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  • 1.
    Arm, Maria
    et al.
    Statens Geotekniska Institut.
    Vestin, Jenny
    Statens Geotekniska Institut.
    Lind, Bo
    Lagerkvist, Anders
    Luleå University of Technology, Department of Civil, Environmental and Natural Resources Engineering, Geosciences and Environmental Engineering.
    Nordmark, Desiree
    Luleå University of Technology, Department of Civil, Environmental and Natural Resources Engineering, Geosciences and Environmental Engineering.
    Hallgren, Per
    Skogsstyrelsen.
    Pulp mill fly ash for stabilization of low-volume unpaved forest roads: field performance2014In: Canadian journal of civil engineering (Print), ISSN 0315-1468, E-ISSN 1208-6029, Vol. 41, no 11, p. 955-963Article in journal (Refereed)
    Abstract [en]

    Increased temperatures and rainfalls will give more settlements and less bearing capacity in gravel roads, which will have implications for the forestry. Pulp mill fly ash without additives was used for stabilizing the road base of a low-volume gravel road. A two-year monitoring of the road was conducted, including measurements of achieved ash content, density, water infiltration capacity, and load bearing capacity. The results showed that the ash-stabilized sections performed better than conventionally upgraded sections and also achieved increased bearing capacity over time. Hydration of the fly ash increased the stiffness and decreased the permeability of the road base. The differences were more pronounced during spring thaw. Best performance was achieved in the section with thicker ash stabilized layer.

  • 2. Bäckström, Magnus
    et al.
    Bergström, A.
    VTI - Statens väg-och transportforskningsinstitut.
    Draining function of porous asphalt during snowmelt and temporary freezing2000In: Canadian journal of civil engineering (Print), ISSN 0315-1468, E-ISSN 1208-6029, Vol. 27, no 3, p. 594-598Article in journal (Refereed)
    Abstract [en]

    Urban runoff creates problems with flooding and pollution of receiving waters. Furthermore, cold climate conditions have a degenerating effect on stormwater systems and road constructions. Porous asphalt has been used as a wearing course on highways and in porous pavement constructions all around the world. The main focus of this study was to evaluate the function of porous asphalt in cold climates. Measurements of the draining function of porous asphalt were carried out in a climate room with adjustable temperature in the range -10 C to +20 C. At freezing point, the infiltration capacity of porous asphalt was approximately 50% of the infiltration capacity at +20 C. When the porous asphalt was exposed to alternating melting and freezing during 2 days, conditions similar to the snowmelt period, the infiltration capacity was reduced by approximately 90%. Based on the results of this study and previous studies, the infiltration capacity of porous asphalt was estimated to be 1-5 mm/min for snowmelt conditions.

  • 3. Hanaeus, Jörgen
    Swedish field experiences with chemical precipitation in stabilization ponds1987In: Canadian journal of civil engineering (Print), ISSN 0315-1468, E-ISSN 1208-6029, Vol. 14, no 1, p. 33-40Article in journal (Refereed)
    Abstract [en]

    Historically, sewage treatment in Sweden shows a development towards the construction and use of package plants. These package plants, however, present several problems associated with flow and temperature. Year-long studies of chemical precipitation using slaked lime in stabilization ponds have demonstrated an overall reduction of organic matter (as COD (chemical oxygen demand)) of about 75% to a level somewhat below 100 mg/L, and a reduction of total phosphorus of 90% to approximately 0.7 mg/L as P. These values were reached under ordinary operating plant condition. Two tracer studies using Rhodamine B dye have demonstrated the appearance of strong short-circuiting flows in ponds systems and the inserting of simple baffle walls in the pond has been recommended. Dewatering the sludge in the ponds by natural freezing has proven to be an excellent process, as the time for collecting sludge can be chosen almost arbitrarily during the year.

  • 4.
    Marklund, Stefan
    et al.
    Luleå tekniska universitet.
    Morling, Stig
    Biological phosphorus removal at temperatures from 3 to 10°C: a full-scale study of a sequencing batch reactor unit1994In: Canadian journal of civil engineering (Print), ISSN 0315-1468, E-ISSN 1208-6029, Vol. 21, no 1, p. 81-88Article in journal (Refereed)
    Abstract [en]

    Low temperature biological phosphorus removal technology was tested at a small village wastewater treatment plant near the Arctic circle. An aeration basin in a conventional activated sludge step was retrofitted to a sequencing batch reactor with a maximum volume of approximately 27 m3. The study period was November 1989 to June 1991. The wastewater temperature varied between 3 and 10°C during one full year and was below 5°C during approximately 240 days of the year. A total sequencing batch reactor cycle time of 6-12 hours produced a phosphorus reduction of 70-80%. During the same time, biochemical oxygen demand (BOD7) reductions varied between 70% and 90%. These reductions were achieved at supernatant suspended solid concentrations of 20-30 mg/L. Effluent soluble phosphorus concentrations were usually lower than 1.0 mg/L at water temperatures down to 5°C. At 4°C, a sharp increase to greater than 2.0 mg/L was evident. Supernatant soluble BOD7 was less than 8 mg/L and was found to be independent of temperature.

  • 5.
    Mufti, A.A.
    et al.
    University of Manitoba, Winnipeg.
    Bakht, B.
    JMBT Structures Research Inc., Scarborough.
    Banthia, N.
    University of British Columbia, Vancouver.
    Benmokrane, B.
    University of Sherbrooke.
    Desgagne, G.
    Ministere des Transports du Quebec.
    Eden, R.
    Manitoba Floodway Authority, Winnipeg.
    Erki, M.A.
    Royal Military College of Canada, Kingston.
    Karbhari, V.
    University of California San Diego, La Jolla.
    Kroman, J.
    City of Calgary.
    Lai, D.
    Ontario Ministry of Transportation, St. Catharines.
    Machida, A.
    Saitama University.
    Neale, K.
    University of Sherbrooke.
    Tadros, G.
    SPECO Engineering Ltd, Calgary.
    Täljsten, Björn
    Luleå University of Technology, Department of Civil, Environmental and Natural Resources Engineering, Structural and Construction Engineering.
    Reply to the discussion by A.K. El-Sayed on "New Canadian Highway Bridge Design Code design provisions for fibre-reinforced structures"2007In: Canadian journal of civil engineering (Print), ISSN 0315-1468, E-ISSN 1208-6029, Vol. 34, no 10, p. 1378-Article in journal (Other academic)
  • 6.
    Mufti, A.A.
    et al.
    ISIS Canada Research Network, University of Manitoba, Winnipeg.
    Bakht, B.
    JMBT Structures Research Inc., Scarborough.
    Banthia, N.
    University of British Columbia, Vancouver.
    Benmokrane, B.
    Department of Civil Engineering, University of Sherbrooke.
    Desgagné, G.
    Structural Department, Ministère des Transports du Québec.
    Eden, R.
    Design and Contracts, Bridges and Roads, Manitoba Floodway Authority, Winnipeg.
    Erki, M.A.
    Royal Military College of Canada, Kingston.
    Karbhari, V.
    Department of Structural Engineering, University of California San Diego.
    Kroman, J.
    Structural Design, Calgary.
    Lai, D.
    Ontario Ministry of Transportation.
    Machida, A.
    Saitama University.
    Neale, K.
    Department of Civil Engineering, University of Sherbrooke.
    Tadros, G.
    SPECO Engineering Ltd.
    Täljsten, Björn
    Luleå University of Technology, Department of Civil, Environmental and Natural Resources Engineering, Structural and Construction Engineering.
    Erratum: New Canadian Highway Bridge Design Code design provisions for fibre-reinforced structures (Canadian Journal of Civil Engineering (2007) vol.34 (3) (267-283))2007In: Canadian journal of civil engineering (Print), ISSN 0315-1468, E-ISSN 1208-6029, Vol. 34, no 10, p. 1379-Article in journal (Other academic)
  • 7.
    Mufti, A.A.
    et al.
    ISIS Canada Research Network, University of Manitoba, Winnipeg.
    Bakht, B.
    JMBT Structures Research Inc., Scarborough.
    Banthia, N.
    Department of Civil Engineering, The University of British Columbia, Vancouver.
    Benmokrane, B.
    Department of Civil Engineering, University of Sherbrooke.
    Desgagné, G.
    Structural Department, Ministère des Transports du Québec.
    Eden, R.
    Design and Contracts, Bridges and Roads, Manitoba Floodway Authority, Winnipeg.
    Erki,, M.-A.
    Royal Military College of Canada, Kingston.
    Karbhari, V.
    Department of Structural Engineering, University of California San Diego, La Jolla.
    Kroman, J.
    Structural Design, Calgary.
    Lai, D.
    Ontario Ministry of Transportation, St. Catharines.
    Machida, A.
    Saitama University.
    Neale, K.
    Department of Civil Engineering, University of Sherbrooke.
    Tadros, G.
    SPECO Engineering Ltd, Calgary.
    Täljsten, Björn
    Luleå University of Technology, Department of Civil, Environmental and Natural Resources Engineering, Structural and Construction Engineering.
    New Canadian highway bridge design code design provisions for fibre-reinforced structures2007In: Canadian journal of civil engineering (Print), ISSN 0315-1468, E-ISSN 1208-6029, Vol. 34, no 3, p. 267-283Article in journal (Refereed)
    Abstract [en]

    This paper presents a synthesis of the design provisions of the second edition of the Canadian Highway Bridge Design Code (CHBDC) for fibre-reinforced structures. New design provisions for applications not covered by the first edition of the CHBDC and the rationale for those that remain unchanged from the first edition are given. Among the new design provisions are those for glass-fibre-reinforced polymer as both primary reinforcement and tendons in concrete; and for the rehabilitation of concrete and timber structures with externally bonded fibre-reinforced-polymer (FRP) systems or near-surface-mounted reinforcement. The provisions for fibre-reinforced concrete deck slabs in the first edition have been reorganized in the second edition to explicitly include deck slabs of both cast-in-place and precast construction and are now referred to as externally restrained deck slabs, whereas deck slabs containing internal FRP reinforcement are referred to as internally restrained deck slabs. Resistance factors in the second edition have been recast from those in the first edition and depend on the condition of use, with a further distinction made between factory- and field-produced FRP. In the second edition, the deformability requirements for FRP-reinforced and FRP-prestressed concrete beams and slabs of the first edition have been split into three subclauses covering the design for deformability, minimum flexural resistance, and crack-control reinforcement. The effect of sustained loads on the strength of FRPs is accounted for in the second edition by limits on stresses in FRP at the serviceability limit state.

1 - 7 of 7
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