SAP as a proxy of their concentration in concrete (quantitative test). Different procedures are proposed for these two test methods and their performance is evaluated. The testing procedures were scrutinized in an interlaboratory study carried out by 14 participants from 12 countries. All participating groups detected the presence of SAP in the mix using the qualitative procedures (Test 1). Based on this outcome, we suggest that this method should be applied in the field. In contrast, while most participants obtained reasonably reliable results with the quantification procedure of Test 2, some participants reported large errors. Therefore, the quantification method needs to be further refined, starting from the experience gained in this interlaboratory study.Open Access funding provided by Lib4RI.http://link.springer.com/journal/11527Civil EngineeringSDG-09: Industry, innovation and infrastructur

Crumb Rubber in Concrete—The Barriers for Application in the Construction Industry

This state-of-the-art review was aimed to conduct a comprehensive literature survey to summarize experiences of crumb rubber (CR) application in concrete within the last 30 years. It shows that certain gaps prevent obtaining a coherent overview of both mechanical behaviour and environmental impact of crumb rubber concrete (CRC) to object to the stereotypes which prevent to use of CR in concrete in the construction industry. Currently, four major barriers can be distinguished for a successful CR application in the concrete industry: (1) the cost of CR recycling, (2) mechanical properties reduction, (3) insufficient research about leaching criteria and ecotoxicological risks and (4) recyclability of CRC. The application of CR in concrete has certainly its advantages and in general cannot be ignored by the construction industry. CR can be applied, for example, as an alternative material to replace natural aggregates and CRC can be used as recycled concrete aggregates (RCA) in the future. A certain diversity for the CR application can be introduced in a more efficient way when surface treatment and concrete mix design optimization are properly developed for each type of CR application in concrete for possible field applications. The role of CRC should not be limited to structures that are less dependent on strength

Fundamental Approaches to Predict Moisture Damage in Asphalt Mixtures: State-of-the-Art Review

Moisture susceptibility is still one of the primary causes of distress in flexible pavements, reducing the pavements’ durability. A very large number of tests are available to evaluate the susceptibility of a binder aggregate combination. Tests can be conducted on the asphalt mixture, either in a loose or compacted form, or on the individual components of an asphalt pavement. Apart from various mechanisms and models, fundamental concepts have been proposed to calculate the thermodynamic tendency of a binder aggregate combination to adhere and/or debond under wet conditions. The aim of this review is to summarize literature findings and conclusions, regarding these concepts as carried out in the CEDR project FunDBits. The applied test methods, the obtained results, and the validation or predictability of these fundamental approaches are discussed

Improving Freeze–Thaw Resistance of Concrete Road Infrastructure by Means of Superabsorbent Polymers

The scope of the paper is to report an investigation on durability of infrastructure concrete for roads and bridges by creating a size and shape-designed pore systems in concrete in order to improve it, especially in terms of freeze–thaw resistance. By means of this experimental laboratory study, an alternative for usage of air entrainment agents (AEA) in concrete infrastructures was found in the way of using superabsorbent polymer materials (SAPs). The effect of the addition of SAPs of different amounts and different types into fresh concrete mix was investigated, including: compressive strength tests, weight loss measurements, visual and microscopic inspections and scanning electron microscopy (SEM) analysis. The detrimental strength reduction effect was not observed. The freeze–thaw procedure was varied, using different types of de-icing salts and heating/cooling regimes. It can be concluded that an improvement of the freeze–thaw resistance of concrete infrastructure depends on the particle size and optimal amount of SAPs added into concrete mix. The addition of 0.26 wt % of dry SAPs into the fresh concrete reference mix led to the significant decrease of scaling up to 43% after 28 freeze–thaw cycles. Both dosage and particle size of the SAPs had a significant impact on the obtained results and the freeze–thaw resistance in this experimental laboratory study

Methodology for Determining the Correct Ultrasonic Pulse Velocity in Concrete

Quite often, concrete strength parameters must be determined in the shortest possible time. Due to the strong correlation between concrete’s mechanical and acoustic properties, ultrasonic devices can be used for this purpose. However, the ultrasonic pulse velocity (UPV) is influenced by a variety of factors, including the curing and exploitation conditions of the concrete, the presence of reinforcement, and other various physical factors. Ignoring these factors may contribute to the misinterpretation of the measurement data when determining the strength of the concrete. Typically, all these factors are analyzed independently. This publication consolidates the findings obtained from our research efforts and field expertise over the past two decades. It outlines the elaborated UPV measurement methodology based on the integration of a four-argument function: the hydration process phase of the hardened cement paste (or concrete aged three days and older), hardening (curing) condition, concrete moisture level, and ambient temperature. To understand the interactions of the key factors, different ultrasonic devices were used to measure the velocities of longitudinal and surface waves in concrete by applying direct and indirect transmission methods when concrete specimens were tested under different moisture and temperature conditions

Environmental Impact Analysis of Alkali-Activated Concrete with Fiber Reinforcement

The scientific community is shifting its focus towards construction materials with a low carbon footprint, such as alkali-activated concrete (AAC). The present study conducts an environmental impact assessment using the cradle-to-grave approach to examine the environmental implications of three different types of ambient-cured AACs with varied combinations of precursors. The 28-day compressive strength values of the concrete mixes used for comparing environmental impacts vary from 35 to 55 MPa. Among these mixtures, the one with the least environmental impact is chosen for further impact assessment with the inclusion of fibers. Three different fiber reinforced AAC mixes containing 0.3% steel, glass, and polypropylene fibers, respectively by volume of AAC, are used in this study. The findings show that Portland Cement concrete has 86% and 34% higher impacts than AAC on the ecosystem and human health, respectively. In the production of AAC, sodium silicate is found to have the highest impact on the environment, in the range of 30–50% of the total impact. Among the various fibers used, glass fibers have the highest impact, which is 12% and 13% higher than that of the plain AAC mix, on the ecosystem and human health, respectively

Fiber Bragg Grating Sensors in Three Asphalt Pavement Layers

In the present study, a new approach to the installation of fiber Bragg grating (FBG) sensors in three asphalt pavement layers (the surface layer and both base layers) was implemented for the first time in Belgium. Fiber Bragg grating sensors (FBGs) are diagnostic tools that accurately and efficiently monitor in situ structural behavior. However, nowadays, this technology is not commonly used in asphalt due to its application restrictions under installation and service conditions. FBGs are fragile and break easily under loading. Therefore, there is a need for suitable protection of FBG sensors if they are to be installed during the rough construction process and exposed to heavy-duty loading afterwards. The main objective of the present study is to show the FBG results only for the initial construction process, and, if successful, to continue studying this FBG monitoring system and to plan the next research step by adjusting the system for its application in heavy-duty pavements. Two approaches to FBG installation in three asphalt layers (placed at the bottom of each layer) were tested in the present study: (1) installation of FBGs in prefabricated asphalt specimens in the base layer, directly on the base, and (2) installation of FBGs on the surface of the previously constructed asphalt layer. Both innovative approaches allow the implementation of FBGs without sawing the whole layer into two parts. The obtained results proved a survival rate of 100% for the FBGs. It can be concluded that these new described methods of FBG installation—using a cross-section configuration to carry out strain measurements in two directions (transverse and longitudinal)—can be applied for the monitoring of heavy-duty pavements, while providing the possibility to further re-evaluate current pavement design methods used in Flanders (Belgium)

Sustainable Assessment of Concrete Repairs through Life Cycle Assessment (LCA) and Life Cycle Cost Analysis (LCCA)

Nowadays, a vast number of concrete structures are approaching the end of their expected service life. The need for maintenance and repair is high due to the continued deterioration of the existing building inventory and infrastructure, resulting in a large need for concrete repair in the near future. Reinforcement corrosion is the most important deterioration mechanism, causing (i) severe concrete damage (cracking along reinforcement and the spalling of the cover concrete) and (ii) loss in steel section. Therefore, appropriate repair techniques for corrosion damage are the main focus of this review paper. With the European transition towards a circular economy and with sustainable development goals in mind, it is also important to consider the environmental impact along with the technical requirements and life cycle cost. In order to improve the sustainability of concrete structures and repairs over their life cycle, life cycle assessment (LCA) and life cycle cost analysis (LCCA) should be applied. However, more research efforts are needed in this field for further development and refinement. This literature review tries to adress this need by compiling existing knowledge and gaps in the state-of-the-art. A comprehensive literature survey about concrete repair assessment through LCA and LCCA is performed and showed a high potential for further investigation. Additionally, it was noticed that many differences are present between the studies considering LCA and/or LCCA, namely, the considered (i) structures, (ii) damage causes, (iii) repair techniques, (iv) estimated and expected life spans, (v) LCCA methods, (vi) life cycle impact assessment (LCIA) methods, etc. Therefore, due to the case specificity, mutual comparison is challenging

Correction: Borinelli et al. VOC Emission Analysis of Bitumen Using Proton-Transfer Reaction Time-Of-Flight Mass Spectrometry. <i>Materials</i> 2020, <i>13</i>, 3659

The authors wish to make the following corrections to this paper [...

Application of ultra-fine fly ash as cement replacement for sustainable concrete with optimal packing design

In the present study, a proprietary 0.2 tonne/h Dusty Cloud Separation (DCS) technology prototype by Value Ash Technologies NV (Belgium) was used to obtain ultra-fine fly ash as a novel by-product. Two types of Class F fly ash were used: separated fly ash (FA1) with particle size < 9.3 μm and ultra-fine fly ash (FA2) < 4.6 μm as sub-fraction of FA1. Two types of cement were used: Portland cement CEM I 52.5 R HES (CEMI) and Blast Furnace Slag Cement CEM III/A 42.5 N LA (CEMIII). The results at paste- and mortar- levels showed that an increased fineness of the fly ash (FA2) contributes to better workability of the mix. For CEMI, the compressive strength of concrete with FA2 with 25% cement replacement was already equal to the reference mix at the age of 28 days. For CEMIII, the compressive strength of concrete mix with FA2 with 25% cement replacement was equal to the reference mix value at the age of 91 days. Regarding the durability, replacing cement with ultra-fine fly ash (FA2) had a positive influence on the chloride migration coefficient and ASR, and a negative influence on the carbonation resistance