Transient response analysis of steel in concrete

A new approach is presented for the analysis of galvanostatically induced transients allowing for the rapid evaluation of the corrosion activity of steel in concrete. This method of analysis is based on the iterative fitting of a non-exponential model based on a modified KWW (Kohlrausch–Williams–Watt) formalism. This analysis yields values for the parameters related to corrosion such as the concrete resistance, polarisation resistance, interfacial capacitance and β, the non-ideality exponent.

Concentration monitoring and performance of a migratory corrosion inhibitor in steel-reinforced concrete

Inhibitor concentration depth profiles for concrete samples treated with a proprietary migratory corrosion inhibitor (of the Cortec MCI range) are presented. The treated concrete was cored and these cores were then sectioned and crushed before being immersed in distilled water to extract the available inhibitor. The amine concentrations were quantified using an ammonium-sensing electrode and were then related to the inhibitor concentration present. The inhibitor examined, reported to contain a combination of volatile amines and amino carboxylate compounds, was found to readily diffuse through concrete. The inhibitor was subjected to a 5-year trial and found to be effective in suppressing corrosion of steel reinforcement in the presence of high chloride concentrations. The concentration profiles indicate that only relatively low concentrations of inhibitor were required to achieve inhibition in this case.

Sound absorption characteristics of a precast panel system made from environmentally sustainable concrete

This paper investigates the sound absorption characteristics of a precast panel system made from an environmentally sustainable concrete which can be used as an acoustical material. A current research project undertaken at the School of Architecture and Building, Deakin University, aims at utilising alternative materials and innovative approach to concrete precasting in the production of architecturally pleasing concrete panels. The normal incidence sound absorption coefficients of the assemblies were measured using an impedance tube. In general, the peak frequencies reduced with increasing thickness of concrete. The preliminary results indicate that the sound absorption of a three-layer variation of the panel meet design specifications related to acoustic performance. The major benefits of this investigated approach to concrete and concrete precasting are the ease of tunability to specific peak frequency, improved aesthetics and utilisation of industrial waste.

Environmentally friendly sound absorbing noise barrier made from concrete waste - further developments

This paper reports on the second phase of a research project aimed at the development of an environmentally friendly noise barrier for urban freeways, also known as KMAK [1]. The concrete barrier, which has some unique capabilities to mitigate transportation noise, is made from recycled concrete (RC) aggregate and industrial by-products such as fly ash and reclaimed water. The current developmental work expands on a research project that resulted in a two-layer (2L) concrete barrier. Two prototypes of the 2L barrier were produced, followed by extensive acoustic testing and a number of simulations where standard timber and/or concrete barriers were substituted with KMAK barrier [2]. Current research investigates a variety of architectural finishes applied to the original KMAK barrier with the aim of improving its visual appearance and also fine-tuning its acoustic performance. The new three-layer (3L) barrier optimizes sound absorption in a frequency range characteristic similar to that of transportation noise, especially road traffic noise. Three major aspects related to the development of architectural finishes were considered; environmentally responsible materials, surface features, and production methods. The findings of the current investigation demonstrate that there is a positive correlation between surface features, percentage of perforation as well as depth of the architectural layer, and increased potential of the 3L barrier to mitigate transportation noise. On average, the addition of perforated architectural finish contributes to a 20% increase in sound absorption. The preliminary results also show that the sound absorbency of the 3L barrier can be better controlled and tuned to specific noise frequency than the 2L type. The visual appearance has been significantly improved with the addition of the architectural finish, which makes the barrier an attractive, feasible, and viable alternative to road barriers made from standard concrete or timber.