Reducing the fingerprint of infrastructure has become and is likely to continue to be at the forefront of stakeholders’ interests, including engineers and researchers. It necessary that future buildings produce minimal environmental impact during construction and remain durable for as long as practicably possible. The use of basalt fiber-reinforced polymer (BFRP) bars as a replacement for carbon steel is reviewed in this article by examining the literature from the past two decades with an emphasis on flexural strength, serviceability, and durability. The provisions of selected design and construction guides for flexural members are presented, compared, and discussed. The bond of BFRP bars to the surrounding concrete was reportedly superior to carbon steel when BFRP was helically wrapped and sand coated. Experimental studies confirmed that a bond coefficient kb = 0.8, which is superior to carbon steel, may be assumed for sand-coated BFRP ribbed bars that are helically wrapped, as opposed to the conservative value of 1.4 suggested by ACI440.1R-15. Code-based models overestimate the cracking load for BFRP-reinforced beams, but they underestimate the ultimate load. Exposure to an alkaline environment at temperatures as high as 60 °C caused a limited reduction in bond strength of BFRP. The durability of BFRP bars is influenced by the type of resin and sizing used to produce the bars.
Automobiles, when they are no longer useful, are flattened and shipped to an automotive shredder facility. At the shredder facility, while they are shredded to recover the ferrous and non-ferrous metals for recycling, a huge quantity of non-metallic residue commonly called Automotive Shredder Residue (ASR) is generated. Since ASR mostly contains plastic and rubber related materials, and addition of plastic and scrap rubber from waste tires as a road material has been proven to be effective in solving existing pavement related problems, attempts were made to examine the feasibility of ASR as a road material additive. As a part of this effort, compatibility and mechanical properties of ASR modified asphalt were studied. The asphalt was mixed with a requisite amount of ASR for one hour at 375°F. Glass transition temperature (Tg) and microstructure of ASR, asphalt and ASR modified as-phalt were examined to determine compatibility. Mechanical properties of ASR modified asphalt were studied by performing dynamic mechanical analysis. The photomicrographs and Tg of ASR modified asphalt demonstrated some compatibility between ASR and asphalt. Dynamic mechanical analysis indicated that rutting and aging properties of asphalt should improve with the addition of ASR.
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