Corrosion of steel reinforcement is one of the primary contributing factors to bridge deck deterioration. Based on the extent of corrosion, different corrosion mitigation strategies can be used to extend the service life of a bridge deck. Bridge deck overlays are efficient tools in reducing active corrosion. While there are multiple overlay solutions that are commonly deployed, including concrete-based and polymer-based systems, ultra-high performance concrete (UHPC) overlays have gained interest from bridge owners in recent years. Another corrosion mitigation strategy is the application of corrosion-inhibiting chemicals and sealers to a concrete surface to reduce the ingress of deleterious ions. The purpose of this paper is to compare different corrosion mitigation strategies and study the effects of such techniques on the bond between the UHPC overlay and the substrate concrete. UHPC overlays were found to be effective in reducing corrosion rates by more than 50 percent. Sealers and corrosion inhibitors applied to the concrete substrate in combination with placing a UHPC overlay reduced the corrosion rates even further. However, sealers and corrosion inhibitors appeared to negatively affect bond strength, potentially increasing the likelihood of overlay delamination.

The shortage of high-quality fine aggregate as an essential component of concrete has become an emerging worldwide concern for the construction industry. Concrete typically comprises up to 30% fine aggregate, which largely influences the strength and durability of the final product. Therefore, finding suitable substitutes for natural fine aggregate has become an important aspect of current concrete research.

In this study, we investigated the suitability of using remediated thermal-treated soil and tar-containing asphalt as secondary raw materials in a self-compacting concrete (SCC) mixture. The remediated materials were used as both (1) fine aggregate replacement to replace all the river sand and (2) partial filler/supplementary cementitious material (SCM) replacement. The modified Andreasen and Andersen (A&A) particle packing model was used to determine the optimal replacement level. Based on the optimal mixture design, the impact of the replacement on the fresh and mechanical properties of SCC was evaluated. Additionally, the pozzolanic reactivity of the fine fraction (<125 μm) within the secondary sand was assessed and compared to that of limestone powder. Our findings confirm that using remediated thermal-treated soil and tar-containing asphalt can produce a more circular, sustainable SCC by replacing high-quality natural sand and limestone filler and reducing the environmental impact of conventional SCC. This study contributes to finding viable alternatives to natural fine aggregate and promotes the use of recycled materials in construction.

High purity lithium hydroxide and lithium carbonate for use in lithium-ion batteries are produced by the processing of spodumene ore from the Whabouchi mine (Northern Quebec, Canada). The main byproduct of this treatment is an aluminum silicate waste stream, which is produced in very large quantities and should be recycled to avoid its storage in landfills, which is not environmentally friendly. Previous research work by the authors on the characterization of this aluminum silicate waste stream showed its potential as a pozzolanic material and hence that it could be used by the cement and concrete industry, which would contribute to the sustainability of these industries. The purpose of this study was to assess the pozzolanic activity of this new material and its effects on the properties of concrete in its fresh and hardened states in order to evaluate the effects of replacing part of the cement with this aluminum silicate waste stream in various classes of concrete. Series of air-entrained and non-air entrained concrete mixtures were produced and tested in this study. Results from fresh state testing, mechanical and durability properties of the concrete made with this material were similar to those obtained with conventional supplementary cementitious materials and equal or superior to those obtained with reference concrete mixtures made with plain and ordinary portland cement.

Fireproofing deterioration is widespread in industrial facilities throughout the country. Spalling concrete has potential to damage equipment and harm personnel. Replacing concrete fireproofing like-in-kind, without consideration for proper anchorage or material durability, does not eliminate the hazard as spalls may potentially occur again over time. However, when properly designed and installed, concrete is a durable option for replacing deficient fireproofing in aggressive environments typically present in industrial processing units. This paper presents the results of a case study on a structure in a Midwest industrial complex. Extensive concrete fireproofing repairs were performed on the structure 12 years ago. Design requirements included normal weight concrete with polypropylene fibers which enhance durability by improving cracking resistance. During a fire, the fibers melt forming relief channels for moisture to escape, thus eliminating explosive spalling. Installation methods included welded wire reinforcement (WWR) with positive anchorage to structural steel. WWR was attached to post-installed adhesive anchors between column flanges where existing fireproofing was sound and difficult to remove. After 12 years in service, repairs exhibit no significant defects. This level of durability is attributed to the design and installation methods utilized. Concrete fireproofing is a durable option for fire protection, provided structures are designed to support its weight, its mixture design is properly proportioned, and it is adequately anchored and reinforced.

Following an over-height truck impact, Carbon Fiber Reinforced Polymer (CFRP) fabric was used to retrofit the exterior girder in a four-span Reinforced Concrete Deck on Girder (RCDG) Bridge on route KY 562 that passes over Interstate 71 in Gallatin County, Kentucky. The impacted span (Span 3) traverses the two northbound lanes of Interstate 71. While the initial retrofit was completed in May 2015, a second impact in September 2018 damaged all four girders in Span 3. The previously retrofitted exterior girder (Girder 4) suffered the brunt of the impact, with all steel rebars in the bottom layer being severed. Damage to Girders 1, 2, and 3 was minor and none of the bars were damaged. A two-stage approach for the containment and repair of the damaged girders following an over-height truck impact was implemented when retrofitting the bridge. The repair and strengthening of all the girders using CFRP fabric was the economical option compared to the alternative option of replacing the RCDG bridge. The initial CFRP retrofit was found to have failed in local debonding around the impact location. The CFRP retrofit material that was not immediately near the impact location was found to be well bonded to the concrete. The removal of this material and subsequent surface preparation for the new retrofit was time consuming and challenging due to traffic constraints. In Girder 4 all but one of the main rebars were replaced by removing the damaged sections and installing straight rebars connected to the existing rebars with couplers. One of the rebars could not be replaced. A heavy CFRP unidirectional fabric, having a capacity of 534 kN (120,000 lbs.) per 305 mm (1 ft.) width of fabric, was selected for the flexural strengthening and deployed to replace the loss in load carrying capacity. A lighter unidirectional CFRP fabric was selected for anchoring and shear strengthening of all the girders, and to serve as containment of crushed concrete in the event of future over-height impacts. The retrofit with spliced steel rebars and CFRP fabric proved to be an economical alternative to bridge replacement.