Due to the depletion of natural aggregates and raw materials for contemporary construction, the construction and demolition waste existing in old concrete structures is an imperative problem. Cutting down on exploiting natural aggregates and reusing construction and demolition waste in the concrete industry are solutions to this problem. This paper investigated the replacement of natural coarse aggregate (NCA) with recycled concrete aggregates (RCA) with different ratios (0%, 50%, 75%, and 100%) in producing self-compacting concrete (SCC). Different components of supplementary cementitious materials (SCMs), such as nano-silica (NS), fly ash (FA), and metakaolin (MK), as well as PVA fibers, were incorporated into the SCC mixtures. The fresh properties (slump flow, V-funnel, and L-box test) and hardened properties (compressive strength, splitting tensile strength, and flexural strength), as well as the flexural behavior of SCC beams (load-carrying capacity, crack pattern, mid-span deflection, and flexural stiffness), were studied for all SCC mixes. The results of fresh and hardened concrete confirmed that it is possible to produce SCC with a 100% replacement of RCA with minimal effects on the concrete properties. The mixture of SCC with 100% RCA replacement, 20% MK, and 22% FA was the optimum mixture with acceptable fresh properties that complied with the EFNARC specifications. For 100% RCA replacement, the compressive strength was reduced by 8.20%, and the ultimate load and flexural stiffness increased by 3.20 and 16.25%, respectively, compared with the control mixture.

Using recycled concrete aggregates from construction and demolition wastes on structural concrete is a sustainable solution to reduce the consumption of natural resources and the detrimental effects of concrete production on the environment. This paper has collected much data from the literature to study fresh, mechanical properties and durability of concrete made of treated/untreated recycled aggregate (RA). Furthermore, the flexural and shear behavior of recycled aggregate concrete (RAC) beams was studied. This study discussed the distinctions and similarities between reinforced RAC beams and reinforced natural aggregate concrete (NAC) beams. The results of this review’s analysis clearly show that reinforced RAC beams with different RAC ratios perform structurally on par with or slightly worse than reinforced NAC beams, demonstrating the viability of RAC for structural applications. Emphasis is placed on carefully choosing and adjusting material models for recycled aggregate concrete. Ultimately, guidelines for future inquiries in this field are delineated and deliberated upon. The review will be advantageous for academics and professionals who aim to acquire a comprehensive comprehension of the behavior of RAC beams. It addresses several practical concerns connected to the numerical modeling of these components, which have not been adequately covered in existing literature.

Since tires from end-of-life vehicles are not entirely biodegradable and pose a serious environmental problem, their disposal has become a significant global environmental concern. One technique to decrease these environmental issues is incorporating waste rubber to make sustainable green concrete. This study examined the usage of waste supplementary cementitious materials (SCMs) such as fly ash (FA), metakaolin (MK), marble powder (MP), slag (SL), and silica fume (SF) for surface precoating of crumb rubber (CR) to improve the mechanical properties of the produced crumb rubber concrete (CRC) by strengthening the bond between CR and cement paste in the interfacial transition zone (ITZ). The CR replaced (0, 15%, and 25%) of sand by weight in the preparation of CRC mixtures. A total of eleven CRC mixes were cast to investigate the fresh properties, compressive strength, and splitting tensile strength. In addition, the compressive stress-strain curve was investigated, and peak stress, peak strain, energy absorption, toughness, and modulus of elasticity have been evaluated. The outcomes showed that precoating CR using FA, followed by MK, has the strongest effect on increasing CRC compressive performance. The 25% substitution of sand with FA-treated CR increased compressive strength after 28 days, splitting tensile strength, peak stress, toughness, and modulus of elasticity by 34.7%, 23.7%, 34.8%, 26.1%, and 25.2%, respectively, in comparison to the same percentage of untreated CR. The proposed approach demonstrates a viable pathway for integrating waste materials and SCM-based technologies to develop high-performance, sustainable cementitious composites.

Since tires from end-of-life vehicles are not entirely biodegradable and pose a serious environmental problem, their disposal has grown to be a significant global environmental concern. One technique to decrease these environmental issues is incorporating waste rubber to make sustainable green concrete. This study examined the usage of waste supplementary cementitious materials (SCMs) such as fly ash (FA), metakaolin (MK), marble powder (MP), slag (SL), and silica fume (SF) for surface precoating of crumb rubber (CR) to improve the mechanical properties of the produced crumb rubber concrete (CRC) by strengthening the bond between CR and cement paste in the Interfacial Transition Zone (ITZ). The CR replaced (0, 15%, and 25%) of sand by weight in the preparation of CRC mixtures. A total of eleven CRC mixes were cast to investigate the fresh properties, compressive strength, and splitting tensile strength. In addition, the compressive stress-strain curve was investigated, and peak stress, peak strain, energy absorption, toughness, and modulus of elasticity have been evaluated. The outcomes showed that pre-coating CR using FA, followed by MK, has the maximum effect in increasing the CRC compressive performance. The 25% substitution of sand with FA-treated CR increased compressive strength after 28 days, splitting tensile strength, peak stress, toughness, and modulus of elasticity by 34.7%, 23.7%, 34.8%, 26.1%, and 25.2%, respectively, in comparison to the same percentage of untreated CR. The proposed approach demonstrates a viable pathway for integrating waste materials and SCM-based technologies to develop high-performance, sustainable cementitious composites.

High-speed railway embankments constructed over karst-prone ground conditions are often challenged by weak soils and subsurface cavities, which can lead to instability and excessive settlement. This study presents a full-scale field investigation conducted in the El-Gharbaniyat area, west of Alexandria, Egypt, where a pile–cap ground improvement system was implemented to support a high-speed railway embankment founded on clayey and silty soils overlying fractured limestone. A comprehensive site investigation program was performed, including 28 boreholes and integrated geophysical surveys using Electrical Resistivity Tomography (ERT) and Seismic Tomography (ST), enabling improved identification of weak zones and cavity-prone formations. Based on these findings, a pile–cap system was designed using reinforced concrete piles of 0.60 m diameter and an average length of 29 m, arranged in a 4 × 4 m grid and capped with reinforced concrete footings to ensure efficient load transfer to deeper competent strata. The system performance was validated through laboratory testing and full-scale in situ pile load tests. The average 28-day compressive strength of 122 tested piles reached approximately 50 MPa, exceeding the design value by approximately 30%. Load test results showed settlements ranging from 1.08 to 2.76 mm at the working load (2200 kN) and 2.16 to 5.10 mm at the maximum load (3300 kN), all well below allowable limits. Comparative evaluation indicated that the proposed system achieves significant material savings (>90%), lower treatment cost (150 USD/m²), reduced carbon emission (5.7 t per pile), and shorter construction duration (7 h per pile). These findings confirm that the pile–cap system provides a robust, cost-effective, and environmentally efficient solution for ground improvement in karst environments.

Bridges are critical components of transportation networks, and fire accidents can significantly impair their structural integrity, leading to safety risks and major economic losses. This study presents a comprehensive inspection, materials testing, repair, and field load testing program for a full-scale concrete box girder bridge (Delta Bridge, Alexandria, Egypt) following a fire exposure on two spans. A total of 28 concrete core samples were extracted and tested, revealing average compressive strengths of 48.50 MPa (slab), 53.90 MPa (web), and 45.88 MPa (columns), representing moderate reductions of approximately 8.5%, 7.9%, and 10.8%, respectively, relative to the original in situ concrete strength recorded during construction, and 29.2%, 43.7%, and 30.0% increases over the minimum acceptance limits specified by Egyptian code of practice (ECP 203). Tensile strength tests on reinforcement bars indicated an average yield strength reduction coefficient of 0.87, corresponding to an estimated peak exposure temperature of 600 °C, yet still satisfying Egyptian code requirements (≥500 MPa). Field static load tests using 40-ton tri-axle trucks demonstrated maximum midspan deflections of 6.7 mm in fire-exposed spans and full recovery (>94%) upon unloading, confirming that the residual stiffness and load-carrying capacity were within acceptable limits. Based on these results, a targeted repair program was executed, including concrete cover replacement with shotcrete; steel derusting; surface coating; and bearing replacement, followed by a verification load test that confirmed the effectiveness of the rehabilitation. This case study demonstrates a robust framework for post-fire condition assessment, residual capacity evaluation, and repair validation of concrete box girder bridges. The methodology and findings provide valuable guidance for engineers and transportation authorities in mitigating fire-induced risks and ensuring the safe reopening of critical bridge infrastructure.