Depending upon what process is used (wet, dry, preheater or precalciner) the energy range can be enormous. The order presented in the previous sentence represents the highest to lowest energy usage. Generally, pulverized coal is used as the heat source as the ash can be incorporated into the clinker.

Wet process kilns generally have fallen out of favor because of the energy required to evaporate the water but the blending and homogenization of the principle constituents is alot easier. If you have a wet source of calcium (as is generally the case in Florida), you would probably use this since your raw material is wet to begin with. Enrgy requirements are typically anywhere from 5-9 million BTU per ton of clinker produced. The kilns are gnerally quite long (from 400 feet up to largest I've ever evaluated at 525 feet) and range in diameter from 12.5 feet up to 19.5 feet.

Dry process kilns are similar but the materials are homogenized in a dry state and introduced dry into the kiln. generally their energy requirement is anywhere from 4-7 million BTU ton of clinker.

Preheater kilns require a shorter kiln and preheat (with some small amount of calcination in a tower composed of a series of large refractory lined cyclones. The kilns are usually quite short (~200 feet) and energy requirements are lower 3-6 MMBTU/ton clinker.

Finally the precalciners use a "flameless burning" of pulverized coal in a pre-calciner stage (in the same type of preheater tower, usually between the thrid and fourth stage. As the name implies, the calcium carbonate that makes up the largest proprtion of the raw material feed is calcined to calcium oxide in this stage and the rest of the preheat tower is used to get the raw materials up to the proper temperature for the high temperature zone of the kiln.

All cement production follows the same process: drying (whether wet or dry), calcining the carbonate to the oxide form (converting CaCO3 to CaO), and then bringing the the mixture of calcium, alumina, silica and iron up to the proper temperature for the exothermic reaction to occur that gives cement its various strength properties. The calcining temperature requires a minimum of 1500 °F to start, the exothermic "liquid phase" reaction takes place only above 2400 °F. Depending upon the cement qualities desired, the clinker temperature will reach temperatures approaching 3200 °F before being discharged from the kiln to be flash cooled in a clinker cooler whose sole purpose is to drop the temperature below 1850 °F in 10 minutes or less (ortherwise you get very hard to grind clinker AND cement properties that make it fairly worthless due to various strength and expansion properties).

In making concrete, cement and other aggregates are combined (either in a central mix unit or in what is known as truck mix) in a precise mixture of water, cement, aggregates and a few additives. Recently, flyash has been used as both a filler for certain aggreagtes and because it has certain properties that enhance the concrete's final set properties. It requires extremely residual carbon content in the flyash. Western coals that produce a highly alkaline (read calcium) ahs have been preferred in the past but other flyash has been tested and approved. Substitution of between 15-30 percent of flyash for the cement and fine aggragte is not uncommon.

Some of the metals in the flyash present some challenges in the mixing operation (e.g., arsenic) but one incorporated into the matrix, seem to be isolated and non-leaching.

Thanks for the info.
Do you feel that this is good enough and cheap enough to keep the road system in fair repair with asphalt in short supply?

Concrete, if done right, can last a very long time. There are section of I-85 along the VA/NC line that are the original concrete poured in 1965. It's getting pretty beat up now and is scheduled for replacement, but I cannot think of a single asphalt road that has held up that well. There were section of I-95 near Richmond that have recently been repaired (paved with asphalt) that were the original concrete from 45 years ago.

I will note that there are two tricky aspects to asphalt that make it less durable. First, the wide range of temperatures it has to endure and flex with. By it's nature, even though it sets with cooling, it still flexes much more than concrete. Any asphalt is a compromise over a range of temperatures. You can't take asphalt used in central NC and use it Minnesota (well, maybe you can with global warming) or visa versa. Similarly, you have some control over the degree of flex by the amount of fines you put in the asphalt paving material.

Top coat asphalt always has a certain percentage of fines but if your asphalt (binder) is properly formulated for the region and the temperature characteristics, too many fines allows the asphalt paving to flex too much. That rippling effect that you sometimes see at traffic lights is caused by too many fines, too much asphalt or improperly formulated asphalt (or some combination). It also takes much more road bed preparation.

It's also more difficult to recycle concrete compared to recycling asphalt paving materials (though the practical limit is about 35% recycle). And asphalt, as the bottoms of the distillation and cracking process is, essentially, a waste byproduct of petroleum processing. I haven't checked the price recently, but the wholesale price of aspahlt was far below the cost of oil. As more and more refiners install coker units, less and less of this material will be available and the supply and demand pressures will force the price up in addition to the underlying cost of oil.

Current prices taken from RS Means Cost Estimate Book:
Asphalt-
8" Stone Base @ 15.90 SY
2" Binder Course (asphalt) @ 7.30 SY
1.5" Wearing Course @ 6.20 SY
or
Concrete-
7" Unreinforced @ 34.50 SY
+ welded wire reinforcement @ 4.21 SY
...
So the prices are close now (keep in mind asphalt has been much cheaper in up front costs for a very long time). This isn't perfect by any stretch either, both need some compaction for the subbase which is not included, and asphalt needs more base prep than concrete. WW is a pretty sorry excuse for steel reinforcement, but the only purpose of that is to keep pieces from seperating...it doesn't make the concrete stronger...but I digress...