Change search
Refine search result
34567 251 - 300 of 314
CiteExportLink to result list
Permanent link
Cite
Citation style
  • apa
  • ieee
  • modern-language-association-8th-edition
  • vancouver
  • Other style
More styles
Language
  • de-DE
  • en-GB
  • en-US
  • fi-FI
  • nn-NO
  • nn-NB
  • sv-SE
  • Other locale
More languages
Output format
  • html
  • text
  • asciidoc
  • rtf
Rows per page
  • 5
  • 10
  • 20
  • 50
  • 100
  • 250
Sort
  • Standard (Relevance)
  • Author A-Ö
  • Author Ö-A
  • Title A-Ö
  • Title Ö-A
  • Publication type A-Ö
  • Publication type Ö-A
  • Issued (Oldest first)
  • Issued (Newest first)
  • Created (Oldest first)
  • Created (Newest first)
  • Last updated (Oldest first)
  • Last updated (Newest first)
  • Disputation date (earliest first)
  • Disputation date (latest first)
  • Standard (Relevance)
  • Author A-Ö
  • Author Ö-A
  • Title A-Ö
  • Title Ö-A
  • Publication type A-Ö
  • Publication type Ö-A
  • Issued (Oldest first)
  • Issued (Newest first)
  • Created (Oldest first)
  • Created (Newest first)
  • Last updated (Oldest first)
  • Last updated (Newest first)
  • Disputation date (earliest first)
  • Disputation date (latest first)
Select
The maximal number of hits you can export is 250. When you want to export more records please use the Create feeds function.
  • 251.
    Pettersson, Karin
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Betongkonstruktioners livslängd i kloridmiljö1996Report (Refereed)
    Abstract [sv]

    The purpose of this investigation was to establish the effects of various factors in order to assess the remaining service life of existing structures and the service life of new structures. We chose to study the effects of various factors on the diffusion coefficient of chloride, the threshold value for chloride and the corrosion rate once the threshold value had been reached. _x000D_ _x000D_ Decreasing water cement ratio. _x000D_ Decreasing water cement ratio has a positive effect on all three parameters. _x000D_ Decreasing RH. _x000D_ If the relative humidity of the concrete is in the range of 80-96% then a decrease in RH results in a higher threshold value and a lower corrosion rate. If however the RH value decreases in saturated concrete (RH 100%) then the chloride threshold value falls and the corrosion rate rises. _x000D_ _x000D_ Increasing micro silica content. _x000D_ In most cases increasing the concentration of micro silica results in a reduction in chloride penetration. If large amounts of micro silica (>10%) are added to the concrete this can have a negative effect on the threshold value. The corrosion rate is always reduced when micro silica is added. _x000D_ _x000D_ Increasing fly ash content. _x000D_ In most cases increasing the fly ash content leads to a reduction in chloride penetration. The threshold value can be negatively affected due to the chemical composition of the fly ash. The corrosion rate is always reduced when fly ash is added to concrete.´ _x000D_ _x000D_ Increasing age. _x000D_ When concrete is aged there is continuous hydration of the cement. This means that the concrete becomes denser with age, which in turn has a positive effect on chloride penetration, i.e. it proceeds less rapidly. The passive layer around the steel grows with age in a marine environment, which means that the longer it takes the chloride to reach the steel, the more difficult it is to break through the passive layer. If carbonization takes place, ageing has a negative effect on the threshold value since the passive layer is broken down. _x000D_ _x000D_ Decreasing cover. _x000D_ Decreasing cover has a negative effect on all parameters. The diffusion coefficient remains unchanged but the initiation time is reduced. _x000D_ _x000D_ Of all the factors investigated it has been found that decreasing water cement ratio has an overall positive effect on service life. Decreasing cover often leads to a shorter service life. The remaining factors have positive effects on service life in some cases and negative effects in other cases. _x000D_

  • 252.
    Pettersson, Karin
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Corrosion threshold value and corrosion rate in reinforced concrete1992Report (Refereed)
  • 253.
    Pettersson, Karin
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Elektrokemisk realkalisering av betong1994Report (Refereed)
  • 254.
    Pettersson, Karin
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Olika faktorers inverkan på kloriddiffusion i betongkonstruktioner1994Report (Refereed)
  • 255.
    Pettersson, Karin
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Olika faktorers inverkan på korrosionshastigheten.: Mätning på betongkonstruktioner i fält.1993Report (Refereed)
  • 256.
    Pettersson, Karin
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Service life of concrete structures in a chloride environment1997Report (Refereed)
    Abstract [en]

    The purpose of this investigation was to establish the effects of various factors in order to assess the remaining service life of existing structures and the service life of new structures. We chose to study the effects of various factors on the diffusion coefficient of chloride, the threshold value for chloride and the corrosion rate once the threshold value had been reached. _x000D_ _x000D_ Decreasing water cement ratio. _x000D_ Decreasing water cement ratio has a positive effect on all three parameters. _x000D_ Decreasing RH. _x000D_ If the relative humidity of the concrete is in the range of 80-96% then a decrease in RH results in a higher threshold value and a lower corrosion rate. If however the RH value decreases in saturated concrete (RH 100%) then the chloride threshold value falls and the corrosion rate rises. _x000D_ _x000D_ Increasing micro silica content. _x000D_ In most cases increasing the concentration of micro silica results in a reduction in chloride penetration. If large amounts of micro silica (>10%) are added to the concrete this can have a negative effect on the threshold value. The corrosion rate is always reduced when micro silica is added._x000D_ _x000D_ Increasing fly ash content. _x000D_ In most cases increasing the fly ash content leads to a reduction in chloride penetration. The threshold value can be negatively affected due to the chemical composition of the fly ash. The corrosion rate is always reduced when fly ash is added to concrete.´_x000D_ _x000D_ Increasing age. _x000D_ When concrete is aged there is continuous hydration of the cement. This means that the concrete becomes denser with age, which in turn has a positive effect on chloride penetration, i.e. it proceeds less rapidly. The passive layer around the steel grows with age in a marine environment, which means that the longer it takes the chloride to reach the steel, the more difficult it is to break through the passive layer. If carbonization takes place, ageing has a negative effect on the threshold value since the passive layer is broken down. _x000D_ _x000D_ Decreasing cover. _x000D_ Decreasing cover has a negative effect on all parameters. The diffusion coefficient remains unchanged but the initiation time is reduced. _x000D_ _x000D_ Of all the factors investigated it has been found that decreasing water cement ratio has an overall positive effect on service life. Decreasing cover often leads to a shorter service life. The remaining factors have positive effects on service life in some cases and negative effects in other cases. _x000D_ _x000D_

  • 257.
    Ringqvist, Gösta
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Concentration of pure calcium hydroxide solutions as a function of electrolytic conductivity in the temperature range from 0 to 100˚C tables1952Report (Refereed)
  • 258.
    Ringqvist, Gösta
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Method for determination of specific surfaces applied to coarse-grained powders1955Report (Refereed)
  • 259.
    Rombén, Lars
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Aspects on testing methods for acid attack on concrete.: Further experiments1980Report (Refereed)
  • 260.
    Shiyuan, Huang
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Hydration of fly ash cement and microstructure of fly ash cement pastes1981Report (Refereed)
  • 261.
    Shiyuan, Huang
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Hydration of lime-fly ash paste at high temperature1979Report (Refereed)
  • 262.
    Sidenbladh, Thomas
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Ballastens inverkan på brottmekanismen hos betong1974Report (Refereed)
  • 263.
    Silfwerbrand, Johan
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Beläggning av betongmarksten och betongplattor.: Dimensionering med utgångspunkt från Väg 941994Report (Refereed)
  • 264.
    Silfwerbrand, Johan
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Beräkningar av spänningar i skumbetong som förstärkning under väg eller järnväg1994Report (Refereed)
  • 265.
    Silfwerbrand, Johan
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Betong på asfalt.: Svenska fältförsök 1993-19951995Report (Refereed)
    Abstract [sv]

    Rutted asphalt roads may be repaired with either a thin, high strength concrete overlay (whitetopping) or an overlay of open asphalt filled with high strength mortar (Densiphalt). The thickness of the whitetopping does not need to exceed 70 mm, if the thickness of the remaining underlying asphalt is at least 150 mm. The old asphalt road must have a sufficient load carrying capacity before intervention. The concrete overlay ought to be sawn into square panels with a joint spacing not exceeding 1.5 m. A Densiphalt layer thickness of 30 to 40 mm seems to be appropriate. These promising results were obtained in field tests on a heavily trafficked asphalt road in the Stockholm area. _x000D_ _x000D_ Rutting on old, intensively trafficked asphalt roads is a problem for the Swedish road authorities. The rutting is caused by the frequent use of studded tyres during winters and by heavy vehicles during hot summer days when the asphalt pavement is soft. Several tests have shown that high strength concrete with a wear resistant aggregate has a high resistance against wear due to studded tyres. Additionally, concrete is not deformed by heavy vehicles, not even during hot summer days. In this study, it has been shown that also Densiphalt has a rather good wear resistance, at least initially. Consequently, both whitetoppings and Densiphalt overlays would be promising repair alternatives, if it can be shown that overlay cracking can be avoided. _x000D_ _x000D_ In current report, the overlay crack risk has been studied both analytically and through field tests. In a 70 mm thick, high strength whitetopping on 150 mm asphalt, computations show that the combined stresses due to traffic, temperature, and shrinkage are less than the available strength. A good bond between concrete and asphalt is necessary. Milling the asphalt surface and cleaning it carefully prior to overlay placement will create sufficient bond strength. Short joint spacings are more beneficial than long ones since both traffic, thermal, and shrinkage stresses decrease with decreasing joint spacing. In small overlay panels, the flexural tensile stresses under traffic load decrease whereas the (harmless) compressive stresses increase. _x000D_ _x000D_ On the old road between Stockholm and Uppsala, close to Märsta, in situ tests are carried out on four test sections. The test sections were constructed in 1993 and have a total length of 450 mm. Three test sections have concrete overlays, the fourth one has a Densiphalt overlay. A concrete compressive strength of 90 MPa was obtained after 28 days. The concrete overlay is 70 mm thick and is placed on a 150 mm milled asphalt layer. The concrete overlay was sawn into 3.5×3.75 m panels on one test section and into 1.25×1.25 m panels on two sections. Two test sections were cast with steel fibre reinforced concrete and one section (with 1.25×1.25 m panels) with plain concrete. The bond between concrete and asphalt was tested through coring and pull-off tests. The average failure stress was 0.25 to 0.30 MPa. Through computations, it has been shown to be sufficient for composite action. _x000D_ _x000D_ On the concrete test sections, damaged transverse joints and some tiny corner cracks exist. The joint edges were probably damaged already during the sawing procedure. No further deterioration has been observed. Consequently, the joint damages may be considered as harmless. The corner cracks are more annoying. In the worst case, the corner cracks will eventually lead to the deterioration of the pavement corners. No such tendency has, however, been observed. Furthermore, the corner cracks are concentrated to the test section with a joint spacing of 3.5 m. The test sections with smaller panels are uncracked. Consequently, future whitetoppings ought to be sawn into small panels with joint spacing preferably not exceeding 1.5 m. No performance difference has been observed between steel fibre reinforced and plain concrete overlays. Perhaps, the expensive steel fibres may be dispensed, especially since a better evenness was obtained on the plain concrete test section. The choice of sawing time is important in order to avoid damaged joint edges. Furthermore, the saw blade should be as thin as possible. _x000D_ _x000D_ The Densiphalt is 40 mm thick and is placed on 120 mm milled asphalt. Three tiny transverse cracks have been observed on the Densiphalt test section. No crack width increase has been observed. Consequently, the transverse cracks do not need to form a problem. Measured friction and evenness values have about the same magnitude as corresponding values on the concrete test sections. The conclusion is that Densiphalt seems to be a promising material. It must, however, be stated that the thin Densiphalt overlay cannot improve the load carrying capacity of an old asphalt road with insufficient capacity. The long longitudinal crack that occurred during the frost heave period testifies that. _x000D_ _x000D_ Future research ought to cover development of design procedures for thin whitetoppings with short joint spacings and for overlays of open asphalt filled with high strength mortar (e.g., Densiphalt). Support for the choice of right time for joint sawing and fast-track pavement considerations ought to be developed. _x000D_ _x000D_ It may be added that the technique of thin concrete overlays does not need to be limited to repair of rutted asphalt roads. This technique will also have an impact on the development of composite pavements for new construction._x000D_

  • 266.
    Silfwerbrand, Johan
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Betongbeläggningar i tunnlar1993Report (Refereed)
  • 267.
    Silfwerbrand, Johan
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Dimensionering av markstensöverbyggnader för industriytor2005Report (Refereed)
    Abstract [sv]

    Swedish and international experience shows that concrete block pavement is an excellent pavement system for harbours, industrial pavements, and other pavements carrying heavy trucks and stacked containers. Up to now there has been a lack of Swedish design guides and the designer has been referred to international design guides - that regard materials, geology, climate, traffic loads, and construction traditions differently making the guide's adoption to Swedish conditions difficult - or to a solely empirical design. _x000D_ _x000D_ The Swedish Concrete Block Paving Association works continuously to develop design tools for concrete block pavements and the Swedish Cement and Concrete Research Institute has in co-operation with the Swedish Road and Transport Research Institute developed design tables for industrial concrete block pavements on the commission of the Swedish Concrete Block Paving Association. Present report contains twelve design tables for three different axle loads (10, 30, and 90 metric tonnes) and 15 container load cases. Solutions are given for thee pavement alternatives: (i) with untreated roadbase and subbase, (ii) with asphalt-treated roadbase, and (iii) with a subbase composed by crushed recycled concrete. _x000D_ _x000D_ The report contains a survey on the international literature on heavy-duty concrete block pavements. The survey shows that there are international experiences supporting the Swedish design praxis. This implies that strains in the top surface of the subgrade and in bonded roadbases are computed using a multi-layer, elastic half-space model and compared with permitted strains according to design criteria given by the Swedish Road Administration and the Swedish Road and Transport Research Institute. For long-term loads given by the corner castings of the stacked containers, the stiffness values of the various material layers have been reduce to 1/3 of those used for (short-term) traffic loading. A comparison between the internationally most spread guideline - published by British Port Association - shows that the design values given in this report are similar to the British ones. _x000D_ _x000D_ The design tables in present report are based on current Swedish design praxis for concrete block pavements. This praxis shows several similarities with present design methods for asphalt pavements despite major differences concerning material stiffness, temperature dependence, thermal properties, and frequent damage types. The report proposes further R&D on design criteria, safety philosophy, material models, cement treated and cement stabilized layers, field tests, and design methods preventing frost heave.

  • 268.
    Silfwerbrand, Johan
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Dimensionering av tungt belastade industriytor1994Report (Refereed)
    Abstract [sv]

    For industrial and military purposes, there is a need of rigid pavements that can be used for heavy trucks. Some full-loaded trucks have a total weight of 100 tons, sometimes more. Often, the main part (above 90 per cent) of this weight is carried by only one axle. The experience of industrial concrete pavements is good. Usually, they have been designed empirically. There is, however, a need of simple design tools based on established theory for concrete pavements. The Swedish Cement and Concrete Research Institute (CBI) has had a commission from the Swedish cement producer Cementa to develop such tools._x000D_ _x000D_ In the first part of present report, design diagrams for industrial pavements are presented. Knowing axle load, total number of vehicles, and type of subgrade, the concrete thickness can be read easily for following pavement types: concrete, roller compacted concrete, concrete on lean concrete, and roller compacted concrete on lean concrete. Concrete and roller compacted concrete pavements are treated as two different alternatives, since the materials have different strength development and only the concrete pavement joints are provided with dowels. At present, there is no practical method to provide roller compacted concrete pavement joints with dowels._x000D_ _x000D_ In the second part of the report, theory, assumptions, and calculations forming the basis for the diagrams are described and discussed. This part consists a thorough discussion on estimation of -c stresses close to the pavement joints and temperature stresses._x000D_ _x000D_ An industrial pavement does not need to be as even as a highway and some cracking can be accepted without a detrimental influence on the intended traffic of low-velocity trucks with large wheels. Consequently, strength development, lateral distribution of the traffic, and the fact that not all vehicles are full-loaded are used to reduce the pavement thicknesses without jeopardizing the safety. A design procedure, based on a lower level of safety is also included in the report. It can be used, if a certain amount of cracking can be accepted at the end of the intended service life of the industrial pavement._x000D_ _x000D_ Originally, other types of industrial pavements, such as interlocking block pavements, continuously reinforced concrete pavements, and steel fibre reinforced concrete pavements, also were included in the project. Due to different reasons, the development of design procedures for these pavements have been postponed.

  • 269.
    Silfwerbrand, Johan
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Vision 2010.: Kunskapsuppbyggnad inom CBI för 2010-talet2006Report (Refereed)
  • 270.
    Skarendahl, Åke
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Angelägna forskningsområden inom betongtekniken1975Report (Refereed)
  • 271.
    Skarendahl, Åke
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Fiberarmerade cementbaserade material1974Report (Refereed)
  • 272.
    Skarendahl, Åke
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Fiberbetong.: Produktionsmetoder, egenskaper och användning : föredrag presenterat vid Nordisk betongkongress, Tammerfors 12-14 juni 19751975Report (Refereed)
  • 273.
    Skarendahl, Åke
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Lättballast och lättballastbetong1973Report (Refereed)
  • 274.
    Skarendahl, Åke
    et al.
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Westerberg, Bo
    Handledning för dimensionering av fiberbetonggolv1989Report (Refereed)
  • 275.
    Skytte, Mogens
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Injekteringsbetong: några försöksresultat samt synpunkter på betingkvalitet och tillverkningskontroll1965Report (Refereed)
  • 276.
    Somerville, George
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    CONTECVET: a validated users manual for assessing the residual service life of concrete structures2001Report (Refereed)
  • 277.
    Stenbeck, Torbjörn
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Kan offentliga beställare bidra till ett innovativt klimat?2007Report (Refereed)
  • 278.
    Sällström, Stig
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Utförande av betongytor, lämpliga för målning eller plastbeläggning1976Report (Refereed)
  • 279.
    Trägårdh, Jan
    et al.
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Lagerblad, Björn
    Influence of ASR cracking on the frost resistance of concrete.: Microscope observations, water absorption and freeze-thaw testing1996Report (Refereed)
    Abstract [en]

    In order to investigate if alkali-silica reaction (ASR) have an influence on the frost resistance of concrete both field and laboratory concretes were examined under the microscope and tested. Water absorption/desorption tests and freeze-thaw tests were carried out on laboratory concretes and water absorption tests on field concrete. _x000D_ _x000D_ The laboratory concrete samples were prepared with a deleterious amount of a reactive natural aggregate. At the same time reference samples with unreactive material were prepared. The concretes were prepared with an air-entrainment agent and contained two different air void contents, 4.6 % and 7.5 %, and W/C ratios of 0.40 and 0.55 respectively. Prior to the testing the concretes which contained reactive material had developed ASR expansion and cracking. For the concretes which developed cracks due to ASR expansion, it is shown that the frost resistance is significantly decreased. This is more pronounced for the concrete with the lower W/C ratio and air-void content. This concrete also had a lower level of critical water saturation when affected by ASR. It was found that the expansion during freeze-thaw testing is directly proportional to the initial crack widths caused by ASR. _x000D_ _x000D_ A petrographic examination of core samples from field structures which showed cracking due to both ASR and frost attack was carried out. In the microscope it was observed that the already existing ASR cracks had induced frost attack. The cement paste along vertical ASR- cracks contained portlandite filled air-voids with radiating micro cracks typical for frost attack. This indicates that open cracks provide new surfaces from which frost attack can progress. In the microscope it is possible to distinguish between cracking caused by ASR and frost attack. The geometry and spacing of the cracks as well as the alteration products are different. _x000D_ _x000D_ The microscope examination also showed that frost action induces cement deterioration. This is brought by micro cracking followed by leaching of calcium hydroxide and sulphates from cement components. Dissolution and leaching is caused by water movements during recurrent cycles of freezing and thawing which eventually leads to the breakdown of cement gel components. The dissolved constituents precipitates in cracks and air voids as secondary products such as portlandite and ettringite. Observations were made of micro cracks radiating out from air voids which has been filled with portlandite. This can be taken as evidence for expansion of water in air voids during freezing. Massive deposits of portlandite and ettringite in cracks and air-voids seem to be significant for frost attack. The solubility of calcium hydroxide is higher at lower temperatures and temperature gradients control whether calcium hydroxide is dissolved or precipitated. Portlandite mobilisation is marginal in concretes only affected by ASR but significant in concretes affected by frost attack. In concretes only affected by ASR ettringite crystallisation in open spaces is commonly observed but is far from the amounts observed in concretes affected by frost attack.

  • 280. Tunhammar, Elam
    et al.
    Wehtje, Ernst
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    gralen, Nils
    Anföranden vid Cement- och betonginstitutets 25-årsjubileum den 22 september 19671968Report (Refereed)
  • 281.
    Tuutti, Kyösti
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Corrosion of steel in concrete1982Report (Refereed)
    Abstract [en]

    The research work that is presented in this thesis aims at mapping out the various mechanisms which control the process of steel corrosion in concrete._x000D_ The process of corrosion is illustrated with a schematic model where the service Life is divided into a period of initiation and a period of propagation._x000D_ The time up to the initiation of thc corrosion process is determined by the flow of penetrating substances into the concrete cover and by the threshold concentration for corrosion to start. Theoretical models have been produced to_x000D_ approximate the time of initiation._x000D_ The rate of corrosion in the propagation period can be described by the relative humidity in the concrete and the mean temperature of the structure . Different relations between these factors and the rate of corrosion have been put_x000D_ up for different initiation mechanisms. The final state, cracked concrete covers, reduced crosssectionarea of the steel etc. is discussed in the model._x000D_ Other important factors, which have not been dealt with in the model, are also discussed._x000D_ A method for predicting service life of concrete structures is presented. The report also includes applications in various forms of the method._x000D_ The report is concluded with a documentation of laboratory investigations carried out by the author. (Author)_x000D_

    Download full text (pdf)
    CBI_forskning_82_4
  • 282.
    Tuutti, Kyösti
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Cracks and corrosion.: The corrosion of steel in concrete - the effects of cracks in the concrete cover1978Report (Refereed)
  • 283.
    Tuutti, Kyösti
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Korrosionsskador på armering i betongbalkonger1979Report (Refereed)
  • 284.
    Tuutti, Kyösti
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Stålets korrosionsförlopp i osprucken betong.: En hypotes1977Report (Refereed)
  • 285.
    Warris, Birger
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Betong med hög hållfasthet och luftporbildande tillsatsmedel1967Report (Refereed)
    Abstract [sv]

    Betong med hög hållfasthet och luftporbildande tillsatsmedel (High-strength concrete with air-entraining agents) / Birger Warris. Temperaturförlopp i betongkonstruktioner under betongens hårdnande (Temperature in concrete structures during hardening) / Finn Olav Buö. Bedömning av betongens kvalitet i färdiga konstruktioner (Estimation of quality concrete in finished structures) / Nils Petersons

  • 286.
    Warris, Birger
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Reparation av betongskador1965Report (Refereed)
  • 287.
    Westin, Ingemar
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Stålfiberarmerade betonggolv1994Report (Refereed)
  • 288.
    Westin, Ingemar
    et al.
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Petersson, Örjan
    Stålfiberarmerade industrigolv1992Report (Refereed)
  • 289.
    Westling, Malin
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Betongvägars funktionella egenskaper.: En state-of-the-art rapport1999Report (Refereed)
    Abstract [sv]

    This report is the first step in a doctoral project related to optimisation of the functional properties of concrete roads with respect to public factors. The aim of the report is to survey and quantify the relationships between the different properties. These will subsequently establish the bases for further research. _x000D_ _x000D_ Concrete is a suitable material for road pavements, both technically and economically. That holds especially for roads with great traffic intensity and heavy loads. High wear resistance and loadbearing capacity, good durability and a light surface are some of its advantages. _x000D_ _x000D_ A survey of the different properties have given the following: _x000D_ _x000D_ Concrete pavements are very wear resistant which results in small rutting. The experiencies from the concrete roads outside Falkenberg and Arlanda confirm this. Despite of this good results, it is eaven possible to build two to three times more wear resistant concrete pavements then has been done so far. The results from Falkenberg are so good that maintenance because of rutting will not be necessary during the 35-40 years to come. Concrete roads are normally maintenanced for rutting after 15-20 years. Comparable asphalt pavements outside Falkenberg and Arlanda have also shown good results, but they are not as good as those for the concrete pavements. It shall be noted that the used asphalt pavements were optimized with regard to wear resistance. _x000D_ The smoothness of the road surface is important for the riding comfort. Today, it is possible to obtain equal or better smoothness with a concrete pavement than with an asphalt pavement. _x000D_ Earlier, transverse texture was used to obtain a good friction. With respect to the noise levels, there has been a change to other textures such as longitudinal textures or exposed aggregates. Even with this kind of surface treatments, it is possible to achieve high friction values. This means that there is no contradiction between high friction and low noise level. _x000D_ The brightness of the pavement has a great importance for the traffic saftey and the sight comfort for the road-users. Besides that, it influences the costs for investment, operation and maintenance of the lighting plants. Concrete pavements has high brightness, even initally, and the value is almost twice as high as for asphalt pavements. _x000D_ Concrete pavements traditionally have had higher noise levels than asphalt pavements. But the change to longitudinal texture and the development of new concrete surfaces have led to that it today is possible to build concrete roads with similar noise levels as for asphalt surfaces. Concrete roads with exposed aggregates and maximum grain size 8 or 16 mm lower the noise levels and this method is very common in Europe. _x000D_ There are studies showing that concrete pavements have lower rolling resistance, which in turn leads to lower fuel consumption for the road-users. The greatest difference in fuel consumption between different materials is obtained for heavy vehicles such as trucks and buses. Measurements have showed differencies of up to 20 % between different materials for trucks and buses and 9 % for private cars. The disadvantage of aspalt pavements is that they also deform which leads to an increase in fuel consumption, foremost for heavier vehicles. _x000D_ During the concrete production, the environment is most influenced by the effects from the cement production. The environmental problems during the maintenance period are often related to particles due to wear of the pavement from the traffic. The dust can also effect human health. Concrete can be recycled and used as a road material or as aggregates in new concrete. Recycling of concrete is very common in several countries. _x000D_ The riding comfort is depending on the surface texture and the quality of the pavement. For the road users, a good riding comfort is often defined as a good car standard in combination with a good road standard. _x000D_ Life cycle costs (LCC) of road pavements show that in a long time perspective concrete pavements are often more economically than asphalt pavements. _x000D_ The results from life cycle analasys (LCA) for roads, including traffic, show that the fuel consumptions stands for 90 % of the road´s total impact on the environment. Lightning (5 %) and the pavement material (5 %) stand for the rest of the environmental impact. The results from the conducted LCA of roads show that concrete pavements have equal or lower impact on the environment than asphalt pavements. _x000D_ When the relationships between the different properties are surveyed, the bases is established for the optimisation process. A first suggestion for a optimisation model has been processed in this report. The model will then be used as a basis for the continuing work. _x000D_ _x000D_ For futher research, the following topics are of interest: brightness, fuel consumption, dust and health and economical/environmental impact of the different properties. _x000D_

  • 290.
    Westling, Malin
    et al.
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Petersson, Örjan
    Utforming av anslutningskonstruktioner för betongvägar1999Report (Refereed)
  • 291.
    Wästlund, Georg
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Betongteknikens historiska utveckling1946Report (Refereed)
  • 292.
    Wästlund, Georg
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Betongtekniska studier i U. S. A.1947Report (Refereed)
  • 293.
    Wästlund, Georg
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Cement- och betonginstitutets verksamhet under tiden 1 juli 1946-30 juni 1947: föreståndarens redogörelse1948Report (Refereed)
  • 294.
    Wästlund, Georg
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Cement- och betonginstitutets verksamhet under tiden 1 juli 1949-30 juni 1950: Föreståndarens redogörelse1951Report (Refereed)
  • 295.
    Wästlund, Georg
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Cement- och betonginstitutets verksamhet under tiden 1 juli 1950-30 juni 1951: föreståndarens redogörelse1952Report (Refereed)
  • 296.
    Wästlund, Georg
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Cement- och betonginstitutets verksamhet under tiden 1 juli 1951-30 juni 1952: föreståndarens redogörelse1953Report (Refereed)
  • 297.
    Wästlund, Georg
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Cement- och betonginstitutets verksamhet under tiden 1 juli 1952-30 juni 1953: föreståndarens redogörelse1954Report (Refereed)
  • 298.
    Wästlund, Georg
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Föreståndarens redogörelse för verksamheten under tiden 1 juli 1945-30 juni 19461947Report (Refereed)
  • 299.
    Wästlund, Georg
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Undersökning rörande betongbeläggningar med avseende på motståndsförmåga mot avnötning samt åtgärder till förhindrande av dammbildning1945Report (Refereed)
  • 300.
    Wästlund, Georg
    et al.
    RISE, SP – Sveriges Tekniska Forskningsinstitut, SP Sveriges tekniska forskningsinstitut, CBI - Cement- och betonginstitutet.
    Eriksson, Anders G
    Undersökningar av betongbeläggningars motståndsförmåga mot avnötning samt åtgäder till förhindrande av dammbildning.1945Report (Refereed)
34567 251 - 300 of 314
CiteExportLink to result list
Permanent link
Cite
Citation style
  • apa
  • ieee
  • modern-language-association-8th-edition
  • vancouver
  • Other style
More styles
Language
  • de-DE
  • en-GB
  • en-US
  • fi-FI
  • nn-NO
  • nn-NB
  • sv-SE
  • Other locale
More languages
Output format
  • html
  • text
  • asciidoc
  • rtf