Research Papers

By
Er. KAUSHAL KISHORE
Materials Engineer, Roorkee

Ferrocement as a construction material has now gained acceptance in different applications, namely : housing, agriculture, marine, water supply, sanitation, water proofing treatment etc. Numerous studies published have built up confidence in the material resulting its wider application,

Traditional methods of roof water proofing by lime concrete and mud phuska with thin burnt clay tiles are very cumbersome, time consuming involved high labor cost and also due to non availability of traditional skills and good materials these methods of water proofing are now not very popular. Though bitumen felts are also provided for water proofing their life is less than five years and need frequent replacement.

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By
KAUSHAL KISHORE
Materials Engineer, Roorkee

Fly ash or pulverished fuel ash (pfa) is a finely divided powder thrown out as a waste material at the thermal power plants using pulverized coal for raising steam in the boilers. In the building industry, the use of fly ash a part replacement of cement in mortar and concrete at the construction site has been made all over the world including India and is well known. The important building materials which can be produced from fly ash are:

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By
KAUSHAL KISHORE
Materials Engineer, Roorkee

The problem of Alkali-silica reaction was believed to be non-existent in India till 1983, when its occurrence was diagnosed in two concrete dams. This paper describes this problem with respect to Indian aggregates and cement. A rapid method of test for alkali-aggregate reaction is investigated and described in the paper.

INTRODUCTION
The most common causes of deterioration in structural concrete with steel reinforcement in it are

• carbonation and chloride penetration leading to corrosion of steel resulting cracking and spelling of the concrete cover.
• inadequate cover to reinforcing steel Less common causes of deterioration in clude,
• freezing and thawing
• sulphate attack
• alkali-aggregate reaction.

There are three types of alkali-aggregate reactions, namely the alkali-silica, alkali-silicate and akali-carbonate reactions. Deterioration due to the alkali-silica reaction is more common and this paper refers to this aspect.
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By
Er. KAUSHAL KISHORE
Materials Engineer, Roorkee

NEED FOR CURING

The necessity for curing arises from the fact that hydration of cement can take place only in water-filled capillaries. That is why a loss of water by evaporation from the capillaries must be prevented. Evaporation of water from concrete, soon after placing depends on the temperature and relatively humidity of the surrounding air and on the velocity of wind over the surface of the concrete. Curing is essential in the production of concrete to have the desired properties. The strength and durability of concrete will be fully developed only if it is properly cured. The amount of mixing water in the concrete at the time of placement is normally more than required for hydration & that must be retained for curing. However, excessive loss of water by evaporation may reduce the amount of retained water below what necessary for development of desired properties. The potentially harmful effects of evaporation shall be prevented either by applying water or preventing excessive evaporation.
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By
Kaushal Kishore
Materials Engineer, Roorkee

A mix of M-80 Grade suitable for pumped concrete is to be designed with the following materials and detail.

1. OPC 53 Grade, 7-day strength 52.5 N/mm², Spgr 3.15

2. Silica Fume Specific Gravity 2.20

3. Standard deviation for the mix 5.0 N/mm²

4. Grading and properties of river sand and 12.5 mm crushed aggregate are given in Table-1

5. Superplasticizer based on modified Polycarboxylate, specific gravity 1.06, liquid pH 6.0. With the given set of materials, it was found that at a dosages of 2.5 % bwc it gives a reduction of 30% of water for the required slump of 100 mm after one hour at the average day site temperature of 37 degree C.
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By
Balamuraliarumugam, ISTE124
(Civil, LMPC/ DOTE, India)

ABSTRACT :
Skybus is the latsest, economical, eco-friendly, reliable and most innovative but simple mode of transportation developed by Konkan Railway as a rail based futurristic urban mass transit system.Sky bus failed in Metro city but it will be a grate success in Mountainous Region in lifting passenger and cargo to remote regions of Himalaya.

Keywords – Aesthetic, Eco-friendly, DisasterManagement, Rapid Transport system, Destruction.

I . INTRODUCTION
In June 2013, a multi-day cloudburst centered on the North Indian state of Uttarakhand caused devastating floods and landslides in the country’s worst natural disaster since the 2004 tsunami. Though parts of Himachal Pradesh, Haryana, Delhi and Uttar Pradesh in India, some regions of Western Nepal, and some parts of Western Tibet also experienced heavy rainfall, over 95% of the casualties occurred in Uttarakhand. As of 16 July 2013, according to figures provided by the Uttarakhand government, more than 5,700 people were “presumed dead.” This total included 934 local residents. Destruction of bridges and roads left about 100,000 pilgrims and tourists trapped in the valleys leading to three of the four Hindu Chota Char Dham pilgrimage sites The Indian Air Force, the Indian Army, and paramilitary troops evacuated more than 110,000 people from the flood ravaged area. If we have built Sky Bus in this Region the Scale of damage to life may have been reduced. Rapid transport system like Sky Bus can be build between the valleys and reduce the distance by half the time by the Road. Alignment of Sky Bus Route should be selected in such way the Maximum city in the mountain region is covered. Sky bus is failed in Metro city but it will be Success in Mountainous Region. This can used as Disaster Management in rescue effort in evacuating people from the Region even road and Bridges are damaged in disaster prone area.

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By
Prof. B. E. Gite, Miss. Suvidha R. Margaj
Amrutvahini College of Engineering, Sangamner

Abstract
Over the ages as we have evolved, so has our engineering and researching skill sets. Even today, we are constantly innovating, researching and developing technology in pursuit of a sustainable future. Throughout this evolution, researches and engineers have found themselves in constant search for new and better materials to optimally manage the performance cost tradeoff in the construction sector. Many new raw materials have been discovered and many ground-breaking composite have been developed, of which not all but some have proved to be a phenomenal success. Carbon fiber is one of these materials, which is usually used in combination with other materials to form a composite. The properties of carbon fiber, such as high stiffness, high tensile strength, low weight, high chemical resistance, high temperature tolerance and low thermal expansion makes them one of the most popular material in civil engineering possessing strength up to five times that of steel and being one-third its weight, we might as well call it ‘the superhero’ of the material world.

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By
Prof. B. E. Gite, Mr.Momin Soyal Abjal
Amrutvahini College of Engineering, Sangamner

Abstract
There are three major types of asphalt surfacing, characterized by a mixture of bitumen and stone aggregate. These are: Dense Graded asphalt (DGA); Stone Mastic Asphalt (SMA) and Open Graded Asphalt (OGA). Asphalt surfacing differ by the proportion of different size aggregate, the amount of bitumen added and the presence of other additives and material. The first aim of this study is to provide an updated systematic review of the evaluation of stone mastic asphalt in construction. This paper entitled “Stone Mastic Asphalt.” aims studying Objectives, construction material composition, economy achieving by using waste materials and advantages over the conventional mixes. Accurate quantification of aggregate gradation is essential for a better understanding of its effect on the load-carrying capacity of an asphalt mixture and Volumetric analysis of the aggregate. study investigates the benefits of stabilizing the stone mastic asphalt (SMA) mixture in flexible pavement with shredded waste plastic and use of baggase in the SMA.

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By
Prof. B. E. Gite, Mr. Yogesh S. Nagare
Amrutvahini College of Engineering, Sangamner

Abstract
“Continuously reinforced concrete pavement” as the title suggests this type of pavement is reinforced throughout in longitudinal direction. This type of pavement has no transverse joints unless and until there is end of pavement or the pavement comes in contact with some other pavement or bridge. A longitudinal joint exists only if the road is wider than 14 feet. Due to reduction of joints smooth and continuous riding is possible resulting in fuel saving. Also CRCP roads are maintenance free if properly constructed and care is taken while placement of steel. Once CRCP roads are constructed they need not to be taken care of for the next 50-60 years. The principal behind this roads is that “Let the road crack”, exactly opposite as in case of other type of roads where we avoid crack formation at any cost. CRCP is allowed to crack due to which stresses in the pavement are released. The cracks formed are held tightly by the reinforcement, due to which widening and deepening of cracks is restricted. Hence we can conclude that in CRCP controlled cracking is permitted. The initial cost of CRCP is high, but as it is maintenance free, and lasts for decades, overall cost of CRCP is less as compared to other type of reinforced concrete pavements. Study and observations have shown that this type of roads are alarmingly successful, hence CRCP is widely used in USA, GERMANY, BRITAN, and several other developed and developing nations. Use of CRCP will enhance the cement, and steel industries; it will reduce the fuel consumption by vehicles, and will save lots of money required for frequent construction and repairs of other type of pavements.
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By
Prof. Amol B. Kawade, Miss.Shruti P. Meghe
Amrutvahini College of Engineering, Sangamner

Abstract
Several crossings with a variety of different conditions under which a Submerged Floating Tunnel, SFT or Archimedes Bridge, may be used. However, swell, vortex shedding and slowly varying internal waves due to layers of different salinity presented a hazard of significant dynamic oscillations. In addition to the challenge of these various conditions some common accidental situations have to be solved for all applications including fire, sinking ships, falling anchors as well as sudden massive water ingress into the tube. Combining with the characteristics of submerged floating tunnel (SFT) and surrounding environment, it is of great theoretical and practical significance to develop research in the areas of potential risk and impact factors, risk index system, risk level of SFT. Risk management workflow of SFT was given. Then we focused on discussing the potential risks of SFT in investment, design, and environmental condition during planning and feasibility study stage.
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