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Twenty roller-compacted concrete loads were cast at St. Constant near Montreal during the fall of 1987. Three types of cement (Canadian Types 10, 30, and 10SF), four different aggregate gradings, and three water-cement ratios (0:27, 0:33, and 0:35) were used to prepare the various mixes. Most of these mixes contained an air-entraining admixture. Approximately one-third of each concrete surface was moist-cured for 7 days, another third was covered with a white curing compound, and the remaining portion was not cured at all. Samples representative of all mixes and all curing conditions were taken from the pavement after 28 days and then tested for freeze-thaw durability (ASTM C 666) and deicer salt scaling resistance (ASTM C 672). The characteristics of the air-void system of all concretes were determined in accordance with ASTM C 457. With no exception, all samples withstood, without any significant deterioration, 300 cycles of freezing and thawing in water. However, the loss of mass after 50 cycles in the presence of a deicer salt solution ranged between 2 and 18 kg/mý (i.e., higher than the usual 1 kg/mý limit in all cases), even if most of the spacing factor values were below 250 æm. The best results (a weight loss of approximately 2 kg/mý after 50 cycles) were obtained for a mix containing Type 10 cement and no air-entraining admixture. In addition, this mix was not cured at all. Overwoking of the concrete surface during compaction is considered to be one of the possible explanations for the discrepancy between the results of the C 666 and the C 672 tests. It is also possible that the relationship between spacing factor and freeze-thaw durability does not apply to such concretes with a high permeability, numerous irregularly shaped compaction air voids, and large porous zones in the paste. This series of tests is the first phase of a 3-year research project on roller-compacted concrete pavements at Laval University, in collaboration with Canada Cement Lafarge. In the second and third years of this project, various ways to improve the scaling resistance (mostly by micro structural changes) will be studied.

Paper acquaints those interested in concrete durability with the scope and duration of a new long-term field and laboratory testing program which began in 1989 and will continue through 2004. It has been commissioned by the Reinforced Concrete Research Council (RCRC) of the American Society of Civil Engineers, and is designed to compare the effects of warm and cold seawater environments on the durability of reinforced and prestressed concrete elements made using concrete materials and additives which have become available over the past 15 years. It is a follow-up study to those conducted by the U.S. Army Corps of Engineers, and guided by the RCRC, during the period 1950 through 1976.

Reinforced concrete masonry structures can be effectively used in corrosive environments provided that the design is based upon a rational assessment of the exposure condition. An investigation of wall that had 6000 g of muriatic acid and 11,000 g of sodium hypochlorite stored along its exterior face indicated accelerated deterioration of the wall due to inadequate design and no protection afforded to the wall when the building's usage was changed from general warehouse to chemical storage. Poor construction practices also contributed to the distressed condition. The investigation utilized electrical, visual, and chemical means of assessing the structures's condition. The primary tool was a copper-copper sulfate (Cu-CuSO4) half cell conforming to ASTM C 876. The resulting equipotential contour map provided valuable information regarding the wall's corrosion potential. Visual observations of exposed, corroded reinforcing steel confirmed the half-cell readings. Chemical analysis of block, mortar, and grout samples extracted from the wall revealed high but inconsistent water-soluble chloride ion contents.

The No. 1 ore dock at Great Lakes Steel Division's Zug Island facility was originally constructed in 1909. Damage caused by freeze-thaw cycling, abrasion wear, severe impact loadings, and reinforcing steel corrosion resulted in a need for repair and rehabilitation. Multiple Dynamics Corporation conducted extensive condition surveys and testing to develop repair strategies for this structure. The remaining service life was then predicted to assist in economic planning. This case history provides an excellent example of concrete performance in an aggressive environment.

During the 12 years since construction of the bridge, cracking and spalling have developed in the concrete superstructure, predominantly on the underside of the bridge deck in the area of expansion and construction joints. The evidence indicates the deterioration was initiated by leakage of expansion and construction joints, and that poor performance should be attributed to design and construction practices whose effectiveness falls short of the environmental demands. Moisture, deicing salts, and debris that spill through the joints had deteriorated concrete at an accelerated rate and penetrated to the reinforcing steel. The concrete breakdown caused by corrosion of reinforcing steel, as well as from freezing and thawing action, and the expansion resulting from alkali-aggregate reaction damaged the bearing areas of cantilever spans and adjacent parts of suspended slabs, and was a cause for concern for the bridge's structural integrity. The paper addresses the main factors involved in the initiation phase of the corrosion mechanism: carbonation, chloride diffusion, and water penetration into concrete. The selected materials and methods are discussed, as well as importance of compatibility of materials for durable repairs. The paper outlines a need to integrate knowledge and understanding of the mechanism of deterioration with concrete design, materials, and methods of repairs.