materials

Article
Recycling of a Concrete Pavement after over 80 Years
in Service
Tomasz Rudnicki 1, * and Robert Jurczak 2,3
1 Faculty of Civil Engineering and Geodesy, Military University of Technology in Warsaw,
2 Gen. S. Kaliskiego St., 01-476 Warsaw, Poland
2 Department of Road and Bridge Engineering, West Pomeranian University of Technology in Szczecin,
50 Piastow St., 70-311 Szczecin, Poland; robert.jurczak@zut.edu.pl
3 Department in Szczecin, General Directorate for National Roads and Motorways,
33 Bohaterów Warszawy St., 70-340 Szczecin, Poland
* Correspondence: tomasz.rudnicki@wat.edu.pl




Received: 17 April 2020; Accepted: 11 May 2020; Published: 14 May 2020


Abstract: This article presents the results of fatigue testing and assessment of the mechanical and
physical properties of the concrete pavement of the A6 motorway, which was put in service in
1938. After 82 years of operation under heavy traffic loading conditions, the pavement was fully
recycled by crushing of the existing concrete and reuse of the reclaimed material in the new courses
of pavement placed as part of the motorway renewal project. The main objective of this research was
to determine the properties of the tested concrete, including compressive strength, water absorption
and freeze-thaw resistance after 150 cycles of alternate freezing and thawing. The resistance of the
concrete to the action of de-icing products was also checked. The article also presents the results
of petrographic analysis of the aggregates. Additionally, concrete sampled from the pavement was
evaluated for freeze-thaw resistance in relation to the determined porosity characteristics. The tested
concrete, which was subjected to over 80 years of traffic loading on the A6 motorway, was found
to meet the highest requirements as currently applied for the extra heavy-duty pavements. With
a compressive strength value in excess of 50 MPa, the tested concrete can be rated at least CC40,
according to EN 13877-2:2013-08. The samples were found to satisfy the freeze-thaw resistance
requirements of an F150 rating. The air void analysis showed that the analyzed concrete contained
1.6% of micropores, i.e., air voids smaller than 300 µm (A300 ). The spacing factor, in turn, was below
0.200 mm (L = 0.185 mm). The example of the A6 motorway renewal project served to demonstrate
that reclaimed concrete aggregate, obtained by crushing the entire pavement, can be used for
production of the new pavement courses.

Keywords: recycled concrete aggregates; concrete pavement; recycling; air void analysis in hardened
concrete; durability

1. Introduction
Recycling offers several ways to utilize the qualities of old concrete. As one of the available
options, recycled concrete materials can be used for production of new concrete [1–3]. So far, this
option has been generally limited to using the reclaimed crushed aggregate in the new concrete mix
in place of some amounts of fine and coarse natural aggregates. The properties of such concrete,
which depend on the origin and on the proportion of recycled aggregate, are generally inferior to
the properties of concrete containing only natural aggregate. Although the cutting edge recycling
technologies are impressively efficient in separating the aggregate from the cement matrix, there
are barriers to their wider application, including a high cost involved in the processing of recycled

Materials 2020, 13, 2262; doi:10.3390/ma13102262 www.mdpi.com/journal/materials

Materials 2020, 13, 2262 2 of 17

aggregate and problems with utilization of the dust generated as a by-product of the process [4]. Use
of recycled concrete pavement aggregate as the only material for construction of the lower courses of
pavement (road base, stabilized subgrade) appears to be an option of choice from both economic and
technological standpoints. The idea to use the recycled concrete pavement aggregate for road base
layers has been successfully implemented in several places worldwide, including the United States,
China and Norway [5–7]. Notably, the percentage of concrete pavements in the overall road network
in Poland is small, namely ca. 5%. The renewal methods used on these sections of the Polish road
network include rubblising or black topping techniques [8]. The results of other research projects [9–11]
show a possibility to use recycled pavement aggregate for the production of sub-base course and
cement-treated subgrade materials. The application of aggregate obtained as a result of crushing
the old concrete pavement of the A6 highway at the demolition site (using commonly used crushing
equipment) to build in and reuse that aggregate as the pavement layers allows the reduction of its
production costs to a minimum.
In comparison to other modern concrete recycling methods (e.g., the heating and rubbing method
or mechanical grinding method), this mainly avoids the additional costs associated with separating
the aggregate from the adjacent hardened cement slurry (paste). In addition, there is no problem in
the management of small fractions of concrete debris that are a by-product of these technologies and
contain a significant amount of hardened cement slurry (paste).
The objective of this research is to evaluate the properties of the over 80-year-old concrete pavement
and to confirm the possibility of reusing the recycled material as a quality aggregate for new built or
renewal projects. The in-place recycling of the concrete pavement to obtain a quality aggregate brings
major environmental benefits, including reduced extraction of natural aggregates and reduction of CO2
emission and, besides, reduces the cost of the road construction works. In the authors’ opinion, the
material obtained from the analyzed over 80-year-old pavement features very good strength properties,
which are accompanied by an adequate freeze-thaw resistance and homogeneity.
The analyzed section of the concrete pavement between the interchanges Szczecin Dabie ˛ and
Rz˛eśnica was built in 1938 as part of the Reichsautobahn (RAB) No. 4 motorway expansion scheme
of the pre-war Germany, which was planned to connect, in the final layout, Berlin in the west with
Gdańsk in the east, reaching up to Kaliningrad (Königsberg). Currently, it is part of the A6 motorway
on the European route E28, linking the north-western part of the Polish road network with the German
road network. In addition, it serves also as the southern by-pass of Szczecin. On this section, the A6
route coincides with the route of the S3 expressway (trunk road) heading to Świnoujście, Poland. It is
worth mentioning that the operated section of the A6 motorway is at present the only concrete paved
road section among the national highways in the Western Pomerania region of Poland.
During the over 80 years of operation no renewals were carried out on the analyzed section. Up to
the early 1990s hardly any repairs were done either. Later on, the scope of maintenance was limited to
making good the distressed concrete slabs, including transverse and longitudinal cracks. The condition
of the motorway before the renewal project is shown in the picture below (Figure 1).
The cause of cracks and other distress was the specific composition and the high volume of
traffic of as much as 31,384 vehicles/day, as counted at the traffic count station No. 60713 during the
survey in 2015. A point must be made that the volume of traffic has been increasing over many years.
For example, in the period 2000–2015 it increased on the analyzed section by 140% (Figure 2). In
2015 the average annual daily traffic on the A6 motorway was almost two times higher than on the
European route E28. According to the 2015 traffic count data, the percentage of heavy vehicles, which
have a decisive bearing on the progress of pavement deterioration, was ca. 15%.
The assessment of the concrete pavement was related to the A6 renewal project with the planned
full recycling of the pavement structure on the section under analysis.
Materials 2020, 13, 2262 3 of 17
Materials 2020, 13, x FOR PEER REVIEW 3 of 17

Figure 1. View of the A6 motorway before renewal.

The cause of cracks and other distress was the specific composition and the high volume of traffic
of as much as 31,384 vehicles/day, as counted at the traffic count station No. 60713 during the survey
in 2015. A point must be made that the volume of traffic has been increasing over many years. For
example, in the period 2000–2015 it increased on the analyzed section by 140% (Figure 2). In 2015 the
average annual daily traffic on the A6 motorway was almost two times higher than on the European
route E28. According to the 2015 traffic count data, the percentage of heavy vehicles, which have a
Figure
Figure 1. View of
1. View of the
the A6
A6 motorway
motorway before
before renewal.
renewal.
decisive bearing on the progress of pavement deterioration, was ca. 15%.

The cause of cracks and other distress was the specific composition and the high volume of traffic
of as much as 31,384 vehicles/day, as counted at the traffic count station No. 60713 during the survey
in 2015. A point must be made that the volume of traffic has been increasing over many years. For
example, in the period 2000–2015 it increased on the analyzed section by 140% (Figure 2). In 2015 the
average annual daily traffic on the A6 motorway was almost two times higher than on the European
route E28. According to the 2015 traffic count data, the percentage of heavy vehicles, which have a
decisive bearing on the progress of pavement deterioration, was ca. 15%.

Figure 2. The data of the 2000–2015 national traffic survey (GPR) for the analyzed section of the A6
Figure 2. The data of the 2000–2015 national traffic survey (GPR) for the analyzed section of the A6
motorway between the interchanges Rz˛eśnica and Szczecin Dabie
˛ (traffic count station No. 60713).
motorway between the interchanges Rzęśnica and Szczecin Dąbie (traffic count station No. 60713).
2. Materials and Methods
The assessment of the concrete pavement was related to the A6 renewal project with the planned
2.1.
full Materials
recycling of the pavement structure on the section under analysis.
As part of this research, cores were cut from the existing concrete pavement in order to assess the
2. Materials and Methods
main fatigue life parameters (Figure 3). In addition, larger pieces of the pavement were also taken
during the site
Figure
2.1. Materials preliminaries
2. The on the project
data of the 2000–2015 nationalsection
traffic of the motorway,
survey which
(GPR) for the weresection
analyzed subsequently
of the A6used
to prepare the specimens for laboratory testing to determine the porosity characteristics
motorway between the interchanges Rzęśnica and Szczecin Dąbie (traffic count station No. 60713). and for the
As part of
petrographic this research, cores were cut from the existing concrete pavement in order to assess
analysis.
the main fatigue life parameters
The assessment (Figure
of the concrete 3). In addition,
pavement was related larger pieces
to the of the pavement
A6 renewal were
project with thealso taken
planned
during
full the site
recycling ofpreliminaries
the pavementon the project
structure section
on the of the
section motorway,
under analysis.which were subsequently used

2. Materials and Methods

2.1. Materials
As part of this research, cores were cut from the existing concrete pavement in order to assess
the main fatigue life parameters (Figure 3). In addition, larger pieces of the pavement were also taken
during the site preliminaries on the project section of the motorway, which were subsequently used
Materials 2020, 13, x FOR PEER REVIEW 4 of 17

Materials
to prepare 13, 2262
2020,the 4 of
specimens for laboratory testing to determine the porosity characteristics and for 17
the
petrographic analysis.

Figure 3. View of broken concrete pavement from which the test samples were cut.
Figure 3. View of broken concrete pavement from which the test samples were cut.
2.2. Methods
2.2. Methods
As part of condition assessment of the concrete pavement the test specimens were prepared for
As part out
tests carried of condition
to: assessment of the concrete pavement the test specimens were prepared for
tests carried out to:
— Obtain
—Obtain a simplified
a simplified petrographic
petrographic description
description according
according to EN
to EN 932-3:1999/A1:2004
932-3:1999/A1:2004 [12],
[12],
— Determine
—Determine thethe compressive
compressive strength
strength of concrete
of concrete according
according to EN
to EN 12390-3:2019
12390-3:2019 [13],
[13],
— Determine
—Determine thethe density
density of concrete
of concrete according
according to EN
to EN 12390-7:2011
12390-7:2011 [14],
[14],
—Determine
— Determine the water absorption
the water of concrete
absorption of according
concrete to the Polish to
according Standard No. PN-B-06250:1988
the Polish Standard No.
[15], PN-B-06250:1988 [15],
—Determine
— Determine thetheF150 freeze-thaw
F150 freeze-thaw resistance
resistanceofofconcrete
concreteaccording
accordingtotothe
thePolish
Polish Standard
Standard No. No.
PN-B-06250 [15], [15],
PN-B-06250
—Determine
— Determine thethe
porosity characteristics
porosity in hardened
characteristics in hardened concrete
concreteaccording to EN
according 480-11:2008
to EN 480-11:2008 [16],
[16],
—Determine
— Determine thethe
freeze -thaw resistance
freeze-thaw resistancewith de-icing
with de-icingsalts according
salts according toto
ENEN1340:2004/AC:2007
1340:2004/AC:2007[17].[17].
Then,
Then, inin order
order to assess the
to assess the suitability
suitability of
of aggregate
aggregate obtained
obtained from the concrete
from the concrete recycling,
recycling, its
its
physical and mechanical properties were determined by carrying out basic laboratory
physical and mechanical properties were determined by carrying out basic laboratory tests, tests, which
which
covered the following
covered the following scope:
scope:
—Determination of resistance to fragmentation by the Los Angeles test method according to EN
— Determination
1097-2:2010 [18], of resistance to fragmentation by the Los Angeles test method according to EN
1097-2:2010 [18],
—Determination of water absorption of analysed aggregates according to EN 1097-6:2013-11 [19],
—Determination
— Determination of aggregate resistanceof
of water absorption toanalysed
cycling action of freezing
aggregates and to
according thawing according to[19],
EN 1097-6:2013-11 EN
1367-1:2007
— [20],
Determination of aggregate resistance to cycling action of freezing and thawing according to EN
—Determination of California bearing ratio (CBR) according to 13286-47:2012 [21].
1367-1:2007 [20],
— Determination
In of California
practice, the properties bearing
listed above ratio (CBR)
decide onaccording to 13286-47:2012
the acceptance or rejection[21].
of material for use
in individual layers
In practice, of the pavement
the properties structure
listed above andon
decide thethe
reinforced
acceptance (improved) soil.
or rejection of material for use in
The article also presents the results of laboratory tests carried
individual layers of the pavement structure and the reinforced (improved) soil. out by the GDDKiA’s road testing
laboratory of Olsztyn
The article (Olsztyn,
also presents Poland)ofon
the results the concrete
laboratory tests cores
carriedcutoutfrom theGDDKiA’s
by the pavementroad of the S22
testing
expressway during the renewal of the section between the city of Elbląg,
laboratory of Olsztyn (Olsztyn, Poland) on the concrete cores cut from the pavement of the S22Poland and the state border
of Poland. The
expressway duringmethod and the
the renewal time
of the of construction
section between theofcity this pavement
of Elbl ag,
˛ Polandwereandthe
thesame
state as of the
border of
pavement of the analyzed section of the A6 motorway. The compressive
Poland. The method and the time of construction of this pavement were the same as of the pavement strength, freeze-thaw
resistance and water
of the analyzed sectionabsorption tests were The
of the A6 motorway. carried out, plusstrength,
compressive determinations of tensile
freeze-thaw splitting
resistance and
strength according to EN 12390-6:2019 [22], water permeability according to PN-B-06250:1988
water absorption tests were carried out, plus determinations of tensile splitting strength according to and
water penetration[22],
EN 12390-6:2019 depth according
water to EN according
permeability 12390-8:2011 [23].
to PN-B-06250:1988 and water penetration depth
Visual examinations of
according to EN 12390-8:2011 [23]. the cores cut from the A6 motorway showed that the concrete pavement
of ca.Visual
21 cm examinations
total thicknessofwas theplaced
cores cutin two
fromlifts
theapplied with the
A6 motorway wet-on-wet
showed method
that the (Table
concrete 1). The
pavement
upper layer of over 7 cm in thickness (7.0 to 8.5 cm) was made of a concrete
of ca. 21 cm total thickness was placed in two lifts applied with the wet-on-wet method (Table mix containing coarse1).
basalt aggregate. The lower layer, of 12.5 cm to 14.0 cm in thickness (13 cm on average)
The upper layer of over 7 cm in thickness (7.0 to 8.5 cm) was made of a concrete mix containing coarse was, in turn,
basalt aggregate. The lower layer, of 12.5 cm to 14.0 cm in thickness (13 cm on average) was, in turn,
Materials 2020, 13, x FOR PEER REVIEW 5 of 17
Materials 2020, 13, 2262 5 of 17
made of a concrete mix containing uncrushed aggregate. This was a typical method of construction
of concrete pavements at that time [24]. The results of a detailed petrographic examination are
made of a concrete mix containing uncrushed aggregate. This was a typical method of construction of
presented in 3.1 below. The concrete slabs were placed directly on mechanically compacted subgrade
concrete pavements at that time [24]. The results of a detailed petrographic examination are presented
without a sub-base layer in between. The native soil subgrade was built of fine sand.
in 3.1 below. The concrete slabs were placed directly on mechanically compacted subgrade without a
sub-base layer in between. The native soil subgrade was built of fine sand.
Table 1. Thickness of the concrete pavement layers, as measured on the cores.

Table 1. 3Thickness of the concrete pavement layers, as11

measured on the14
cores.15 Mea
No. 1 2 4 5 6 7 8 9 10 12 13 16
n
No.
Upper 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Mean
74 75 81 80 83 71 85 72 83 70 74 80 75 80 70 75 77
layer
Upper layer 74 75 81 80 83 71 85 72 83 70 74 80 75 80 70 75 77
Lowerlayer
Lower 13130 12128 13130 13130 12
125 13
130 130
130 130
130 135
135 140
140 130
130 130
130 135
135 130
130 135
135 125 131
131
125
layer
Concrete 0 8 0 0 5 0
204 203 211 210 208 201 215 202 218 210 204 210 210 210 205 200 208
Concrete
pavement
20 20 21 21 20 20
pavemen 215 202 218 210 204 210 210 210 205 200 208
4 3 1 0 8 1
t
In the core shown in the picture below (Figure 4) one can distinguish the upper and lower layers.
In the core shown in the picture below (Figure 4) one can distinguish the upper and lower layers.

Figure 4.
Figure View of
4. View of the
the core
core cut
cut from
from the
the A6
A6 pavement.
pavement.

All the cores cut from the A6 pavement were conditioned in accordance with the standard
All the cores cut from the A6 pavement were conditioned in accordance with the standard
procedure and polished when used for measurement of the mechanical properties.
procedure and polished when used for measurement of the mechanical properties.
3. Results and Discussion
3. Results and Discussion
3.1. Petrographic Examination of Aggregate according to EN 932-3:1999/A1:2004
3.1. Petrographic Examination of Aggregate according to EN 932-3:1999/A1:2004
The main component of the upper layer mix was a crushed igneous rock, namely basalt [25]
The main
(basaltoide), component
black of 4/22
in colour, the upper
in size.layer
Thismix was
rock a crushed
features igneous rock,
a porphyritic namely
structure basalt
and [25]
massive,
(basaltoide), black
non-directional in colour,
texture. The 4/22 in size. This
microscopic rock features
evaluation a porphyritic
revealed structurestructure
a fully porphyritic and massive,
with
non-directional texture. The microscopic evaluation revealed a fully porphyritic structure
numerous olivine (magnesium) phenocrystals and infrequent monoclinic salite pyroxenes. Besides with
numerous olivine (magnesium) phenocrystals and infrequent monoclinic salite pyroxenes.
igneous aggregate the cement paste contains ca. 40% of light colour quartz grains (Figure 5). Besides
igneous aggregate the cement paste contains ca. 40% of light colour quartz grains (Figure 5).
Materials 2020, 13, 2262 6 of 17
Materials 2020, 13, x FOR PEER REVIEW 6 of 17
Materials 2020, 13, x FOR PEER REVIEW 6 of 17

Figure5.5.Petrography
Figure ofthe
Petrography of theupper
upperlayer.
layer.
Figure 5. Petrography of the upper layer.
In theInlower layer
the lower (Figure
layer 6),6),
(Figure thethemain
maincomponent
component is isaasedimentary
sedimentary material,
material, namely
namely gravel
gravel of of
4/20 fraction, with
4/20 fraction, 85% to
withlayer
In the lower 92%
85% to grains
92% grains
(Figure of magmatic
6), theofmain
magmatic and metamorphic
componentmetamorphic origin.
origin.
is a sedimentary The remaining
The remaining
material, 8–15% of of
8–15%
namely gravel
grains come
grains
4/20 fromfrom
come
fraction, sedimentary
with 85% to 92%rocks
sedimentary rocks
grains (mainly
(mainlylimestone).
limestone).
of magmatic and metamorphic origin. The remaining 8–15% of
grains come from sedimentary rocks (mainly limestone).

Figure 6. Petrography of the lower layer.

Figure6.6.Petrography
Figure Petrography ofofthe
thelower
lowerlayer.
layer.
3.2. Hardened Concrete Properties
3.2. Hardened Concrete
3.2. Hardened Properties
Concrete Properties
3.2.1. Density
3.2.1.3.2.1.
Density
Density
The density of concrete was determined on the total number of six cores cut from the pavement,
The
threedensity
from
The of concrete
each
density was
the two
of concrete determined
layers.
was The test on
determined the totalof
procedure
on the total number ofof
sixsix
EN 12390-7:2011
number cores
cores [14]cut
cut from
was
from the
used
the pavement,
and the
pavement,
obtained
three fromdensities
each of were
the 2515
two kg/m
layers. for
3 The the
testupper layer
procedure and
of 2404
EN kg/m 3 for the
12390-7:2011 [14]lower
three from each of the two layers. The test procedure of EN 12390-7:2011 [14] was used and the obtained was layer.
used All
and the
test results
obtained
densities are compiled
weredensities
2515 were
kg/m in Table
2515
3 for kg/m
the 2.3 forlayer
upper the upper layer kg/m
and 2404 and 2404
3 forkg/m 3 for the lower layer. All the
the lower layer. All the test results
test results are compiled
are compiled in Table 2. in Table 2.
Table 2. Densities of concrete.
Table 2. Densities of concrete.
Upper Layer Lower Layer Mean Value
No. Table 2. Densities of concrete.
(kg/m
Upper
3)
Layer (kg/m
Lower
3)
Layer (kg/m
Mean
3)
Value
No.
1Upper 2506
(kg/m
Layer3 ) (kg/m )Layer (kg/m
Lower 3
Mean
3 ) Value
No. 12 (kg/m2499
3) - 3) 2515
2506 (kg/m (kg/m3 )
23 2541
2499 - 2515
1 34 2506
2541 2415
- 2373-
2404
2 45 2499 2415 2515
- 2404
3 5 2541 2373
4 2415
5 - 2373 2404
6 2425
Materials 2020, 13, 2262 7 of 17

3.2.2. Compressive Strength

The compressive strength of concrete was determined on the total number of six cores, three from
each of the two layers. The test procedure of EN 12390-3:2019 [13] was used and the results were 65.8
MPa for the upper layer and 51.2 MPa for the lower layer. All the test results are compiled in Table 3.

Table 3. Concrete compressive strength test results.

Compressive
Compressive
Compressive Compressive Mean Compressive Strength Class of
Strength Class of
No. Strength-Upper Layer Strength-Lower Layer Strength Concrete According to
Concrete According to
(MPa) (MPa) (MPa) EN 13877-2:2013-08
EN 206:2014-04 [26]
[27]
1 66.5
2 65.9 - 65.8 C55/67 CC55
3 65.1
4 50.2
5 - 49.0 51.2 C40/50 CC40
6 54.4

The strength of the upper layer concrete was higher than the strength of the lower layer concrete
(by ca. 28%). The strength test procedure according to EN 13791:2008 [28] was applied as for the
cores cut from the pavement structure. The characteristic compressive strength of the tested concrete,
corresponding to the strength determined on 150 mm test cubes, depends on the number of results and
their variation. For a smaller number of results (k = 7) and small variation the value of characteristic
strength can be taken at up to 58.8 MPa for the upper layer and up to 44.2 MPa for the lower layer.
This gives the strength classes of C55/67 and C40/50 for the upper and lower layers, respectively.
If assessed according to EN 13877-2:2013-08, these classes change to CC55 and CC40 for the upper and
lower layers, respectively.
Considering the recommendations [29] regarding reuse of concrete pavement materials, derived as
part of the research project named RID I/6: Reuse of Recycled Materials, it needs to be pointed out that in
terms of the compressive strength the concrete obtained from recycling of the A6 motorway pavement
satisfies the requirements specified for concrete that after crushing could be used for unbound sub-base
and treated subgrade layers and also for road base layer construction, i.e., it can be rated in classes
CC20 and CC30 respectively.

3.2.3. Water Absorption

Absorption, defined as an increase of weight of concrete due to uptake of water, was determined
according to the Polish Standard No. PN-B-06250:1988 [15] on a total number of six cores, three from
each of the two layers of the pavement in consideration. First, the samples were dried at 105 ◦ C until
their weight no longer decreased, and then, after weighing, they were immersed in water and weighed
when fully saturated with water. The absorption value of ca. 3.5% was obtained for both the tested
concrete types. The test results are compiled in Table 4 below.

Table 4. Water absorption values of the tested concretes.

Water Absorption Water Absorption Mean Absorption

No. Upper Layer Lower Layer Value
(%) (%) (%)
1 3.3
2 3.4 - 3.4
3 3.5
4 3.4
5 - 3.5 3.5
6 3.5
Materials 2020, 13, 2262 8 of 17

It is worthwhile to note that the obtained absorption values are much lower than the limit
of less than 5% as specified for concrete exposed to direct environmental actions according to
PN-B-06250:1988 [15].

3.2.4. Determination of Freeze-Thaw Resistance

EN 206:2014-04 [26] does not provide for experimental verification of the freeze-thaw resistance
of concrete. Thus, the freeze-thaw resistance of concrete is determined on the basis of the minimum
strength class, the minimum cement content, the maximum w/c ratio and the minimum air void content,
as specified for a given exposure class, checked with the test procedures and the rating criteria given
in the specifications used by the Polish highway agency GDDKiA. In this research the freeze-thaw
resistance of concrete was determined according the Polish Standard No. PN-B-06250:1988 [15].
The tests were carried out on the total number of six samples, three from each of the two layers
(designated g—for the upper layer and d—for the lower layer), which following the tests were subjected
to 150 freeze-thaw cycles while the remaining samples were kept immersed in water. After 150 cycles
the samples were subjected to visual examination. The samples showed neither surface distress nor
cracking. Next, the samples were weighed and subjected to the compressive strength test. The test
results are compiled below in Table 5.

Table 5. Experimentally determined freeze-thaw resistance of concrete.

Rc Rc150 ∆R ∆M
No.
(MPa) (MPa) (%) (%)
1g 66.5 57.5
2g 65.9 57.8 16.2 0.18
3g 65.1 50.2
4d 50.2 48.2
5d 49.0 43.1 6.1 0.12
6d 54.4 53.0

From these results it transpires that after 150 freeze-thaw cycles at the test temperatures of −20
◦C for freezing and +20 ◦ C for thawing the tested concrete featured very good fatigue resistance,
which allows us to conclude that the exposure to heavy traffic and de-icing salts used as winter
maintenance agents (the motorway runs through an area with frequent daily freeze-thaw events) had
not caused deterioration of the pavement. The average loss of weight in the tested samples was 0.15%.
The decrease of compressive strength was less than 20%, viz. 16.2% for the upper layer concrete and
6.1% for the lower layer concrete. These values satisfy the freeze-thaw resistance requirement.

3.2.5. Determination of Resistance to Ice Melt (De-Icing) Salts

Resistance to the action of de-icing products was determined with the method used for the rating
of precast concrete units, such as curbs and pavers. The freeze-thaw resistance in the presence of
de-icing salts was tested according to the procedure of EN 1340:2004/AC:2007 [17] concrete curbs –
requirements and test methods, on three samples cut from the upper layer of the A6 motorway, which
were prepared according to the test procedure as described below. In the first step, a rubber seal was
placed on each sample projecting 2 cm above the tested surface and then the perimeter chamfers
were filled with a silicone sealant to close the gaps between the concrete and the rubber seal. Next,
the side and bottom surfaces were insulated with an insulating foam and EPS. For fifteen minutes
before placement in the freezing chamber, the deionized water layer was removed from the sample
and replaced with a 5 mm high layer of 3% water solution of NaCl. Next the samples were subjected
to alternate freezing and thawing cycles. The weight of scaled material was determined after 28 and
56 cycles. The results obtained in this test are presented in Table 6 below.
Materials 2020, 13, 2262 9 of 17

Table 6. Experimentally determined freeze-thaw resistance of concrete in the presence of de-icing salt.

Mass Loss (kg/m2 ) Mean Mass Loss (kg/m2 )

No.
After 28 Cycles After 56 Cycles After 28 Cycles After 56 Cycles
1 0.13 0.21
2 0.11 0.43 0.09 0.65
3 0.04 1.29

In each case the mass loss from a single sample was below 1.5 kg/m2 . The mean mass loss after
28 and 56 freeze-thaw cycles was below 1.0 kg/m2 . The obtained values of freeze-thaw resistance in
the presence of de-icing salts satisfy the requirements of FT2 freeze-thaw category, as defined in EN
13877-2:2013-08 [27].

3.3. Parameters of Concrete Sampled from the Road Pavement on the Section of S22 Road Between Elblag
˛ and
the State Border of Poland.
The same kind of testing was simultaneously carried out at the GDDKiA’s road testing laboratory
of Olsztyn for the concrete pavement of the Elblag-Kaliningrad
˛ road constructed in 1938 using the
cores obtained during renewal of the section between the city of Elblag,
˛ Poland and the state border of
Poland. The tests were carried out on nine 100 mm cores and three 150 mm cores. The test results are
compiled in Table 7 below.

Table 7. Results of tests on cores cut from the concrete pavement of the S22 expressway.

No. Property Unit Result

Upper layer MPa 62.9
1 compressive strength according to EN 12390-3:2019 [13]
Lower layer MPa 49.9
2 tensile splitting strength of the lower layer concrete, according to EN 12390-6:2019 [22] MPa 5.0
3 absorption (teste don the entire core) according to PN-B-06250:1988 [15] % 4.0
∆R % 3.8
4 freeze-thaw resistance of the upper layer concrete according to PN-B-06250:1988 [15]
∆M % 0.6
5 water tightness of the upper layer concrete according to PN-B-06250:1988 [15] mm 15
6 water tightness of the upper layer concrete according to EN 12390-8:2011 [23] mm 10

The compressive strength, absorption and freeze-thaw resistance data obtained for the concrete of
the S22 pavement are very close to the values obtained for the A6 pavement. In addition, the tests
carried out at the GDDKiA’s road testing laboratory of Olsztyn revealed a very tight structure of the
tested concrete, as confirmed by low water penetration. The tensile splitting strength values satisfy the
requirements of the assumed tensile splitting strength class SC 5.0 according to EN 13877-2:2013-08 [27].

3.4. Air Void Analysis of Hardened Concrete

The air void size distribution was determined according to EN 480-11:2008 [16]. The analysis was
carried out on specially prepared 150 mm × 100 mm × 20 mm metallurgical polished sections in the
laboratory of the Military University of Technology in Warsaw. Four such sections were used in the
tests, which, after cleaning and drying, were polished and coated with a contrast agent. The following
air void system parameters were determined for each of the analyzed samples of hardened concrete:

— Total air content A%,

— Specific surface of the air void system α mm−1 ,
— Spacing factor L mm,
— Micro air void content (amount of air voids below 0.3 mm in size) A300 %,
— Paste-air ratio R%.

A computer image analysis method was used to evaluate the microstructure of concretes and
the parameters of pore structure were calculated; these parameters included relative volume fraction,
Materials 2020, 13, 2262 10 of 17
Materials 2020, 13, x FOR PEER REVIEW 10 of 17
Materials 2020, 13, x FOR PEER REVIEW 10 of 17

relative specific surface area, and pore arrangement

arrangement ratios
ratios [30].
[30]. The samples after polishing with
relative applied
already specific contrast
surface agent
area, and presented in Figures 7 and[30].
pore arrangement
are presented in Figuresratios
7 and 8. The samples after polishing with
8.
already applied contrast agent are presented in Figures 7 and 8.

Figure 7. Sample No. 1.1. ready for metallurgic examination.

Figure 7. Sample
Figure 7. Sample No. 1.1. ready
No. 1.1. ready for
for metallurgic
metallurgic examination.
examination.

Figure
Figure 8. Sample No.
8. Sample No. 1.1.
1.1. during
during metallurgic
metallurgic examination.
examination.
Figure 8. Sample No. 1.1. during metallurgic examination.
The results
The results of metallurgic
of metallurgic examination
examination of theoffour
the four samples
samples are presented
are presented in Table
in Table 8. 8.
The results of metallurgic examination of the four samples are presented in Table 8.
Table 8. Experimentally determined air void system parameters of hardened concrete.
Table 8. Experimentally determined air void system parameters of hardened concrete.
Table 8. Experimentally determined air void system parameters of hardened concrete.
Parameter Unit Sample No. 1.1 Sample No. 1.2 Sample No. 2.1 Sample No. 2.2
Parameter Unit Sample No. 1.1 Sample No. 1.2 Sample No. 2.1 Sample No. 2.2
Total Parameter
Totaltraverse
traverse length,
length,TT mmUnit
mm Sample No. 1.1
2.464
2.464 Sample
2.464
2.464No. 1.2 Sample
2.464No. 2.1 Sample
2.464 2.464 No. 2.2
2.464
Total
Total
Total air
aircontent,
traverse AA T
length,
content, %mm
% 5.4
2.464
5.4 5.4
2.464
5.4 6.1
2.464
6.1 6.0
2.464
6.0
Total
Totalnumber
Total
number ofofchords
air chords measured,
content, A
measured, NN % 861
5.4
861 877
5.4
877 939
6.1
939 8636.0
863
Specific
Total surface
number of the air void system, αN mm−1 −1 26 23.3 24.9 23.2
Specific surface of
of chords measured,
the air void system, α mm 861
26 877
23.3 939
24.9 863
23.2
Paste/ air ratio, R % −1 4.8 4.8 4.2 4.3
Specific surface
Paste/ ofair
theratio,
air void system, α mm 26 23.3 24.9 23.2
Spacing factor, L R mm% 4.8
0.18 4.8
0.20 4.2
0.17 4.3
0.19
Paste/
Spacing airfactor,
ratio, LR % 4.8 4.8 4.2 4.3
Micro air void content, A300 %mm 0.18
1.64 0.20
1.57 0.17
1.86 0.19
1.51
MicroSpacing
air voidfactor,
content,L A300 mm
% 0.18
1.64 0.20
1.57 0.17
1.86 0.19
1.51
Micro air void content, A300 % 1.64 1.57 1.86 1.51
An image of
An image of sample
sample 1.1
1.1taken
takenfrom
fromthe
thelower
lowerlayer
layerofofpavement
pavement during
during examination
examination is shown
is shown in
in An
Figureimage of sample 1.1 taken from the lower layer of pavement during examination is shown
Figure 9. 9.
in Figure 9.
Materials 2020, 13, 2262 11 of 17
Materials 2020, 13, x FOR PEER REVIEW 11 of 17

Figure 9. Air void size distribution in sample No. 1.1 during examination.
Figure 9.

Thevoid
The air air void
size size distributions
distributions determined
determined during
during examination
examination ofof samplesare
samples arepresented
presentedin
in Table
Table 99
below
below and
and are
are presented
presented graphically
graphically in
in Figure
Figure 10.
10.

9. Size
Table 9.
Table Size distribution
distribution and
and structure
structure of
of air
air voids
voids in
in the
the tested
tested samples.
samples.

SampleSample
No. 1.1 No. 1.1 Sample
Sample No. 1.2
No. 1.2 Sample
Sample No.No.
2.1 2.1 SampleNo.
Sample No.2.2
2.2
Size Range
Size Range (µm) NumberNumber
of Recorded
of Number
Recorded of Recorded
Number of Recorded Number of Recorded
Number of Recorded Number
NumberofofRecorded
Recorded
(µm)
Chords Chords
(voids) (voids) Chords (voids)
Chords (voids) Chords (voids)
Chords (voids) Chords
Chords(voids)
(voids)
0 to 10
0 to 10 120 120 108 108 100100 92
92
15 to1520to 20 95 95 80 80 120120 108
108
25 to2530to 30 56 56 53 53 64 64 66
66
35 to3540to 40 63 63 53 53 73 73 65
65
45 to4550to 50 49 49 32 32 61 61 41
41
55 to5560to 60 47 47 45 45 42 42 55
55
65 to6580to 80 78 78 75 75 76 76 65
65
85 to85
100to 100 60 60 39 39 60 60 49
49
105
105 to 120to 120 23 23 43 43 48 48 40
40
125 to 140 38 31 38 29
125 to 140 38 31 38 29
145 to 160 27 24 29 23
145 to 160 27 24 29 23
165 to 180 17 10 20 22
165 to
185180to 200 17 14 10 5 20 23 22
12
185 to
205200to 220 14 10 5 7 23 11 12
18
205 to
225220to 240 10 14 7 18 11 9 18
15
225 to
245240to 260 14 5 18 7 9 13 15
13
245 to
265260to 280 5 9 7 10 13 10 138
285
265 to 280to 300 9 9 10 4 10 10 86
305
285 to 300to 350 9 15 4 16 10 19 624
355
305 to 350to 400 15 15 16 6 19 14 248
405
355 to 400to 450 15 11 6 12 14 13 810
455
405 to 450to 500 11 17 12 21 13 11 108
505 to 1000 57 59 52 63
455 to 500 17 21 11 8
1005 to 1500 9 16 17 18
505 to 1000 57 59 52 63
1505 to 2000 2 2 6 4
1005
2005to to 2500 1 0
9 16 17 0 181
1500
2505 to 3000 0 1 0 0
1505
3005to to 4000 0 0
2 2 6 0 40
2000
2005 to
1 0 0 1
2500
2505 to
0 1 0 0
3000
3005 to
0 0 0 0
4000
Materials 2020,13,
Materials2020, 13,2262
x FOR PEER REVIEW 12
12of
of17
17

140

120

100
Number of air voids

80

60

40

20

0
105 to 120
125 to 140
145 to 160
165 to 180
185 to 200
205 to 220
225 to 240
245 to 260
265 to 280
285 to 300
305 to 350
355 to 400
405 to 450
455 to 500
505 to 1000
1005 to 1500
1505 to 2000
2005 to 2500
2505 to 3000
3005 to 4000
0 to 10
15 to 20
25 to 30
35 to 40
45 to 50
55 to 60
65 to 80
85 to 100

Air void diameter, μm

Figure 10. Air void size distribution determined during examination.

Figure 10. Air void size distribution determined during examination.
Figure 10 shows the mean value with standard deviation. For determining the air void size
Figure 10
distribution, showscalculation
a specific the mean model value with standard
was adopted in deviation.
which certain Forpore
determining
diametersthe areair void [31].
defined size
distribution,
This a specific
model provides calculation model
a middle-of-the was adopted in
road representation which the
between certain
actualpore diameters
situation and are defined
the Powers
[31]. This model provides a middle-of-the road representation between
model, the latter of which assumes equal size of air voids [32,33]. The chords are measured and the actual situation and the
Powers model, the latter of which assumes equal size of air voids [32,33]. The
classified into one of the pre-defined length ranges, and then the number of chords in a given range is chords are measured
and classified
multiplied by ainto one of
volume of athe pre-defined
single air void oflength ranges,equal
a diameter and then
to thethe number
upper limit of
of chords
the range.in aIngiven
this
range is multiplied by a volume of a single air void
way, the predicted amount of air is obtained for a given size range.of a diameter equal to the upper limit of the range.
In this
Theway, the predicted
air void distribution amount of air determined
parameters is obtained according
for a giventosize EN range.
480-11:2008 [16] in the laboratory
of the Military University of Technology in Warsaw allow us to concludeto
The air void distribution parameters determined according thatEN the480-11:2008 [16] in the
tested, over 80-year-old
concrete satisfies very high requirements as currently specified for paving grade concrete.the
laboratory of the Military University of Technology in Warsaw allow us to conclude that Thetested,
total
over 80-year-old
amount concrete
of air A ranged fromsatisfies
5.4% to very
6.1%,high requirements
the specific surface α asranged
currently
fromspecified formm
23.1 to 26.0 paving
−1 grade
and the
concrete. The total amount of air A ranged from 5.4% to 6.1%, the specific surface
paste/air ratio R ranged from 4.2 to 4.8. Most important for the freeze-thaw resistance evaluation are, α ranged from 23.1
to 26.0 mm
however,
−1 and the paste/air ratio R ranged from 4.2 to 4.8. Most important for the freeze-thaw
the values of the spacing factor L and the micro-air content A300 , which were in the ranges of
resistance
0.17 to 0.20evaluation are, however,
mm and 1.51–1.86% the values of the spacing factor L and the micro-air content A300,
respectively.
which were in the ranges of 0.17 to 0.20 mm and 1.51–1.86% respectively.
3.5. Recycling of Concrete Pavement
3.5. Recycling of Concrete Pavement
The concrete slabs of the A6 motorway pavement, which were planned to be recycled to provide
The concrete
reclaimed aggregate, slabs of the very
featured A6 motorway pavement,
good physical which were
and mechanical planned to
properties, asbe recycled by
confirmed to provide
the test
reclaimed
results aggregate,
presented in 3.2featured very good
and 3.3 above. In thephysical
authors’and mechanical
opinion, properties, asreclaimed
the above-described confirmed by the
material
test following
can, results presented in 3.2processing,
appropriate and 3.3 above.
be usedIn the authors’ opinion,
to substitute some of thethe above-described
new aggregate inreclaimed concrete
material
mixes forcan,
pavingfollowing appropriate
applications, evenprocessing,
for the lower be used
layerstoofsubstitute
pavement. some of the new aggregate
Unfortunately, the Polish in
concrete mixes
guidelines for paving do
and specification applications,
not provideeven
for theforuse
theoflower layers
aggregate of pavement.
reclaimed Unfortunately,
from concrete pavements the
Polish
for guidelines
production andPCC
of new specification
pavementdo not provide
mixes. Therefore,foritthe
wasuse of aggregate
decided to use all reclaimed from material
the reclaimed concrete
pavements
for construction for production
of the road baseof new PCC
layer, thepavement
foundation mixes.
of theTherefore,
new pavement. it wasThe decided
concreteto use all the
pavement
reclaimed material for construction of the road base layer, the foundation of the new pavement. The
Materials 2020,
Materials 13,13,
2020, 2262
x FOR PEER REVIEW 13 13
of 17
of 17

concrete pavement crushing process produced a 0/31.5 mm continuously graded material which, in
crushing process produced a 0/31.5 mm continuously graded material which, in relation to the on-going
relation to the on-going A6 renewal project, was subjected to the essential quality control tests at the
A6 renewal project, was subjected to the essential quality control tests at the GDDKiA’s road testing
GDDKiA’s road testing laboratory of Szczecin, Poland. The tested parameters included grain size
laboratory of Szczecin, Poland. The tested parameters included grain size distribution according to EN
distribution according to EN 933-1:2012 [34] and CBR according to EN 13286-47:2012 [21]. These
933-1:2012 [34] and CBR according to EN 13286-47:2012 [21]. These results were compared with the
results were compared with the domestic requirements (called as WT-4 for short) of [35]. An example
domestic requirements (called as WT-4 for short) of [35]. An example grading curve of mechanically
grading curve of mechanically crushed reclaimed concrete aggregate is presented in Figure 11 below.
crushed reclaimed concrete aggregate is presented in Figure 11 below.

100
0/31.5 mix for road base layer according to WT-4 [35]
90
Cumulative % passsing the sieve, %

0/31.5 mix for road base layer, aggregate reclaimed from

80 the A6 motorway pavement

70

60

50

40

30

20

10

0
0.063

0.125

0.25

11.2

22.4
31.5
0.5

4
5.6
8

16

45
63
Sieve size, mm
Figure 11. Example grading curve of 0/31.5 mm continuously graded reclaimed aggregate from a
Figureconcrete
recycled 11. Example grading
pavement curveon
(derived ofthe
0/31.5
basismm continuously graded reclaimed aggregate from a
of [36]).
recycled concrete pavement (derived on the basis of [36]).
The grading curve of the 0/31.5 mm mixture containing reclaimed aggregate obtained from
recycled The gradingslabs
pavement curve of the
of the 0/31.5 mmfell
A6 motorway mixture
within containing
the gradingreclaimed
envelope. aggregate
The amount obtained from
of particles
smaller than 0.063 mm was 3% (m/m), which is less than the maximum allowed. The tested 0/31.5 mm of
recycled pavement slabs of the A6 motorway fell within the grading envelope. The amount
particles
mixture, smaller than
compacted in a 0.063 mm was
laboratory 3% (m/m),
at optimum which iscontent,
moisture less than the maximum
featured allowed.
a very high valueThe tested
of CBR
0/31.5
(ca. 160%)mm mixture,
[37]. compacted of
The requirements in[32,35]
a laboratory
specifyatthe
optimum moisture
CBR limits defining content, featured
suitability of thea material
very high
forvalue of CBR (ca.
strengthening 160%) [37].sub-base
of subgrade, The requirements
and road base of [32,35] specifyofthe
construction 40%,CBR 60%limits
and defining suitability
80%, respectively.
of the
Thematerial
crushingfor strengthening
value, absorptionofandsubgrade, sub-base
freeze-thaw and road
resistance base
of the construction
reclaimed of 40%,
concrete 60% and
aggregate
80%,
were respectively.
also determined (Table 10). According to the test data, the reclaimed aggregate fails to satisfy the
The requirement.
absorption crushing value, Thisabsorption
requirement and freeze-thaw
can, however, be resistance
dropped of in the case
reclaimed concrete
of reclaimed aggregate
aggregates
weresatisfy
which also determined
the freeze-thaw(Table 10). According
resistance to the
requirement test data,
(mass thegreater
loss not reclaimedthan aggregate
10%). The fails to satisfy
freeze-thaw
the absorption requirement. This requirement can, however, be dropped in the
test data, based on which the reclaimed material is classified in the F4 category, confirm the suitability case of reclaimed
of aggregates
this materialwhich
for thesatisfy the freeze-thaw
construction of the roadresistance
base and requirement
sub-base layers (mass
and loss not greater
for subgrade than 10%).
treatment as
TheAfreeze-thaw
well. test data,value
very good crushing based(LA on35 which
) of the the reclaimed
reclaimed material
material is is
also classified
worthwhile in the
noting.F 4 category,
confirm the suitability of this material for the construction of the road base and sub-base layers and
for subgrade treatment as well. A very good crushing value (LA35) of the reclaimed material is also
worthwhile noting.

Table 10. Compilation of the reclaimed concrete aggregate test data.

Requirements acc. to WT-4 [35]

Aggregate Reclaimed
Code of Practice
Property Reference Standard Unit from the A6 Motorway
Subgrade and
Pavement Road Base
Sub-Base
Materials 2020, 13, 2262 14 of 17

Table 10. Compilation of the reclaimed concrete aggregate test data.

Requirements acc. to WT-4 [35]

Aggregate Reclaimed from Code of Practice
Property Reference Standard Unit
the A6 Motorway Pavement Subgrade and
Road Base
Sub-Base
Aggregate crushing 1 2
EN 1097-2:2010 [18] % 31.8 LA50 LA40
value 10/14
Absorption 8/16 EN 1097-6:2013-11 [19] % 3.8 WA24 2 WA24 2

Freeze-thaw 3
EN 1367-1:2007 [20] % 3.5 F10 F10
resistance 8/16
1 Does not apply to subgrades improved according to WT-4 [35]; 2 LA35 for KR5 and higher traffic classes, as defined
in WT-4 [35]; 3 Freeze-thaw resistance test is required only for aggregates with absorption value higher than 2%.

3.6. Discussion
The tests indicated very good physical and mechanical properties of the concrete under analysis.
The strength properties satisfy at least the requirements for class C40/50 according to EN 206:2014-04 [26]
or CC40 according to EN 13877-2:2013-08 [27]. The high quality of the tested concrete was confirmed
by the obtained absorption values, all of which were below 4%. Considering the results obtained on
the samples taken from the S22 pavement, constructed in the same way and at the same time as the
A6 motorway pavement, one can reasonably expect that the concrete of the A6 pavement will also
satisfy the requirements regarding the minimum tensile splitting strength SC2.0. The high strength
parameters and long fatigue life of the pavement can be attributed to low fineness of cement [38] of
grading close to 100 µm, which, in combination with the above-mentioned phase composition, resulted
in a relatively small degree of hydration. This, at the same time, provided an excellent protection from
the action of corrosive solutions owing to the self-healing effect of damaged micro-spaces. This small
hydration [25,39] over such a long period of time also indicated a low w/c ratio of the mix [40].
The only chemical admixture that could have possibly been used at the time of construction are
lignosulfonates [41–43], which are known for their strong set-retarding properties [44]. The interfacial
transition zone is compact and indicates a very good bond between the cement paste and grains of
aggregate, which, in combination with the very good quality of the latter, produces excellent strength
and low permeability, the factors responsible for the exceptional durability of the analysed concrete
pavement of the motorway.
The freeze-thaw resistance values after 150 cycles of alternate freezing and thawing testify to
a very high quality and durability of the concrete in question. Furthermore, the experimentally
determined freeze-thaw resistance in the presence of rock salt (NaCl) testify to its resistance also to
the combined frost and de-icing salt exposure. The top layer concrete can be classified in the FT2
freeze-thaw resistance category. The air void analyses of the samples of the over 80-year-old concrete
of the A6 motorway pavement showed that the concrete satisfies the contemporary requirements
specified for PCC pavements, which confirms the long-lasting, perpetual character of pavements of
this kind. The reclaimed aggregate obtained from crushing the entire pavement of the A6 motorway
satisfies the requirements of [35] code of practice in terms of the crushing value and the freeze-thaw
resistance. Hence it can be used for the road base layers and subgrade improvement works.

4. Conclusions
The following conclusions can be drawn on the basis of the authors’ testing and analyses of the
test data:

(1) The test of compressive strength was 65.8 MPa for the upper layer and 51.2 MPa for the lower
layer. With the compressive strength value in excess of 50 MPa, the tested concrete can be rated
as at least CC40.
(2) The freeze-thaw resistance values after 150 cycles of alternate freezing and thawing testify to a
very high quality and durability of the concrete in question.
Materials 2020, 13, 2262 15 of 17

(3) The air void analysis showed that the analyzed concrete contained 1.6% of micropores, i.e., air
voids smaller than 300 µm (A300 ), the spacing factor, in turn, was below 0.200 mm (L = 0.185
mm). The air void analyses of the samples of the over 80-year-old concrete of the A6 motorway
pavement showed that the concrete satisfies the contemporary requirements specified for PCC
pavements, which confirms the long-lasting, perpetual character of pavements of this kind.
(4) The example of the A6 motorway renewal project served to demonstrate that reclaimed concrete
aggregate, obtained by crushing the entire pavement, can be used for production of the new
pavement courses.
Furthermore, the results of the tests carried out at the GDDKiA’s laboratory of Szczecin as part of
the on-going quality control in relation to the A6 renewal project confirm satisfaction of the grading
and CBR value requirements.

Author Contributions: Testing pavement cores and reclaimed aggregate, R.J.; petrographic evaluation,
determination of the air void size distribution, analysis of the research methodology and results, T.R.; drawing up,
review and editing of the article content, R.J. and T.R. All authors have read and agreed to the published version
of the manuscript.
Funding: This research received no external funding.
Acknowledgments: The authors would like to thank Janusz Krzyśka and Filip Szmatuła from the GDDKiA’s
road testing laboratory of Szczecin for their assistance in preparing the cores for testing.
Conflicts of Interest: The authors declare no conflict of interest.

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