Creep of Concrete Incorporated with Marble Powder
Evaluation of Probability Distributions for Estimation of Peak Flood Discharge using FFA Approach
Experimental Investigation on Concrete by Partial Replacement of Fine Aggregate with Ceramic Powder
Transportation Planning using Activity-Based Travel Demand Model
Fatigue Life Prediction of Concrete Bridges using Wireless Sensors - A Review
Estimating the Soil Moisture Index using Normalized Difference Vegetation Index (NDVI) And Land Surface Temperature (LST) for Bidar and Kalaburagi District, Karnataka
Roughness Evaluation of Flexible Pavements Using Merlin and Total Station Equipment
Site Suitability Analysis for Solid Waste Dumping in Ranchi City, Jharkhand Using Remote Sensing and GIS Techniques
Unsaturated Seepage Modeling of Lined Canal Using SEEP/W
Strengthening and Rehabilitation of RC Beams with Openings Using CFRP
A Seasonal Autoregressive Model Of Vancouver Bicycle Traffic Using Weather Variables
Prediction of Compressive Strength of Concrete by Data-Driven Models
Predicting the 28 Days Compressive Strength of Concrete Using Artificial Neural Network
Measuring Compressive Strength of Puzzolan Concrete by Ultrasonic Pulse Velocity Method
Design and Analysis of Roller Compacted Concrete Pavements for Low Volume Roads in India
The UK Highways Agency (HA) is responsible for the operating, maintaining and continual improvement of the strategic road network in England which is made up of 14 asset groups. This public asset valued at about £88 billion and handles traffic volumes of nearly 140 billion vehicle kilometres a year requires about £900 million every year (NAO, 2009) to maintain it in a safe, serviceable and sustainable condition. This paper demonstrates that effective highway asset management requires the asset owner to optimally and sustainably manage their asset and asset systems, their associated performance, risks and maintenance costs over the asset’s whole life cycle to ensure that the asset demonstrates value for money over the long-term and that it fulfils its stakeholder requirements. There is a lack of good quality current and historical data that can be used to prioritise asset intervention activities and to minimise whole life cycle costs (WLCC). This research paper presents work done to date to develop four deterioration models for four highway asset groups.
Backcalculation of modulus values from Falling Weight Deflectometer (FWD) data is one of the most popular practices all over the world for pavement evaluation. Pavement rehabilitation method and timing depend on the existing stiffness or modulus of pavement layer materials. This study develops a fuzzy model to backcalculate modulus of pavement layers. Specifically, Modified Learning From Example (MLFE) based fuzzy rule is employed to determine modulus from the magnitude of FWD test loads and maximum deflection. To generate training dataset, an axi-symmetric Finite Element Model (FEM) is developed to simulate surface deflections in response to given load and trial layer modulus. These loads, deflections, and modulus of elasticity are then trained by MLFE rule to develop a fuzzy model. Recursive Least Square (RLS) error is used to improve the accuracy of the model by updating the MLFE parameters. Surface moduli from this fuzzy model are compared to those from BAKFAA, a backcalculation software developed by Federal Aviation Administration (FAA). Results from fuzzy model and BAKFAA are reasonably comparable.
A non linear finite element analysis is conducted using ANSYS10 a finite element package on eight high strength concrete beams (M70) varying shear span to depth ratio (a/d=1, 2, 3 and 4) to evaluate shear resistance with and without web reinforcement. The study emphasize on the effect on shear span to depth ratio on shear resistance , the effectiveness of web reinforcement under shear loading and behaviour of high strength concrete beams in pre and post cracking regions with and without web reinforcement. In this course of research eight beams are cast and tested under shear loading for a/d=1, 2, 3 and 4 (two beams for each a/d ratio) with and without web reinforcement, the results indicate the increase in the cracking shear resistance noticeably and ultimate shear strength moderately. The improvement in shear strength of high strength concrete beams with and without shear reinforcement for shear span to depth ratios (a/d = 1, 2, 3 & 4) is significantly established by comparing the experimental results of beams and analytical results evaluated from ANSYS. The results show a good agreement between analytical and experimental data. Finally, the results presented are useful information for development of shear model to predict shear strength of high strength concrete beams.
Recent investigation accounted that more than one billion tyres are scrapped annually throughout the world, as we know rubber materials are durable, flexible and elastic which are the basic properties required for manufacturing of tyre that itself engender critical problem of managing when it become waste. When waste tyre dumped into the land it takes 100 years to decompose and it enmesh water behaves as best breeding grounds for insects produce health hazards to the human society. While charring tyres produces toxic gases and generates pollution to the environment. To alternate the aforesaid methods, the tyre wastes are tried as replacement material in concrete either as fine or coarse aggregate by volume batching but no researcher suggested the optimal usage of this waste tyre rubber. The current research investigates the optimal consumption of shredded rubber and truck tyre rubber in concrete called in the name of Rubbercrete. A total of 72 cubes, cylinders and flexure beams of M20 and M25 grade concrete were cast and tested for the combined replacement of both fine and coarse aggregates simultaneously with that of shredded rubber and truck tyre rubber chiseled into nominal size of coarse aggregate by 2, 4, 6 and 8% in concrete by weigh batching. The test results were compared with 18 numbers of conventional specimens and it was identified that 6% of replacement performs better in compressive strength, split tensile strength and flexural strength and hence it is being optimal replacement.
For estimation of seismic forces on buildings IS: 1893-2002 specified response spectra are used. Code specified zone factor and response spectra are applicable for the general soil conditions. But the peak ground acceleration and seismic effects on buildings depend on sub soil condition, as evident from damages occurred to buildings of Ahmedabad during Bhuj Earthquake. In the present paper response of soil to seismic event is evaluated in terms of site specific response spectra and acceleration time history at ground surface using software ProSHAKE. The site specific response spectrum obtained at various sites of Ahmedabad are compared with the standard response spectrum given in IS 1893:2002 for medium soil condition. The dynamic response spectrum and time history analysis of 3-D shear wall framed buildings, with different shear wall positions, is carried out using ETABS software. Comparisons of analysis results obtained in terms of time period, base shear and design forces in ground floor shear wall considering site specific response spectrum, acceleration time history and IS 1893:2002 standard response spectrum are carried out.