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Partially Replacement of Sand by Artificial Sand in Ferrocement used

in Road Construction
Kotame Nanasaheb1, Patil Rohan2, Chaudhari Pratik3
1Assistant Professor, Dept. Of Civil Engineering, M.I.T. Polytechnic Dhanore, Maharashtra, India
2,3 Third Year Civil Diploma Scholar, M.I.T. Polytechnic Dhanore, Maharashtra, India
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Abstract - India is a vast Country, the economic prosperity Key Words: 1. ferrocement, 2.artificial sand, 3. Reduced
of the country depends upon its products and economic thickness, 4. Concrete Road Pavement, 5. Reduce cost.
transportation to the marketing centres. The roads also play
an important role in the defence of our country as well as in 1. INTRODUCTION
cultural progress. India is a country of village, but more
attention is given to the roads of national importance than the
Transportation Engineering is a branch or basic area
village roads. .As compared to density of population the road
of civil engineering which deals with design, development
density is less. India’s is village country due to more attention
construction and maintenance of roadway, railways,
on national highway .The village roads are not well developing
airports, harbors, docks, tunnels and bridges. In short, it is
as compare to density of population. In India the density of
the technology by which a proper communication facility is
road network are very less due to some financial, political &
planned, designed and constructed for easy transport of
required time consuming reasons therefore we have to
human being and goods from one place to another.
introduce our research which include that the thickness of the
rigid pavement are reduces & with also cost & Time has less
reduce. 1.1 NECESSITY OF TRANSPORTATION:
According to above information we have construct
the some specimen(1:3)Proportion in three different sizes & Transportation is the means to carry people and goods
conduct compression & flexural test on that specimen & from one place to another. This has become very important
compare to conventional concrete pavement (M40 Grade) in each stage of human civilization. If the present means of
using in rigid pavement transportation were not developed, situation of the world
The sizes of specimen are given, (1) 900x 250x 75 mm, would be totally different. Transportation has contributed
(2) 900 x 250 x 100mm, (3) 900 x 250 x 125mm, for flexural much to the development of economic, social, political and
test & 150 x 150 x 150 mm cube for compression test & also cultural fields and uplifting their condition. Speedy
conduct various tests on materials such as workability, industrialization is impossible without development of
compaction factor, sieves analysis, impact value test transportation. It is unavoidably necessary to promote
consistency test. transport system for the proper development of agricultural
Artificial sand term used for aggregate material less sector and rural areas. Without development of
than 4.75mm and which are processed from crushed rocks or transportation neither mass production nor distribution is
gravel. Due to booming of construction activity in our country possible.
natural sand resource are increasingly depleted and its cost is
becoming increasingly high. This research was, there for 1.2 RIGID PAVEMENT :
conducted to study the influence that artificial sand have in
compressive strength of concrete to compare the cost of Road construction is the major activity in India which is
different mix composition and to assess the prospect of using one of the important factors for nation’s growth and
artificial sand as replacement of natural sand in India. improvement. To increase the growth of nation various
Initially, different natural sand and artificial sand techniques are develop in construction of roads. This study
sample is used in the concrete mixes were collected and their include introduction of rigid pavement with Partial
physical properties were studied. Different concrete mixes replacement of sand by artificial sand in Ferrocement which
having mix proportion for both natural and artificial sand as a is one of advanced technique to construct road pavement.
fine aggregate were prepared using a water cement ratio is Therefore now, Introduce new topic name is Partial
0.45 replacement of sand by artificial sand in Ferrocement
It has been found also that use of artificial sand is used in road pavement
more suitable for high strength concrete production.
Therefore, It can be concluded from the finding of this research What is Ferrocement: The concept of the ferrocement is a
that when that availability of natural sand is scarce or in cities system of reinforced mortar (cement, sand and water)
where the price of natural sand is as expensive as applied over layers of metal such as chicken wire or woven
manufactured one, artificial sand concrete mix is a viable and or expanded metal (iron) mesh or fibers and possibly closely
better alternative to the use of natural sand spaced small-diameter steel rods such as rebar. It is used to

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form relatively thin (25mm to 70mm), hard, strong forms in Table No.: 2 Physical properties of natural and artificial
many shapes for such applications as hulls for boats, shell sand
roofs, and water tanks.
Natural
But we have made slight changes in concept of Property Artificial sand
sand
Test method
ferrocement, which include replacement of sand partially Specific gravity 2.54-2.60 2.60
IS 2386(Part III)
1963
by artificial sand with wire mesh and increasing Bulk relative
IS 2386(Part III)
thickness (above 75mm) density 1600 1460
1963
(Kg/m3)
Constituent materials in Road Pavement: IS 2386 (Part III)
Absorption (%) 1.20-1.50 Nil
1. Cement 1963
Moisture IS 2386 (Part III)
2. Fine aggregate content (%)
Nil Nil
1963
3. Water Sieve analysis Zone II Zone II IS 383-1970
4. Reinforced wire mesh
Cement: We used ordinary Portland cement of 53 grades as Table No.: 3 Result of Sieve analysis
per IS 1489:1991 standards. Cement is a key to
infrastructure industry and is used for various purposes and Sample (Kg.) Fineness Modulus

also made in much composition for a wide variety of uses. Course aggregate (5Kg) 8.03
Cement may be named after the principal constituents, after
the intended purpose, after the object to which they are Artificial sand (1Kg) 7.5

applied or after characteristic property. Natural sand (1Kg) 3.07

Ordinary Portland cement is suitable for general
concrete construction when there is no. exposure to
Table No.: 4 Result of Impact test on artificial
sulphates in the soil the standard required that it is made
sand
from 95 to 100 percent of Portland cement clinker and 0 to 5
percent of minor additional constituents Sr.
Item Test
No.

Table No.: 1 Consistency test of cement paste 1 Weight of oven dried sample(W1) gm 600 gm

Observation no 1 2 3 Weight of fraction passing 2.36mm IS sieve (W2)

2 150gm
gm
Weight of water added (W2) gm 108 110 116
Weight of fraction retained 2.36mm IS sieve (W2)
3 450gm
gm
Penetration of plunger from bottom in
11 09 08
mm 4 A/V= (W2 / W1 )X 100 25
% water by weight = W2/W1 X 100 27.4 28 29

Table No.: 5 Workability and compaction factor for Sand

Fine aggregate: Locally available fine sand is used as per IS Replace Concrete and Conventional Concrete
2386-1963 And IS 383- 1970 having grading zone II. In fine
aggregate only 30 % Natural sand are used and remaining Workability W/C Conventional
Sand
Sr. No. Replace
70% artificial sand of fine aggregate are uses in road Tests Ratio Concrete
Concrete
Pavement 1. Slump (mm) 0.45 7.00 0.00
The sand is sieved using sieves of sizes 10mm, 4.75mm, Compaction
2. 0.45 0.826 0.823
2.36mm, 1.18mm, 600micron, and 150 micron, these size Factor

fraction are combined in equal proportion grading

complying with standard sand as per IS 650:1991. The Water: A tap water, which is supplied from the Municipal
physical properties of both natural and artificial sand are Corporation Yeola water supply and sewerage authority, is
also show in Table. used for all concrete mix. The water cement ratio is 0.45 as
standard for concrete pavement. Portable water is used,
having pH ranging from 6.2 to 8.2.

Wire Mesh: Mesh for ferrocement is commonly in the form

of layers of continuous fabricated single strand filaments. We
are using the two types of mesh, welded steel square mesh of
25mm gauge and woven mesh of 18mm gauge (chicken
mesh), as per ACI 549R-97.

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years of live traffic loading, in particular with regard to

wheel load conditions with the HVS and the effect of the
environment. Faster moving trucks could cause more
pumping than was observed in the experiment, especially if
joint seals are not maintained and are left to deteriorate over
time. Finally it should be emphasized that this test was
conducted on slabs of a specific thickness reinforced with a
2. LITERATURE REVIEW 2 unique pattern of reinforcing steel and supported, by choice,
upon un-bound bedding material. Use of a cement-treated or
Kumar, A. (2005),[1] “Ferrocement box section-viable asphalt-emulsion–treated mortar sand bedding material may
option for floor and roof of multi-storey building”. A 5m x 9m have greatly reduced, if not eliminated, the pumping of fines
size interior panel of a framed structure has been designed that occurred under the very severe wetting conditions in
as panel-slab co instruction, flat slab construction and using the test, potentially altering the results [6].
Ferrocement box sections for 5 kN/m2 live load. The self-
weight, floor/ roof height and cost of these options have Mahmood, M. et.al (2008),[3] “Flexural Behavior of Flat and
been compared. It is found that the flat slab option is Folded Ferrocement Panels”. The paper describes the results
comparable in weight to the panel-slab option, about 58.2% of testing folded and flat Ferrocement panels reinforced with
less in floor height and 17.7% costlier than the conventional different number of wire mesh layers. The main objective of
panel and slab construction. The Ferrocement box section these experimental tests is to study the effect of using
alternative is found to be 56.2% less in weight, comparable different numbers of wire mesh layers on the flexural
in floor height and 15.6% cheaper than the panel - slab strength of folded and flat Ferrocement panels and to
construction. The Ferrocement box sections being light in compare the effect of varying the number of wire mesh
weight need less strong supporting structures. Being a layers on the ductility and the ultimate strength of these
precast product, they also increase speed of construction and types of Ferrocement structure. Seven Ferrocement
can be used in bad weather conditions. Comparison of elements were constructed and tested each having
Design On the basis of costs for all the three options it is (600x380mm) horizontal projection and 20mm thick,
found that the flat slab option and the Ferrocement box consisting of four flat panels and three folded panels. The
section option are costlier and cheaper than the panel-slab used number of wire mesh layers is one, two and three
construction by 17.7% and 15.6% respectively. It also shows layers. The experimental results show that flexural strength
the dead weight of the three options. A comparison of of the folded panels increased by 37% and 90% for panels
weights shows the relative values are to be 100%, 101.1% having 2 and 3 wire mesh layers respectively, compared with
and 43.8% for the panel-slab option, flat slab and that having single layer, while for flat panel the increase in
Ferrocement box sections option respectively. A comparison flexural strength compared with panel of plan mortar is
also shows the depth of the panel-slab and Ferrocement box 4.5%, 65% and 68% for panels having 1, 2 and 3 wire mesh
section options have comparable floor depths (910mm), layers respectively. The strength capacity of the folded
while the flat slab option is thinner than the previous two panels, having the particular geometry used in the present
options (380mm). In panel-slab type construction and flat study, is in the order of 3.5 to 5 times that of the
slab type option, the cost of formwork varies from 12 to 18 corresponding flat panels having the same number of wire
percent of the material cost while very nominal formwork is mesh layers [1].
required for Ferrocement precast box sections. Also Kathleen, Hall (2010),[4] “Full-depth Repair of Jointed PCC
repeated use of the formwork reduces the cost of the Pavements Cast-in-Place and Precast Procedures”. During
formwork. The small cost of formwork, makes the adoption the 1960s in Michigan (Simonsen 1972) and Virginia, jointed
of Ferrocement box sections a financially attractive option reinforced mortar pavements were constructed with panel
[2]. lengths of up to 30.48 m (100 ft) and 18.75 m (61.5 ft),
Kohler, E. et.al (2007),[2]“Precast Mortar Pavements and respectively. While a number of factors contributed to early
Results of Accelerated Traffic Load Test” This paper deterioration of these pavements, a principal mode of failure
summarizes experiences around the world with the use of was transverse joint “blowups” due to large seasonal and
precast slabs for pavement rehabilitation. The life of this daily joint movements, loss of joint sealing material, intruded
system of precast slabs, when used as detailed for this test, is incompressible fines, and, typically on very hot summer days
estimated to be between 142 and 242 million ESALs. These following an afternoon rain shower, the sudden compressive
numbers result from estimated traffic applied in section 2, rupture and upward thrusting of mortar at the transverse
which did not fail, and in section 1, which failed under very joint. In these cases, the pavement was immediately closed
high load levels. The failure mechanism in this system of to traffic and required rapid emergency repair to restore it to
precast slabs was no different than failure in cast-in-place service. Alternative full-depth repair methods included
jointed mortar pavements. Corner cracks, which are the asphalt patches, very-high-early-strength mortar and precast
result of loss of support, created conditions indicative of the reinforced mortar panels. The successful use of precast
end of usable pavement life. It must be taken into account reinforced mortar panels for “temporary” pavement repairs
that accelerated pavement testing differs in some ways from
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during the 1970s in Michigan and Virginia is a testament to Table No.: 7 Compressive Strength of 150mm Cubes
an innovative practice that has found renewed interest (average of 3 cube) for sand replaced artificial sand
during the last decade, primarily due to limited work concrete (1:3 proportion) for 7days and 28 days.
windows resulting from increased traffic volumes [7].
Sr. W/C 7 Average 28 Average
Sample
No. ratio days(Mpa) (Mpa) days(Mpa) (Mpa)
Tayabji S. et.al (2013),[5]“Precast
mortar pavement: 1 S1 0.45 24.67 38.88
Technology overview and technical consideration”. This 2 S2 0.45 25.97 24.94 39.55 39.02
paper presents an overview of precast mortar pavement 3 S3 0.45 24.2 38.63
technology as it is practiced in the United States. The paper
also addresses some technical considerations related to the Table No.: 8 Flexural strength of 900x250x150mm panel
design of precast mortar pavements. The load transfer (average of 2 panel) for conventional concrete (M40
provision at transverse joints and the support condition grade) for 7days and 28 days.
under the precast mortar panels are two critical design
features and must be properly addressed for any precast Sr.
Sample
W/C 7 days Averag 28 days Average
No. ratio (Mpa) e (Mpa) (Mpa) (Mpa)
mortar pavement. Precast mortar pavement technology is
1 Cp1 0.45 0.61 0.79
maturing and continues to evolve. It is expected that 0.59 0.78
2 Cp2 0.45 0.57 0.78
innovations in this technology will ensure a permanent place
for the application of the precast mortar pavement
technology for durable, rapid repair and rehabilitation of Table No.: 9 Flexural strength of 900x250x125mm panel
existing pavements and will help reduce the cost of panel (average of 2 panel) sand replaced artificial sand concrete
fabrication and installation [5]. (1:3 proportion) for 7days and 28 days.
Sr. W/C 7 days Average 28 Average
Research gap: As referring various papers we came to know No.
Sample
ratio (Mpa) (Mpa) days(Mpa) (Mpa)
that, work related to artificial sand use in Ferrocement for 1 Fp1 0.45 0.57 0.75
construction of concrete road pavement. Also work related 0.56 0.76
2 Fp2 0.45 0.55 0.77
to reduction in thickness of concrete road section which is
not done yet. At present situation in India, roads are
constructed with conventional methods, but not use Table No.: 10 Flexural strength of 900x250x100mm panel
ferrocement with artificial sand in concrete road. Hence we (average of 2 panels) sand replaced artificial sand
selected to work on this topic. concrete (1:3 proportion) for 7days and 28 days.
3. OBJCECTIVE 3 Sr. W/C 7 days Average
28
Average
Sample days
No. ratio (Mpa) (Mpa) (Mpa)
(Mpa)
1 Fp1 0.45 0.44 0.59
The study has the following objectives. 0.45 0.60
2 Fp2 0.45 0.46 0.61
1. To compare the data of partially replace sand by
artificial sand in ferrocement sample (1:3) with M40
grade (1:1.65:2.92) conventional concrete sample for Table No.: 11 Flexural strength of 900x250x75mm panel
road pavement. (average of 2 panel) sand replaced artificial sand concrete
2. To find out cost effective pavement or economically (1:3 proportion) for 7days and 28 days.
pavement.
3. To find out Time saving construction of pavement. Sr.
Sample
W/C 7 Average 28 Average
No. ratio days(Mpa) (Mpa) days(Mpa) (Mpa)
4. To suggest management plan for growth of road
1 Fp1 0.45 0.35 0.47
network in India. 0.35 0.48
2 Fp2 0.45 0.36 0.49
5. The saving of a resource of natural sand by replacement
of artificial sand.
4. RESULT 4

Table No.: 6 Compressive Strength of 150mm Cubes

(average of 3 cubes) for conventional concrete (M40
grade) for 7days and 28 days.

Sr. W/C 7 Average 28 Average

Sample
No. ratio days(Mpa) (Mpa) days(Mpa) (Mpa)

1 C1 0.45 26.80 42.22

2 C2 0.45 27.20 26.85 42.75 42.76

3 C3 0.45 26.57 43.33

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5. GHRAPH 5 Table No.:13 Cost of artificial concrete (900x250x75mm)

Artificial Total
Sr. Material
ASC: artificial sand concrete No. Required
Concrete Rate Cost
(kg) (Rs)
CSC: conventional sand concrete 1 9.28 5.8/kg 53.82
Cement
2 Sand 8.35 1/kg 8.35
COMPRESSION STRENGTH BETWEEN ASC & CSC 3 0.18 m2 110/m2 19.8
Wire mesh

30 4 Artificial sand 19.49 0.55/kg 10.71

COMP. STRENTH (N/mm2)

Grand Total 92.68/-

20
10 ASC
0 Table No.:14 Cost of artificial concrete
CSC (900x250x125mm)
1 2 3
Sr. Material Artificial Total Cost
SAMPLE Rate
No. Required Concrete (Rs)

1 Cement 15.46 kg 5.8/kg 89.66

2 Sand 13.92 kg 1/kg 13.92
Graph No: 1 Compression Strength between ASC & CSC
3 Wire mesh 0.18 m2 110/m2 19.8
4 Artificial sand 32.48 kg 0.55/kg 17.86
COMPRESSION STRENGTH BETWEEN ASC & CSC Total 141.24/-
COMP. STRENGTH (N/mm² )

60
40 6. CONCLUSIONS
20 ASC
0 1) As per above test results we conclude that the 125mm
1 2 3
CSC thick roads is partially replace by reinforced concrete
roads but fully replaced by cement concrete roads
SAMPLE
because in cement concrete roads, no steel are use
therefore the strength of cement concrete roads are
less compare to reinforced concrete roads.
Graph No: 2 Compression Strength between ASC & CSC 2) As per above test results the 75mm thick roads gives
strength about 0.35 for 7 days & 0.48 for 28 days due to
this results we conclude that we will used 75 mm thick
FLEXURAL STRENGTH BETWEEN ASC & CSC roads in college campus, play ground etc.
1 3) As per above test results the 100mm thick roads gives
strength about 0.45 for 7 days & 0.60 for 28 days due to
FLEXURAL STRENGTH (N/mm² )

7 Days
0.5 this results we conclude that we will used 100mm thick
roads in village roads. Because low density of traffic
28 Days
0 and less live load.
1 2 3 4 4) The use of Artificial sand in the construction industry
1 Cp(M40) helps to prevent unnecessary damages to the
ALL SAMPLE 150mm environment and provide optimum exploitation of the
resources.
5) Also it was seen that for water/cement ratio of 0.45 the
results were promising.
Graph No: 3 Flexural Strength between ASC & CSC 6) Sand replaced ferrocement is economical as compared
to conventional concrete.
Table No.: 12 Cost of Analysis concrete 7) Artificial sand is made by crushing aggregate to size
(900x250x150mm) appropriate for use as a fine aggregate. During the
Sr. Material
Conventional
Total Cost crushing process the artificial sand have irregular
Concrete Rate
No. Required
(kg)
(Rs) shapes and more fine particles contribution to improve
1 Cement 14.54 5.8/kg 84.33 compressive strength, compared to natural sand
2 Sand 23.99 1/kg 23.99 control mix.
3 Steel 2 37/m2 74
4 Aggregate 42.46 0.50kg 21.23

Grand Total 203.55/-

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ACKNOWLEDGEMENT Using Ferrocement Jackets”, International Journal on

Emerging Technologies, [2014], pp (212-219)
I Have A Great Pleasure In Presenting This Project [18] Chinju P.C, PrabithaK.B,“Jointed Precast Concrete
Report Entitled “Patil Rohan Dilip, Chaudhari Pratik Pavement Technology for Rapid Road
Janardhan, For Partial Fulfillment of The Third Year Repair”,International Journal of Advanced Research
Diploma in Civil Engineering. Trends in Engineering and Technology, [2015], pp (379-
I take this opportunity to express my deep sense of 382).
gratitude towards my guide Assistant Prof. Kotame N.N. [19] Shiraz Tayabji, Dan Ye, and NeerajBuch,“Precast
Lecturer M.I.T polytechnic Collage Dhanore, Yeola concrete pavements: Technology overview and technical
considerations”, PCI Journal, [winter 2013], pp(112-
For Her Well-Formulated And Indispensable 128).
Guidance In Accomplishment of This Project Report, Without [20] Erwin Kohler, Louw du Plessis, Peter J. Smith, John
Which This Would Not Have Been Possible. I Am Thankful To Harvey, Tom Pyle,“Precast Concrete Pavements and
All The Faculty Members Who Have Contributed Their Results of Accelerated Traffic Load Test”, [2007],
Valuable Time In Helping Me To Achieve Success In My pp(263-280).
Seminar Work. I am thankful to Prof. Nikam P.A. Lecturer in [21] Shiraz Tayabji, and Kathleen Hall,“Full-depth Repair of
S.N.D. COE & RC Yeola. I am Also Thankful To H.O.D. Prof. Jointed PCC Pavements Cast-in-Place and Precast
Ramkar A.P. of Civil Department and Principal Prof. Procedures”, [2010], pp (1-6).
Gujrathi G.S. and Who Have Contributed Their Valuable [22] MohanaRajendran, NaganSoundarapandian,
Time in Helping Me to Achieve Success In My Project Work “GeopolymerFerrocement panels under Flexural
loading”, SciEng Compose Mater[May 2015], pp (331-
341).
REFERENCES [23] “State of the art report on ferrocement”, ACI 549R-9.

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