This CD-ROM contains eight papers that provide insight on recent slag cement concrete developments in academia, the concrete industry, and in real life applications of slag cement concrete. Topics include materials aspects related to the benefits of adding slag in concrete to prevent alkali-silica reactions, reducing drying shrinkage, and reducing the potential for thermal cracking during the curing period. Also covered are high-volume applications of slag cement in: concrete for transportation structures, high-performance concrete pavements, mass concrete, and high-density concrete. Note: The individual papers are also available. Please click on the following link to view the papers available, or call 248.848.3800 to order. SP-263

This report details the results of a critical review of the literature on the effect of ground, granulated, blast-furnace slag (slag cement) and slag-blended cements on the drying shrinkage of concrete. Drying shrinkage values from the literature were collected, and concretes containing slag were compared to otherwise identical concretes that did not contain slag. Overall, while individual data may indicate a higher drying shrinkage, on average, the drying shrinkage for concretes containing slag cement was the same as concretes without slag. From examination of the data it was determined that the only parameter of the mixture design that had a significant influence on the drying shrinkage was the total aggregate volume. Any increase in drying shrinkage of the slag cement concrete was typically reduced with increasing aggregate content. The level of slag replacement and the w/cm of the concrete mixture were not found to affect the relative drying shrinkage, at least over the typical range used for concrete mix designs. The relative values of the drying shrinkage were also unaffected by whether slag cement was added as a separate ingredient or if a blended hydraulic cement containing slag was used. The aggregate content of concretes made with slag was often lower than a comparable concrete made without slag due to the lower density of the slag relative to portland cement when slag cement was used as a replacement on an equal mass basis, rather than on an equal volume basis. A correction for this would reduce any additional shrinkage attributable to the use of slag cement. In addition, the increase in relative shrinkage of some slag-containing concretes may, in several cases, also be partially due to the reduced gypsum content of the cementitious mixture, although this is unclear and needs further investigation. Although the data are limited, the restrained shrinkage cracking of concrete containing slag appears to be less than that of concrete without slag. Cracking was delayed to later ages and resulted in smaller total crack widths. The effect of the inclusion of slag on restrained cracking needs to be further investigated.

Synopsis: Economic and environmental considerations have promoted the use of supplementary cementing materials (SCMs) such as slag cement (SC) and fly ash (FA). Ternary mixtures containing both slag cement and fly ash have gained popularity due to environmental issues and shortages in the supply of cement. However, in the 2003 Arkansas State Highway and Transportation Department (AHTD) Standard Specifications, ternary mixtures were prohibited for use in Portland Cement Concrete Pavement (PCCP). Previous research conducted by the University of Arkansas examined ternary mixtures containing SC and FA and cured at 70°F (21°C). This research program examined the strength gain and time of setting characteristics of ternary mixtures cured at lower temperatures. In the study, SC contents ranged from 0 to 40%, and the FA contents ranged from 0 to 60%. Six different mixtures containing Class C FA and Grade 100 SC were batched and tested at temperatures of 70°F (21°C) and below. The curing temperatures for the study were 40, 50, 60, and 70°F (4, 10, 16, and 21°C). The concrete properties measured were concrete temperature, slump, unit weight, air content, time of setting, and compressive strength.

Slag cement was introduced to Virginia Department of Transportation (VDOT) in the early 1980s. Laboratory investigations showed that slag cements can be used as an alternative to conventional portland cement concretes in replacement rates up to 50% for pavements and bridge structures. Concrete containing slag cement had lower permeability than the conventional portland cement concrete. Since the mid 1980s, slag cement has been successfully used by VDOT in bridge structures and pavements to reduce permeability and improve the durability of concrete. In large footings, slag cement has been used at a replacement rate of 75% to control the temperature rise and to reduce permeability. Currently, slag cement is used in high-performance concretes to obtain high compressive strength and low permeability. Slag cement is also used in ternary blends with portland cement and fly ash or silica fume to lower permeability, improve durability, and obtain the desired early strengths.

The Federal Highway Administration (FHWA) under its Testing and Evaluation program (TE-30) on High-Performance Concrete (HPC) pavements had initiated several field demonstration projects to evaluate the use of new technology to improve the long-term performance of the pavements. Under this program, the Minnesota Department of Transportation (Mn/DOT) has successfully completed the construction of the first 60-year design life HPC pavement in the state along Interstate I-35W. Significant changes to materials-related specifications that affect the long-term performance of the concrete pavement were implemented in this project. This paper will provide a brief description of the Mn/DOT’s first HPC pavement project along with key design features of the pavement, including use of slag cement in high-performance concrete mixtures, higher level of entrained air content than that is conventionally used, and stainless steel dowel bars. Also, the results of quality control tests conducted on field concrete during construction are presented.