The peer-reviewed International Journal of Engineering Inventions (IJEI) is started with a mission to encourage contribution to research in Science and Technology. Encourage and motivate researchers in challenging areas of Sciences and Technology.
Recycling of waste materials produced from the construction and demolition
activities is becoming a demand for modern societies willing to achieve environmental
sustainability. To date, the use of crushed concrete aggregate (CCA) in replacement of
natural coarse aggregate to produce high quality concrete is very limited. This can be
attributed to the missing information on the properties of the original concrete before
crushing, the limited data that clarifies the influence of using CCA on the material
properties of the concrete mixture as well as the overall structural behavior of the
reinforced concrete element in which it is used. An experimental testing program has
been conducted on reinforced concrete beams to assess the influence of CCA
replacement ratio on their structural performance and the results have been briefly
discussed in this paper. The primary aim of the study presented herein is to
numerically evaluate the influence of the concrete compressive strength (fcu) and the
shear span to depth ratio (a/d) on the structural performance of reinforced concrete
beams casted with two different concrete mixtures incorporating 0% and 100% CCA.
Accordingly, ten beams have been modelled using ANSYS finite element software with
two control beams being validated with the experimental data. The results
demonstrate the increase of the load carrying capacity and ductility of beams with
100% CCA with increasing the fcu. On the contrary, increasing the shear span to depth
ratio leads to the reduction in the capacity of the beams casted with the two different
concrete materials. As a final conclusion, the results of the performed numerical
analysis designate undesirable structural performance of the concrete beams with
100% CCA. Therefore, it is not recommended to use concrete mixtures with full
NUMERICAL INVESTIGATION ON THE PUNCHING BEHAVIOR OF RC FLAT SLABS STRENGTHENI...IAEME Publication
In this paper, the effectiveness of textile-reinforced mortar (TRM) and fiberreinforced
polymer (FRP), as a means of improving the punching behavior of
reinforced concrete flat slabs were numerically investigated. Finite element (FE)
model using ABAQUS computer program was developed to analyze eight half-scaled
slabs, in terms of load-carrying capacity, ductility, stiffness, and crack patterns. These
eight specimens were divided into two groups (G1 and G2) with four specimens for
each of them. Specimens of G1 was similar to that of G2 in all details but differ in the
eccentricity of the applied load. Specimens of G1 were tested with concentric load,
while these of G2 were tested with 150 mm eccentricity. For each group, one specimen
was built as control (unstrengthened), one was strengthened by FRP-sheet, and the
other two was strengthened by TRM-jacket with two different mesh opening (10 and
20 mm). The results obtained from FE analysis showed that the efficiency of TRM in
increasing the punching shear capacity of strengthened slabs was less than that of
FRP. In addition, the slabs strengthened by TRM showed stiffer behavior than that
strengthened by FRP, but lesser ductile. TRM effectiveness was sensitive to the mesh
size of the textile. When the mesh size decreased, stiffness was increased and ductility
was decreased.
1) The study tested 4 reinforced self-compacting concrete beams to analyze the effect of construction joints on structural performance.
2) The beams included a reference beam without a joint, and beams with horizontal, vertical at mid-span, and vertical at 1/4 span joints.
3) Test results showed construction joints had a more significant effect on ultimate load than first crack load. The horizontal joint beam performed best with a 6.7% reduction in first crack load and 26.7% reduction in ultimate load compared to the reference beam. The vertical 1/4 span joint beam performed worst with reductions of 16.7% and 56.2% respectively.
Flexural behavior of composite reinforced concrete t beams cast in steel cha...IAEME Publication
The document summarizes an experimental study on the flexural behavior of composite reinforced concrete T-beams with horizontal transverse bars as shear connectors. Three large-scale beam specimens were fabricated, loaded until failure, and their load-deflection responses were measured. Results showed that beams with horizontal bar shear connectors had substantially higher ultimate bending capacity, flexural stiffness, and integrity compared to previous studies using headed stud connectors. The use of horizontal bars as shear connectors provides improved flexural performance of composite concrete beams cast in steel channels.
This document presents an experimental study that analyzed the behavior of recycled aggregate concrete filled steel tube (RACFST) columns under different loading conditions. Eighteen RACFST specimens were tested with two concrete grades (30 MPa and 40 MPa) and three diameter-to-thickness ratios (25.283, 32.598, 38.948). The test results showed that the diameter-to-thickness ratio had a greater influence on the compression behavior than other factors like concrete strength or loading rate. The stiffness of RACFST specimens was strongly influenced by the ratio compared to the influence of concrete strength or loading rate. A finite element model was also developed and verified using the experimental results.
This document summarizes a study that used finite element analysis to analyze the behavior of reinforced concrete beams strengthened with basalt fiber-reinforced polymer (BFRP) bars. A 3D model was created in ANSYS of simple concrete beams reinforced with BFRP bars. The model was validated by comparing results to experimental data, showing good agreement. A parametric study was then performed using the validated model to analyze effects of BFRP reinforcement ratio on ultimate load capacity, deflection, concrete stresses, and bar forces. Results indicated strengthening with BFRP bars can increase ultimate load and ductility while decreasing deflection compared to steel reinforcement.
The effect of varying span on Design of Medium span Reinforced Concrete T-bea...theijes
Bridge is a structure providing passageway over an obstacle without closing the way beneath. T-beam Bridge is mainly used by designer for small and medium span bridge. Reinforced Concrete is mostly used for highway bridge construction because of its durability, rigidity, economy, ease of construction and ease with pleasing appearance. This paper describes the design of 4-lane Reinforced Concrete T-beam Bridge deck considering IRC Class-AA tracked loading with span varying from 25 to 40m. After computing manually and STAAD Pro analysis software, it is observed that dead load bending moment with increasing span increases almost square of span
International Journal of Engineering Research and DevelopmentIJERD Editor
Electrical, Electronics and Computer Engineering,
Information Engineering and Technology,
Mechanical, Industrial and Manufacturing Engineering,
Automation and Mechatronics Engineering,
Material and Chemical Engineering,
Civil and Architecture Engineering,
Biotechnology and Bio Engineering,
Environmental Engineering,
Petroleum and Mining Engineering,
Marine and Agriculture engineering,
Aerospace Engineering.
Recycling of waste materials produced from the construction and demolition
activities is becoming a demand for modern societies willing to achieve environmental
sustainability. To date, the use of crushed concrete aggregate (CCA) in replacement of
natural coarse aggregate to produce high quality concrete is very limited. This can be
attributed to the missing information on the properties of the original concrete before
crushing, the limited data that clarifies the influence of using CCA on the material
properties of the concrete mixture as well as the overall structural behavior of the
reinforced concrete element in which it is used. An experimental testing program has
been conducted on reinforced concrete beams to assess the influence of CCA
replacement ratio on their structural performance and the results have been briefly
discussed in this paper. The primary aim of the study presented herein is to
numerically evaluate the influence of the concrete compressive strength (fcu) and the
shear span to depth ratio (a/d) on the structural performance of reinforced concrete
beams casted with two different concrete mixtures incorporating 0% and 100% CCA.
Accordingly, ten beams have been modelled using ANSYS finite element software with
two control beams being validated with the experimental data. The results
demonstrate the increase of the load carrying capacity and ductility of beams with
100% CCA with increasing the fcu. On the contrary, increasing the shear span to depth
ratio leads to the reduction in the capacity of the beams casted with the two different
concrete materials. As a final conclusion, the results of the performed numerical
analysis designate undesirable structural performance of the concrete beams with
100% CCA. Therefore, it is not recommended to use concrete mixtures with full
NUMERICAL INVESTIGATION ON THE PUNCHING BEHAVIOR OF RC FLAT SLABS STRENGTHENI...IAEME Publication
In this paper, the effectiveness of textile-reinforced mortar (TRM) and fiberreinforced
polymer (FRP), as a means of improving the punching behavior of
reinforced concrete flat slabs were numerically investigated. Finite element (FE)
model using ABAQUS computer program was developed to analyze eight half-scaled
slabs, in terms of load-carrying capacity, ductility, stiffness, and crack patterns. These
eight specimens were divided into two groups (G1 and G2) with four specimens for
each of them. Specimens of G1 was similar to that of G2 in all details but differ in the
eccentricity of the applied load. Specimens of G1 were tested with concentric load,
while these of G2 were tested with 150 mm eccentricity. For each group, one specimen
was built as control (unstrengthened), one was strengthened by FRP-sheet, and the
other two was strengthened by TRM-jacket with two different mesh opening (10 and
20 mm). The results obtained from FE analysis showed that the efficiency of TRM in
increasing the punching shear capacity of strengthened slabs was less than that of
FRP. In addition, the slabs strengthened by TRM showed stiffer behavior than that
strengthened by FRP, but lesser ductile. TRM effectiveness was sensitive to the mesh
size of the textile. When the mesh size decreased, stiffness was increased and ductility
was decreased.
1) The study tested 4 reinforced self-compacting concrete beams to analyze the effect of construction joints on structural performance.
2) The beams included a reference beam without a joint, and beams with horizontal, vertical at mid-span, and vertical at 1/4 span joints.
3) Test results showed construction joints had a more significant effect on ultimate load than first crack load. The horizontal joint beam performed best with a 6.7% reduction in first crack load and 26.7% reduction in ultimate load compared to the reference beam. The vertical 1/4 span joint beam performed worst with reductions of 16.7% and 56.2% respectively.
Flexural behavior of composite reinforced concrete t beams cast in steel cha...IAEME Publication
The document summarizes an experimental study on the flexural behavior of composite reinforced concrete T-beams with horizontal transverse bars as shear connectors. Three large-scale beam specimens were fabricated, loaded until failure, and their load-deflection responses were measured. Results showed that beams with horizontal bar shear connectors had substantially higher ultimate bending capacity, flexural stiffness, and integrity compared to previous studies using headed stud connectors. The use of horizontal bars as shear connectors provides improved flexural performance of composite concrete beams cast in steel channels.
This document presents an experimental study that analyzed the behavior of recycled aggregate concrete filled steel tube (RACFST) columns under different loading conditions. Eighteen RACFST specimens were tested with two concrete grades (30 MPa and 40 MPa) and three diameter-to-thickness ratios (25.283, 32.598, 38.948). The test results showed that the diameter-to-thickness ratio had a greater influence on the compression behavior than other factors like concrete strength or loading rate. The stiffness of RACFST specimens was strongly influenced by the ratio compared to the influence of concrete strength or loading rate. A finite element model was also developed and verified using the experimental results.
This document summarizes a study that used finite element analysis to analyze the behavior of reinforced concrete beams strengthened with basalt fiber-reinforced polymer (BFRP) bars. A 3D model was created in ANSYS of simple concrete beams reinforced with BFRP bars. The model was validated by comparing results to experimental data, showing good agreement. A parametric study was then performed using the validated model to analyze effects of BFRP reinforcement ratio on ultimate load capacity, deflection, concrete stresses, and bar forces. Results indicated strengthening with BFRP bars can increase ultimate load and ductility while decreasing deflection compared to steel reinforcement.
The effect of varying span on Design of Medium span Reinforced Concrete T-bea...theijes
Bridge is a structure providing passageway over an obstacle without closing the way beneath. T-beam Bridge is mainly used by designer for small and medium span bridge. Reinforced Concrete is mostly used for highway bridge construction because of its durability, rigidity, economy, ease of construction and ease with pleasing appearance. This paper describes the design of 4-lane Reinforced Concrete T-beam Bridge deck considering IRC Class-AA tracked loading with span varying from 25 to 40m. After computing manually and STAAD Pro analysis software, it is observed that dead load bending moment with increasing span increases almost square of span
International Journal of Engineering Research and DevelopmentIJERD Editor
Electrical, Electronics and Computer Engineering,
Information Engineering and Technology,
Mechanical, Industrial and Manufacturing Engineering,
Automation and Mechatronics Engineering,
Material and Chemical Engineering,
Civil and Architecture Engineering,
Biotechnology and Bio Engineering,
Environmental Engineering,
Petroleum and Mining Engineering,
Marine and Agriculture engineering,
Aerospace Engineering.
Experimental Evaluation of Fatigue Performance of Steel Grid Composite Deck J...IJERDJOURNAL
ABSTRACT:- The steel grid composite deck is a composite structure made of a concrete slab disposed over a steel grid. The joints of the deck segments precast with regular width can be designed by means of lap-spliced rebar or mechanical connection composed of concrete shear key and bolts. This study intends to evaluate comparatively the fatigue performance with respect to the type of joint based upon the results of fatigue tests conducted on deck specimens equipped with such joints. The evaluation reveals that there is practically no change in the stiffness regardless of the type of joint even after 2 million loading cycles and that the safety and serviceability are secured under cyclic loading since the maximum crack widths remained below the allowable values.
STRENGTHENING OF NORMAL AND HIGH STRENGTH CONCRETE CORBELS WITH HORIZONTAL AN...IAEME Publication
In this study, there were two modes of applying the carbon fiber strips on reinforced concrete corbels: the first one is application three horizontal strips and its width is (50 mm) and the other is applying three inclined strips with angle about (45°), the both modes applied on the two faces of concrete corbel specimens. Two types of concrete were used in this study; normal strength (28 MPa) and high strength concrete (57 MPa). Each types strengthening with two modes of carbon fiber stripes.
The ultimate and cracking capacity of tested specimens were improved as a result of strengthening with carbon fiber strips, in addition to development of energy absorption and stiffness characteristics.
EXPERIMENTAL STUDY ON ANCHORAGE BOND IN HIGH STRENGTH REINFORCED CONCRETE BEAMS IAEME Publication
This paper discuses experimentally the effect of steel bar diameter and embedment length on
the bond stresses, bond stress versus slip relation, failure pattern and load versus deflection
response of high strength reinforced concrete beams with dimensions (100 mm width x200 mm
height x1100 length). Four beams specimens were provided with three embedment lengths (80
mm), (100 mm) and (120 mm) in addition to two different bar diameters (10mm) and (16mm). The
test results concluded that the bond stresses and the relative displacement decrease with increasing
the embedment length and bar diameter.
This document describes a study that developed a finite element model (FEM) to more accurately model transmission towers. The FEM considers factors like member continuity, asymmetric member properties, geometric and material nonlinearities, and eccentric connections. The FEM is first verified using experimental test results. Then, the FEM is used to analyze the effects of connection rigidity on transmission tower behavior. Three models are considered - fully rigid connections, in-plane pin connections, and fully pin connections. Results show connection rigidity significantly impacts ultimate load capacity, with fully rigid connections having the highest capacity. Failure occurs due to main brace bending.
The purpose of the experimental work presented in this study is to study the effect
of concrete compressive strength and steel reinforcement ratio on capacity and
deflection of reinforced concrete two-way slabs. Three steel reinforcement ratios are
considered which are minimum, maximum and average of them in addition to two
concrete compressive strength
values of 20 and 30 MPa. The results from
experimental work show that increasing the reinforcing steel ratio leads to increase the
ultimate capacity of the slab in addition to decrease the maximum deflection. For slabs
with
= 20 MPa, increasing the reinforcing steel ratio from the minimum to the
maximum, i.e. 600 %, leads to increase ultimate capacity by about 156 % and decrease
maximum deflection by about 52 %. Wheras, For slabs with
= 30 MPa, increasing
the reinforcing steel ratio from the minimum to the maximum, i.e. 900 %, leads to
increase ultimate capacity by about 155 % and decrease maximum central deflection
by about 27 %. In addition, matmatical expresions for load-deflection relationships are
presented in the current study
The document presents a finite element analysis of reinforced concrete beam-column connections under monotonic loading using ABAQUS. Two experimental specimens were modeled - a control specimen (J0) with joint reinforcement and a specimen (JI0) without joint reinforcement. The models showed good agreement with experimental load-deflection curves and failure modes. A parametric study then investigated the effects of column width, axial column load, and concrete compressive strength. It was found that increasing these parameters increased the connection capacity. The finite element analysis provided an accurate way to study beam-column connection behavior without the cost and time of physical testing.
Three dimensional finite element modeling of pervious concrete pavementeSAT Journals
Abstract Pervious concrete has the unique characteristic of allowing water to pass through its porous matrix. . Pervious concrete pavement systems usually have three main layers, pervious concrete on the top, a subbase layer of aggregate for water storage in the middle and the subgrade (soil) layer below. Finite element modeling of this novel material is challenging due to its complex porous characteristics. In this paper, a method has been proposed to model pervious concrete pavement using finite element methods, which includes a modified approach to capture the unique vertical porosity distribution in the pervious concrete layer by averaging the distribution in three distinct vertical sections. The mechanical properties of the pervious concrete layer are assumed to vary along its depth since the porosity of the pervious concrete also varies with depth. ABAQUS, a general-purpose finite element software package was used to develop the model and perform the analysis. The model was validated through a convergence study, and in comparison with the analytical theory of tensile stress and deflection for traditional concrete pavement. In addition, the significance of the porosity distribution model was validated by comparing the results from EverFE – a specific software for pavement structure analysis. It was found that there is significant difference in tensile stress if modeled using the modified vertical porosity distribution in the previous concrete layer to more fully capture its vertical porosity distribution, as compared to an averaged porosity model in the previous concrete layer. It was also noted that compressive stress demand may have increased importance for pervious concrete, but only for highly porous applications which are not commonly used. Keywords: pervious concrete, vertical porosity, finite element, critical loading, stress, deflection
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology
Finite Element Analysis of Composite Deck Slab Using Perfobond Rib as Shear C...IJERA Editor
Nowadays, the composite decks are very common to use in composite or steel construction. In this case of study
the composite slabs have been investigated numerically by Finite Element Method (FEM). Five composite slabs
were analyzed using finite element software LUSAS. The deflection of each model were obtained and compared
with experimental test. Results showed a good agreement with the experimental data and indicate that the
perfobond rib is appropriate shear connector for the bridges decks.
Parametric Study of Square Concrete Filled Steel Tube Columns Subjected To Co...IJERA Editor
The Concrete Filled Steel Tube (CFST) member has many advantages compared with the conventional concrete structural member. This study presents on the behaviour of concrete-filled steel tube (CFST) columns under axial load by changing parameters. The parameters are thickness of steel tube, Grade of concrete and length of column. The study was conducted using ANSYS 13 finite element software. All the columns are 60 X 60 mm in size. The thickness of the tube is taken as 2, 3, 4, 5 and 6 mm for thickness variation. The grades of concrete infill are M25, M30, M40, M50, M60 and M70 used for grade variation. Lengths of columns are taken as 900, 1200, 1500, 1800, 2100, and 2400 mm for length variation. Buckling load is compared with Euro code 4 (1994).
IRJET - Experimental Investigation on Behaviour of Footings Subjected to Hori...IRJET Journal
- The document reports on an experimental investigation into the behavior of circular footings subjected to horizontal loads.
- A series of laboratory load tests were conducted where parameters like depth of footing, soil type, ratio of vertical to horizontal load were varied.
- The tests found that lateral deformation decreases with increasing depth of footing and vertical load, as these factors increase confinement of the soil around the footing.
- Inclination or tilt of the footing under combined loading was also found to decrease with increased depth.
- The addition of micropiles was found to improve the lateral load-deformation behavior by decreasing lateral displacement.
IRJET- Numerical Analysis of RC Beams Reinforced with CFRP RodsIRJET Journal
This document presents a numerical analysis of reinforced concrete (RC) beams reinforced with carbon fiber reinforced polymer (CFRP) rods. The researchers developed a nonlinear numerical model using the rigid body spring method to simulate the flexural behavior of beams reinforced with CFRP rods. The model accounts for nonlinear material properties and bond-slip relationships. It was validated by analyzing previous experimental works and showed good agreement with the experimental results in terms of ultimate capacity, load-deflection behavior, and failure mode. The study demonstrates the capabilities of the model for evaluating the efficiency of using CFRP rods compared to traditional steel reinforcement.
This document summarizes an investigation into the impact loading of precast reinforced concrete transoms used in railway bridges from experimental testing and numerical analysis. Three reinforced concrete transom specimens were experimentally tested under impact loading from a drop hammer. A finite element model of the transoms was also created using the concrete material properties determined from experimentation. The model applied similar impact loading and boundary conditions to simulate the physical tests. The results and behavior of the concrete transoms are discussed at three key points: the peak deflection during loading, initial permanent deformation after impact, and final permanent deformation. For the conventionally reinforced transom with welded shear studs, the peak deflection was 31mm and initial permanent deformation was 11mm.
Experimental study on shear behavior of the interface between old and new dec...Fakhruddin Muchtar
The document describes an experimental study that tested the shear behavior of the interface between old and new concrete deck slabs under different conditions. Nine specimens were tested that varied the initial prestressing level, connection method of steel bars across the interface, reinforcement ratio, and surface roughness of the interface. The specimens were subjected to double-shear testing and the shear capacity, cracking patterns, joint openings, load-displacement responses, and stress in prestressing rods were examined. The experimental results were then compared to code design provisions.
ENHANCED FERROCEMENT JACKETS FOR STRENGTHENING LONG REINFORCED CONCRETE COLUMNS IAEME Publication
Strengthening slender reinforced concrete (RC) columns is a challenge because
their sensitivity to overall buckling and the combination of the bending and
compressive stresses. This paper presents experimental study for strengthening twenty
long RC columns using enhanced ferrocement jackets. The column specimens have
slenderness ratio of 17.6 and two different cross-sections (square and rectangular).
The utilized expanded metal mesh layers have different weights, lengths and numbers
for each jacket. The twenty strengthened specimens and four reference non-jacketed
specimens were tested under concentric compression loading. The results
demonstrated the effectiveness of the ferrocement jacket in improving the column
capacity, increasing the stiffness, and reducing the lateral deformation. The
significance of the jackets is more evident for long RC columns with larger crosssection area, and for jackets with larger volume fraction of metal mesh layers at the
middle-third of the column height.
Seismic rehabilitation of beam column joint using gfrp sheets-2002Yara Mouna
The document summarizes a study that tested different rehabilitation techniques for improving the seismic performance of reinforced concrete beam-column joints. Three beam-column joints were tested: a control specimen and two specimens that were rehabilitated using glass fiber-reinforced polymer (GFRP) sheets. The control specimen failed in a brittle shear and bond failure mode, while the rehabilitated specimens exhibited a more ductile flexural failure of the beam. The rehabilitation techniques strengthened the joint shear capacity and prevented bond-slip failures of the beam reinforcement in the joint. A simple design methodology for the GFRP rehabilitation is proposed.
This document summarizes analytical studies on concrete filled steel tubes. A finite element model of a rectangular concrete filled steel tube short column was created using ANSYS software. The model was validated against experimental data. Both eigenvalue and nonlinear buckling analyses were performed to determine the ultimate axial load capacity of the column. The eigenvalue analysis provides the theoretical buckling strength, while the nonlinear analysis is more accurate as it considers factors like imperfections and plastic behavior. The results from the ANSYS model were used to develop an approximate formula for calculating the ultimate load of rectangular concrete filled steel tube short columns based on material properties.
Finite Elements Modeling and Analysis of Double Skin Composite PlatesIOSR Journals
Abstract: Double skin composite (DSC) is a form of “steel/concrete/steel” sandwich structure; the steel plates
are connected to a sandwiched concrete core with welded stud shear connectors. In the present paper, a finite
element model for Double Skin Composite (DSC) panels subjected to quasi-static loading is developed. A series
of quasi-static finite elements models are used to analyze deformation and energy absorption capacity of such
system, when perforated by rigid penetrator with conical nose shape. Pilot test model is used to investigate the
failure pattern in the composite panel. The obtained results are compared to the experimental results; good
agreements are obtained between finite element and previous experimental results. Results show that such
elements have great ability of absorbing energy when subjected to perforation due to ductility of lower plate
skin and vertical stiffness of lower shear studs.
International Journal of Engineering Inventions (IJEI) provides a multidisciplinary passage for researchers, managers, professionals, practitioners and students around the globe to publish high quality, peer-reviewed articles on all theoretical and empirical aspects of Engineering and Science.
The peer-reviewed International Journal of Engineering Inventions (IJEI) is started with a mission to encourage contribution to research in Science and Technology. Encourage and motivate researchers in challenging areas of Sciences and Technology.
The peer-reviewed International Journal of Engineering Inventions (IJEI) is started with a mission to encourage contribution to research in Science and Technology. Encourage and motivate researchers in challenging areas of Sciences and Technology.
International Journal of Engineering Inventions (IJEI) provides a multidisciplinary passage for researchers, managers, professionals, practitioners and students around the globe to publish high quality, peer-reviewed articles on all theoretical and empirical aspects of Engineering and Science.
The peer-reviewed International Journal of Engineering Inventions (IJEI) is started with a mission to encourage contribution to research in Science and Technology. Encourage and motivate researchers in challenging areas of Sciences and Technology.
Experimental Evaluation of Fatigue Performance of Steel Grid Composite Deck J...IJERDJOURNAL
ABSTRACT:- The steel grid composite deck is a composite structure made of a concrete slab disposed over a steel grid. The joints of the deck segments precast with regular width can be designed by means of lap-spliced rebar or mechanical connection composed of concrete shear key and bolts. This study intends to evaluate comparatively the fatigue performance with respect to the type of joint based upon the results of fatigue tests conducted on deck specimens equipped with such joints. The evaluation reveals that there is practically no change in the stiffness regardless of the type of joint even after 2 million loading cycles and that the safety and serviceability are secured under cyclic loading since the maximum crack widths remained below the allowable values.
STRENGTHENING OF NORMAL AND HIGH STRENGTH CONCRETE CORBELS WITH HORIZONTAL AN...IAEME Publication
In this study, there were two modes of applying the carbon fiber strips on reinforced concrete corbels: the first one is application three horizontal strips and its width is (50 mm) and the other is applying three inclined strips with angle about (45°), the both modes applied on the two faces of concrete corbel specimens. Two types of concrete were used in this study; normal strength (28 MPa) and high strength concrete (57 MPa). Each types strengthening with two modes of carbon fiber stripes.
The ultimate and cracking capacity of tested specimens were improved as a result of strengthening with carbon fiber strips, in addition to development of energy absorption and stiffness characteristics.
EXPERIMENTAL STUDY ON ANCHORAGE BOND IN HIGH STRENGTH REINFORCED CONCRETE BEAMS IAEME Publication
This paper discuses experimentally the effect of steel bar diameter and embedment length on
the bond stresses, bond stress versus slip relation, failure pattern and load versus deflection
response of high strength reinforced concrete beams with dimensions (100 mm width x200 mm
height x1100 length). Four beams specimens were provided with three embedment lengths (80
mm), (100 mm) and (120 mm) in addition to two different bar diameters (10mm) and (16mm). The
test results concluded that the bond stresses and the relative displacement decrease with increasing
the embedment length and bar diameter.
This document describes a study that developed a finite element model (FEM) to more accurately model transmission towers. The FEM considers factors like member continuity, asymmetric member properties, geometric and material nonlinearities, and eccentric connections. The FEM is first verified using experimental test results. Then, the FEM is used to analyze the effects of connection rigidity on transmission tower behavior. Three models are considered - fully rigid connections, in-plane pin connections, and fully pin connections. Results show connection rigidity significantly impacts ultimate load capacity, with fully rigid connections having the highest capacity. Failure occurs due to main brace bending.
The purpose of the experimental work presented in this study is to study the effect
of concrete compressive strength and steel reinforcement ratio on capacity and
deflection of reinforced concrete two-way slabs. Three steel reinforcement ratios are
considered which are minimum, maximum and average of them in addition to two
concrete compressive strength
values of 20 and 30 MPa. The results from
experimental work show that increasing the reinforcing steel ratio leads to increase the
ultimate capacity of the slab in addition to decrease the maximum deflection. For slabs
with
= 20 MPa, increasing the reinforcing steel ratio from the minimum to the
maximum, i.e. 600 %, leads to increase ultimate capacity by about 156 % and decrease
maximum deflection by about 52 %. Wheras, For slabs with
= 30 MPa, increasing
the reinforcing steel ratio from the minimum to the maximum, i.e. 900 %, leads to
increase ultimate capacity by about 155 % and decrease maximum central deflection
by about 27 %. In addition, matmatical expresions for load-deflection relationships are
presented in the current study
The document presents a finite element analysis of reinforced concrete beam-column connections under monotonic loading using ABAQUS. Two experimental specimens were modeled - a control specimen (J0) with joint reinforcement and a specimen (JI0) without joint reinforcement. The models showed good agreement with experimental load-deflection curves and failure modes. A parametric study then investigated the effects of column width, axial column load, and concrete compressive strength. It was found that increasing these parameters increased the connection capacity. The finite element analysis provided an accurate way to study beam-column connection behavior without the cost and time of physical testing.
Three dimensional finite element modeling of pervious concrete pavementeSAT Journals
Abstract Pervious concrete has the unique characteristic of allowing water to pass through its porous matrix. . Pervious concrete pavement systems usually have three main layers, pervious concrete on the top, a subbase layer of aggregate for water storage in the middle and the subgrade (soil) layer below. Finite element modeling of this novel material is challenging due to its complex porous characteristics. In this paper, a method has been proposed to model pervious concrete pavement using finite element methods, which includes a modified approach to capture the unique vertical porosity distribution in the pervious concrete layer by averaging the distribution in three distinct vertical sections. The mechanical properties of the pervious concrete layer are assumed to vary along its depth since the porosity of the pervious concrete also varies with depth. ABAQUS, a general-purpose finite element software package was used to develop the model and perform the analysis. The model was validated through a convergence study, and in comparison with the analytical theory of tensile stress and deflection for traditional concrete pavement. In addition, the significance of the porosity distribution model was validated by comparing the results from EverFE – a specific software for pavement structure analysis. It was found that there is significant difference in tensile stress if modeled using the modified vertical porosity distribution in the previous concrete layer to more fully capture its vertical porosity distribution, as compared to an averaged porosity model in the previous concrete layer. It was also noted that compressive stress demand may have increased importance for pervious concrete, but only for highly porous applications which are not commonly used. Keywords: pervious concrete, vertical porosity, finite element, critical loading, stress, deflection
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology
Finite Element Analysis of Composite Deck Slab Using Perfobond Rib as Shear C...IJERA Editor
Nowadays, the composite decks are very common to use in composite or steel construction. In this case of study
the composite slabs have been investigated numerically by Finite Element Method (FEM). Five composite slabs
were analyzed using finite element software LUSAS. The deflection of each model were obtained and compared
with experimental test. Results showed a good agreement with the experimental data and indicate that the
perfobond rib is appropriate shear connector for the bridges decks.
Parametric Study of Square Concrete Filled Steel Tube Columns Subjected To Co...IJERA Editor
The Concrete Filled Steel Tube (CFST) member has many advantages compared with the conventional concrete structural member. This study presents on the behaviour of concrete-filled steel tube (CFST) columns under axial load by changing parameters. The parameters are thickness of steel tube, Grade of concrete and length of column. The study was conducted using ANSYS 13 finite element software. All the columns are 60 X 60 mm in size. The thickness of the tube is taken as 2, 3, 4, 5 and 6 mm for thickness variation. The grades of concrete infill are M25, M30, M40, M50, M60 and M70 used for grade variation. Lengths of columns are taken as 900, 1200, 1500, 1800, 2100, and 2400 mm for length variation. Buckling load is compared with Euro code 4 (1994).
IRJET - Experimental Investigation on Behaviour of Footings Subjected to Hori...IRJET Journal
- The document reports on an experimental investigation into the behavior of circular footings subjected to horizontal loads.
- A series of laboratory load tests were conducted where parameters like depth of footing, soil type, ratio of vertical to horizontal load were varied.
- The tests found that lateral deformation decreases with increasing depth of footing and vertical load, as these factors increase confinement of the soil around the footing.
- Inclination or tilt of the footing under combined loading was also found to decrease with increased depth.
- The addition of micropiles was found to improve the lateral load-deformation behavior by decreasing lateral displacement.
IRJET- Numerical Analysis of RC Beams Reinforced with CFRP RodsIRJET Journal
This document presents a numerical analysis of reinforced concrete (RC) beams reinforced with carbon fiber reinforced polymer (CFRP) rods. The researchers developed a nonlinear numerical model using the rigid body spring method to simulate the flexural behavior of beams reinforced with CFRP rods. The model accounts for nonlinear material properties and bond-slip relationships. It was validated by analyzing previous experimental works and showed good agreement with the experimental results in terms of ultimate capacity, load-deflection behavior, and failure mode. The study demonstrates the capabilities of the model for evaluating the efficiency of using CFRP rods compared to traditional steel reinforcement.
This document summarizes an investigation into the impact loading of precast reinforced concrete transoms used in railway bridges from experimental testing and numerical analysis. Three reinforced concrete transom specimens were experimentally tested under impact loading from a drop hammer. A finite element model of the transoms was also created using the concrete material properties determined from experimentation. The model applied similar impact loading and boundary conditions to simulate the physical tests. The results and behavior of the concrete transoms are discussed at three key points: the peak deflection during loading, initial permanent deformation after impact, and final permanent deformation. For the conventionally reinforced transom with welded shear studs, the peak deflection was 31mm and initial permanent deformation was 11mm.
Experimental study on shear behavior of the interface between old and new dec...Fakhruddin Muchtar
The document describes an experimental study that tested the shear behavior of the interface between old and new concrete deck slabs under different conditions. Nine specimens were tested that varied the initial prestressing level, connection method of steel bars across the interface, reinforcement ratio, and surface roughness of the interface. The specimens were subjected to double-shear testing and the shear capacity, cracking patterns, joint openings, load-displacement responses, and stress in prestressing rods were examined. The experimental results were then compared to code design provisions.
ENHANCED FERROCEMENT JACKETS FOR STRENGTHENING LONG REINFORCED CONCRETE COLUMNS IAEME Publication
Strengthening slender reinforced concrete (RC) columns is a challenge because
their sensitivity to overall buckling and the combination of the bending and
compressive stresses. This paper presents experimental study for strengthening twenty
long RC columns using enhanced ferrocement jackets. The column specimens have
slenderness ratio of 17.6 and two different cross-sections (square and rectangular).
The utilized expanded metal mesh layers have different weights, lengths and numbers
for each jacket. The twenty strengthened specimens and four reference non-jacketed
specimens were tested under concentric compression loading. The results
demonstrated the effectiveness of the ferrocement jacket in improving the column
capacity, increasing the stiffness, and reducing the lateral deformation. The
significance of the jackets is more evident for long RC columns with larger crosssection area, and for jackets with larger volume fraction of metal mesh layers at the
middle-third of the column height.
Seismic rehabilitation of beam column joint using gfrp sheets-2002Yara Mouna
The document summarizes a study that tested different rehabilitation techniques for improving the seismic performance of reinforced concrete beam-column joints. Three beam-column joints were tested: a control specimen and two specimens that were rehabilitated using glass fiber-reinforced polymer (GFRP) sheets. The control specimen failed in a brittle shear and bond failure mode, while the rehabilitated specimens exhibited a more ductile flexural failure of the beam. The rehabilitation techniques strengthened the joint shear capacity and prevented bond-slip failures of the beam reinforcement in the joint. A simple design methodology for the GFRP rehabilitation is proposed.
This document summarizes analytical studies on concrete filled steel tubes. A finite element model of a rectangular concrete filled steel tube short column was created using ANSYS software. The model was validated against experimental data. Both eigenvalue and nonlinear buckling analyses were performed to determine the ultimate axial load capacity of the column. The eigenvalue analysis provides the theoretical buckling strength, while the nonlinear analysis is more accurate as it considers factors like imperfections and plastic behavior. The results from the ANSYS model were used to develop an approximate formula for calculating the ultimate load of rectangular concrete filled steel tube short columns based on material properties.
Finite Elements Modeling and Analysis of Double Skin Composite PlatesIOSR Journals
Abstract: Double skin composite (DSC) is a form of “steel/concrete/steel” sandwich structure; the steel plates
are connected to a sandwiched concrete core with welded stud shear connectors. In the present paper, a finite
element model for Double Skin Composite (DSC) panels subjected to quasi-static loading is developed. A series
of quasi-static finite elements models are used to analyze deformation and energy absorption capacity of such
system, when perforated by rigid penetrator with conical nose shape. Pilot test model is used to investigate the
failure pattern in the composite panel. The obtained results are compared to the experimental results; good
agreements are obtained between finite element and previous experimental results. Results show that such
elements have great ability of absorbing energy when subjected to perforation due to ductility of lower plate
skin and vertical stiffness of lower shear studs.
International Journal of Engineering Inventions (IJEI) provides a multidisciplinary passage for researchers, managers, professionals, practitioners and students around the globe to publish high quality, peer-reviewed articles on all theoretical and empirical aspects of Engineering and Science.
The peer-reviewed International Journal of Engineering Inventions (IJEI) is started with a mission to encourage contribution to research in Science and Technology. Encourage and motivate researchers in challenging areas of Sciences and Technology.
The peer-reviewed International Journal of Engineering Inventions (IJEI) is started with a mission to encourage contribution to research in Science and Technology. Encourage and motivate researchers in challenging areas of Sciences and Technology.
International Journal of Engineering Inventions (IJEI) provides a multidisciplinary passage for researchers, managers, professionals, practitioners and students around the globe to publish high quality, peer-reviewed articles on all theoretical and empirical aspects of Engineering and Science.
The peer-reviewed International Journal of Engineering Inventions (IJEI) is started with a mission to encourage contribution to research in Science and Technology. Encourage and motivate researchers in challenging areas of Sciences and Technology.
The peer-reviewed International Journal of Engineering Inventions (IJEI) is started with a mission to encourage contribution to research in Science and Technology. Encourage and motivate researchers in challenging areas of Sciences and Technology.
The peer-reviewed International Journal of Engineering Inventions (IJEI) is started with a mission to encourage contribution to research in Science and Technology. Encourage and motivate researchers in challenging areas of Sciences and Technology.
Twelve dyes were synthesized by diazotizing six primary aromatic amines, which were subsequently coupled with H-acid(1-napthol-8-amino-3,6-disulphonic acid).Each of these amines wasalso diazotized and coupled with abenzoylated H-acid.The colours obtained were mainly pink, red and orange. The various dyes synthesized were applied onto a Nylon 6.6. The molecular weights of the dyes, as well as their molar extinction coefficients were calculated and their solubility in water was determined. Their maximum absorption wavelength was measured in water. The fastness properties of the dyes were also investigated. They had good fastness properties. Benzoylated acid dyes give brighter shades and high wet fastness properties on nylon 6.6, due to their high molecular weight. They also have good exhaustion properties.
A software system continues to grow in size and complexity, it becomes increasing difficult to
understand and manage. Software metrics are units of software measurement. As improvement in coding tools
allow software developer to produce larger amount of software to meet ever expanding requirements. A method
to measure software product, process and project must be used. In this article, we first introduce the software
metrics including the definition of metrics and the history of this field. We aim at a comprehensive survey of the
metrics available for measuring attributes related to software entities. Some classical metrics such as Lines of
codes LOC, Halstead complexity metric (HCM), Function Point analysis and others are discussed and
analyzed. Then we bring up the complexity metrics methods, such as McCabe complexity metrics and object
oriented metrics(C&K method), with real world examples. The comparison and relationship of these metrics are
also presented.
The aim of this study is to analyze the interest rate and satisfaction of community toward houses on stilts industry of Woloan Tomohon Indonesia. This study used an analysis tool of Importance Performance Analysis (IPA), which measured the satisfaction and importance of the houses on stilts industrial community and people who live surround the Woloan Tomohon. The results is Concentrate Here, it means concentration of attention is needed to improve the quality of such attributes (top priority), i.e. the arrangement condition of the industrial area, the availability of drainage network, water conditions of drainage network, maintenance of drainage systems, waste treatment, industrial wastewater treatment, condition and availability of communications networks, commercial facilities availability, and water resource utilization in industrial area scale. Otherwise, for community surround houses on stilts industry, matter that should be improved are drainage condition, trash placement and management of local industry, waste management, air pollution in industrial areas, pollutants handling on company, company's contribution for social corporate, community's social legitimacy towards exploitation of natural resources in local area, the agreements of local residents' welfare, company's consultation process for local community, responses and follow-up on public comments and complaints, influence of local company's development on public health, the progess of disease vector due to company's construction, project procedure to prevent and overcome work accidents.
The document describes a design for a binary-tree decoder for a multi-block external memory controller in a multi-microcontroller embedded system-on-chip (SOC). It discusses using dynamic memory mapping to divide memory into blocks that can be accessed independently and in parallel by multiple microcontrollers. This improves processing speed over static mapping. It then presents the design of a binary-tree decoder that generates memory addresses for dynamic mapping with low hardware overhead.
El documento habla sobre una concepción absolutista de la verdad y los valores morales que se basa en una opinión objetiva universal determinada por la razón y la lógica.
El documento presenta datos estadísticos sobre la ocupación de jóvenes en el Estado de México desglosados por sexo. Muestra que entre los hombres, la mayoría (120) estudia, mientras que entre las mujeres también la mayoría (157) estudia. Asimismo, señala que hay más jóvenes que ni estudian ni trabajan (NINI) entre las mujeres (170) que entre los hombres (97).
JARDIM DOS TAPERÁS é a oportunidade que você esperava para dar aquele passo a mais. Um condomínio fechado com estrutura de cidade grande e qualidade de vida de interior.
Localização privilegiada, entre o centro e a nova entrada de Salto. Ao lado do central parque, na região que mais evolui na cidade.
Apartamentos de 2 e 3 dormitórios com suíte, varanda gourmet e lazer completo!
3 min. do centro de Salto
6 min. do polo shopping Indaiatuba
12 min. do plaza shopping Itu
Apartamento de 2 Dormitórios | 53m²
Apartamento de 3 Dormitórios | 63m²
• Sala de massagem
• Sauna
• Spa
• Piscinas adulto e infantil
• Churrasqueiras Gourmet
• Quadra poliesportiva
• Salão de festas e de jogos
• Playground e brinquedoteca
• Natureza preservada
• Projeto de paisagismo com pergolado e área de convivência
Ano de la consolidacion economica y social en el peruManuel cahui
El documento es una solicitud de contrato para realizar el residentado médico en geriatría en el Hospital Nacional Arzobispo Loayza en Lima. El solicitante, Rómulo Manuel Cahui Auquilla, médico cirujano identificado con DNI 29544271, obtuvo una plaza en modalidad cautiva de la región Piura en geriatría y pide indicar a quien corresponda el contrato para el presente año en dicha institución. Adjunta su currículum vitae con detalles de su formación académica y experiencia profesional
O documento discute os problemas causados pela poluição atmosférica no país e a necessidade de mudanças urgentes para proteger a saúde das pessoas e do meio ambiente. A poluição prejudica trabalhadores, crianças e idosos e pode causar doenças. Diferentes fontes como indústrias, incêndios e atividades naturais contribuem para o problema, que piora a cada dia. Ações rápidas são necessárias para evitar que o país se torne apenas lixo.
Bill Wilson is a web designer based in Brooklyn, NY with over a decade of experience designing for fashion, cosmetics, retail, and television brands. He has freelanced for companies like Armani Exchange and Aéropostale, designing landing pages, banners, and loyalty microsites. Wilson also has in-house experience managing design production for companies such as Coty Prestige and Kenneth Cole Productions. He is proficient in programs like Photoshop, Illustrator, HTML/CSS, and has a BFA in Graphic Design from Pratt Institute.
The document lists and describes different parts of a house including a bathroom, bedroom, kitchen, and living room. It then provides more details about one bedroom, listing furniture and items commonly found there such as a bed, carpet, lamp, night-table, blanket, pillow and sheet.
El documento lista 8 criterios técnicos que debe contener un problema formulado adecuadamente como competencia genérica en la evaluación. Estos criterios incluyen: 1) Situar el problema en la realidad del estudiante, 2) Evidenciar la complejidad del problema al incluir varios saberes, 3) Incluir información cualitativa y cuantitativa pertinente e irrelevante, y 8) Implicar que la tarea solicitada requiere tomar una decisión.
Echec scolaire et immigration, la vérité des chiffresOlivier Vial
Une tribune d'Olivier Vial, directeur du CERU, suite à la polémique autour des propos de Claude Guéant sur l'échec scolaire des enfants issus de l'immigration.
SUGGESTING DEFLECTION EXPRESSIONS FOR RC 2-WAY SLABSIAEME Publication
The purpose of the experimental work presented in this study is to study the effect
of concrete compressive strength and steel reinforcement ratio on capacity and
deflection of reinforced concrete two-way slabs. Three steel reinforcement ratios are
considered which are minimum, maximum and average of them in addition to two
concrete compressive strength
values of 20 and 30 MPa. The results from
experimental work show that increasing the reinforcing steel ratio leads to increase the
ultimate capacity of the slab in addition to decrease the maximum deflection. For slabs
with
= 20 MPa, increasing the reinforcing steel ratio from the minimum to the
maximum, i.e. 600 %, leads to increase ultimate capacity by about 156 % and decrease
maximum deflection by about 52 %. Wheras, For slabs with
= 30 MPa, increasing
the reinforcing steel ratio from the minimum to the maximum, i.e. 900 %, leads to
increase ultimate capacity by about 155 % and decrease maximum central deflection
by about 27 %. In addition, matmatical expresions for load-deflection relationships are
presented in the current study.
Seismic Behavior Of Double Steel Plate Composite Wall Under Cyclic LoadingIRJET Journal
This document analyzes the seismic behavior of double steel plate composite walls (DSPCWs) under cyclic loading through finite element analysis. Six DSPCW models were developed varying the aspect ratio (length to width ratio) and tie stud spacing. Lower aspect ratios and smaller tie stud spacings improved the wall's energy dissipation, ductility, and resistance to strength and stiffness degradation under cyclic loads. The analysis found the aspect ratio and tie stud spacing significantly impacted the wall's hysteretic response, failure mechanism, strength deterioration, and stiffness. Walls with lower aspect ratios or smaller tie stud spacings exhibited greater seismic resistance and deformation capacity.
IRJET-Cyclic Response of Perforated Beam in Steel Column JointsIRJET Journal
This document summarizes a study on the cyclic response of perforated steel beams in column joints under finite element analysis. The study analyzed the effect of various web opening parameters on the energy dissipation capacity of beams with circular and elongated circular openings. A finite element model was validated against experimental data and then used to conduct a parametric study. The study found that energy dissipation increased as opening size and dimensions increased, with maximum dissipation achieved when the opening depth was 80% of the beam depth. Openings with an elongated circular shape oriented across the beam depth also dissipated more energy than other orientations. In general, beams with larger perforations performed better in dissipating energy during cyclic loading.
Dynamic Analysis of Double-Skin Composite Steel PlatesIOSR Journals
1) The document analyzes dynamic finite element models of double-skin composite steel plates subjected to impact loading. A rigid penetrator impacts composite panels made of steel skins separated by a concrete core with shear stud connectors.
2) Results show that the panels have good energy absorption capacity due to the ductility of the lower steel plate and stiffness provided by lower shear studs. Increasing the upper or lower plate thickness, or concentrating more studs in the center, increases the energy absorbed before perforation.
3) The failure patterns are investigated. Under impact, the upper plate initially perforates and moves upward due to inertia effects. The upper studs increase plate stiffness. Concrete failure is more localized than under static
NONLINEAR FINITE ELEMENT ANALYSIS FOR REINFORCED CONCRETE SLABS UNDER PUNCHIN...IAEME Publication
This paper presents an implementation of a three-dimensional nonlinear finite element model for evaluating the behavior of reinforced concrete slabs under centric load. The concrete was idealized by using eight-nodded solid elements. While flexural reinforcement and the shear were modeled as line elements, a perfected bond between solid elements and line elements was assumed. The nonlinear behavior of concrete in compression is simulated by an elasto-plastic work-hardening model, and in tension a suitable post-cracking model based on tension stiffening and shear retention models are employed. The steel was simulated using an elastic-full plastic model. The validity of the theoretical formulations and the program used was verified through comparison with available experimental data, and the agreement has proven to be good. A parametric study has been also carried out to investigate the influence of the slab thickness on column-slab connection response
Experimental Study on Flexural Behaviour of Steel Beam at Diverse LoadingIRJET Journal
This study experimentally analyzed the flexural behavior of steel channel sections (ISMC75) under different loading conditions. The channel section was tested as a simply supported beam under two-point loading applied at either the web or flange. When loaded at the flange, the channel section carried 47% higher loads than when loaded at the web, reaching its plastic moment capacity. Deflections were also higher under flange loading. The results provide data on the flexural behavior and load-carrying capacity of channel sections based on the point of load application.
Finite Element Analysis of Composite Deck Slab Using Perfobond Rib as Shear C...IJERA Editor
Nowadays, the composite decks are very common to use in composite or steel construction. In this case of study
the composite slabs have been investigated numerically by Finite Element Method (FEM). Five composite slabs
were analyzed using finite element software LUSAS. The deflection of each model were obtained and compared
with experimental test. Results showed a good agreement with the experimental data and indicate that the
perfobond rib is appropriate shear connector for the bridges decks
SLIDING WEAR OF AA6061/CARBON BLACK METAL MATRIX COMPOSITESIAEME Publication
In this study, the effects of carbon black amount on fracture and wear behaviors of AA6061-carbon black metal matrix composites produced by stir casting route were investigated. Wear tests were performed in a pin on type wear apparatus under different loads of 10, 20, 30 N with different sliding speeds of 2, 3 and 4 m/s, at three different sliding distances of 500, 750 and 1000 m. The design of experiments was carried out as per Taguchi technique. Wear rate function was determined in terms of volume fraction, normal load, sliding speed and sliding distance. It was found that there was a good agreement between the theoretical and the experimental value of wear rate. Maximum sliding wear of 68.72% was attributed sliding distance. Sliding wear resistance increases by 42.56% for AA6061/30%CB metal matrix composites as compared to the matrix alloy AA6061
Determination of load transfer in reinforced concrete solid slabs by finite e...IOSR Journals
This document analyzes load transfer in reinforced concrete solid slabs using finite element analysis. It models two types of slabs in SAP2000: 1) slabs with pin supports on all four edges and 2) slabs with pin supports at corners and beams along edges. For type 1, stresses are higher in the short direction but still significant in the long direction, showing load is transferred two-way. For type 2, stresses in the short direction increase with stiffer beams while stresses in the long direction decrease. The analysis concludes all concrete solid slabs behave as two-way slabs, transferring load in both directions regardless of dimensions or support conditions.
Profiled Deck Composite Slab Strength Verification: A ReviewOyeniyi Samuel
This document reviews different methods for verifying the strength of profiled deck composite slabs (PDCS) without expensive laboratory testing. It discusses two common methods - the slope-intercept method and partial shear connection method - which both require experimental test data. The document also reviews attempts to use numerical modeling as an alternative to testing, but notes limitations in accurately modeling the complex shear behavior. It concludes that laboratory testing remains the most accurate assessment of PDCS strength, and further work is needed to develop a rational, reliability-based numerical approach to determine strength without testing.
1. The study evaluated the shear bond strength of a multilayer concrete system through experimental and analytical methods.
2. The experimental program tested the influence of surface preparation techniques and relative concrete strength on shear bond strength. It identified mechanical bonding with steel connectors as providing the highest bond strength.
3. The analytical model, based on equations from Eurocode 2, provided higher predicted bond strengths than measured experimentally. However, the model accurately estimated the relative bond strengths between different surface conditions.
1. The study investigated using geo-grid as a strengthening material for one-way reinforced concrete slabs. Six slabs strengthened with different types of geo-grids and one control slab were tested.
2. Experimental results found that geo-grid strengthening increased slab flexural strength by 11-20% and reduced deflections. Geo-grids with higher tensile strength provided greater energy dissipation.
3. Finite element modeling in ANSYS correlated well with experimental results for load-deflection behavior and ultimate loads. The study demonstrated geo-grid is an effective alternative to conventional strengthening techniques for reinforced concrete slabs.
IRJET- Study on the Effect of the Concentric Brace and Lightweight Shear Stee...IRJET Journal
1) The study examines the seismic behavior of light steel frame structures using two lateral bracing systems: diagonal bracing and lightweight steel shear walls.
2) Finite element models of shear wall panels with different dimensions and material properties are created in SAP2000 software.
3) Pushover analyses are conducted to compare the seismic response parameters like deformability, hardness, ultimate load capacity, and strength gain between the two lateral load resisting systems.
SHEAR PERFORMANCE OF FIBER REINFORCED SELF COMPACTING CONCRETE DEEP BEAMSIAEME Publication
The self-compacting concrete (SCC) is the newest innovating category of high performance concrete. The shear behavior of Fiber Reinforced Self-Compacted Concrete (FRSCC) deep beams was investigated. The experimental program consisted of twelve simply supported beams tested up to failure under four-point load. The key parameters covered in this investigation were steel fibers ratios (0.0, 0.50, 0.75 & 1.00%) and the effective shear span to depth ratio; a/d that varied from 0.6 to 1.0. Also, the main flexure reinforcement ratio was variable (1.0, 1.60 and 2.20 percent). In addition, vertical and horizontal web reinforcement effect was investigated. The mid-span deflection, cracks, reinforcement and concrete strains of the tested beams were recorded and compared. Test results pointed out that the steel fibers enhanced the cracking load, ultimate capacity, displacement and energy absorption of the tested FRSCC deep beams.
Review on the Effect of Shear Connectors on Composite Deck SlabsIJAEMSJORNAL
This paper presents a review on the effect of shear connectors on composite deck slabs. Composite deck slabs consist of profile deck sheet and concrete. Several researchers have been studying the behaviour of composite slab but due to its complex behaviour yet it is not completely understood. The behaviour of composite slab directly depends on the deformability and contact strength. Here, some important literature reviews regarding composite slab behavior incorporating different profiles were discussed.
REHABILITATION OF NORMAL AND REACTIVE POWDER REINFORCED CONCRETE BEAMS USING ...IAEME Publication
The present study outlines behavior of normal and reactive powder concrete beams repaired with epoxy resin. Such type of epoxy technique made for cracks width less than (0.05) mm. For this purpose, four reinforced concrete beams were casted and tested to maintain failure and deformations. Two amounts of tensile reinforcement ratios and concrete types were used in this study. The load-deflection behavior, ultimate capacity, mode of failure, stiffness and toughness were studied
Patch Loading Resistance on Inclined steel Plate Girders with Stiffened Cell ...IRJET Journal
This document summarizes a study investigating the patch loading resistance of inclined steel plate girders stiffened with different hollow cell flange shapes. Finite element analysis was conducted in ANSYS to analyze models with varying angles of inclination, web thicknesses, and hollow flange shapes under a concentrated patch load. The results showed that inclined girders with a 5 degree angle of inclination and rectangular hollow cell flanges provided the highest resistance to patch loading, distributing the load more evenly compared to triangular and trapezoidal flange shapes.
Patch Loading Resistance on Inclined steel Plate Girders with Stiffened Cell ...IRJET Journal
This paper investigates the patch loading resistance of inclined steel plate girders stiffened with different hollow cell flanges through finite element analysis. Parametric studies were conducted to determine the optimal angle of inclination and web thickness. Models with triangular, rectangular, and trapezoidal hollow flanges were analyzed and compared. The results showed that inclined girders with a 5° angle of inclination and rectangular hollow flanges provided the highest patch loading resistance, distributing the load more evenly along the flange. This study enhances understanding of patch loading behavior on inclined girders and resistance methods.
Analysis of rc bridge decks for selected national a nd internationalstandard ...eSAT Journals
Abstract
The paper presents the comparison of the effect of different standard loadings on a set of reinforced concrete bridge decks using the
finite-element method. The parameters investigated include the aspect ratio (span/width) and type of loading. The investigations are
conducted on two lane slab bridge decks of span 5m to 9.5m and two lane T beam bridge decks of span 7.5m to 20m. A total of 36
bridge models were analyzed. The variation of different critical structural response parameters such as deflection, longitudinal
bending moment, transverse moment, shear force and torsional moments are evaluated for IRC loading (IRC Class A and 70R
loadings), AASHTO loading (HL93) and Euro standard loading (LM1). The results shows that the maximum difference in deflection
and longitudinal bending moment for the two IRC standard loading ranges from 5 to 15%. While the difference between
corresponding values for the AASHTO loading in the range of 5 to 17%. The maximum axle load of euro standard loading is found to
be 2.2 times higher than IRC class A loading maximum axle load hence the values of structural response parameters are increased by
1.7 to 1.8 times. Therefore there is a need for adopting simplified and more realistic standard loads in the future.
Keywords: Bridges, Concrete deck slabs; Finite element method; T-beam bridge decks; Aspect ratio; Live load, IRC code,
AASHTO code and Euro code.
Analysis of rc bridge decks for selected national a nd internationalstandard ...eSAT Journals
Abstract
The paper presents the comparison of the effect of different standard loadings on a set of reinforced concrete bridge decks using the
finite-element method. The parameters investigated include the aspect ratio (span/width) and type of loading. The investigations are
conducted on two lane slab bridge decks of span 5m to 9.5m and two lane T beam bridge decks of span 7.5m to 20m. A total of 36
bridge models were analyzed. The variation of different critical structural response parameters such as deflection, longitudinal
bending moment, transverse moment, shear force and torsional moments are evaluated for IRC loading (IRC Class A and 70R
loadings), AASHTO loading (HL93) and Euro standard loading (LM1). The results shows that the maximum difference in deflection
and longitudinal bending moment for the two IRC standard loading ranges from 5 to 15%. While the difference between
corresponding values for the AASHTO loading in the range of 5 to 17%. The maximum axle load of euro standard loading is found to
be 2.2 times higher than IRC class A loading maximum axle load hence the values of structural response parameters are increased by
1.7 to 1.8 times. Therefore there is a need for adopting simplified and more realistic standard loads in the future.
Keywords: Bridges, Concrete deck slabs; Finite element method; T-beam bridge decks; Aspect ratio; Live load, IRC code,
AASHTO code and Euro code.
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This document discusses the impact of data mining on business intelligence. It begins by defining business intelligence as using new technologies to quickly respond to changes in the business environment. Data mining is an important part of the business intelligence lifecycle, which includes determining requirements, collecting and analyzing data, generating reports, and measuring performance. Data mining allows businesses to access real-time, accurate data from multiple sources to improve decision making. Using business intelligence and data mining techniques can help businesses become more efficient and make better decisions to increase profits and customer satisfaction. The expected results of applying business intelligence include improved decision making through accurate, timely information to support organizational goals and strategic plans.
This document presents a novel technique for solving the transcendental equations of selective harmonics elimination pulse width modulation (SHEPWM) inverters based on the secant method. The proposed algorithm uses the secant method to simplify the numerical solution of the nonlinear equations and solve them faster compared to other methods. Simulation results validate that the proposed method accurately estimates the switching angles to eliminate specific harmonics from the output voltage waveform and achieves near sinusoidal output current for various modulation indices and numbers of harmonics eliminated.
This document summarizes a research paper that designed and implemented a dual tone multi-frequency (DTMF) based GSM-controlled car security system. The system uses a DTMF decoder and GSM module to allow a car to be remotely controlled and secured from a mobile phone. It works by sending DTMF tones from the phone through calls to the GSM module in the car. The decoder interprets the tones and a microcontroller executes commands to disable the ignition or control other devices. The system was created to improve car security and accessibility through remote monitoring and control with DTMF and GSM technology.
This document presents an algorithm for imperceptibly embedding a DNA-encoded watermark into a color image for authentication purposes. It applies a multi-resolution discrete wavelet transform to decompose the image. The watermark, encoded into DNA nucleotides, is then embedded into the third-level wavelet coefficients through a quantization process. Specifically, the watermark nucleotides are complemented and used to quantize coefficients in the middle frequency band, modifying the coefficients. The watermarked image is reconstructed through inverse wavelet transform. Extraction reverses these steps to recover the watermark without the original image. The algorithm aims to balance imperceptibility and robustness through this wavelet-based, blind watermarking scheme.
1) The document analyzes the dynamic saturation point of a deep-water channel in Shanghai port based on actual traffic data and a ship domain model.
2) A dynamic channel transit capacity model is established that considers factors like channel width, ship density, speed, and reductions due to traffic conditions.
3) Based on AIS data from the channel, the average traffic flow is calculated to be 15.7 ships per hour, resulting in a dynamic saturation of 32.5%, or 43.3% accounting for uneven day/night traffic volumes.
The document summarizes research on the use of earth air tunnels and wind towers as passive solar techniques. Key findings include:
- Earth air tunnels circulate air through underground pipes to take advantage of the stable temperature 4 meters below ground for cooling in summer and heating in winter. Testing showed the technique can reduce ambient temperatures by up to 14 degrees Celsius.
- Wind towers circulate air through tall shafts to cool air entering buildings at night and provide downward airflow of cooled air during the day.
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Improving of Asphalt Pavement Performance using Steel wire Grid Reinforcement
1. International Journal of Engineering Inventions
e-ISSN: 2278-7461, p-ISSN: 2319-6491
Volume 2, Issue 10 (June 2013) PP: 12-20
www.ijeijournal.com Page | 12
Improving of Asphalt Pavement Performance using Steel wire
Grid Reinforcement
Ahmed Mohamady1
, Abu-Bakr M. Elhady 2
and Mohamed S. Eisa3
1
Assoc. Prof. of Highways and Airports Engineering, Faculty of Engineering Zagazig University
2
Egyptian Space Program
3
Ph. D Candidate, Faculty of Engineering Zagazig University.
1
dr_a_mohamady@yahoo.com, 2
amelhady@netscape.net and 3
mohamedeisa524 @yahoo.com
Abstract: This study aims to investigate the effect of using steel wire grid reinforcement on the performance of
pavement sections. The reinforced pavement sections are modeled and analyzed using two-dimensional finite
elements method. Study was using the ADINA finite element program. In this study three paving sections were
analyzed. The first section represents one of the commonly sections used in the paving of local roads, the second
section is commonly used in expressways and the third section is used in freeways. The reinforcement was
arranged at different depths. Steel wire grid reinforced sections results are compared to geosynthetics grid
reinforced sections as well as typical rigid pavement section commonly used in Egypt. The analysis showed that
the best location of reinforcement is at bottom of base layer in all investigated pavement sections. Comparisons
show that steel mesh reinforced sections performance improved than geosynthetics grid reinforced sections and
almost close to rigid section.
Keywords: Pavement, Steel wire grid, Two-dimensional Finite elements, ADINA and Geosynthetics grid
I. INTRODUCTION
Recently high axle loads were used the highway network as a result of high quantities of gods. Also several
locations of low speeds were introduced due to high traffic volumes. All of these and other may cause pavement
deformations. The deformation may be noticed as a pavement distresses. The most famous distresses are rutting,
sags, corrugations, cracking, etc. Pavement distresses cause many troubles to the vehicles and users [1,2].The
maintenance of such distresses may need high budget and time consuming and hence cause traffic troubles
during maintenance and repair processes. The design of flexible pavements is largely based on empirical
methods. However, there is currently a shift underway towards more mechanistic design techniques. Layered
elastic analysis and two-dimensional finite element (FE) methods have been generally been used to determine
stresses, strains and displacements in flexible pavement [3-5].
There are many commercially available reinforcement products (such as steel mesh, glass fiber grid,
carbon fiber web, etc.) are used to control reflective cracking and/or increase rutting resistance [6,7]. However,
due to the many factors influencing function and performance of reinforcement products, it is extremely difficult
to predict their field performance. A recent release of the American Association of Highway and Transportation
Officials (AASHTO 2001) provides a recommended practice guide for geosynthetic reinforcement incorporation
in the flexible pavement system. However, such a guide is not intended for addressing the structural benefits
offered by the addition of a geosynthetic reinforcement layer. Evaluating the benefits added to the flexible
pavement system as a consequence of using the reinforcement geosynthetic has been the objective of several
new research projects, which have been initiated in the United States [8].
II. OBJECTIVES AND METHODOLOGY
This study conducted on paving sections used in places that have vehicles to reduce
speed as a result of traffic and the presence of some speed sedatives like railway crossing and town entrances
also at places of U-turns to opposite directions. This study also aims to strengthen the pavement layers of these
sections with steel wire grid or geosynthetics grid at different depths and effect of this strengthen to reduce the
stresses on the pavement sections and hence increasing the pavement life. Three paving sections were studied;
section A, B and C represents local roads, expressways and freeways respectively. The proposed layers
thicknesses and the associated properties for the investigated sections are shown in table (1) [10,11]. These
sections rested on infinite subgrade soil and its modulus of elasticity is 50 MPa and value of passion’s ratio is
0.25. The reinforcement materials are steel wire grid or geosynthetics grid with wire diameter 4mm and square
cell side length 10cm and its properties were given in table (2)[6,7].
The locations of strengthening in section A were chosen at bottom of wearing surface, middle of base
and bottom of base, while in section B the locations of strengthening were chosen at bottom of wearing
2. Improving of Asphalt Pavement Performance using Steel wire Grid Reinforcement
www.ijeijournal.com Page | 13
Fig. (1) FEM model for sec(C)
surface, bottom of binder layer, middle of base and bottom of base, finally the locations of strengthening in
section C were chosen at bottom of wearing surface, bottom of binder layer, bottom of bituminous base, middle
of base and bottom of base. The reinforced sections were compared with typical rigid pavement section
commonly used in Egypt to evaluate the proposed strengthening technique.
III. FINITE ELEMENTS MODEL (FEM)
Considering the studied sections are modeled as multilayer semi finite elements. All materials are
treated as homogeneous and isotropic. Deformations are considered very small relative to the dimensions so the
equation of liner elasticity is valid.
3.1 Finite element computer package ADINA
The multi-purpose finite element program ADINA version 8.7 [9] was used to model 2-D finite
element analysis. All asphalt layers was modeled as 2D-solid elements as 8- node plane strain elements, with
two translational degrees of freedom per node. This type of node gives a high level of accuracy in combination
with an acceptable computing time demand. The steel reinforcement was modeled as truss element and defined
with the area steel of selected number and diameter of the reinforcement grid.
3.2 Kinematic and kinetic boundary conditions
The boundary conditions and loading of static analysis for selected sections are shown in fig (1). It can
be observed that the bottom of the pavement is fixed at Y and Z translations while the sides of pavement are
restricted with Y translation only.
IV. RESULTS AND DISCUSSION
The most important parameters in pavement design are lateral tensile strain and vertical compressive
stress as shown in fig (2).The investigated cases were modelled with ADINA program and the results were
presented and discussed here in after.
4.1 Analysis of sections subject to vertical loads
4.1.1 Lateral strain
For sections A, B and C the lateral strain εY variation versus section depth under center of wheel
pressure are presented in figures (3) to (8). Figures present comparison of lateral strain variation in sections
Without and with reinforcement at different depths.
Table (1): Layers thickness and the associated properties for the investigated sections
Section Layer Modulus of elasticity (Mpa) Passion’s
ratio
Density
(KN/m3
)
Thickness
(mm)
A Wearing surface 2757.91 0.30 22.00 50
Base 275.791 0.20 20.00 300
B Wearing surface 2757.91 0.30 22.00 50
Binder 2757.91 0.30 22.00 50
Base 275.791 0.20 20.00 400
Wearing surface 2757.91 0.30 22.00 50
3. Improving of Asphalt Pavement Performance using Steel wire Grid Reinforcement
www.ijeijournal.com Page | 14
(b) (c)
(a)
Table (2): The properties of reinforcing materials
It is depicted that for the case without reinforcement the lateral strain starts with negative value at top
of wearing surface layer and rapidly increases to zero approximately at middle of wearing surface layer then
continue increases to the maximum value at bottom of base layer and vanished at the end of section. The
maximum lateral strain εY values at bottom of base layers in sections A, B and C are 4.27E-04, 3.13E-04
and2.54E-04 respectively. For reinforced section the lateral strain behavior the same as unreinforced sections
but it is confined at the reinforcement location Figures (3) and (4) for section (A) show when we add the steel
reinforcement at the middle of base layer the lateral strain εY is decreased to3.86E-05 i.e. decreasing percent is
80.35% from without reinforcement case (1.96E-04) then arrived to 3.24E-04 at bottom of base layer i.e.
24.12% decreasing percent from the strain in original case. Figures also illustrate that there is a drastic change
the lateral strain εY values when the steel reinforcement at bottom of base layer, lateral strain εY in this location
was 5.67E-05 i.e. decreasing percent is 86.70% from its value in without reinforcement case. While in case of
reinforcement with geosythetic at same location the lateral strain εY was 3.58E-04 i.e. decreasing percent is
16.00% from its value in without reinforcement case. Also show there are no change in lateral strain εY
distribution for others cases and case without reinforcement.
Figures (5) and (6) for section (B) explain that there is no change in the strain values in cases of steel
or geosynthetic reinforcement at bottom of wearing surface , at bottom of binder layer and geosynthetic
reinforcement at middle of base layer , shows that there is a noticeable change in case steel reinforcement at
middle of base layer In this location the lateral strain εY is decreased to 3.75E-05 i.e. decreasing percent is
77.5% from without reinforcement case (1.67E-04) then arrived to 2.30E-04 at bottom of base layer
i.e.26.6%decresing percent from the lateral strain εY in original case. Figures also illustrate that there is a drastic
change in the lateral strain εY values when the steel reinforcement at bottom of base layer, lateral strain εY in this
location was 5.13E-05 i.e. decreasing percent is 83.60% from its value in without reinforcement case. While in
case of reinforcement with geosythetic at same location lateral strain εY was 2.74E-04 i.e. decreasing percent is
12.55% from its value in without reinforcement case.
Fig. (2): (a) Response of a flexible pavement under wheel load (b) Vertical stress σZ (c) Lateral strain εY
C Binder 2757.91 0.30 22.00 60
Bituminous
base
2413.16 0.35 21.00 70
Base 275.791 0.20 20.00 400
Material Modulus of elasticity (Mpa) Passion’s ratio Density (KN/m
3
)
Steel 210000 0.25 78.50
Geosynthetics 4230 0.35 18.00
4. Improving of Asphalt Pavement Performance using Steel wire Grid Reinforcement
www.ijeijournal.com Page | 15
Fig. (3) Lateral strain εY due to vertical pressure of wheel
versus section depth for section (A) with and without steel
reinforcement
Fig. (4) Lateral strain εY due to vertical pressure of wheel
versus section depth for section (A) with and without
geosynthetics reinforcement
Fig. (5) Lateral strain εY due to vertical pressure of
wheel versus section depth for se. (B) with and
without steel reinforcement
Fig. (6) Lateral strain εY due to vertical pressure of
wheel versus section depth for sec. (B) with and
without geosynthetics reinforcement
Figures (7) and (8) for section (C) illustrate that there is a noticeable change when we add the steel
reinforcement at middle of base layer, the lateral strain εY is decreased to 4.31E-05 i.e. 72.01% decreasing
percent from without reinforcement case (1.54E-04) then arrived to 1.69E-04 at bottom of base layer i.e. 33.30%
decreasing percent from the strain in ordinary case. And illustrate that there is a drastic change in lateral strain
εY values when the steel reinforcement was at bottom of base layer. The lateral strain εY arrived in this location
to 4.69E-05 i.e. decreasing percent is 81.50% from its value in without reinforcement case. While for case of
reinforcement with geosythetic the lateral strain εY arrived in this location to 2.27E-04 i.e. decreasing percent is
10.62% from its value in without reinforcement case. Figures show that there is no change in lateral strain εY
distribution in others cases and case without reinforcement.
4.1.2 Vertical stress
Figures (9) to (14) present the variation of vertical stress σZ at bottom of base layer in sections A, B and
C due to vertical pressure of wheel and illustrate the effect of adding reinforcement with different
locations.Figures (9) and(10)for section (A) exhibit that the vertical stress σZ in without reinforcement case start
decrease from -4.82E+04Pa under the center line of the wheel load to zero Pa at the surface, and shows that
there is no change in cases reinforcement at bottom of wearing surface. Figures also show that there is a
noticeable change when steel reinforcement was arranged at middle of base layer , the vertical stress σZ under
the center line of the wheel load decreased to -4.63+04 Pa i.e.19% from without reinforcement case, while for
case of reinforcement with geosythetic there is no change. Figures illustrate that there is a drastic change in
vertical stress σZ values when the steel reinforcement was added at bottom of base layer, the vertical stress σZ
under the center line of the wheel load decreased to -2.51+04 Pa i.e.48% from without reinforcement case, while
in case of reinforcement with geosythetic arrived to-3.10+04Pa i.e.35.6% from without reinforcement case.
Figures (13) and (14) for section (C) explain that the vertical stress σZ in without reinforcement case
start decrease from -2.84E+04Pa under the center line of the wheel load to zero Pa at the surface. Figures show
that there is no change in cases reinforcement at bottom of wearing surface, bottom of binder layer and bottom
of bituminous base layer. Figures also show that there is a noticeable change when we add the steel
reinforcement at middle of base layer, in this location vertical stress σZ under the center line of the wheel load
decreased to -2.61+04Pa i.e. 8% from without reinforcement case while for case of reinforcement with
geosythetic there is no change. Figures illustrate that there is a drastic change in vertical stress σZ values when
the reinforcement was at bottom of base layer, vertical stress σZ under the center line of the wheel load
decreased to -1.48+04Pa i.e.48% from without reinforcement case, while in case of reinforcement with
geosythetic arrived to -1.85+04Pa i.e.35% from without reinforcement case.
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Fig. (7) Lateral strain εY due to vertical pressure of wheel
versus section depth for sec. (C) with and without steel
reinforcement
Fig. (8) Lateral strain εY due to vertical pressure of wheel
versus section depth for sec. (C) with and without
geosynthetics reinforcement
4.2 Analysis of sections subject to vertical loads and friction force
4.2.1 Lateral strain
Figures (15) to (20) present the variation of lateral strain under the center line of the wheel through the
depth of the sections A, B and C due to vertical pressure of wheel and horizontal friction force. Figures (15) and
(16)for section (A) clarify that in without reinforcement case the lateral strain εY start increase from 1.93E-04 at
surface to 3.00E-04 at bottom of wearing surface layer then decrease to 1.87E-04 at 160mm from the surface
then increase to 3.14E-04at bottom of base layer and then decreases to decay. But for steel reinforcement at
middle of base layer the lateral strain εY start increase from 1.50E-04 at surface to 2.44E-04 at 60mm from
surface then decrease to 4.45E-05 at middle of base then increase to 1.81E-04 i.e. 42.35% of ordinary value at
bottom of base layer then decreases to decay. Figures also show the lateral strain εY in geosynthetic
reinforcement at bottom of base layer decreased by 10.8% from values in without reinforcement case. And for
steel reinforcement the lateral strain εY start increase from 1.71E-04 at surface to 2.52E-04 at 60mm from
surface then decrease to5.27E-05 at bottom of base layer i.e. decreasing percent is 83.60% from its value in
without reinforcement case and then decreases to decay.
Figures (17) and (18) for section (B)show that in without reinforcement case the horizontal lateral
strain εY start increase from 1.60E-04 at surface to 1.66E-04 at 20mm from surface layer then decrease to
9.61E-05 at 180mm from surface layer then increase to 2.32E-04 at bottom of base layer then decreases to
decay. Figures show in case steel reinforcement at bottom of wearing surface layer the lateral strain εY start
increase from 8.57E-05 at surface to 9.04E-05 at 10mm from surface then decrease to 5.37E-05 at 50mm from
surface layer then increase to 2.43E-04 at surface of sub grade and then decreases to decay. Figures also show in
case of steel reinforcement at bottom of binder layer the lateral strain εY start increase from 1.23E-04 at surface
to 1.27E-04 at 10mm from surface then decrease to 4.31E-05 at 160mm from surface layer then increase to
2.09E-04 i.e. 10% of original case at surface of sub grade and then decreases to decay. Figures also show in case
of steel reinforcement at middle of base layer the lateral strain εY start increase from 1.44E-04 at surface to
1.49E-04 at 10mm from surface then decrease to 3.48E-05 at 250mm from surface layer then increase to 1.44E-
04 i.e. 37.9% of ordinary value at surface of sub grade and then decreases to decay. Figures also illustrates that
no change in the lateral strain εY values between adding the geosynthetic reinforcement at bottom of base layer
and the case without reinforcement from surface to subgrade but the lateral strain εY at surface of subgrade
decreased by 10.8% from the lateral strain εY in without reinforcement case. And for steel reinforcement the
lateral strain εY start increase from 1.61E-04 at surface to 1.64E-04 at 10mm from surface then decrease
to3.86E-05 at 290 mm from surface layer then increased to to4.44E-05 i.e. 80.75% of ordinary value at bottom
of base layer and then decreases to decay. Figures show that there is no change in lateral strain εY distribution in
others cases and the case without reinforcement.
Figures (11) and (12) for section (B) display that in without reinforcement case the vertical stress σZ
start decrease from -3.43E+04Pa under the center line of the wheel load to zero Pa at the surface, and show that
there is no change in cases reinforcement at bottom of wearing surface, at bottom of binder layer. Figures also
show that there is a noticeable change when the steel reinforcement was arranged at middle of base layer, in this
location the vertical stress σZ under the center line of the wheel load decreased to -3.25+04 Pa i.e.18% from
without reinforcement case, while for case of reinforcement with geosythetic there is no change. Figures also
illustrate that there is a drastic change in vertical stress σZ values when the steel reinforcement was added at
bottom of base layer. The vertical stress σZ under the center line of the wheel load decreased to -1.78+04 Pa
i.e.48% from without reinforcement case. In case of reinforcement with geosythetic arrived to-2.22+04Pa
i.e.35.50% from without reinforcement case.
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Fig. (9) Vertical stress σZ due to vertical pressure of
wheel at bottom of base layer for sec. (A) with and
without steel reinforcement
Fig. (10) Vertical stress σZ due to vertical pressure of wheel
at bottom of base layer for sec. (A) with and without
geosynthetics reinforcement
Fig. (11) Vertical stress σZ due to vertical pressure of
wheel at bottom of base layer for sec. (B) with and
without steel reinforcement
Fig. (12) Vertical stress σZ due to vertical pressure of wheel
at bottom of base layer for sec. (B) with and without
geosynthetics reinforcement
Figures (19) and (20) for section (C) display that in without reinforcement case the lateral strain εY start
increase from1.29E-04 at surface to 1.35E-04 at 20mm from surface layer then decrease to 6.07E-05 at 190mm
from surface layer then increase to 1.85E-04 at bottom of base layer and then decreases to decay. For steel
reinforcement at bottom of wearing surface the lateral strain εY start increase from 6.96E-05 at surface to 7.52E-
05 at 10mm from surface then decrease to 4.03E-05 at 50mm from surface layer then increase to 1.97-04 at
bottom of base layer and then decreases to decay. In case of steel at bottom of binder layer the lateral strain εY
start increase from 1.12E-04 at surface to 1.17E-04 at 10mm from surface then decrease to 4.31E-05 at 110mm
from surface layer then increase to 1.83E-04at bottom of base layer and then decreases to decay. Figures show
in case steel reinforcement at bottom of bituminous base layer the lateral strain εY start increase from 1.10E-04
at surface to 1.15E-04 at 20mm from surface then decrease to 3.60E-05 at 190mm from surface layer then
increase to 1.56E-04 i.e. 16% of ordinary value at bottom of base layer and then decreases to decay. Figures also
present that no change in the lateral strain εY values between adding the geosynthetic reinforcement at the
middle of base layer and the case without reinforcement from surface to subgrade but the lateral strain εY at
surface of subgrade decreased by 10.8% from the lateral strain εY in without reinforcement case, while for steel
reinforcement at the same location the lateral strain εY start increase from 1.25E-04 at surface to 1.29E-04 at
10mm from surface then decrease to 3.12E-05 at 250mm from surface layer then increase to 1.07E-04 i.e.
42.16% of ordinary value at bottom of base layer and then decreases to decay. Figures also illustrate that no
change in the lateral strain εY.values between adding the geosynthetic reinforcement at bottom of base layer and
the case without reinforcement from surface to subgrade But the lateral strain εY at surface of subgrade
decreased by 8% from the lateral strain εY in without reinforcement case, while for steel reinforcement the
lateral strain εY start increase from 1.38E-04 at surface to 1.42E-04 at 10mm from surface then decrease
to3.86E-05 at 170 mm from surface layer then increased to to4.03E-05 i.e. 78.30% of ordinary value at bottom
of base layer and then decreases to decay. Figures show that there is no change in lateral strain εY distribution in
others cases and the case without reinforcement.
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Fig. (13) Vertical stress σZ due to vertical pressure of
wheel at bottom of base layer for sec. (C) with and
without steel reinforcement
Fig. (14) Vertical stress σZ due to vertical pressure of
wheel at bottom of base layer for sec. (C) with and
without `geosynthetics reinforcement
4.2.2Vertical stress
Figures (21) to (26) present the variation of vertical stress σZ at bottom of base layer in sections A, B
and C due to vertical pressure of wheel and horizontal force subject to friction and illustrate the effect of adding
reinforcement with different locations.
Figures (21) and (22)for section (A) show that the vertical stress σZ in without reinforcement case start
increase from -3.48E+04Pa under the center line of the wheel load to -3.61E+04Pa at 0.17 m from center line of
the wheel load and then decreases to decay at the end of section width. Figures also show that there is no change
in cases reinforcement at bottom of wearing surface. Figures also show that there is a noticeable change when
we add the steel reinforcement at middle of base layer, the vertical stress σZ start increase from -3.17E+04Pa i.e.
decrease percent is 8.9% under the center line of the wheel load to -3.38E+04Pa i.e. decrease percent is 12.29%
at 0.17 m from center line of the wheel load and then decreases to decay at the end of section width, while for
case of reinforcement with geosythetic there is no change. Figures illustrate that there is a drastic change in
vertical stress σZ values when the steel reinforcement was added at bottom of base layer, The vertical stress σZ
start increase from -1.77E+04Pa i.e. decrease percent is 48.75% under the center line of the wheel load to -
1.86E+04Pa i.e. decrease percent is 48.47% at 0.17 m from center line of the wheel load and then decreases to
decay at the end of section width, while in case of reinforcement with geosythetic ,the vertical stress σZ start
increase from -2.23E+04Pa i.e. decrease percent is 35.91% under the center line of the wheel load to -
2.33E+04Pa i.e. decrease percent is 35.45% at 0.17 m from center line of the wheel load and then decreases to
decay at the end of section width.
Figures (23) and (24) for section (B) explain that in without reinforcement case the vertical stress σZ
start increase from -2.72E+04Pa under the center line of the wheel load to -2.73E+04Pa at 0.17 m from center
line of the wheel load and then decreases to decay at the end of section width. Figures also show that there is a
noticeable change when we add the steel reinforcement at middle of base layer, the vertical stress σZ start
increase from -2.49E+04Pa i.e. decrease percent is 8.5% under the center line of the wheel load to -2.51E+04Pa
i.e. decrease percent is 8.29% at 0.20 m from center line of the wheel load and then decreases to decay at the
end of section width.. Figures also illustrate that there is a drastic change in vertical stress σZ values when the
steel reinforcement was added at bottom of base layer, The vertical stress σZ start from -1.41E+04Pa i.e.
decrease percent is 48.5% under the center line of the wheel load and still at same value to 0.17 m from center
line of the wheel load and then decreases to decay at the end of section width, while in case of reinforcement
with geosythetic The vertical stress σZ start from -1.74E+04Pa i.e. decrease percent is 36% under the center line
of the wheel load and still at same value to 0.17 m from center line of the wheel load and then decreases to
decay at the end of section width. Figures show that there is no change in vertical stress σZ distribution in others
cases and the case without reinforcement.
Figures (25) and (26) for section (C) show that the vertical stress σZ in without reinforcement case start
from -2.32E+04Pa under the center line of the wheel load and still at same value -2.32E+04Pa at 0.17 m from
center line of the wheel load and then decreases to decay at the end of section width.Figures also show that
there is no change in cases reinforcement at bottom of wearing surface and at bottom of binder layer. Figures
also show that there is a noticeable change when we add the steel reinforcement at the end of bituminous base
layer, the vertical stress σZ start from -2.22E+04Pa i.e. decrease percent is 4.31% under the center line of the
wheel load and still at same value to 0.17 m from center line of the wheel load and then decreases to decay at
the end of section width, while there is no change in geosynthetic reinforcement at same location. Figures also
show that there is a noticeable change when we add the steel reinforcement at middle of base layer, the vertical
stress σZ start from -2.07E+04Pa i.e. decrease percent is 10.77% under the center line of the wheel load and still
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Fig. (15) Lateral strain εY due to vertical pressure of
wheel and friction force versus section depth for sec. (A)
with and without steel reinforcement
Fig. (16) Lateral strain εY due to vertical pressure of wheel
and friction force versus section depth for sec. (A) with and
without geosynthetics reinforcement
Fig. (17) Lateral strain εY due to vertical pressure of
wheel and friction force versus section depth for sec. (B)
with and without steel reinforcement
Fig. (18) Lateral strain εY due to vertical pressure of wheel
and friction force versus section depth for sec. (B) with and
without geosynthetics reinforcement
at same value to 0.17 m from center line of the wheel load and then decreases to decay at end of section width.
Figures also show that there is a drastic change in vertical stress σZ values when the reinforcement was added at
bottom of base layer. The vertical stress σZ start from -1.21E+04Pa i.e. decrease percent is 48% under the center
line of the wheel load and still at same value to 0.17m from center line of the wheel load and then decreases to
decay at end of section width, while in case of reinforcement with geosythetic, the vertical stress σZ start from -
1.49E+04Pa i.e. decrease percent is 35.9% under the center line of the wheel load and still at same value to 0.17
m from center line of the wheel load and then decreases to decay at end of section width.
4.3 Comparison between the reinforced flexible pavements sections and rigid pavement section
4.3.1 Vertical stress
Figures (27) and (28) present the variation of vertical stress σZ at top of subgrade for paving sections (A), (B)
and (C) with steel or geosynthetic reinforcement and selected rigid pavement section 20cm reinforced concrete
slab with steel diameter is 8 mm and rested on 15cm sub base layer.
From figure (27) it is clear that the values of vertical stress σZ in section reinforced with steel wire grid
are lower than the values in section reinforced with geosynthetic. Figure (28) show that the value of vertical
stress σZ under the wheel in rigid pavement section is lower with15.93% than value in section (A) reinforced
with steel, but it is greater with 15.64% than values in sections (B) reinforced with steel and greater with
29.85% than the stress in section (C) reinforced with steel.
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Fig. (19) Lateral strain εY due to vertical pressure of
wheel and friction force versus section depth for sec. (C)
with and without steel reinforcement
Fig. (20) Lateral strain εY due to vertical pressure of
wheel and friction force versus section depth for sec.
(C) with and without geosynthetics reinforcement
Fig. (21) Vertical stress σZ due to vertical pressure of
wheel and friction force at bottom of base layer for
sec. (A) with and without steel reinforcement
Fig. (22) Vertical stress σZ due to vertical pressure of
wheel and friction force at bottom of base layer for sec.
(A) with and without geosynthetics reinforcement
Fig. (23) Vertical stress σZ due to vertical pressure of
wheel and friction force at bottom of base layer for
sec. (B) with and without steel reinforcement
Fig. (24) Vertical stress σZ due to vertical pressure of
wheel and friction force at bottom of base layer for sec.
(B) with and without geosynthetics reinforcement
Fig. (26) Vertical stress σZ due to vertical pressure of
wheel and friction force at bottom of base layer for sec.
(C) with and without geosynthetics reinforcement
Fig. (23) Vertical stress σZ due to vertical pressure of
wheel and friction force at bottom of base layer for
sec. (C) with and without steel reinforcement
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Fig. (28) Vertical stress σZ due to vertical pressure of
wheel at bottom of base layer for investigated sections
with steel reinforcement or rigid pavement section
Fig. (27) Vertical stress σZ due to vertical pressure of
wheel at bottom of base layer for investigated sections
with steel reinforcement or geosynthetics reinforcement
Table (3): Lateral strain εY at top of subgrade due to vertical pressure of wheel for investigated sections with
steel reinforcement or geosynthetics reinforcement and rigid pavement section
4.3.2 Lateral strain
Table (3) shows the values of lateral strain εY under the centerline of the wheel load at top of subrade
for sections (A), (B) and (C) with steel or geosynthetic reinforcement and selected rigid pavement section 20cm
reinforced concrete slab with steel diameter is 8 mm and rested on 15cm sub base layer. From this table it is
clear that the values of lateral strain εY in steel reinforced sections are decreased than its values in geosynthetic
reinforced sections. Table also shows that the values of lateral strain εY in rigid pavement section are lower with
7% than value in section (A) reinforced with steel but it is greater with 1.1% than values in sections (B)
reinforced with steel and greater with 12.50% than the stress in section (C) reinforced with steel.
V. CONCLUSIONS AND RECOMMENDATIONS
1- The best location for the reinforcement in all investigated flexible pavement sections is at the bottom of
base layer.
2- In paving section cases subjected to vertical load due to wheel pressure only, the vertical stress σZ under
center line of wheel at bottom of base layer in steel wire grid reinforcement mesh cases is decreased by
48% from without reinforcement cases in paving sections (A), (B) and (C), while in geosynthetic
reinforcement cases the decreasing percent is 35% from without reinforcement cases.
3- In the investigated three paving sections subjected to vertical load due to wheel pressure and horizontal
friction force, the max vertical stress σZ at bottom of base layer is located away from the center line of
wheel by 0.17m. The vertical stress σZ in steel wire grid reinforcement case is decreased by 48.75% from
that without reinforcement cases in paving sections (A), (B) and (C), while in geosynthetic reinforcement
cases the decreasing percent is about 36% from without reinforcement cases in the investigated sections.
4- The considerd paving sections subjected to vertical load due to wheel pressure only, lateral strain εY under
the centerline of the wheel load at the bottom of base layer in steel wire grid reinforcement cases is
Reinforcement type
section Lateral strain
Steel reinforcement
A 5.67E-05
B 5.13E-05
C 4.69E-05
Geosynthetics reinforcement
A 3.58E-04
B 2.74E-04
C 2.27E-04
Rigid pavement section 5.04E-05