80 Paper No.
970050
Freeze-Thaw Durability of Concrete with
Ground Waste Tire Rubber
BANU ZEYNEP SAVAS, SHUAIB AHMAD, AND DAVID FEDROFF
Used tires represent an increasingly serious environmental problem in
the United States. This study examines the freeze-thaw durability of con-
crete with ground waste tire rubber. Various percentages of rubber, by
weight of cement, were added to a control concrete mixture. To evaluate
the freeze-thaw durability of these “rubcrete” mixtures, freeze-thaw tests
in accordance with ASTM C666 Procedure A and microscopic analyses
in accordance with ASTM C457 Procedure B, were conducted. Results
show that the rubcrete mixtures with 10 and 15 percent rubber by weight
of cement are freeze-thaw durable. Results of the microscopic analysis
indicate that properties such as air content and spacing factors are diffi-
cult to determine accurately because of the problems associated with
polishing of the rubcrete specimens.
Used tires present a major environmental problem in the United
States. Each year about 250 million automobile tires and 25 mil-
lion truck tires are worn out, resulting in a significant solid waste
disposal problem. In addition, about 3 billion used tires are cur-
rently stored in waste piles throughout the country (1). This used
rubber is nearly indestructible and also presents safety, health, and
environmental problems at hundreds of disposal sites across the
country.
The problem has reached such proportions that two pieces of con-
gressional legislation include provisions that address the waste tire
problem (2). Scrap tire recycling mandates have been written into
Senate reauthorization bills for both the Federal Highway Act and
the Resource Conservation and Recovery Act. Federal highway
funds would be withheld from states not complying with the recy-
cling requirements. Waste tire recycling initiatives written into these
bills could require states to recycle up to 120 million tires annually.
Solutions to this problem are still being sought. Among the most
promising alternatives are reuse of whole tires and reuse of ground
tire rubber in a variety of rubber and plastic products, the thermal
destruction of tire waste for the production of steam or electricity,
and the use of tire waste in asphalt mixes.
Even if all the obstacles are overcome, additional uses for tire
wastes are still needed because of the already immense accumula-
tion of waste tires compounded by the rapid rate of consumption of
new tires. One possible application is the use of ground tire waste in
portland cement concrete mixes. To explore this aspect of using
ground tire waste, two distinct studies were initiated at North Car-
olina State University. One study examined the mechanical proper-
ties of “rubcrete” (concrete with ground tire waste as additive)
(3) and was reported in a recent paper (4). The work reported in this
paper focuses on the freeze-thaw durability of rubcrete.
Eldin and Senouci (5) investigated the potential of tire chips
[between 25 mm (1 in.) and 6 mm (1/4 in.)] and rubber particles [less
than 2 mm (0.08 in.)] as a substitute for mineral aggregate in portland
Department of Civil Engineering, North Carolina State University, NCSU
Yarborough Dr., Mann Hall, Rm. 414, Raleigh, N.C. 27695.
TRANSPORTATION RESEARCH RECORD 1574
cement concrete. In freeze-thaw tests, 100 percent of the coarse or fine
aggregate was replaced with rubber by volume. The results of freeze-
thaw tests indicated that the reduction of dynamic modulus of elastic-
ity with increasing number of freeze-thaw cycles was relatively more
for concrete with rubber than for plain concrete. In addition, coarse
aggregate replacement was observed to cause more reduction than did
the sand replacement, and the use of larger-size tire chips caused more
reduction of the dynamic modulus than the use of smaller sizes.
PRODUCTION OF FINE RUBBER PARTICLES
FROM USED TIRES
The rubber used in this investigation was in the form of a fine rub-
ber powder called Ultrafine, with a product code of GF-120 desig-
nated by the manufacturer, Rouse Rubber Industries. Properties and
gradation of ground rubber particles are given in Table 1. Several
steps are necessary to turn bulky tires into the superfine powder. A
simplified explanation of the steps in this procedure (6 ) follows:
1. Primary reduction: Bulky material is reduced to 4- to 6-in.
(10- to 15-cm) pieces for storage and handling purposes;
2. Secondary reduction: 4- to 6-in. (10- to 15-cm) pieces are
reduced to less than 5/8-in. (16-mm) chunks for further reduction to
minus 10 mesh (2.0 mm);
3. Fiber separation: Steel fibers, if present in the material, are
removed during the various reduction stages;
4. Wet grinding: The minus-10-mesh (2.0-mm) particles are
then put through a wet grinding process to produce various sized fine
particles; and
5. Drying, packaging, and shipping.
EXPERIMENTAL PROGRAM
The experimental program includes a discussion of the constituent
materials, development of mixture proportions, evaluation of the
plastic concrete, conduction of freeze-thaw tests, and microscopic
analysis.
Constituent Materials
The cementitious materials for the mixes included a Type I portland
cement and Class F fly ash meeting ASTM C150 and ASTM C618
requirements. The coarse aggregate used was a crushed granite with
a 25-mm (1-in.) nominal maximum size. This aggregate has ade-
quate freeze-thaw resistance (7). The fine aggregate was a lillington
sand with a fineness modulus of 2.86. A naphthalene-based high-
range water reducer (HRWR) and a completely neutralized vinsol
Savas et al.
TABLE 1 Properties and Gradation of Ground Rubber Particles
resin air entraining agent (AEA) manufactured by W. R. Grace &
Company were used in all the mixtures.
Mixture Proportions and Concrete Properties
Concrete without ground rubber was used as control concrete.
Rubcrete mixtures were obtained by adding 10, 15, 20, or 30 per-
cent of ground rubber by weight of cement to the control concrete
mixture. The mixture proportions of basic ingredients such as
cement, coarse aggregate, and fine aggregate for the control con-
cretes and rubcretes were the same and are shown in Table 2. The
plastic properties and strength of control concrete and rubcrete
mixtures used for freeze-thaw testing are summarized in Table 3.
In preliminary investigations, although no AEA was added to
rubcrete mixtures, air contents of these rubcrete mixtures in the fresh
state as measured by ASTM C231 gave values between 4 and 5 per-
cent, which seemed to be adequate for freeze-thaw durability.
Therefore, the first series of rubcrete mixtures (10-A, 20-A, 30-A)
did not contain AEA.
In order to have a better understanding of the air content of
rubcrete mixtures, a simple investigation was conducted to ascer-
tain the amount of air associated with the rubber particles only.
Proportions of sand and rubber were placed in an air pot on the
basis of the proportions of a 10 percent rubcrete mixture. The air
pot was then filled with water as the contents were stirred to
release any trapped air. The meter indicated that the air content
was between 3 and 4 percent. The procedure was repeated three
times; the values obtained for each test were very close. Although
these tests show that ground rubber affected the air content in some
way, they do not demonstrate that the rubber is being compressed
by the air pot.
The higher air content of rubcrete mixtures may be due to the non-
polar nature and texture of rubber particles and their capability to
entrap air on their jagged surfaces. When the nonpolar rubber is
added to the concrete mixture, it may attract air as it repels water. The
air may adhere to the rubber particles or perhaps air may get trapped
on the jagged surfaces of the rubber particles (see Figure 1). When a
mixture of rubber, sand, and water was placed in a roll-a-meter, a
large portion of the rubber floated to the top of the meter. Since the
rubber has a specific gravity of 1.14, it should be expected to sink
rather than float. However, if air becomes trapped on the jagged
surfaces of the rubber particles, it could cause the particles to float.
Paper No. 970050 81
Test Program
The test program consisted of freeze-thaw tests and microscopic
analysis of control concrete and rubcrete mixtures. Freeze-thaw tests
and microscopic analyses were performed in accordance with ASTM
C666, Procedure A, and ASTM C457, Procedure B, respectively.
The freeze-thaw specimens were prepared in accordance with
ASTM C192. The slump, air content, and unit weight of the freshly
mixed concrete and rubcrete mixtures were measured in accordance
with ASTM C143, C231 and C138, respectively. The specimens
were cured for 14 days (except the mix with fly ash, which was cured
for 21 days) before freezing and thawing. Their dimensions were 75
by 100 by 400 mm (3 by 4 by 16 in.). The dynamic modulus values
were calculated by the transverse resonant frequency method by
ASTM C215. If the relative dynamic modulus value did not drop to
60 percent or a lower value before the 300th cycle of freezing and
thawing, the specimen was considered to have passed the test. After
the test, durability factors for each specimen were calculated.
The durability factor (DF) is calculated as
DF = ( E/ E0 ) z ( N / 300) (1)
where
E = dynamic modulus at N cycles,
E0 = initial dynamic modulus, and
N = number of cycles the specimen survived.
For the microscopic analysis, slices were prepared in accordance
with ASTM C457, Procedure B. The specimens for the microscopic
analysis were the slices sawed from the cylinders, which were cast
together with the freeze-thaw test specimens. Some problems were
encountered during polishing of the surfaces of the rubcrete mixture
slices. In ASTM C457 it is stated that if the specimen has a rough
surface, it should be prepared with a special kind of treatment,
including waxing and heating, in sequence. This special treatment
was not used on slices of rubcrete mixtures because the surfaces
appeared smooth before polishing. However, after polishing, the
surfaces appeared to be rougher than before. Apparently, the rubber
particles hamper the polishing of the surface, behaving like soft
whiskers embedded in a stiff continuum, so that during polishing,
they move around, pulling out the surrounding paste and leaving
small voids. The effects of this phenomenon on the spacing factor
and the air content are discussed in the following section.
RESULTS AND DISCUSSION
The freeze-thaw test results include the degradation of relative aver-
age dynamic modulus values with number of freeze-thaw cycles, the
number of cycles the specimens survived, and their durability factors.
TABLE 2 Common Characteristics of All Mixes
TABLE 3 Mixture Proportions, Plastic Properties, and Strength of Control Concretes and Rubcretes Used for Freeze-Thaw Testing
TABLE 3
Savas et al.
FIGURE 1 Magnified rubber particle.
The results of the microscopic analyses include parameters such as
spacing factors and specific surfaces.
Freeze-Thaw Test Results
The freeze-thaw durability test results are summarized in Table 4.
The effects of air entrainment and addition of fly ash on freeze-thaw
durability were also explored. Also included in the results is the
weight reduction (which is a measure of scaling) with the number of
freeze-thaw cycles.
Figure 2 shows the reduction in the average relative dynamic
modulus with the number of freeze-thaw cycles for all the non-
air-entrained mixtures. The relative dynamic modulus is reduced as
the number of freeze-thaw cycles and rubber content is increased
Mixtures 0-A, 10-A, and 20-A did not complete the freeze-thaw test
because of a malfunction of the compressor of the freeze-thaw
chamber. Mixture 30-A failed the ASTM test before the malfunc-
tion of the compressor occurred. Note that Mixture 10-A has more
deterioration than Mixture 0-A at 144 cycles, although Mixture 10-
A had a higher plastic air content (4.5 percent) than Mixture 0-A
(3.5 percent).
TABLE 4 Freeze-Thaw Test Results
Paper No. 970050 83
Figure 3 shows the reduction in the average relative dynamic
modulus of the first series of air-entrained mixtures. The relative
average dynamic modulus value decreases with an increase in the
number of freeze-thaw cycles and rubber content. This trend is
similar to that for the non-air-entrained mixture series, as shown
in Figure 2. Mixtures 0-B, 10-B, and 15-B satisfied the minimum
acceptable limit as prescribed by ASTM C666 by having an aver-
age relative dynamic modulus value higher than 60 percent after
300 freeze-thaw cycles. However, Mixtures 20-B and 30-B did
not meet this minimum acceptable limit according to ASTM
standards.
Figure 4 shows the effect of air content on the relative average
dynamic modulus of rubcrete mixtures with 10, 20, and 30 percent
ground rubber. Although Mixture 10-A had a low air content (no
AEA was used), at 144 cycles it had a slightly lower average
dynamic modulus value than Mixtures 10-B and 10-C at the same
number of freeze-thaw cycles. Figure 4 demonstrates that Mixtures
10-B and 10-C had adequate freeze-thaw durability according to
ASTM C666. The difference in air contents of Mixtures 10-B and
10-C was significant, but the effect of air content on freeze-thaw
durability was insignificant. Mixtures 20-B and 30-B have higher
air contents than Mixtures 20-A and 30-A, respectively. Figure 4
indicates that a higher amount of air content did not benefit
20 percent and 30 percent rubcrete mixtures in meeting the mini-
mum durability factor requirement of ASTM C666. Concretes
with strengths less than 28 MPa (4,000 psi) are not considered
freeze-thaw durable, whether or not they are air-entrained (8). One
of the reasons why 20 percent and 30 percent rubcrete speci-
mens would not exhibit adequate freeze-thaw durability might be
that the compressive strengths of these rubcretes were lower than
28 MPa (4,000 psi) [18 to 21 MPa (2,600 to 3,000 psi) and around
14 MPa (2,000 psi) for 20 percent and 30 percent rubcrete mixtures,
respectively (see Table 3)].
The effect of fly ash on the average relative dynamic modulus of
20 percent rubcrete mixtures is presented in Figure 5. Rubcrete Mix-
ture 20-C containing fly ash was cured for 21 days before testing. The
addition of fly ash sometimes does and sometimes does not improve
the freeze-thaw durability, depending on the laboratory conditions (9).
The addition of fly ash to a 20 percent rubcrete mixture improved the
freeze-thaw resistance to a limited extent; however, the improvement
84 Paper No. 970050
FIGURE 2 Average relative dynamic modulus versus number of freeze-thaw
cycles for non–air-entrained mixtures.
was not enough to make the mixture acceptable according to ASTM
C666, Procedure A.
Figure 6 shows the variation of the weight of the specimens with
the number of freeze-thaw cycles for air-entrained mixtures (except
Mixture 10-D). The initial weights reduce with the increase in rub-
ber content because the air content of the rubcrete mixtures
increases as the rubber content increases, and rubber is a lighter
material than cement and aggregates. For all the mixtures (except
Mixture 30-B), weight reduces with increasing number of freeze-
thaw cycles (Figure 6). During the initial stages of freeze-thaw
tests, some paste started to wear off all of the specimens. The wear-
ing of the paste seemingly increased with the number of freeze-thaw
cycles. For 20 percent and 30 percent rubcrete mixtures, severe
scaling was observed. Toward the end of the freeze-thaw tests,
coarse aggregates were exposed on the surface, and because of
severe scaling, some aggregates actually wore off. Table 5 shows
that the average percent weight reductions of 20 percent rubcrete
mixtures are lower than those of control concrete (0-B) and 10 per-
cent rubcrete mixtures. This difference can be attributed to the
higher permeability of the 20 percent rubcrete mixtures than the 10
FIGURE 3 Average relative dynamic modulus versus number of freeze-thaw
cycles for air-entrained mixtures.
TRANSPORTATION RESEARCH RECORD 1574
percent rubcrete mixtures, which caused them to absorb more water
after cracking due to freezing and thawing. Therefore, in 20 percent
rubcrete mixtures, some percent of the paste and rubber lost from
hydraulic pressure may have been replaced with water. The average
weights of 30 percent rubcrete mixture specimens increased toward
the end of the freeze-thaw tests (Table 5), which also indicates that
water was absorbed after cracking was induced by freeze-thaw
effects.
Microscopic Analysis Results
Microscopic analyses of the concrete samples were conducted,
and parameters such as spacing factors and specific surface were
calculated. These are important tools for estimating the possibility
of frost damage to concrete. The spacing factor is a parameter
related to the maximum distance in the cement paste from the
periphery of an air void. Specific surface is the surface area of the
voids divided by their volume.
Savas et al. Paper No. 970050 85

FIGURE 4 Effect of air content on relative dynamic modulus of 10, 20 and

30 percent rubcrete.

According to ASTM C457, the spacing factor is calculated as The results of microscopic analysis include air content, spacing
factors, and specific surfaces for each of the specimens examined
L = p /(α z A) if p/ A ≤ 4.342 (2a ) (see Table 6).
Figure 7 shows the calculated air contents of hardened Mixtures
L = [3 /α ] z [1.4 z [1 + p/ A]1 / 3 − 1] if p/ A > 4.342 (2 b) 0-B, 10-B, and 20-B versus the measured air contents of the same
mixtures in a plastic state. The 45-degree line represents the ideal
where condition when the calculated air contents of hardened concrete and
– measured air contents of plastic concrete are equal to each other.
L = spacing factor,
The difference in calculated air contents of hardened concretes and
A = air content,
measured air contents of plastic concretes increases as the percent-
p = paste content,
age of rubber content increases. This increase indicates that for mix-
α = specific surface, and
tures with a higher percentage of ground rubber, it is more difficult
p/A = paste-air ratio.
to calculate accurately the air content in the hardened state.
The specific surface is calculated as The calculated air contents of Slices 0-B1 and 0-B2 were only
slightly higher than the measured air content of Mixture 0-B (Table 6).
α = 4/l (3) The air contents calculated from microscopic analysis on Slices 0-B1
and 0-B2 are 7.1 percent and 8 percent, respectively, and the mea-
–
where α is the specific surface and l is the average chord length. sured air content of Mixture 0-B in the plastic state is 6.8 percent

FIGURE 5 Effect of fly ash on relative dynamic modulus of 20 percent rubcrete.

86 Paper No. 970050
FIGURE 6 Variation of average weight with number of freeze-thaw cycles for
air-entrained mixtures.
(Table 6). The proximity of the results of calculated air content in the
hardened state and those for the measured air content in the plastic
state indicates that the microscopic analyses on all the slices were
performed correctly.
Microscopic analysis on Mixture 0-B indicated a good air-void
distribution system consistent with results of adequate freeze-thaw
durability. As seen in Table 6, although specific surfaces of Mixture
0-B were a little bit low [compared with the limit of ASTM C457,
25 l/mm (600 l/in.)], the spacing factors were close to the limits
specified by ASTM C457. Small, specific surfaces imply that
the air-void system has relatively large air bubbles. According to
Powers’ investigations on air-void systems (10), concretes with
these specific surface values can still provide freeze-thaw durability
when the air content of the fresh concrete is around 7 percent.
Table 6 shows that standard spacing factors of Mixture 10-B are
within the specified limits of ASTM C457. However, air contents
calculated from microscopic analysis of hardened rubcrete mixtures
are higher than the measured air content of plastic rubcrete mixtures.
TABLE 5 Weight Reduction of Freeze-Thaw Specimens
TRANSPORTATION RESEARCH RECORD 1574
In addition, there is some difference between the calculated air con-
tents of the two slices of 10-B (Figure 7). The number of voids in the
paste increased after the surface of the slices was polished. The actual
air voids and the voids created by the rupture of the paste surround-
ing the rubber particles were not distinguishable. Therefore, the voids
formed by the rupture of the paste due to the rubber particles were
included in the total count of air voids.
In the microscopic analysis of 20 percent rubcrete mixtures, the
problem discussed above was encountered on a larger scale because
of the increase in the amount of rubber. With the reduced strength of
the paste, more voids were created with polishing, resulting in a
higher calculated air content. The calculated air content of Slice 20-
B1 of 22.5 percent seems unrealistic (Figure 7). Note the large dif-
ference between the calculated and the measured air contents for
Slice 20-B1 (Figure 7). The spacing factor of Slice 20-B1 is very low
because it is calculated by using a high air content (Table 6). No
attempt was made to perform microscopic analysis on 30 percent
rubcrete mixtures because the problem associated with polishing
Savas et al.
TABLE 6 Microscopic Analysis Test Results
became much more significant with the increase in the amount of
ground rubber.
Unfortunately, it is difficult to determine air content of rubcrete
mixtures accurately from air-content measurements of hardened
concrete. Microscopic analysis on hardened concretes may have
given more representative information on the air content of rubcrete
mixtures. However, because of the problems encountered during
polishing, it appears that microscopic determination of the air
content of rubcrete mixtures needs more investigation.
In this study, it is difficult to provide any conclusive statement
regarding the air-void distribution system of the rubcrete mixtures
because the calculations of important parameters such as spacing fac-
tor and specific surface for a slice are based on the total number of air
voids counted for the slice. In addition, it is hard to compare the air-
void system of concrete Mixture 0-B without ground rubber with that
of the rubcrete mixtures since the results of the analyses on rubcrete
slices are not accurate. Because of the problems in preparing the sec-
tions for air-void analysis, these parameters of rubcrete slices were
not so indicative of the actual air-void distribution system.
If microscopic analyses had been conducted on rubcrete mixtures
without the damage resulting from polishing, the results would
probably have indicated lower spacing factors, since the air content
increases as the rubber content increases. However, in microscopic
analysis conducted according to ASTM C457, a uniform distribu-
FIGURE 7 Measured air content of plastic concrete versus
calculated air content of hardened concrete.
Paper No. 970050 87
tion of air voids is assumed. Therefore, this analysis would yield low
spacing factors only if an assumption is made that there exists a uni-
form distribution of air. In reality, the distribution of air voids in
rubcrete mixtures might not be uniform (more air bubbles might
form around the rubber particles). Although rubcrete mixtures have
high air contents, this nonuniform distribution of air might be
another possible reason for lack of freeze-thaw durability of rubcrete
mixtures, especially for the mixtures with high contents of rubber.
SUMMARY, CONCLUSIONS, AND
RECOMMENDATIONS
This study investigated the freeze-thaw durability of concrete with
ground waste tire rubber. On the basis of the results, the following
conclusions can be drawn:
• As the percent of ground rubber in the concrete is increased,
freeze-thaw durability as measured by ASTM C666, Procedure A, is
decreased. Rubcrete mixtures with 10 percent and 15 percent of
ground rubber by weight of cement exhibited durability factors higher
than 60 percent when tested according to ASTM C666, Procedure A.
• For rubcrete mixtures with 10, 20, and 30 percent ground rub-
ber, air entrainment did not provide significant improvement in
freeze-thaw durability.
• For rubcrete mixtures with 20 percent ground rubber, addition of
fly ash did not have a significant effect on the freeze-thaw durability.
• During the freeze-thaw tests, scaling (as measured by the reduc-
tion in weight) increased with the increase in number of freeze-thaw
cycles and amount of ground rubber in the concrete.
• Microscopic analysis of the hardened slices of rubcrete mix-
tures to calculate air-void distribution system parameters, such as air
content and spacing factors, did not give accurate results because of
problems associated with polishing.
The results of this study indicate that it is possible to use rubcrete
mixtures with 10 percent and 15 percent ground rubber under freez-
ing and thawing conditions. Since degradation under freeze-thaw
cycles increases as the amount of ground rubber increases, rubcrete
mixtures with amounts of ground rubber less than 10 percent by
weight of cement might give better freeze-thaw results than the
rubcrete mixtures with 10 percent ground rubber.
Even a 3 to 4 percent addition of ground rubber to concrete can
be a viable solution to address a significant portion of the waste tire
problem if applications are begun nationwide. However, more
detailed research is needed to substantiate the findings from this pre-
liminary investigation. The research should address issues related to
a more reliable determination of parameters such as air content and
88 Paper No. 970050
spacing factors for quantification of air-void systems of rubcrete
mixtures. In addition, more detailed scaling resistance tests and tests
for abrasion resistance need to be conducted.
ACKNOWLEDGMENTS
The authors would like to acknowledge the contributions of
Rouse Rubber Industries in Mississippi. Without their generos-
ity and cooperation this project would not have been possible.
The authors would also like to thank the Center for Transporta-
tion and Environment at North Carolina State University for their
support.
REFERENCES
1. Funding Available for Materials Recycling Research. Focus, Strategic
Highway Research Program, July 1992.
2. Public Law 102–240. Intermodal Surface Transportation Efficiency Act
of 1991. U.S. Congress, 1993.
TRANSPORTATION RESEARCH RECORD 1574
3. Fedroff, D. Mechanical Properties of Concrete with Ground Rubber.
MS thesis. Department of Civil Engineering, North Carolina State
University, Raleigh, March 1995.
4. Fedroff, D. Mechanical Properties of Concrete with Ground Waste Tire
Rubber. In Transportation Research Record 1532, TRB, National
Research Council, Washington, D.C., 1996, pp. 66–72.
5. Eldin, N. N., and A. B. Senouci. Observations on Rubberized Concrete
Behavior. Cement, Concrete and Aggregates, Vol. 15, No. 1, Summer
1993, pp. 74–84.
6. Rouse, M. W. The Development and Application of Superfine Tire
Powders for Rubber Compounding. Rubber World. Vol. 206, June 1992,
pp. 25–31.
7. Zia, P., et al. Mechanical Behavior of High Performance Concretes,
Vols. 1–6. SHRP C361-C366. Strategic Highway Research Program,
National Research Council, Washington, D.C. 1993.
8. ACI Committee 201, Proposed Revision of Guide to Durable Concrete.
ACI Materials Journal, Vol. 88, No. 5. Sept./Oct. 1991, pp. 544–582.
9. Virtanen, J. Effects of Mineral By-Products on the Frost Resistance of
Concrete. Report 107. Department of Structural Engineering, Helsinki
University of Technology, Espoo, 1990.
10. Neville, A. M. Properties of Concrete, 3rd ed. Longman Scientific &
Technical, Essex, U.K., 1981, 779 pp.
Publication of this paper sponsored by Committee on Mechanical Proper-
ties of Concrete.