TechBrief ACPT January 2011 | FHWa-HIF-11-025

The AdvAnced concreTe PAvemenT Technology (AcPT) Products 

Program is an integrated, national 

effort to improve the long-term 

performance and cost-effectiveness 

of the nation’s concrete highways. 

managed by the Federal highway 

Administration through partnerships with State highway agencies, 

industry, and academia, the goals of 

the AcPT Products Program are to 

reduce congestion, improve safety, 

lower costs, improve performance, 

and foster innovation. 

The AcPT Products Program identifies, refines, and delivers for implementation available technologies 

from all sources that can enhance 

the design, construction, repair, and 

rehabilitation of concrete highway 

pavements. The AcPT marketing 

Plan enables technology transfer, 

deployment, and delivery activities 

to ensure that agencies, academia, 

and industry partners can derive 

maximum benefit from promising 

AcPT products in the quest for 

long-lasting concrete pavements 

that provide a safe, smooth, and 

quiet ride.

www.fhwa.dot.gov/pavement/concrete

Blended and Performance Cements

This TechBrief provides an overview of blended and performance cements for 

use in transportation infrastructure. The relatively new labeling for ASTM 

C595 blended cements, including ternary cements, is described. ASTM C1157 

performance cements are also described with particular focus on portlandlimestone cements and activated fly ash. An overall summary of the fresh 

and hardened properties of concrete made with blended and performance 

cements is also presented, along with a summary of current State practices.

Introduction

Because of its relatively low cost, widespread availability, versatility, and 

hallmark longevity, portland cement concrete (PCC) is the most widely 

used building material on the planet, with the equivalent of approximately 1 yd3

 (4,000 lb [1,814 kg]) of concrete used annually for each 

of Earth’s nearly 7 billion inhabitants. In transportation infrastructure 

alone, concrete is used in a variety of applications, including pavements, 

foundations, hydraulic structures, bridges, retaining walls, barriers, 

curbs and gutters, and sidewalks. 

unfortunately, this versatility comes with an environmental price tag. 

For example, it is recognized that the material acquisition, transportation, and processing inherent in delivering concrete to a job site have 

significant environmental impacts in terms of energy use, reduction 

in nonrenewable resources, and greenhouse gas emissions. The latter 

item receives particular emphasis as it is associated with global climate 

change, a critical area which is expected to continue to grow in importance in the coming years (TrB 2010). Given these considerations, there 

is a compelling need to develop strategies to reduce the environmental 

impacts of concrete while maintaining its economic and social value. 

One such strategy is to reduce the amount of portland cement used in 

the concrete, an approach that can be accomplished through the use of 

chemical admixtures; through mixture proportioning techniques; and 

by blending supplementary cementitious materials (SCMs) with portland cement (either added by the cement supplier under aSTM C595 
2 aCPT TechBrief

bon footprint of concrete is to reduce the amount 

of portland cement that is used, a goal that can be 

accomplished in a number of ways. as illustrated 

in figure 1, in the united States about 0.96 t of 

CO2

 (on average) are associated with the production of 1.0 t of clinker as it exits the cement kiln, 

while the emissions are reduced to 0.92 t of CO2

per ton of cement due to intergrinding the clinker 

with the calcium sulfate (it is the fine grinding of 

clinker and calcium sulfate that creates the powder that is sold as portland cement). Furthermore, 

when a composite cement is produced (under 

aSTM C595 or aSTM C1157), the emissions are 

reduced to 0.65 to 0.80 t of CO2 per ton of cement. Figure 1 also provides a table summarizing 

the positive impact of the addition of SCMs on 

reduced CO2 emissions.

aSTM C150 (and aaSHTO M 85) allow up to 

5 percent high-quality natural limestone to be interground with the clinker, although the practical 

limit is closer to 3 percent so that loss on ignition 

requirements can still be met. This intergrinding with limestone further reduces the carbon 

footprint of portland cement to approximately 

0.90 t CO2 per ton of cement. It was commonly 

believed that the limestone remains inert, but recent research suggests that most, if not all, of the 

limestone chemically reacts in a generally positive fashion, reducing porosity and increasing the 

strength of the hydrated cement paste (Matschei 

et al. 2007). 

Introduction to Modified Hydraulic Cements

Because of their inherent sustainability advantages, there is considerable interest in the uses 

and applications of modified hydraulic cements 

for paving concrete, where the term “hydraulic” cement refers to cements (not just portland 

cements) that undergo chemical reactions with 

water and will harden underwater. This section 

briefly describes the characteristics of both blended and performance cements.

[aaSHTO M 240] or added by the concrete producer) or through the application of performance 

cements (such as provided by aSTM C1157) that 

focus on performance and not cement composition, thereby opening the door for innovative developments.

This TechBrief describes the use of blended and 

performance cements as one way of increasing 

the sustainability of concrete mixtures. It first relates cement and concrete production to overall 

sustainability considerations and then describes 

the development and use of blended and performance cements as one step in the effort to reduce 

concrete’s carbon footprint and increase its environmental friendliness. It concludes with a look 

at the fresh and hardened properties of concrete 

made with blended and performance cements, including a review of current State practices.

Portland Cement, Concrete, and Sustainability

The cement used in typical paving concrete is 

traditionally portland cement as specified under 

aSTM C150 or aaSHTO M 85. These two specifications have differed in years past, but recent 

stakeholder efforts resulted in the publication of 

harmonized standards in 2009 (Tennis and Melander 2010). In addition, SCMs, such as fly ash 

(obtained from burning coal in power plants and 

specified under aSTM C618) and slag cement 

(produced from iron blast furnaces and specified 

under aSTM C989), are both now routinely used 

in concrete mixtures to provide economy, improved workability, enhanced long-term strength 

and durability, and increased sustainability (Van 

Dam and Taylor 2009).

Globally, portland cement manufacturing produces approximately 5 percent of the world’s CO2

output (PCa 2009). Moreover, portland cement 

manufacturing is responsible for approximately 

95 percent of the CO2

 emissions associated with 

concrete production and about 85 percent of the 

energy consumed to produce concrete (Marceau 

et al. 2007). Thus, one way of reducing the car-
3 Concrete Pavements—Safer, Smoother, and Sustainable

Blended Hydraulic Cements

When cement manufacturers intergrind or blend 

portland cement with fly ash or natural pozzolans 

or slag cement, or create a ternary combination 

of SCMs, the blended cement is specified under 

aSTM C595 (aaSHTO M 240), Standard Specification for Blended Hydraulic Cements. These 

materials are classified as follows:

•	 Type IP(X) to indicate a portland-pozzolan (P) 

cement in which “X” denotes the targeted percentage of pozzolan expressed as a whole number by mass of the final blended cement. Thus, 

Type IP(15) is cement that contains 15 percent 

pozzolan.

•	 Type IS(X) to indicate a portland-slag (S) cement in which “X” denotes the targeted percentage of slag cement expressed as a whole 

number by mass of the final blended cement. 

Thus, Type IS(25) is cement that contains 

25 percent slag cement.

•	 Type IT(aX)(By) to indicate ternary (T) blended cement in which the “a” refers to the type 

of SCM (either “P” for pozzolan or “S” for slag 

cement) that is present in the larger amount 

by mass and the “B” refers to the SCM (again, 

either “P” for pozzolan or “S” for slag cement) 

that is present in the lesser amount. The “X” 

and “y” refer to targeted percentage of mass 

for constituent “a” and “B” respectively. For 

example, a material designated as Type IT(S25)

(P15) contains 60 percent portland cement, 

25 percent slag cement, and 15 percent pozzolan. If the percentages of the SCMs are the 

same, the pozzolan material is listed first, i.e., 

Type IT(P15)(S15). Two different pozzolans 

can also be blended together to create a Type 

IT(PX)(Py).

Typical replacement rates for blended cements are 

15 to 25 percent for Type IP and 30 to 50 percent 

for Type IS. a Type IT might have 15 to 30 percent slag cement and 10 to 20 percent pozzolan, 

although these can vary significantly depending 

on the characteristics of the specific SCMs. 

In addition to the above designations, blended 

cements can be further labeled with the following 

suffixes:

•	 “a” to indicate air-entrained material.

•	 “MS” or “HS” to indicate moderate or high sulfate resistance.

1 lb/yd3 = 0.59 kg/m3

Figure 1. Amounts of co2 produced at various stages of concrete production (based on roumain and Smartz 2009 

and marceau, nisbet, and vangeem 2007).
4 aCPT TechBrief

•	 “MH” or “LH” to indicate moderate or low heat 

of hydration.

although it has been a more common practice for 

the concrete supplier to blend cement with SCMs 

at the concrete plant, when the SCMs are interground or blended by the cement supplier under 

aSTM C595 (or aaSHTO M 240), there is a greater level of quality control over the final product 

with less potential for unforeseen interactions and 

incompatibilities (Taylor et al. 2006). In addition, 

the use of aSTM C595 (aaSHTO M 240) blended 

cements helps avoid the potential for proportioning mistakes that can occur in the field. However, 

this does limit the concrete supplier’s ability to 

adjust the SCM content in response to changing 

conditions (e.g., cooler weather). 

Performance Hydraulic Cements

The aSTM C150 (aaSHTO M 85) and aSTM 

C595 (aaSHTO M 240) cement specifications 

discussed thus far are largely prescriptive; that is, 

they are based on measured chemical and physical properties that are assumed to be related to 

the performance of the cement in concrete. In 

contrast, aSTM C1157, Performance Specification for Hydraulic Cement, simply requires that 

the hydraulic cement meet certain physical performance test requirements, thus focusing on material performance and not material composition. 

This approach promotes innovative development 

of composite portland cements (portland cement 

blended with multiple SCMs and/or limestone) 

and also opens the door to non-portland-cement 

hydraulic binders that have the potential to significantly reduce the CO2

 associated with concrete production. Six hydraulic cement types are 

available under aSTM C1157:

•	 Gu (general use). 

•	 LH (low heat of hydration).

•	 MH (moderate heat of hydration). 

•	 HE (high early strength).

•	 MS (moderate sulfate resistance).

•	 HS (high sulfate resistance). 

The two major categories of aSTM C1157 cements being marketed in the united States are 

portland-limestone cements (PLCs) and activated 

fly ash cements. These are briefly described in the 

following sections, along with a short discussion 

on emerging cement technologies.

Portland-Limestone Cement

PLC is manufactured by intergrinding portland 

cement clinker with limestone at limestone percentages greater than the 5 percent currently allowed by aSTM C150 (aaSHTO M 85). PLC has 

been used in Europe for over 25 years, where 

the most popular type contains up to 20 percent 

limestone, and it has recently been approved for 

use in Canada (CaC 2009). Canadian PLC contains from 6 to 15 percent limestone and follows 

the same basic nomenclature as aSTM C1157 

cements (Gu-L, LH-L, MH-L, and HE-L) except 

there are currently no provisions for moderate or 

high sulfate resistance. The 15 percent limit is in 

place to ensure the PLC performs similarly to conventional portland cement and blended cements. 

at this replacement level, it is estimated that the 

use of CSa a30001 PLC reduces CO2

 emissions by 

up to 10 percent compared to conventional portland cement (CaC 2009). 

although the major motivation to use PLC is to 

reduce CO2

 emissions, PLC has other advantages. 

Because limestone is softer than clinker, when the 

two are interground the resulting limestone particles are finer than the clinker particles, resulting in improved particle distribution and packing. 

The fine limestone particles also act as dispersed 

sites on which the formation of hydration products initiates, further densifying the microstructure as hydration proceeds. and, as previously 

mentioned, the limestone is not chemically inert, 

but instead reacts with the aluminate phases in 

portland cement and many SCMs to create carboaluminate phases (Matschei et al. 2007). The net 

result is that cement manufacturers can optimize 

the chemical and physical properties of a PLC to 
5 Concrete Pavements—Safer, Smoother, and Sustainable

and magnesium carbonates, which in turn may 

be used as aggregates or possibly as an SCM or 

cement. although limited information on the nature of these products is available, at a minimum 

the resulting carbonates may be suitable for use 

in PLC to further reduce the carbon footprint of 

the cement.

Properties of Fresh and Hardened Concrete Made 

With Blended and Performance Cements

The properties of fresh and hardened concrete 

made with blended and performance cements 

are largely controlled by the characteristics of the 

SCM used in the cement. Table 1 summarizes 

some of the effects of SCM on these characteristics and other attributes of the concrete.

In general, hydraulic cements blended with 

Class F fly ash, slag cement, calcined shale, or 

calcined clay exhibit improved workability, increased setting time, reduced heat of hydration, 

and reduced bleeding (Taylor et al. 2006). The 

longer setting times and the reduced heat of hydration can be advantageous during hot-weather 

concreting, but may be problematic under low 

placement temperatures. In particular, late season placements with concrete containing Class F 

fly ash or slag cement can result in slow strength 

gain, which can hinder timely joint-sawing operations and can also make the concrete vulnerable 

to freeze–thaw damage. at the same time, the 

longer setting times and reduced bleeding characteristics of these SCMs may create conditions that 

will foster plastic shrinkage cracking.

The impact of Class C fly ash on fresh concrete 

properties is more varied. although typically water requirements are reduced, workability improved, and bleeding reduced, the effects of Class 

C fly ash on early setting and heat of hydration 

can vary greatly depending on the properties of 

the fly ash. additionally, the potential for material incompatibilities is increased with a Class C 

fly ash, which can lead to early setting problems, 

achieve equivalent, or even improved, performance to that obtained using conventional portland cement. Several north american field studies 

have demonstrated that PLC can be used similarly 

to aSTM C150 and aSTM C595 cements in the 

construction of concrete pavements (Thomas et 

al. 2010; Van Dam et al. 2010).

Work is underway at aSTM to transfer PLCs 

from aSTM C1157 to aSTM C595, with a ballot 

expected in 2011. a transfer will likely increase 

the use of PLC in the united States.

Activated Fly Ash

although PLCs are the most prevalent cement currently specified under aSTM C1157, a number of 

alternative hydraulic cements are also specifiable 

under the standard. One such cementitious system is activated fly ash, which consists of a very 

high volume of coal fly ash (in excess of 90 percent) in which the rate of hydration is controlled 

through activators and/or retarders.

One example of an activated fly ash product is 

marketed by CEraTECH, Inc., under the rediMaX Bulk Cements® label (www.ceratechinc.

com). Their products are described as a nonportland, 100 percent non-acid–alkali-activated 

fly ash. The primary cementing material is Class 

C fly ash, which is mineralogically and chemically characterized using proprietary means to 

ensure predictable product performance over a 

range of fly ash sources and placement temperatures (Hicks et al. 2009). Stated strength gains are 

impressive, with compressive strengths of 3,000 

lbf/in2

 (20.68 MPa) at 6 hours and 10,000 lbf/in2

(68.95 MPa) at 28 days. 

Emerging Technologies

In addition to PLC and activated fly ash, other potential hydraulic cements exist or are emerging. 

For example, there is considerable interest in a 

product produced by Calera Corporation (www.

calera.com) that purports to be able to sequester 

CO2

 generated by power plants to form calcium 
6 aCPT TechBrief

(aSr) and sulfate attack. The effectiveness of the 

blended or performance cement to mitigate aSr 

is an optional requirement at the purchaser’s request and is based on the expansion results from 

aSTM C227, Standard Test Method for Potential 

alkali reactivity of Cement-aggregate Combinations (Mortar-Bar Method). In addition, aSTM 

C1567, Standard Test Method for Determining 

the Potential alkali-Silica reactivity of Combinations of Cementitious Materials and aggregate 

(accelerated Mortar-Bar Method), can be used to 

determine the effectiveness of the cementitious 

materials in mitigating aSr (Thomas et al. 2008).

resistance to sulfate attack is another optional 

requirement at the purchaser’s request for both 

aSTM C595 and C1157 cements. In both cases, 

cement can be designated as having moderate or 

high sulfate resistance based on the expansion results from aSTM C1012, Standard Test Method 

for Length Change of Hydraulic-Cement Mortars 

Exposed to a Sulfate Solution. 

Cement Applications and State Highway 

Agency Practices

Table 2 summarizes general applications for hydraulic cements for general concrete construction. 

Obviously, the use of aSTM C150 cements is well 

established, but it is interesting to note that aSTM 

C595 (aaSHTO M 240) blended cements are 

broadly accepted by highway agencies throughparticularly as ambient temperatures increase 

(Taylor et al. 2006). 

One important property often affected by the 

presence of SCMs is the entrained air-void system that is needed to protect the concrete against 

freeze–thaw damage. Both the fineness of the 

SCM and the nature of carbon it contains can 

negatively impact the ability to create a suitable 

air-void system in the concrete. Most SCMs will 

require additional air-entraining admixture to 

achieve target air contents. In the case of fly ash, 

particularly Class F fly ash, the higher carbon content can result in a collapse of the air-void system. 

This issue has become more relevant as activated 

carbon, which is being used to mitigate mercury 

emissions at power plants, is at times commingled with the fly ash and requires beneficiation 

to remove it. 

The two major physical properties of hardened 

concrete made with blended and performance 

cements containing SCMs are strength gain and 

permeability. although early strength gain is often delayed by most SCMs, long-term strength is 

commonly increased. This positive attribute is a 

result of the improved microstructure resulting 

from pozzolanic and supplementary hydraulic reactions, which creates more desirable hydration 

products while reducing permeability.

Blended and performance cements can be specifically selected to address alkali–silica reactivity 

Property/Characteristic/Attribute Type F Type C Slag Cement

Workability improved improved improved

Setting time Prolonged varies depending on characteristics of ash Prolonged

heat of hydration reduced varies depending on characteristics of ash reduced

Bleeding reduced reduced reduced

Air-void system may adversely affect the establishment of a stable air-void system

Strength Slower early strength gain, but long-term strength commonly increased

Permeability reduced reduced reduced

resistance to alkali–silica reactivity increased varies depending on characteristics of ash increased

TABle 1. Summary of effects of Supplementary cementitious materials
7 Concrete Pavements—Safer, Smoother, and Sustainable

compromising performance. Blended cement is 

commonly used in the transportation sector, but 

only a few agencies are currently using performance cements. although the motivation to use 

these cements will continue, one major barrier 

to their more widespread implementation is the 

need to develop a better understanding of factors that contribute to their successful use in constructing good-performing concrete pavements. 

as research continues, it is expected that their 

overall acceptance will increase, thus enabling 

them to significantly contribute to the construction of sustainable transportation infrastructure.

References

Cement association of Canada (CaC). 2009. 

“Backgrounder: Portland-Limestone Cement.” Cement 

association of Canada. Ottawa, Ontario, Canada. 

available at: http://www.cement.ca/images/stories/

plc_bkgndr-_eng-_sept._1_2009.pdf

Hicks, J. K., M. riley, G. Schumacher, r. Patel, and P. 

Sampson. 2009. “utilization of recovered Materials for 

High Quality Cements and Products.” Proceedings, 2009 

World of Coal Ash Conference, Lexington, Ky.

Marceau, M., M. nisbet, and M. VanGeem. 2007. “Life 

Cycle Inventory of Portland Cement Concrete.” PCA R&D 

Serial No. 3011. Portland Cement association. Skokie, IL.

Matschei, T., B. Lothenbach, and F. Glasser. 2007. “The 

role of Calcium Carbonate in Cement Hydration.” 

Cement and Concrete Research 37(4). Elsevier BV, 

amsterdam, The netherlands.

Portland Cement association (PCa). 2009. “Green in 

Practice 102—Concrete, Cement, and CO2

.” Technical 

out the country and have been effectively used 

for decades. aSTM C1157 cements, on the other 

hand, are approved by only a few State highway agencies, including in Colorado, utah, and 

new Mexico, but use is expected to increase in 

response to a worldwide growing interest in sustainability. Major barriers to acceptance of aSTM 

C1157 include 1) lack of an equivalent aaSHTO 

specification, 2) lack of experience working with 

these cements, and 3) uncertainty regarding the 

long-term durability of concrete made with aSTM 

C1157 cement.

Summary

State highway agencies are being confronted with 

the task of reducing the environmental footprint 

of transportation infrastructure, with particular 

emphasis being placed on reducing emissions 

such as CO2

. The manufacturing of portland cement clinker, the principal binder in concrete, 

produces nearly 1 t of CO2

 emissions for each ton 

of clinker. Consequently, any strategy that can be 

used to effectively reduce the amount of portland 

cement clinker in concrete can have significant 

sustainability advantages, provided that constructability and performance can be maintained. The 

use of aSTM C595 blended cement and aSTM 

C1157 performance cement are two proven strategies that can be employed to reduce the carbon 

footprint of concrete by up to 50 percent without 

Cement 

Specification*

General 

Purpose

Moderate Heat of 

Hydration

High Early 

Strength

Low Heat of 

Hydration

Moderate Sulfate 

Resistance

High Sulfate 

Resistance

ASTm c150 Portland 

cements i ii(mh) iii iv ii, ii(mh) v

ASTm c595 Blended 

hydraulic cements

iS(<70)

iP

iT(P<S<70)

iT(P≥S)

iS(<70)(mh)

iP(mh)

iT(P<S<70)(mh)

iT(P≥S)(mh)

— iP(lh)

iT(P≥S)(lh)

iS(<70)(mS)

iP(mS)

iT(P<S<70)(mS)

iT(P≥S)(mS)

iS(<70)(hS)

iP(hS)

iT(P<S<70)(hS)

iT(P≥S)(hS)

ASTm c1157 

Performance 

hydraulic cements

gu mh he lh mS hS

*check the local availability of specific cements as all cement types are not available everywhere.

TABle 2. Applications for hydraulic cements (Tennis and melander 2010; 

© 2010 American concrete institute. reprinted by permission.)
8 aCPT TechBrief

Thomas, M. D. a., D. Hooton, K. Cail, B. a. Smith, J. De 

Wal, and K. G. Kazanis. 2010. “Concrete Produced With 

Portland Limestone Cement.” Concrete International 32(1). 

american Concrete Institute, Farmington Hills, MI.

Transportation research Board (TrB). 2010. “Climate 

Change—Curbing Transportation’s Contributions.” TR 

News, no. 268, May–June 2010. Transportation research 

Board, Washington, DC.

Van Dam, T., B. Smartz, and T. Laker. 2010. “use of 

Performance Cements (aSTM C1157) in Colorado and 

utah: Laboratory Durability Testing and Case Studies.” 

Proceedings, International Conference on Sustainable Concrete 

Pavements (CD rOM), Sacramento, Ca, Sep. 15–17, 2010.

Van Dam, T., and P. Taylor. 2009. Building Sustainable 

Pavements With Concrete: Briefing Document. Concrete 

Pavement road Map, Track 13 Concrete Pavement 

Sustainability. national Center for Concrete Pavement 

Technology, ames, Ia. 

Brief. Portland Cement association, Skokie, IL. available 

at: http://www.concretethinker.com/technicalbrief/

Concrete-Cement-CO2.aspx. 

roumain, J. C., and B. Smartz. 2009. “Sustainability 

Through People, Process, and Product Innovation.” 

Presentation made at the 2009 Minnesota Pavement 

Conference, St. Paul, Mn. available at: http://www.

terraroadalliance.org/events/pavementconf/2009/

documents/sustainability-roumain.pdf.

Taylor, P. C., S. H. Kosmatka, G. F. Voigt et al. 2006. 

Integrated Materials and Construction Practices for Concrete 

Pavement: A State of the Practice Manual (FHWaHIF-07-004). Federal Highway administration, 

Washington, DC.

Tennis, P. D., and J. M. Melander. 2010. “u.S. Cement 

Specifications.” Concrete International 32(1). american 

Concrete Institute, Farmington Hills, MI.

Thomas, M. D. a., B. Fournier, and K. Folliard. 2008. 

Report on Determining the Reactivity of Concrete Aggregates 

and Selecting Appropriate Measures for Preventing 

Deleterious Expansion in New Concrete Construction

(FHWa-HIF-09-001). Federal Highway administration, 

Washington, DC.

Contact—For more information, contact the following:

Federal Highway Administration

Office of Pavement Technology 

Sam Tyson, P.E.—sam.tyson@dot.gov 

ACPT Implementation Team

Shiraz Tayabji, Ph.D., P.E., Fugro Consultants, Inc.— 

stayabji@aol.com

Research—This TechBrief was developed by Thomas Van Dam, Ph.D., P.E., and Kurt D. Smith, P.E. (applied 

Pavement Technology, Inc.), as part of FHWa’s aCPT product implementation activity. The TechBrief is based 

on research cited within the document.

Distribution—This TechBrief is being distributed according to a standard distribution. Direct distribution is being 

made to FHWa’s field offices.

Availability—This TechBrief is available from the national Technical Information Service, 5285 Port royal 

road, Springfield, Va 22161 (www.ntis.gov). a limited number of copies are available from the research and 

Technology Product Distribution Center, HrTS-03, FHWa, 9701 Philadelphia Court, unit Q, Lanham, MD 20706 

(phone: 301-577-0818; fax: 301-577-1421).

Key Words—performance cements, supplementary cementitious materials, concrete CO2

 emissions, blended 

hydraulic cements, portland-limestone cement, activated fly ash

Notice—This TechBrief is disseminated under the sponsorship of the u.S. Department of Transportation in the 

interest of information exchange. The TechBrief does not establish policies or regulations, nor does it imply 

Federal Highway administration (FHWa) endorsement of any products or the conclusions or recommendations 

presented here. The u.S. Government assumes no liability for the contents or their use.

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 january 2011 FHWa-HIF-11-025