International Journal of Engineering Trends and Technology (IJETT) - Volume4Issue5- May 2013
Techno- Economical Study of Rigid Pavement by
Using the Used Foundry Sand
1
Vipul D. Prajapati1, Nilay Joshi2, Prof. Jayeshkumar Pitroda3
Student of final year B.E. Civil Engineering, B.V.M. Engineering College, Vallabh Vidyanagar
Student of final year B.E. Civil Engineering, B.V.M. Engineering College, Vallabh Vidyanagar
3
Assistant Professor and Research Scholar, Civil Engg Department, B.V.M. Engineering College, Vallabh VidyanagarGujarat-India
2
Abstract— Indian road network of almost 3.5
million km comprising both paved and unpaved
surfaces is the world’s second largest. Indian
roads are presently constructed with not the right
choice of material. The two major types of
materials, bitumen and concrete are used in road
construction in the country. A very small share of
roads in the country is made of concrete. Though,
it is superior on many counts as a medium for road
buildings. The use of large amount of by-product
materials as powder or fines not only avoids the
requirement of landfills but also reduce the
environmental problems. It is most essential to
develop profitable building materials from used
foundry sand. The innovative use of used foundry
sand in concrete formulations as a fine aggregate
replacement material was tested as an alternative
to traditional concrete. The fine aggregate has
been replaced by used foundry sand accordingly in
the range of 0%, 10%, 30% & 50% by weight for
M-20 grade concrete. Concrete mixtures were
produced, tested and compared in terms of
compressive and flexural strength with the
conventional concrete. These tests were carried out
to evaluate the mechanical properties for 7, 14 and
28 days. This research work is to investigate the
behaviour of concrete while replacing used
foundry sand in different proportion in concrete.
This low cost concrete with good strength is used
in rigid pavement for 3000 commercial vehicles
per day (cvpd) and Dry Lean Concrete (DLC)
100mm thick for national highway to make it
eco-friendly.
Keywords— Used Foundry Sand, Compressive
Strength, Flexural Strength, Rigid Pavement,
commercial
vehicles
per
day
(cvpd),
Eco-Friendly, Cost
I INTRODUCTION
Three fourths of Indians live in our
600,000 villages, we are urbanising rapidly. The rest
ISSN: 2231-5381
of the population lives in cities and towns. Barring a
meagre 2% of the total road length in the country
that is made of concrete roads, the remaining vast
share is made largely of unbound aggregates
surfaced with bitumen or asphalt based wearing
courses of varying and inadequate thicknesses.
Concrete roads by themselves offer tremendous
advantages over conventional bitumen roads in both
operational and financial terms. These advantages
are well known. The most salient of these
advantages are durability and relative freedom from
maintenance which go to offer substantial long term
economies in our cash strapped cities.
Use of foundry sand in various
construction engineering applications can solve the
environmental problems. Foundry sand consists
primarily of silica sand, coated with a thin film of
burnt carbon, residual and dust. Foundry sand can be
used in concrete to improve its strength and other
durability factors. Foundry Sand can be used as a
partial replacement of fine aggregates as
supplementary replacement to achieve different
properties of concrete. This foundry sand consumes
a large area of local landfill space. Some of the
wastes are land spread on cropland, or running off
into area lakes and streams. Some industries burn
their sludge in incinerators, contributing to our
serious air pollution problems. To reduce disposal
and pollution problems emanating from these
industrial wastes, it is most essential to develop
profitable building materials from them. Keeping
this in view, investigations were undertaken to
produce low cost concrete by blending various ratios
of fine aggregate with used foundry sand.
The study will lead to possible innovative
utilization of foundry sand in construction of
concrete roads apart from its present use in land fill
application. The use of waste foundry sand, if could
be feasible, will not only provide for its better
utilization but also will help in conserving the
precious natural resource of natural sand.
http://www.ijettjournal.org
Page 1620
International Journal of Engineering Trends and Technology (IJETT) - Volume4Issue5- May 2013
II
EXPERIMENTAL MATERIALS
A. Materials
a) Foundry sand
Metal foundries use large amounts of the
metal casting process. Foundries successfully
recycle and reuse the sand many times in a foundry
and the remaining sand that is termed as foundry
sand is removed from foundry. This study presents
the information about the civil engineering
applications of foundry sand, which is technically
sound and is environmentally safe. Use of foundry
sand in various engineering applications can solve
the problem of disposal of foundry sand and other
purposes.
Foundry sand consists primarily of silica
sand, coated with a thin film of burnt carbon,
residual binder and dust. Foundry sand can be used
in concrete to improve its strength and other
durability factors. Foundry Sand can be used as a
partial replacement of cement or as a partial
replacement of fine aggregates to achieve different
properties of concrete.
P2O5
0.00
Mn2O3
0.02
SrO
0.03
LOI
5.15
TOTAL
99.87
Source: R. Siddique, Waste Materials
By-Products in Concrete, Springer-2008
and
b) Cement
The most common cement used is an
ordinary Portland cement. The Ordinary Portland
Cement of 53 grade conforming to IS:
8112-1989 is used.
c) Aggregate
Aggregates are the important constituents
in concrete. They give body to the concrete, reduce
shrinkage and effect economy. One of the most
important factors for producing workable concrete
is good gradation of aggregates. Good grading
implies that a sample fractions of aggregates in
required proportion such that the sample contains
minimum voids. Samples of the well graded
aggregate containing minimum voids require
minimum paste to fill up the voids in the aggregates.
Minimum paste is mean less quantity of cement and
less water, which are further mean increased
economy, higher strength, lower shrinkage and
greater durability.
d) Coarse Aggregate
The fractions from 20 mm to 4.75 mm are
used as coarse aggregate. The Coarse Aggregates
from crushed Basalt rock, conforming to IS: 383 are
used. The Flakiness and Elongation Index were
maintained well below 15%.
Figure: 1. Used Foundry sand
Source: Foundry Industry, GIDC, Vallabh
Vidyanagar, Anand, Gujarat
TABLE–1
PROPERTIES OF FOUNDRY SAND
Constituent
Value (%)
SiO2
Al2O3
Fe2O3
CaO
MgO
SO3
Na2O
K2O
TiO2
ISSN: 2231-5381
87.91
4.70
0.94
0.14
0.30
0.09
0.19
0.25
0.15
e)
Fine aggregate
Those fractions from 4.75 mm to 150
micron are termed as fine aggregate. The river
sand is used in
combination as
fine
aggregate conforming to the requirements of
IS: 383. The river sand is washed and screened,
to eliminate deleterious materials and over size
particles.
f) Water
Water is an important ingredient of
concrete as it actually participates in the chemical
reaction with cement. Since it helps to from the
strength giving cement gel, the quantity and quality
of water is required to be looked into very carefully.
http://www.ijettjournal.org
Page 1621
International Journal of Engineering Trends and Technology (IJETT) - Volume4Issue5- May 2013
III DESIGN MIX
A mix M20 grade was designed as per Indian
Standard method (IS: 10262-1982) and the same
was used to prepare the test samples. The design mix
proportion is done in Table 2.
TABLE-2
DESIGN MIX PROPORTION FOR (M20 MIX)
W
C
F.A.
C.A.
(lit)
(Kg/m3 (Kg/m3 (Kg/m3)
)
)
1231.11
By weight, 191.60 383.21 569.38
[gms]
0.5
1
1.48
3.21
By
volume,
[m3]
W= Water, C= cement, F.A. = Fine Aggregate, C.A.
= Coarse Aggregate
TABLE-3
CONCRETE DESIGN MIX (M20 MIX)
PROPORTIONS
Sr.
No.
Types of
Concrete
Concrete Design Mix Proportion
W/C
ratio
C
F.A.
C.A.
U.F.S.
1
A0
0.50
1.00
1.48
3.21
-
2
A1
0.50
1.00
1.33
3.21
0.148
3
A2
0.50
1.00
1.03
3.21
0.444
4
a replacement of fine aggregate material begins with
the concrete testing. Concrete contains cement,
water, fine aggregate, coarse aggregate and grit.
With the control concrete, i.e. 10%, 30% and 50% of
the fine aggregate is replaced with used foundry
sand, the data from the used foundry sand is
compared with data from a standard concrete
without used foundry sand. Three cube samples
were cast on the mould of size 150*150*150 mm
and 100*100*500 mm for each 1:1.48:3.21 concrete
mix with partial replacement of fine aggregate with
w/c ratio as 0.50 were also cast. After about 24 h the
specimens were de-moulded and water curing was
continued till the respective specimens were tested
after 7,14 and 28 days for compressive strength and
28 days for flexural strength tests.
A. Compressive strength
Compressive strength tests were performed on
compression testing machine using cube samples.
Three samples per batch were tested with the
average strength values reported in this paper. The
loading rate on the cube is 35 N/mm2 per min. The
comparative studies were made on their
characteristics for concrete mix ratio of 1:1.48:3.21
with partial replacement of fine aggregate with used
foundry sand as 10%, 30% and 50%.
A3
0.50
1.00
0.74
3.21
0.740
C= cement, F.A. = Fine Aggregate, C.A. = Coarse
Aggregate, U.F.S. = Used Foundry Sand
IV EXPERIMENTAL SET UP
TABLE-4
DESIGN MIX PROPORTION FOR VARIOUS
CONCRETE
Sr.
Types of
Fine Aggregate
No. Concrete Replacement with Used
Foundry Sand
1
A0
Standard Concrete
2
A1
10% replacement
3
A2
30% replacement
4
A3
50% replacement
V EXPERIMENTAL METHODOLOGY
The evaluation of Used Foundry Sand for use as
ISSN: 2231-5381
Figure: 2 Setup of Compression Strength Testing
Machine
TABLE -5
COMPRESSIVE STRENGTH OF CUBES
(150X150X150) FOR M20 MIX AT 7, 14, 28 DAYS
Average Compressive Strength
Types of
[N/mm2]
Concrete
14 days
28 days
7 days
A0
13.93
20.59
24.00
A1
18.81
24.30
28.15
A2
25.48
28.15
32.30
http://www.ijettjournal.org
Page 1622
International Journal of Engineering Trends and Technology (IJETT) - Volume4Issue5- May 2013
A3
27.26
37.19
40.89
Figure: 3 Types of Concrete V/S Compressive
Strength (N/mm2) at 7, 14 and 28 days
B. Flexural Strength Test
The flexural strength is determined by the
central point method. Standard metallic beam
moulds (100 mm * 100 mm * 500 mm) were cast for
the preparation of concrete specimens for flexural
strength. A table vibrator was used for compaction
of hand filled concrete beams. The specimens were
demoulded after 24 hours and subsequently
immersed in water for different age of testing. For
each age three specimens were used for the
determination of average flexural strength. The test
was performed on Universal Testing Machine
(UTM) having capacity of 50 BT. The schematic
arrangement of beam specimen in UTM is as shown
in figure 4. The beams cast with various proportions
of fly ash are tested as described above.
Figure 4 Schematic representation of loading
arrangement of Center-Point Loading Flexural
Strength Test
The flexural strength is calculated by using bending
equation:
M/I = f/y, OR, f = M/I x y; OR, f = M/Z
Where, M, I, y and Z represent respectively bending
moment, moment of inertia, distance of farthest
fiber and section modulus. For rectangular section Z
= bd2/6, Where b and d denote the breadth and depth
of the beam respectively. Here, the value of f
ISSN: 2231-5381
(characteristic flexural strength is obtained
experimentally and Z is calculated from beam
geometry. Three specimens of beam are tested for
each type of concrete and average flexural strength
is obtained.
TABLE 6
AVERAGE FLEXURAL STRENGTH
(100X100X500) AT 28 DAYS FOR M20
Average Flexural Strength
Types of
(N/mm²)
Concrete
28 Days
A0
A1
A2
A3
7.32
7.72
7.95
8.45
Figure: 5 Types of Concrete V/S Flexural
Strength (N/mm2) at 28 days
DESIGN OF A ROAD PAVEMENT
(IRC: 58-2002)
A cement concrete pavement is to be designed for a
two- lane two-way National Highway in Gujarat
State. The total two-way traffic is 3000 commercial
vehicles per day (cvpd) at the end of the
construction period.
Design Parameters: Types of concrete (A3)
Present Traffic
=3000 cvpd
Design life
=20 yrs.
Compressive Strength (fck)
= 40.89 N/mm2
= 408.9 kg/cm2
Flexural strength of cement concrete = 8.45 N/mm2
(Modulus of rupture)
= 84.5 kg/cm2
CBR
= 4%
Dry Lean Concrete (DLC)
=100 mm
http://www.ijettjournal.org
Page 1623
International Journal of Engineering Trends and Technology (IJETT) - Volume4Issue5- May 2013
Effective modulus of subgrade
reaction of the DLC sub-base (k)
Elastic modulus of concrete (E)
Poisson’s ratio (µ)
Coefficient of thermal coefficient of
concrete (α)
Tyre pressure (q)
Rate of traffic increase (r)
Spacing of contraction joints (L)
Width of slab (b)
Load safety factor (LSF)
Wheel load (P)
C/C distance between two tyres (S)
Joint width (z)
= 13.15 kg/cm3
= 3 X 105 kg/cm2
= 0.15
= 10x 10-6/˚C
= 8 kg/cm2
= 0.075
= 4.5m
= 3.5m
= 1.2
= 8000 kg
= 31 cm
= 2.0 cm
The axle load spectrum obtained from axle load
survey is given in the following:
Single Axle Loads
Tandem Axle Loads
Axle
Percentage Axle load Percentage
load
of axle
class,
of axle
class,
loads
tons
loads
tons
19-21
0.6
34-38
0.3
17-19
1.5
30-34
0.3
15-17
4.8
26-30
0.6
13-15
10.8
22-26
1.8
11-13
22.0
18-22
1.5
9-11
23.3
14-18
0.5
Less than
30.0
Less than
2.0
9
14
Total
93.0
Total
7.0
tonnes
20
18
16
14
12
10
Less than
10
repetitions
71127
177820
569023
1280303
2608024
27622135
3556397
Axle
load
(AL),
tonnes
AL x
1.2
Stress,
kg/cm2
from
charts
Stress
ratio
Expected
Repetitions
,n
Fatigue
life, N
Fatigue life
consumed
(1)
(2)
(3)
(4)
(5)
(6)
Ratio
(5) / (6)
Single axle
20
24.0
46.5
0.55
71127
12.32 x
104
50.89 x
104
39.26 x
105
19.93 x
109
0.58
Infinity
0.00
18
21.6
43
0.51
177820
16
19.2
40
0.47
569023
14
16.8
36.8
0.44
128030
33
0.39
35560
Tandem axle
36
43.2
Cumulative fatigue life consumed = 0.93
The cumulative fatigue life consumed being less
than 1; the design is safe from fatigue
considerations.
Check for Temperature Stresses:
C
365 × {(1 + ) − 1}
= 47,418,626 commercial vehicles
Design traffic = 25 per cent of the total repetitions of
commercial vehicles = 11,854,657
Front axles of the commercial vehicles carry much
lower loads and cause small flexural stress in the
concrete pavements and they need not be considered
in the pavement design. Only the rear axles, both
single and tandem, should be considered for the
design. In the example, the total number of real
axles is, therefore, 11,854,657. Assuming that
mid-point of the axle load class represents the group,
the total repetitions of the single axle and tandem
axle loads are as follows:
ISSN: 2231-5381
repetitions
35564
35564
71128
213384
177820
59273
237093
Trial Thickness = 19 cm
Cumulative repetition in 20 yrs. =
Single Axle
Load in
Expected
tonnes
36
32
28
24
20
16
Less than
16
Tandem Axle
Load in
Expected
Edge warping stress (Ste) =
Radius of relative stiffness (l) = 60.44 cm
(see below under corner stress)
Therefore, L/ l = 450 / 60.44 = 7.45
Bradbury’s Coefficient, which can be ascertained
directly from Bradbury’s chart against values of L/ l
and B/ l, (C) = 1.051 from fig.2. (IRC: 58-2002)
The temperature differential was taken as 12.98°C
for the Gujarat region.
Edge warping stress
C
=
= 20.46 kg/cm2
Total of temperature warping stress and the highest
axle load stress = 24.46 + 46.5 = 66.96 kg/cm2 which
is less than 84.5 kg/cm2, the flexural strength. So the
pavement thickness of 19 cm is safe under the
combined action of wheel load and temperature.
http://www.ijettjournal.org
Page 1624
0.35
0.00
0.00
International Journal of Engineering Trends and Technology (IJETT) - Volume4Issue5- May 2013
Check for Corner Stresses:
Corner stress is not critical in a dowelled pavement.
The corner stress can be calculated value from the
following formula:
Corner stress Sc =
√
1−
Radius of relative stiffness (l) = 4
(
)
60.44 cm
a = radius of area of contact of wheel.
Considering a single axle dual wheel,
a= /
a = 0.8521 × × +
.
×
.
a = 26.52 cm
Corner stress Sc = 1−
√
.
= 28.99 kg/cm2
The corner stress is less than the flexural strength of
the concrete, i.e., 84.5 kg/cm2 and the pavement
thickness of 19 cm assumed is safe.
DESIGN OF DOWEL BARS
Design parameters
Diameter of the dowel bar (b)
Modulus of Dowel/Concrete
interaction (Dowel support) (K)
Modulus of the elasticity of the
Dowel, kg/cm2 Dowel/Concrete
interaction (E)
Moment of Inertia of Dowel (I)
Fb =
= 3.2 cm
(assumed)
= 41500
kg/cm2/cm
= 2.0 × 106
kg/cm2
4
= 5.147 cm
)
.
.
= 298.787 kg/cm2
.
= (1 +
+
+
) Pt
= 2.01 Pt
Load carried by the outer dowel bar, Pt =
( ) = (8000 x 0.4) / 2.01
= 1588.56 kg
Design wheel load (P) = 98 percentile axle load is 16
tonne. The wheel load, therefore, is 8000 kg (dual
wheel load)
Percentage of load transfer = 40 %
Permissible bearing stress in concrete is calculated
as under:
(
. )
.
Assumed spacing between the dowel bars = 20
cm
First dowel bar is placed at a distance
= 15
cm from the pavement edge
Assumed length of the dowel bar
= 50
cm
Dowel bars upto a distance of 1.0 x radius of relative
stiffness, from the point of load application are
effective in load transfer.
Number of dowel bars participating in load transfer
when wheel load is just over the dowel bar close to
the edge of the slab = 1+ l / spacing = 1+ 60.44 / 20 =
5 dowels.
Assuming that the load transferred by the first dowel
is Pt and assuming that the load on dowel bar at a
distance of 1 from the first dowel to be zero, the
total transferred by dowel bar system
Check for bearing stress:
Moment of Inertia of Dowel, I =
I=
× .
= 5.147 cm4
Relative stiffness of dowel bar embedded in
concrete (β) =
Where;
β=
Fb =
(
.
The 98 percentile axle load is 16 tonnes. The wheel
load, therefore, is 8 tonnes.
=
cube (15 cm) after 28 days curing concrete
= 408.9 kg/cm2
× .
× ×
× .
= 0.24
Bearing stress in dowel bar = (Pt × k) × (2+βz) /
(4β3EI)
= 293.03 kg/cm2 which is less than 298.787 kg/cm2
Hence, the dowel bar spacing and diameter assumed
are safe.
DESIGN OF TIE BARS:
Design Parameters
.
fck = characteristic compressive strength of concrete
ISSN: 2231-5381
http://www.ijettjournal.org
Page 1625
International Journal of Engineering Trends and Technology (IJETT) - Volume4Issue5- May 2013
Slab thickness (h)
Lane width (b)
Coefficient of friction (f)
Density of concrete (W)
Allowable tensile stress in plain
bars (S), (As per IRC: 21-2000)
Allowable tensile stress in
deformed bars (S), (As per IRC:
21-2000)
Allowable bond stress in plain tie
bars (B)
Allowable bond stress in deformed
tie bars (B)
Diameter of tie bar (d)
1.
= 19 cm
= 3.5 m
= 1.5
= 2400 kg/m3
=1250 kg/m2
=2000 kg/m2
= 24.6 kg/m2
= 12 mm
A=1.13 sq.cm.
Perimeter of tie bar (P) = π d = π x 1.2 = 3.77 cm
Spacing of tie bars = A / As =33.97 cm
Provide at a spacing of 34 cm c/c
Cross sectional area of tie bar (A) = 1.13 sq.cm.
Perimeter of Tie Bar (P) = 3.77 cm
Length of tie bar (L) =
= 42.82 cm
Increase length by 10 cm for loss of bond due to
painting and another 5 cm for tolerance in
placement. Therefore, the length is
42.82 + 10 + 5 = 57.82 cm, Say 58 cm
2.
Spacing and length of the deformed bar
Area of steel bar per metre width of joint to resist the
frictional force at slab bottom
As =
= 0.02079 cm2
Assuming a diameter of tie bar of 12 mm, the cross
sectional area
Cross sectional area of tie bar (A) =
= 48.74 cm
Increase length by 10 cm for loss of bond due to
painting and another 5 cm for tolerance in
placement. Therefore, the length is 48.74 + 10 + 5 =
63.74 cm, Say 64 cm
= 17.5 kg/m
Assuming a diameter of tie bar of 12 mm, the cross
sectional area
Length of tie bar (L) =
VI ECONOMIC FEASABILITY
= 0.03326 cm2
Cross sectional area of tie bar (A) =
Length of tie bar (L) =
2
Spacing and length of the plain bar
Area of steel bar per metre width of joint to resist the
frictional force at slab bottom
As =
Cross sectional area of tie bar (A) = 1.13 sq.cm.
Perimeter of Tie Bar (P) = 3.77 cm
Sr.
No.
1
2
3
4
TABLE- 7
COSTS OF MATERIALS
Materials
OPC 53 grade Cement
Fine aggregate (Regional )
Coarse aggregate (Regional )
Used foundry sand
Rate
(Rs/Kg)
6.00
0.60
0.65
0.20
TABLE - 8
TOTAL COST OF MATERIALS FOR M20
DESIGNE MIX CONCRETE (1:1.48:3.21) PER m3
Consumption of Design Mix
Total
Proportions For M20 Concrete
Cost
T.
(1:1.48:3.21)
/m3
C.
C
F.A.
C.A.
U.F.S.
A0 383.21 569.38 1231.11
3441.10
A1 383.21 512.44 1231.11
56.94 3418.33
A2 383.21 398.56 1231.11 170.82 3372.78
A3 383.21 284.69 1231.11 284.69 3327.23
T. C. = Types of Concrete, C= Cement, F.A. = Fine
Aggregate, C.A. = Coarse Aggregate, U.F.S. =Used
Foundry sand
TABLE 9
RELATIVE COST OF SLAB FOR M20
Slab
Cost of
Relative
Types of
Thickness 1m x 1m
cost
Concrete
(cm)
Slab (Rs.)
(%)
A0
22.00
757.04
100.00
A1
20.50
700.75
92.56
A2
20.00
674.55
89.10
A3
19.00
632.17
83.50
A=1.13 sq.cm.
Perimeter of Tie Bar (P) = π d = π x 1.2 = 3.77 cm
Spacing of tie bars = A / As =54.35 cm
Provide at a spacing of 54 cm c/c
Length of tie bar (L) =
ISSN: 2231-5381
http://www.ijettjournal.org
Page 1626
International Journal of Engineering Trends and Technology (IJETT) - Volume4Issue5- May 2013
Mandal, Mr. Yatinbhai Desai, Jay Maharaj
construction, Prof. J.J.Bhavsar, Associate Professor,
Civil Engineering Department, B.V.M. Engineering
College, Vallabh Vidyanagar, Gujarat, India for
their motivational and infrastructural support to
carry out this research.
REFERENCES
Figure: 5 Types of Concrete V/S Rigid Pavement
Cost (Rs/Smt)
V. CONCLUSION
Based on limited experimental investigation
concerning the compressive strength, flexural
strength test of concrete (M20 Grade) for rigid
pavement, the following observations are made in
the ray of objectives of the study.
a)
Increase in compressive strength and flexural
strength of the concrete with increases in used
foundry sand up to 50% and the maximum
compressive strength, flexural strength is
achieved at 50% replacement of natural fine
aggregate with used foundry sand which comes
to be 40.89 N/mm2 and 8.45 N/mm2
respectively
b) CBR value 4%, DLC=100mm so Cost of rigid
pavement decreases from Rs. 757.04 to Rs.
632.17.
c) Use of foundry sand in concrete can save the
ferrous and non-ferrous metal industries
disposal, cost and produce a ‘greener’ concrete
for construction.
d) Environmental effects from wastes and disposal
problems of waste can be reduced through this
research.
e) A better measure by an innovative Construction
Material is formed through this research.
f) The used foundry sand can be innovative
Construction Material but judicious decisions
are to be taken by engineers.
There is a further scope of study by using more
than 50% replacement of used foundry sand.
ACKNOWLEDGMENTS
The Authors thankfully acknowledge to
Dr.C.L.Patel, Chairman, Charutar Vidya Mandal,
Er.V.M.Patel, Hon.Jt. Secretary, Charutar Vidya
ISSN: 2231-5381
[1] Abichou T. Benson, C. Edil T., 1998a.Database on
beneficial reuse of foundry by- products. Recycled
materials in geotechnical applications, Geotech.
Spec. Publ.No.79, C. Vipulanandan and D.Elton,
eds., ASCE, Reston, Va., 210-223
[2] Bemben,S.M.,Shulze,D.A.,1993.The influence of
selected testing procedures on soil/geomembrane
shear strength measurements.Proc.,Geosynthetics
’93,Industrial
Fabrics
Association
International,St.Paul,Minn.,619-631.
[3] Bemben, S.M., Shulze, D.A., 1995.The influence of
testing procedures on clay/geomembrane shear
strength measurements. Proc. Geosynthetics ’95,
IFAI, St.Paul, Minn., 1043-1056.
[4] Dushyant R. Bhimani, Prof. Jayeshkumar Pitroda,
Prof. Jaydevbhai J. Bhavsar (2013), “A Study on
Foundry Sand: Opportunities for Sustainable and
Economical Concrete” International Journal Global
Research Analysis, (GRA), Volume: 2, Issue: 1, Jan
2013, ISSN No 2277 – 8160, pp-60-63
[5] Dushyant R. Bhimani, Prof. Jayeshkumar Pitroda,
Prof. Jaydevbhai J. Bhavsar (2013), “Effect of Used
Foundry Sand and Pozzocrete Partial Replacement
with Fine Aggregate and Cement in Concrete”
International Journal of Innovative Technology and
Exploring Engineering (IJITEE), ISSN: 2278-3075,
Volume-2, Issue-3, February 2013 / 116-120
[6] Dushyant R. Bhimani, Prof. Jayeshkumar Pitroda,
Prof. Jaydevbhai J. Bhavsar (2013), “Used Foundry
Sand:
Opportunities for Development of
Eco-Friendly Low Cost Concrete” International
Journal of Advanced Engineering Technology,
IJAET / Vol. IV/ Issue I / Jan.-March., 2013 / 63-65
[7] Dushyant R. Bhimani, Prof. Jayeshkumar Pitroda,
Prof. Jaydev J. Bhavsar (2013), “Reuse Options for
Used Foundry Sand and Pozzocrete in
Manufacturing of Eco-Efficient Green Concrete”
Journal of International Academic Research for
Multidisciplinary, JIARM, Volume 1 Issue 3 APRIL
2013 • ISSN No 2320 – 5083 / 206-217
[8] Dushyant R. Bhimani, Prof. Jayeshkumar Pitroda,
Prof. Jaydev J. Bhavsar (2013), “Innovative Ideas for
Manufacturing of the Green Concrete by Utilizing
the Used Foundry Sand and Pozzocrete”
International Journal of Emerging Science and
Engineering TM, IJESE, Volume 1 Issue 6 , April
2013• ISSN No : 2319–6378 / 28-32
[9] IS: 10262-1982, Recommended guidelines for
concrete mix design, Bureau of Indian Standards,
New Delhi, India.
[10] IS: 516-1959, Indian standard code of practicemethods of test for strength of concrete, Bureau of
Indian Standards, New Delhi, India.
[11] Javed, S., Lovell, C., 1994.Use of Waste foundry
sand in Highway construction Rep. JHRP / INDOT /
FHWA-94/2J, Final
REP.,
Purdue
School
http://www.ijettjournal.org
Page 1627
International Journal of Engineering Trends and Technology (IJETT) - Volume4Issue5- May 2013
of Engg., West Lafayette, Ind.
[12] Javed, S., Lovell, C. W., 1994b.Use of waste foundry
sand in civil engineering. Transp. Res. Rec. 1486,
Transportation Research Board, Washington, D.C.,
109–113.
[13] Kleven, J. R., Edil, T. B., Benson, C. H., 2000.
Evaluation of excess foundry system sands for use
as sub base material. Transp.Res.Rec. 1714,
Transportation Research Board, Washington, D.C.,
40–48.
[14] Naik, T. R., and Singh, S. S., (1997a). Permeability
of flowable slurry materials containing foundry sand
and fly ash. J. Geotech. andGeoenvir. Engg., ASCE,
123(5), 446–452.
[15] Naik, T. R., and Singh, S. S., (1997b). Flowable
slurry containing foundry sands. J. Mat. in Civil.
Engg., ASCE, 9(2), 93–102.
[16] Naik, T. R., Singh, S. Shiw, and Ramme, W. Bruce,
April, 2001.Performance and Leaching Assessment
of Flowable Slurry. Journals of Environmental
Engg., V. 127,No. 4,pp 359-368.
[17] Naik, T.R.; Kraus, N. Rudolph; Chun, Yoon-moon;
Ramme, W. Bruce; and Singh S.Shiw, August
[18]
[19]
[20]
[21]
2003.Properties
of
Field
Manufactured
Cast-Concrete
Products
Utilizing Recycled
Materials. Journals of Materials in Civil Engg. V.15,
No. 4, pp 400-407.
Naik, T.R.; Kraus, N. Rudolph; Chun, Yoon-moon;
Ramme, W. Bruce; and Siddique Rafat,
May-June2004.Precast Concrete Products Using
Industrial By-Products. ACI Materials Journal.
101,No. 3,pp 199-206.
Reddi, N. Lakshmi, Rieck, P. George, Schwab, A. P.,
Chou, S. T. and Fan, L.T., May 1995. Stabilization of
Phenolicsin
foundry sand using cementious
materials. Journals of Hazardous Materials,V. 45, pp
89-106
Tikalsky, J. Paul, Smith, Earl and Regan, W.
Raymond, December 1998. Proportioning Spent
Casting Sand in Controlled Low-Strength Materials.
ACI Material Journal, V.95, No.6, pp 740-746.
Hassani A. Arjmandi M “Comparative Investigation
on Concrete Pavement Thickness Using Industrial
Waste Chips, Steel Fiber and Silica Fume”, 9th Int.
Symposium on Concrete Roads, Istanbul – Turkey,
4-7 April 2004.
AUTHORS BIOGRAPHY
Vipul D. Prajapati was born in 1990 in Banaskatha District, Gujarat. He is final year
student of Bachelor of Engineering degree in Civil Engineering branch from Birla
Vishvakarma Mahavidyalaya Engineering College, Vallabh Vidyanagar, Gujarat. He is
interested in research work on utilization of industrial waste in Rigid Pavement for national
highways and rural roads.
Nilay U. Joshi was born in 1991 in Rajkot District, Gujarat. He is final year student of
Bachelor of Engineering degree in Civil Engineering branch from Birla Vishvakarma
Mahavidyalaya Engineering College, Vallabh Vidyanagar, Gujarat. He is interested in
research work on utilization of industrial waste in Rigid Pavement for national highways
and rural roads.
Prof. Jayeshkumar R. Pitroda was born in 1977 in Vadodara City. He received his Bachelor
of Engineering degree in Civil Engineering from the Birla Vishvakarma Mahavidyalaya,
Sardar Patel University in 2000. In 2009 he received his Master's Degree in Construction
Engineering and Management from Birla Vishvakarma Mahavidyalaya, Sardar Patel
University. He joined Birla Vishvakarma Mahavidyalaya Engineering College as a
faculty where he is Assistant Professor of Civil Engineering Department with a total
experience of 12 years in field of Research, Designing and education. He is guiding M.E.
(Construction Engineering & Management) Thesis work in field of Civil/ Construction
Engineering. He has papers published in National Conferences and International Journals.
ISSN: 2231-5381
http://www.ijettjournal.org
Page 1628