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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Taconite Aggregate as an Enhanced Friction Surface Treatment Alternative</title>
      <link>https://trid.trb.org/View/2784662</link>
      <description><![CDATA[A 4-year-plus project (2020–2025) assessed whether friction aggregate produced from a byproduct generated by Minnesota’s taconite (iron ore) mining industry can provide adequate or comparable skid resistance performance to calcined bauxite in high friction surface treatment (HFST) applications. Six pavement test sections, each approximately 0.1 mi (160 m) long, were installed at a low volume road location northwest of Duluth, Minnesota. Two epoxy-based HFST-equivalent test sections using taconite and calcined bauxite aggregate were the project’s focus. Three test sections of gilsonite-based pavement preservation surface treatments, utilizing a slightly finer gradation of taconite friction aggregate, were also installed, while a section of existing chipseal pavement acted as the control. Friction properties were measured twice a year using a dynamic friction tester and a British Pendulum tester, while the Minnesota Department of Transportation’s locked wheel pavement friction tester was used a minimum of once a year. Laboratory and environmental testing, and a life cycle assessment of HFST systems, utilizing taconite and bauxite aggregate, were also performed. Friction properties were also measured as a demonstration of Sideway-Force Coefficient Routine Investigation Machine technology. Taconite and calcined bauxite HFST test sections produced the highest friction numbers, about 35%–50% higher than the chipseal control. Taconite’s friction numbers were within 6% of calcined bauxite’s, exhibiting virtually no divergence from calcined bauxite’s friction numbers over time. Collectively, this project’s findings suggest that taconite aggregate can provide comparable friction performance to calcined bauxite at a significantly smaller environmental footprint.]]></description>
      <pubDate>Thu, 01 Oct 2026 09:27:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2784662</guid>
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    <item>
      <title>Performance of LCC-based roller-compacted concrete pavements with fine EAF steel slag as partial river sand replacement</title>
      <link>https://trid.trb.org/View/2708168</link>
      <description><![CDATA[The growing scarcity and environmental impacts of river sand extraction necessitate sustainable fine-aggregate alternatives for concrete infrastructure. This study evaluates the combined influence of a limestone–calcined clay (LCC) binder and fine electric arc furnace (EAF) steel slag on the performance of roller-compacted concrete pavements (RCCP). A dual-modified system was developed in which 50% ordinary Portland cement (OPC) was replaced with an LCC blend, and river sand was substituted with fine EAF steel slag at levels of 10–40%. The incorporation of fine slag into the LCC-modified binder increased moisture demand and altered fresh behaviour, with optimum moisture content rising by approximately 24–41% relative to the OPC reference, while Vee-Bee time decreased by up to 42%, indicating faster vibration response. Air content increased by about 60–128%; however, all mixtures achieved effective densification, with compaction ratios exceeding 97.4%. At early ages, mixtures containing 10–20% fine slag exhibited compressive strengths comparable to the LCC reference, with reductions limited to ≤ 5%. At 28 days, compressive strength reductions remained moderate up to 20% fine slag and satisfied the RCCP acceptance criterion of 27.6 MPa, whereas higher replacement levels resulted in pronounced losses in both strength and elastic modulus due to increased porosity and reduced matrix continuity. Overall, the results demonstrate that fine EAF steel slag can be incorporated at up to 20% replacement of river sand in LCC-based RCCP, enabling reductions in cement and natural sand consumption while maintaining constructability and mechanical performance relevant to pavement and civil engineering applications.]]></description>
      <pubDate>Wed, 16 Sep 2026 14:41:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2708168</guid>
    </item>
    <item>
      <title>Addressing Fly Ash Shortage with Limestone Calcined Clay Cement</title>
      <link>https://trid.trb.org/View/2721757</link>
      <description><![CDATA[Virginia and many other states are experiencing increasing challenges related to the availability of traditional supplementary cementitious materials (SCMs), particularly fly ash. These shortages—with both seasonal and regional variability—threaten the consistency, cost, and performance of concrete used in the Virginia Department of Transportation’s (VDOT) infrastructure. At the same time, an increasing emphasis is on reducing the environmental footprint of cement and concrete production, which necessitates the use of SCMs to reduce the global warming potential associated with clinker manufacturing. Calcined clays have emerged as promising alternative SCMs that may address both material supply constraints and sustainability objectives. However, their suitability for VDOT concrete—including effects on fresh properties, strength, durability, and environmental performance—had not been evaluated. This study was initiated to generate the data and guidance needed for informed decision making regarding the adoption of calcined clays in VDOT applications. This study evaluated limestone calcined clay cement, or LC3—a ternary blended cement typically composed of 50% clinker, 30% calcined clay, 15% limestone, and 5% gypsum—and LC2, a cementitious system similar to LC3 produced by replacing 30% of Portland limestone cement (Type IL) with calcined clay. The fresh, mechanical, durability, and shrinkage characteristics of concrete incorporating LC3 and LC2 were assessed and compared with mixtures containing Class F coal ash and slag cement commonly used in VDOT concretes. In addition, the physical, chemical, and reactivity properties of SCMs were characterized, and global warming potential analyses were conducted to quantify the potential environmental benefits associated with incorporating calcined clay. Together, these evaluations provide a comprehensive framework for understanding the suitability of calcined clays for VDOT concrete. Results showed that calcined clays are substantially more reactive than Class F coal ash and more comparable with slag cement. However, their porous micromorphology and high surface area significantly reduce workability, making admixture selection and dosage critical for field placement. At a 30% dosage, a calcined clay meeting ASTM C618 requirements for Class N pozzolans produced concrete with performance comparable with or better than mixtures containing 30% Class F coal ash, and air entrainment behavior was similar to that of the Type IL control mixture—an advantage over fly ash, which often requires higher air entraining admixture dosages. These findings demonstrate that calcined clays are a viable SCM option that can help alleviate fly ash shortages while maintaining or improving concrete performance. Collectively, this study provides data driven guidance that can improve long term material resilience, reduce the environmental footprint of VDOT concrete, and prepare the agency for the adoption of next generation SCMs and blended cements, including those with calcined clays, which are expected to become more readily available in Virginia in the near future.]]></description>
      <pubDate>Mon, 13 Jul 2026 08:51:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2721757</guid>
    </item>
    <item>
      <title>Comparative assessment of limestone-calcined clay blend and fly ash as binders in roller-compacted concrete pavement: evaluation of fresh and hardened properties</title>
      <link>https://trid.trb.org/View/2647007</link>
      <description><![CDATA[This study presents a comparative analysis of cement replacement with a limestone-calcined clay blend (LC2) and fly ash (FA) in roller-compacted concrete pavements (RCCP) at substitution levels of 25–80%. The results indicate that increasing replacement levels raised optimal moisture content, with LC2 mixes requiring less water than FA mixes, ranging from 7.13% to 21.77% compared to 16.38% to 28.71%. As a result, LC2 provided a controlled increase in consistency, air content, and density loss, ensuring a well-compacted matrix. In contrast, FA led to higher moisture sensitivity, greater air retention, and increased density loss. At 28 days, RCCP mixes with 50% LC2 exhibited a minimal compressive strength reduction of 3.52%, significantly outperforming those with 25% FA, which suffered a 19.20% reduction. While FA maintained RCCP strength requirements only up to 25% replacement, LC2 remained effective even at 60%, demonstrating its viability as a superior cement alternative in RCCP applications.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647007</guid>
    </item>
    <item>
      <title>Evaluation of EAF steel slag as aggregate replacement in LCC-based roller-compacted concrete pavements</title>
      <link>https://trid.trb.org/View/2657406</link>
      <description><![CDATA[The growing demand for sustainable construction materials has accelerated the use of supplementary cementitious materials (SCMs) and industrial by-products in concrete, with roller-compacted concrete pavement (RCCP) emerging as a suitable application. This study developed RCCP incorporating a 50 % limestone–calcined clay (LCC) binder and electric arc furnace (EAF) steel slag as a coarse aggregate replacement (25–100 %) to address the early-age strength limitation of LCC. Slag incorporation increased optimum moisture content by 22–36 %, reduced densities due to its porous structure, and produced faster response to compaction, while all mixes maintained compaction ratios above 97 %. In terms of strength, slag improved aggregate interlock and the interfacial transition zone (ITZ), enhancing early-age performance by 17–26 % compared with the LCC-only mix. The mixture with 50 % slag showed the most balanced overall behaviour, being 9 % lower at 7 days yet surpassing the reference RCCP by 5 % at 28 days and remaining within 6 % at 90 days, with flexural and splitting tensile strengths displaying similar trends. Although stiffness parameters decreased with slag content, reductions at 50 % replacement were moderate. Statistical analysis confirmed a significant influence of slag on fresh and early-age properties, while the 50 % slag mix achieved statistical equivalence with the reference RCCP from 7 days onward. Overall, the study establishes 50 % coarse slag replacement in RCCP mixes containing a 50 % LCC blend as the optimum synergy, effectively overcoming early-age limitations while advancing sustainability for pavement applications.]]></description>
      <pubDate>Tue, 21 Apr 2026 14:30:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2657406</guid>
    </item>
    <item>
      <title>Understanding the Influence of Thermal Treatment on Phase Changes and Reactivity of Smectite for Use in Limestone Calcined Clay Cement</title>
      <link>https://trid.trb.org/View/2651450</link>
      <description><![CDATA[The partial replacement of cement by calcined clays is seen as one of the most important avenues for producing low-carbon cements. However, the limited availability of kaolinite may become a major barrier for the industrial adoption of this technology. This paper demonstrates the potential use of iron-rich smectite clays, which are more easily available in many regions, as supplementary cementitious materials by comparing the physical and chemical changes that occur in smectite with those in kaolinite upon thermal treatment. The clays were calcined between 400°C and 1,000°C and were characterized using thermogravimetric analysis (TGA), differential scanning calorimetry (DSC), X-ray diffraction (XRD), and Fourier transformation infrared spectroscopy (FTIR) techniques. The physical and chemical properties of calcined clays like specific surface area, density, morphology, and cation exchange capacity were also examined. The dehydroxylation process of the clays was found to be distinct: smectite undergoes a two-step dehydroxylation, transforming into a highly amorphous phase only after the removal of hydroxyl groups in the second step unlike kaolinites. The effect of clay mineral type and calcination temperature on the pozzolanic reactivity and mortar compressive strength was also assessed. It was observed that properly calcined smectite clay exhibits pozzolanic reactivity similar to or even higher than that of kaolinite. The type of clay mineral influences the rate of strength development because smectite showed slower but longer hydration and ultimately matched the compressive strength of kaolinite by 28 days. These findings present the potential of producing sustainable calcined clay cements more widely around the world.]]></description>
      <pubDate>Thu, 26 Mar 2026 17:03:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2651450</guid>
    </item>
    <item>
      <title>Use of Limestone Calcined Clay Cement and Fibers in Roller-Compacted Concrete Pavements: A Green Approach in Pavement</title>
      <link>https://trid.trb.org/View/2639377</link>
      <description><![CDATA[The use of traditional cement in various fields, including concrete pavements, has become an environmental threat because of the widespread emission of greenhouse gases and other pollutants. The use of limestone calcined clay cement (LC3) in various fields has emerged in recent years as a sustainable and environmentally friendly alternative. In this study, to reduce the consumption of ordinary portland cement (OPC) in roller-compacted concrete pavements (RCCPs), LC3 has been used as a partial replacement for OPC. Also, because of the presence of various cracks in concrete pavements, macro-synthetic fibers have been used to improve the mechanical properties and crack resistance behavior of RCCP. LC3 has been substituted for OPC in three ratios of 15%, 30%, and 45% and macro-synthetic fibers were also added to the mixtures at 0.25% and 0.5% by volume, and the mechanical properties and fracture behavior of the specimens were evaluated at different ages. In addition, SimaPro software has been used to compare the carbon dioxide (CO2) emissions in different roller-compacted concrete designs. The research results indicate that the use of LC3 at early ages may lead to a slight reduction in its mechanical properties, but as the samples age and with the completion of LC3’s pozzolanic activities, this reduction is compensated, resulting in better outcomes than the control sample. These findings indicate that the simultaneous use of LC3 and macro-synthetic fibers can be recognized as a suitable solution for RCCP with good mechanical properties and environmental compatibility.]]></description>
      <pubDate>Thu, 11 Dec 2025 09:43:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2639377</guid>
    </item>
    <item>
      <title>Exploration of calcined clays and nanoclays as a potential construction material for sustainable development: a comprehensive and state-of-the-art review</title>
      <link>https://trid.trb.org/View/2548847</link>
      <description><![CDATA[The construction industry is increasingly focusing on sustainability, creating a need for innovative materials. This comprehensive review examines the potential of calcined clays and nanoclays in enhancing construction materials and promoting resilient infrastructure. It emphasises their role in improving performance and supporting environmental conservation in sustainable development. The review discusses how varying proportions of calcined clays and nanoclays impact the performance of pavement materials, especially when combined with bitumen in asphalt mixtures. It highlights their benefits, including reduced chloride penetration, enhanced water resistance, and improved soil conductivity. Overall, the review suggests that the strategic integration of calcined clays and nanoclays into construction materials can enhance durability, optimise resource use, and support environmental sustainability.]]></description>
      <pubDate>Thu, 26 Jun 2025 11:42:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548847</guid>
    </item>
    <item>
      <title>Analysis of performance parameters based on surface free energy to evaluate moisture susceptibility of asphalt mixtures modified with calcined marl dust</title>
      <link>https://trid.trb.org/View/2487509</link>
      <description><![CDATA[This study investigates the impact of calcined marl dust (CMD) on moisture susceptibility in asphalt mixtures with limestone and granite aggregates. The surface free energy (SFE) method and Hamburg wheel tracking test were used to assess this influence. Bitumen was mixed with various CMD percentages (0%, 10%, 25%, 40%) to analyze adhesion work, debonding work, and wettability. Results were utilized for energy ratios (ER1 and ER2) to gauge moisture susceptibility, while rut depth ratio (RDR) analysis was also conducted for these mixtures. The study found that higher aggregate total SFE correlated with decreased ER1 and ER2 values, showing strong correlation (R2 of 0.7974 for ER1 and 0.6572 for ER2) with RDR. At the optimal CMD content of 25%, the modified asphalt mix with limestone aggregate showed a 35% improvement in ER1 and a 21.6% enhancement in ER2, signifying improved moisture resistance.]]></description>
      <pubDate>Thu, 06 Feb 2025 10:47:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2487509</guid>
    </item>
    <item>
      <title>Development of thermal resistant stone mastic asphalt mixtures for permafrost regions</title>
      <link>https://trid.trb.org/View/2445483</link>
      <description><![CDATA[To reduce heat absorption and accumulation in asphalt pavements for permafrost highways, a thermal resistant stone mastic asphalt mixture (TRSMA) was developed by partially substitute basalt aggregates in the stone mastic asphalt mixture (SMA) with calcined bauxite (CB) aggregates. Image processing and analysis methods were employed to quantify the distribution of CB aggregates in TRSMA. Thermal conductivity test, wheel tracking test, and moisture sensitivity test were conducted to evaluate the influences of CB content (20 %, 40 %, 60 %, and 80 % based on 5–10 mm basalt) on the thermal conductivity, rutting resistance, and moisture sensitivity of TRSMA. Results demonstrated that as the CB content increased, the thermal conductivity of TRSMA decreased. Compared to SMA-13, TRSMA-20, TRSMA-40, TRSMA-60, and TRSMA-80 exhibited reductions in thermal conductivity coefficient by 15.0 %, 38.2 %, 45.7 %, and 50.5 %, while the materials cost increased by 4.2 %, 6.6 %, 9.4 %, and 13.6 %, respectively. Williamson’s model proved to be the most effective in predicting the thermal conductivity of TRSMA. The rutting resistance of TRSMA-40, TRSMA-60, and TRSMA-80 improved with increasing CB content. TRSMA-60 is recommended as the optimal mixture considering heat resistance, rutting resistance, moisture sensitivity, and cost. Field tests revealed a maximum temperature reduction of 6.2 ℃ at the bottom of the TRSMA-60 layer and a delayed time to reach its peak temperature.]]></description>
      <pubDate>Mon, 18 Nov 2024 17:09:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2445483</guid>
    </item>
    <item>
      <title>Laboratory evaluation of microwave heating and skid resistance of pavement friction surfacing using calcined bauxite and magnetite aggregates</title>
      <link>https://trid.trb.org/View/2161736</link>
      <description><![CDATA[A high friction surface treatment (HFST) with magnetite (MT) aggregates instead of conventional calcined bauxite (CB) aggregates as microwave absorbers were prepared in this paper. The deicing properties by microwave heating and long-term skid resistance of HFST with different proportions of CB and MT aggregate were evaluated. The deicing properties by microwave heating of HFST were determined by electromagnetic characteristics, heating surface temperature, and microwave deicing time (MDT) tests. The long-term skid resistance of the HFST was characterized by conducting dynamic friction coefficient and mean profile depth (MPD) tests after long-term polishing using a three-wheel polishing device. The results showed that the electromagnetic characteristics of HFST were enhanced greatly by the addition of MT. The microwave heating efficiency of HFST was enhanced by the increase of MT substitution rate, which further enhanced its microwave deicing efficiency. The microwave deicing efficiency of HFST with MT substitution rate of 25% was 1.4 times that of HFST with MT substitution rate of 0%. Long-term skid resistance of HFST was reduced by the addition of MT, however, HFST with MT substitution rate of 25% also maintained a terminal μ40 and μ60 above 0.7, which can provide higher friction comparable with other high friction aggregate such as taconite, basalt, emery and flint. To improve the deicing properties by microwave heating and maintain high skid resistance, 25% MT replacement rate in HFST is recommended.]]></description>
      <pubDate>Wed, 28 Jun 2023 16:29:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2161736</guid>
    </item>
    <item>
      <title>Delivering Low Carbon Concrete for Network Rail On the Routemap to Net Zero</title>
      <link>https://trid.trb.org/View/1999086</link>
      <description><![CDATA[Network Rail is tackling the problem of the GHG (primarily CO2) emissions it produces and is committed to the Government’s pledge to achieve Net Zero carbon emissions by 2050. It recently published its Environmental Sustainability Strategy 2020-2050 [1], which includes setting Science Based Targets for its Scope 1, 2 and 3 emissions.In this context, Expedition Engineering has been supporting Network Rail’s Technical Authority and Decarbonisation Programme in efforts to reduce the CO2e associated with its construction projects, primarily on those using concrete. This has included developing a Routemap to Net Zero Carbon Concrete, partnering with existing supply chains to decarbonise precast platform components used in high volume, and a feasibility piece focused on enabling significant carbon reductions in the ready-mix supply chain. The work has revealed the current difficulties and potential solutions within the UK concrete industry, as well as the value of supply chain partnering and putting research into practice. This paper summarises a combination of works completed and ongoing, and preliminary proposals under review.The route to Net Zero by 2050 must involve reduction in material quantities through design and construction efficiencies and a shift to using and developing materials with reduced CO2e intensity. In the immediate term this will mean maximising Portland cement replacement and accelerating adoption of current state-of-the-art low carbon technology. In the medium- to long-term it is anticipated that use of calcined clay and limestone as cement replacement will form a key part in the progress to reduce CO2e as the availability of PFA and GGBS reduces. The development of a standalone CO2e Reduction Protocol document is proposed as being a useful mechanism to organise new guidance and requirements and tie in with existing standards and contracts.]]></description>
      <pubDate>Thu, 27 Oct 2022 13:46:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1999086</guid>
    </item>
    <item>
      <title>Durability Performance of Blended Cement with Calcined Illitic Shale</title>
      <link>https://trid.trb.org/View/1985065</link>
      <description><![CDATA[The use of calcined clays in cement (kaolinitic and common calcined clays) introduces challenges due to the high alumina content, large specific surface area, and high-alkali content. This paper examines the performance against sulfate attacks, alkali-silica reactions, and chloride penetration in mixtures with calcined illitic shale (CIS). Replacement of high and moderate alkali content cement with 25% CIS significantly reduces the expansion in the alkali-silica reaction (ASR) test, as the pozzolanic reaction contributes to the combination of alkalis. Replacing 20% white portland cement with CIS allows the formulation of sulfate-resistant cement by limiting the formation of gypsum and ettringite. The incorporation of 25% CIS in concrete does not significantly increase chloride ingress. Therefore, blended cements with replacement levels of 20 to 25% of portland cement by CIS reduce or maintain the performance against ASR, sulfate attack, and chloride penetration.]]></description>
      <pubDate>Mon, 29 Aug 2022 09:27:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1985065</guid>
    </item>
    <item>
      <title>Calcined Clays as Alternative Supplementary Cementitious Material and Precursor for Geopolymer Binders in Transportation Infrastructure</title>
      <link>https://trid.trb.org/View/1948612</link>
      <description><![CDATA[The use of fly ash in concrete has become a common practice in the US. On the other hand, fly
ash has been also used as a key ingredient for geopolymers recently introduced as an ecofriendly
and sustainable alternative to ordinary Portland cement (OPC) in concrete. However,
the decline in coal-fired power generation and stricter environmental regulations have led to a
scarcity of high-quality fly ash in the US and consequently an increase in its price. Calcined
clays (CCs) are a promising alternative to fly ash due to their wide local availability. They are
rich sources of alumino-silicate species needed for both pozzolanic reaction that takes during
the curing of OPC and the geopolymerization reaction. Preliminary results from a previously
funded Tran-SET project (20CLSU07) show that several readily available CCs in Region 6 are
potentially useful as SCMs in concrete. While preliminary results are promising, further
characterization of the CCs and their comprehensive evaluation in concrete is required to
develop the necessary engineering knowledge for their use in the field. As a response to the
expected shortage of fly ash, the main objective of this project is to evaluate calcined clays
(CCs) as a much-needed alternative source for the future of concrete materials for the
transportation infrastructure in Region 6. Going beyond the use of CCs as alternative SCMs, the
present projects also aims to evaluate the feasibility of using CCs as a precursor for the
synthesis of geopolymer binders, which could be used for the production of cost-effective and
environmentally friendly geopolymer concrete for the transportation infrastructure in Region 6.]]></description>
      <pubDate>Fri, 06 May 2022 11:36:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1948612</guid>
    </item>
    <item>
      <title>Effects of calcined clay, sawdust ash and chemical admixtures on Strength and Properties of concrete for pavement and flooring applications using Taguchi approach</title>
      <link>https://trid.trb.org/View/1852466</link>
      <description><![CDATA[Strength, abrasion and skid resistance are crucial factors for assessing the performance of pavement concrete and concrete for flooring applications. Due to sustainability concerns and global climate change, various supplementary (pozzolanic) cementitious materials (SCMs) are increasingly promoted for use as cement replacement in pavement concrete without considering their effects on the strength, abrasion and skid resistance. In addition, chemical admixtures are often added to improve workability of pavement concrete. Therefore, this study investigates the effects of calcined clay and sawdust ash utilized as cement replacements and two kinds of chemical admixtures on thestrength, abrasion and skid resistance of concrete for pavement and flooring applications. Calcined clay is preferable to sawdust ash as partial cement replacement in pavement concrete as it gives higher flexural strength, skid resistanceand similar abrasion value. However, sawdust ash is preferable for flooring applications owing to its lower water absorption and higher compressive strength. The optimum calcined clay is 5% while the optimum crystalline-based admixture is 1%. More studies are required to guide correct applications of SCM in sustainable concrete pavement.]]></description>
      <pubDate>Thu, 27 May 2021 12:37:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1852466</guid>
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