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International Research Journal of Modernization in Engineering Technology and Science

( Peer-Reviewed, Open Access, Fully Refereed International Journal )
Volume:04/Issue:06/June-2022 Impact Factor- 6.752 www.irjmets.com
ANALYSIS OF FOUNDRY SAND FOR STABILIZATION OF ROAD SUB BASE

Shubham M. Anuse*1, Satappa S. Redekar*2, Arif A. Shaikh*3, Ashitosh P. Mozar*4
*1,2,3,4 B-Tech Student Department of Civil Engineering, G.H. Raisoni College of Engineering &
Management, Pune, Maharashtra, India.
ABSTRACT
The purpose of this study was to reduce the industrial waste disposal problem, as well as minimize the
environmental adverse effect. Waste foundry sand has been growing exponentially over the last few decade and
so we have a big problem managing it to resolve these problem by using a waste foundry sand in flexible
pavement. Therefore, use of waste foundry sand in development project like building construction as well as
road construction may reduce the area of open land needed to disposal. In this analysis waste foundry sand are
replaced in flexible pavement up to 30% in granular sub-base course and it is analyze by CBR value and find the
proper combination of waste foundry sand and other granular material in road sub-base for improve the
bearing capacity. By using of foundry sand in road pavement reduce the mining activity and achieve economical
and sustainable development.
Keywords: Waste foundry sand, flexible pavement, granular sub-base, California bearing ratio test,
stabilization, land filling, environment etc.
I. INTRODUCTION
Modern times are challenging and India can meet the challenges of the 21st century. Therefore, this 21st
century will be the century of India, the century of Indian activism, but it is very important to know whether the
development we are making is sustainable or not. But as we move towards this development, we are facing
many difficulties, one of which is the huge problem of waste generation. Industrialization has played a major
role in the development of India but at the same time industrialization has created a lot of waste problems
among them, waste foundry Sand is being produced in large quantities and its management has become the
need of the hour. Waste foundry sand (WFS) is a byproduct from the production of both ferrous and nonferrous
metal castings. It is high quality silica sand. Foundries use high quality size-specific silica sands for use in their
molding and casting operations.
Since all engineering & other sectors use metal castings in their manufacturing, the role of foundry industry to
support manufacturing is very vital. It is not possible to achieve the above goal without the sustainable
corresponding growth of the foundry sector but, we must move forward with care that the development that
takes place while achieving the above objectives is sustainable, because while this development is taking place,
the waste foundry sand will also be created on a large scale problem. Foundry sand is one of such waste
material produced from foundry industries speeded all over the country. The annual production is about 3
million tons from different foundry industries in India. The major foundry clusters in India are located at
Batala, Jalandhar and Ludhiana in Punjab; Rajkot and Ahmedabad in Gujarat; Faridabad and Gurgaon in
Haryana; Howrah in West Bengal; Agra in UP; Pune, Kolhapur and Solapur in Maharashtra; Belgaum in
Karnataka; Chennai and Coimbatore in Tamilnadu; and Hyderabad in Telangana etc. Sustainable development
can be achieved by reusing the waste foundry sand coming out of this cluster and minimize the environmental
adverse effect by reusing/ recycle these waste foundry sand in road transportation.
In India, about construction of 16,000 km of roads were completed in 2011. About 6 kilometers of road was
built every day. But that rate 6 times in 2022. About 30,000 km of roads have been completed in the country
since 2014 and they are now being built at a speed of 37 km per day. According to current statistics, India
currently has an estimated 5 crore 9 lakh km of road network, up from 4 million in 2008. In ten years it has
increased by about 34 % or about 1 crore 4 lakh km. During these transportation development process can we
use a waste foundry sand as filler material in flexible pavement sub-base as partially replacement up to 30% in
granular sub base course and increase stability of road environmental friendly. In India especially for low
volume village roads there is a requirement of cheaper materials for construction. Foundry sand is locally
available materials can be used in embankments and sub-base of rural roads. So one can utilize a large volume
of foundry sand in road construction projects to minimize the cost of construction
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1.1 Foundry sand : Foundry sand consists primarily of clean, uniformly sized, high-quality silica sand or
lake sand that is bonded to form molds for ferrous (iron and steel) and nonferrous (copper, aluminum, brass)
metal castings. Although these sands are clean prior to use, after casting they may contain Ferrous (iron and
steel) industries account for approximately 95 percent of foundry sand used for castings. The automotive
industry and its parts suppliers are the major generators of foundry sand.
Waste foundry sand (WFS) is sub-angular to round in shape. Green sands are black or gray, whereas chemically
bonded sands are of a medium tan or off-white color. The specific gravity of foundry sand varies between 2.39
and 2.79. Waste foundry sand has a low absorption capacity and is non-plastic
1.2 Type of foundry sand: There are two type of foundry sand are follow.
1.2.1 Green sand: It consists of 85-95% silica, 0-12% clay, 2-10% carbonaceous additives, such as sea coal,
and 2- 5% water. Green sand is the most commonly used molding media by foundries. The silica sand is the
bulk medium that resists high temperatures while the coating of clay binds the sand together.
1.2.2 Silica sand: Silica Sand is typically a form of Silicon dioxide (SiO2), made up of two main elements -
silica and oxygen. The most common form of Silicon dioxide is quartz, which is a chemically inert and hard
mineral, broke down into tiny granules over time through the wind and water called Silica Sand.
It is also known as White sand, Quartz sand and Industrial sand, that comes with a wide range of shades, mostly
white or colorless. The color of the sand depends chiefly on the rock detritus and a variety of minerals that
make up the resource.
Figure 1: Green sand Figure 2: Silica sand

1.3 Physical properties of waste foundry sand:
Table 1: Typical physical properties of waste foundry sand
Javed and lovel Naik et al. Guney et al Siddique et al.
Properties
[1] [2] [3] [4]
Specific gravity 2.39-2.55 2.79 2.45 2.61
Fineness modulus - 2.32 - 1.78
Unit weight (kg/m3) - 1784 - 1638
Absorption (%) 0.45 5.0 - 1.13
Moisture content (%) 0.1-10.1 - 3.25 -
Clay lumps & friable 0.9
1-44 0.4 -
Particles
Material finer than 18
- 1.08 24
75µm (%)
1.4 Layers in flexible pavement:
Figure 3: Layers in flexible pavement

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These are various layers of flexible pavement but we only focus on sub-base course (GSB). Normally aggregate
and granular material are used in this layers. But we used foundry sand in replacement 0 %, 15 %, 30 %, 45%.
1.4.1 Subgrade: The foundation of the pavement structure is known as subgrade. Preparation of subgrade
consists of all operations before the pavement structure could be placed over it and compacted. The subgrade
may be situated on an embankment or excavation or at the existing ground surface.
1.4.2 G.S.B: Granular Sub-base (GSB) consists of laying and compacting well graded material on prepared
sub-grade in accordance with the specifications. GSB layer is intermediate layer in between Sub-grade and Wet
mix macadam.
1.4.3 W.M.M.: Wet Mix Macadam(WMM) work includes laying and compacting clean, crushed, graded
aggregate and granular material, premixed with water, to a dense mass on a prepared GSB layer or existing
pavement as per the requirement of the project.
1.4.4 D.B.M.: Dense bituminous macadam it is second top most layer in flexible pavement. The Dense Bituminous
Macadam mix shall be prepared in a Hot Mix Plant (HMP) as per the approved Mix Design complying with
Clause 507.2 and 507.3 of MORTH.
1.4.5 B.C.: BC (Bituminous Concrete) are the top most layers of An Bituminous Top Roads, whose thickness is
determined my MSA & CBR.
II. OBJECTIVE
1. In present study an attempt is made to study the possibility of using waste foundry sand up to certain
percentage in Sub-base layer in flexible pavement.
2. To determine the properties of foundry sand such as specific gravity, water content, fineness modulus,
Impact value etc.
3. To find the appropriate combination of GSB material with waste foundry sand on the basis of California
bearing ratio value, before and after replacement sub-base.
III. SCOPE OF THE STUDY
1. Currently India has taken a major initiative on developing the infrastructures such as express highways,
power projects, ports and harbors, to meet the requirements of globalization, in the construction of
pavements and other structures plays the key role and a large quantum of concrete is being utilized in
every construction practices.
2. Foundry sand can be suitable variety of beneficial reuse as parking lots, building, road pavement, and
pieces of equipment.
3. Also foundry sand is used as a raw material manufacturing other products, such as controlled, low strength
material, asphalt, cement, concrete, grout, lightweight aggregate, concrete block, bricks, roofing materials,
plastics, paint and glass etc.
IV. METHODOLOGY
In this work, first waste foundry sand samples were collected from the dumping ground in Kolhapur near
shiroli MIDC. Samples were used for investigating the beneficial reuse of foundry sand in road pavement and
base. Several road pavement using foundry sand as a particle replacement for fine aggregate were developed
and tested. The road pavement were designed using weight analysis replacement of fine aggregate with
foundry sand ranged 0%, 15%, 30%, 45%.
We have to carried out following test on waste foundry sand and specimen:
1. Specific gravity: - Specific gravity is defined as the ratio of the unit weight of given volume of soil
solids at given temperature to the weight of an equal volume of distilled water.
2. Water content: - That content of water in soil at which the maximum dry unit weight can be attained
as a result of a given compaction effort.
3. Sieve Analysis: - Determines the particle size distribution of a given soil sample and hence helps in
easy identification of a soil's mechanical properties.
4. Impact Test: - Impact test is a method for evaluating the toughness, impact strength and notch
sensitivity of engineering materials.
5. California bearing ratio (CBR):- The California Bearing Ratio is a measure of the strength of the
subgrade of a road or other paved area, and of the materials used in its construction. The ratio is measured
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using a standardized penetration test first developed by the California Division of Highways for highway
engineering.
V. RESULT AND DISCISSION
Specific gravity (foundry sand ):
Table 2: Specific gravity of waste foundry sand
Test no. 1 2
Mass of pycnometer , W1 676 gm 676 gm
Mass of pycnometer+ dry soil, W2 828 gm 830 gm
Mass of pycnometer+ soil + water, W3 1637 gm 1647 gm
Mass of pycnometer + water, W4 1551 gm 1550 gm
 Specific gravity of foundry sand was found to be 2.50.
Water content (foundry sand):
Table 3: Water content of waste foundry sand
Mass of empty Mass of container with Mass of container with
Sample no dry sand(m3)
container (m1) moist sand(m2)
Sample 1 16 90 89.4
Sample 2 16 90 89.5
Sample 3 16 90 89
 The water content of foundry sand was found to be 0.95.
Sieve analysis (foundry sand):
Table 4: Fineness modulus of waste foundry sand
Cumulative Cumulative
Cumulative
Sieve size Sand retained(g) percentage percentage
weight retained
retained passing
10mm 0 0 0 100
4.75mm 5 5 0.5 99.5
2.36mm 4 9 0.9 99.1
1.18mm 17 26 2.6 97.4
600 µ 13 39 3.9 96.1
300 µ 399 438 43.6 56.4
150 µ 467 905 90.2 9.8
75 µ 95 1000 99.7 0.3
pan 3 1003 - -
 Fineness modulus of waste foundry sand was found to be 2.41
Impact test for partially replacement:
Table 5: Impact test for partially replacement of waste foundry sand
Replacement Aggregate 15% 30% 45%
Weight of oven dry sample (a) 334 340 335 332
Weight of fraction retained on
2.36mm sieve after impact test 289.4 289 272 237
(b)
Weight of fraction passing
2.36mm sieve after impact test 45.6 61.3 80 95
(c)
Total weight of sample after
344 340 335 332
impact test (b+c)
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 Impact value with 00% replacement was found to be 13.65 %
Laboratory determination of California bearing ratio(CBR)
Table 6: CBR value of 0 % sand replacement in sub-base
Providing Providing ring Corrected load
Load Standard
Penetration(mm) ring dial reading(providing intensity
intensity CBR
gauge ring×5) Pen. Inten.
0.5 1.9 9.5 3.42 0.5 6.20
1.0 3.4 17 6.12 1.0 9.40
1.5 5.1 25.5 9.18 1.5 12
2.0 6.7 33.5 12.06 2.0 14.26
2.5 8.4 42 15.13 2.5 16.27 70%
3.0 9.8 49 17.65
4.0 10.5 52.5 18.91
5.0 11.2 56 20.17 105%
7.5 11.9 59.5 21.43
10.0 12.8 64 23.05
12.5 13.7 68.5 24.67
Corrected load
Providing Providing ring
Load intensity Standard
Penetration(mm) ring dial reading(providing
intensity Pen. CBR
gauge ring×5)
Inten.
0.5 2.2 11 3.96 0.5 7.3
1.0 3.3 16.5 5.94 1.0 8.23
1.5 5.3 26.5 9.54 1.5 11.4
2.0 6.7 33.5 12.06 2.0 14.2
2.5 8.6 43 15.49 2.5 16.3 70%
3.0 9.7 48.5 17.47
4.0 10.6 53 19.09
5.0 11.6 58 20.89 105%
7.5 11.9 59.5 21.43
10.0 12.8 64 23.05
12.5 13.7 68.5 24.67
Corrected load
Providing Providing ring
Load intensity Standard
Penetration(mm) ring dial reading(providing
intensity Pen. CBR
gauge ring×5)
Inten.
0.5 2.4 12 4.32 0.5 7.6
1.0 3.4 17.5 6.30 1.0 11
1.5 5.4 27 9.72 1.5 13.4
2.0 6.7 33.5 12.06 2.0 15

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2.5 8.8 44 15.85 2.5 16.7 70%
3.0 9.7 48.5 17.47
4.0 10.7 53.5 19.27
5.0 11.6 58 20.89 105%
7.5 11.9 59.5 21.43
10.0 12.8 64 23.05
12.5 13.8 69 24.85
Graph 1: CBR variation after sand replacement 0%, 15%, 30% in sub-base
LOAD INTENSITY
0 % Replacement 15 % Replacement 30 % Replacement
30
25
20
15
10
5 PENETRATION (MM)
0
0.5 1 1.5 2 2.5 3 4 5 7.5 10 12.5
0 % Replacement 3.42 6.12 9.18 12.06 15.13 17.65 18.91 20.17 21.43 23.05 24.67
15 % Replacement 3.96 5.94 9.54 12.06 15.49 17.47 19.09 20.89 21.43 23.05 24.67
30 % Replacement 4.32 6.3 9.72 12.06 15.851 17.47 19.27 20.89 21.43 23.05 24.85
VI. CONCLUSIONS
From the above study, it can be concluded that:
1. CBR value have indicated that sub-base made with waste foundry sand (up to 30 %) could suitable be used
in flexible pavement sub-base. The value after mixing waste foundry sand in GSB not increasing or
decreasing its remain same.
2. The road constructed by using waste foundry sand will be economically viable and sustainable developed.
3. By the utilization of waste foundry sand in road sub-base the negative impact on environment can be
reduced considerably. If these waste material are mixed with fine aggregate in road sub-base then it will
ultimately become part of the structure eliminating the disposal problem.
VII. REFERENCES
[1] Shruthi, N., & Gadag, R. B. (2015). ‘Utilization of waste foundry sand, demolished aggregate and waste
plastic in making pervious concrete. International Research Journal of Engineering and Technology, 2,
1331-1336.
[2] Siddique, R. (2014). Utilization of industrial by-products in concrete. Procedia Engineering, 95, 335-347.
[3] Kumar, P., Paliwal, M. C., & Jain, A. K. international journal of engineering sciences & research technology
stabilization of sub grade soil by using foundry sand waste.
[4] Venkatesh, J., Chinnusamy, K., & Murugesh, S. (2020, November). A Review Paper on Comparative study
of Expansive Sub-Grade Stabilization using Industrial Wastes like Foundry Sand, Quarry Dust,
Demolition Wastes and Rubber Scrap. In IOP Conference Series: Materials Science and Engineering (Vol.
955, No. 1, p. 012062). IOP Publishing.
[5] Iqbal, M. F., Liu, Q. F., & Azim, I. (2019). Experimental study on the utilization of waste foundry sand as
embankment and structural fill. In IOP conference series: materials science and engineering (Vol. 474,
No. 1, p. 012042). IOP Publishing.
[6] Chaudhari, A. G., Patekar, P. S., Khan, J. K., Rokade, V. J., & Siddiqui, A. S. (2017). Review study: On
replacement of fine aggregate by foundry sand in a pavement. International Journal of Innovative
Research in Science and Engineering, 3(3), 402-405.

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[7] Suji, D., Poovendran, S., & Prabhakar, P. (2016). Experimental study on partial replacement of waste
foundry sand in flexible pavements. International Journal of Civil and Structural Engineering
Research, 4(1), 188-197.
[8] Zhang, Y., Sappinen, T., Korkiala-Tanttu, L., Vilenius, M., & Juuti, E. (2021). Investigations into stabilized
waste foundry sand for applications in pavement structures. Resources, Conservation and
Recycling, 170, 105585.

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International Research Journal of Modernization in Engineering Technology and Science

ANALYSIS OF FOUNDRY SAND FOR STABILIZATION OF ROAD SUB BASE

Figure 1: Green sand Figure 2: Silica sand

Figure 3: Layers in flexible pavement

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0 % Replacement 15 % Replacement 30 % Replacement

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