Project Report

Place: Nashik
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ACKNOWLEDGEMENT
“ANALYSIS AND EFFECT OF REMIX CONCRETE ON COLD JOINT OF

BRIDGE DECK SLAB USING FINITE ELEMENT METHOD”
CONTENTS
ACKNOWLEDGEMENT.......................................................................................................4
LIST OF FIGURES.................................................................................................................7
LIST OF TABLES...................................................................................................................9
LIST OF GRAPHS................................................................................................................10
ABSTRACT............................................................................................................................11
CHAPTER 1...........................................................................................................................12
INTRODUCTION..............................................................................................................12
1.1 Opening Remark........................................................................................................12
1.2 Bridges and its components.......................................................................................12
1.3 Types of bridges.........................................................................................................13
1.3.1 Beam bridge or Stringer Bridge or Girder bridge:................................................13
1.3.2 Arch bridge:............................................................................................................15
1.3.6 Cantilever bridge.....................................................................................................19
1.4 Bridge deck slabs......................................................................................................20
1.4.1 Types of concrete joints in deck slab......................................................................21
1.5 Formation of cold joint.............................................................................................23
1.6 Cold joint....................................................................................................................24
1.7 Disadvantages of cold joint formation......................................................................24
1.8 General remedial measures to prevent cold joint formation in concrete................25
1.9 Use of Remixed concrete...........................................................................................25
1.9.1 Selfing and Crossing..............................................................................................25
1.9.2 Techniques for remixing........................................................................................26
1.9.3 Flow chart for preparation of remixed concrete...................................................26
1.10 Introduction to Finite Element Method..................................................................27
1.10.1 Working of Finite Element Method.....................................................................27
1.10.2 Introduction to FEA.............................................................................................27
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1.11 ANSYS Workbench.................................................................................................29
CHAPTER 2...........................................................................................................................30
LITERATURE SURVEY..................................................................................................30
2.1 Opening Remark........................................................................................................30
2.2 Literature Review.......................................................................................................30
2.3 Research Gap.............................................................................................................39
CHAPTER 3...........................................................................................................................40
PROBLEM FORMULATION AND OBJECTIVE........................................................40
3.1 Opening remark.........................................................................................................40
3.2 Problem Statement.....................................................................................................40
3.3 Scope of work.............................................................................................................41
CHAPTER 4...........................................................................................................................42
METHODOLOGY.............................................................................................................42
4.1 Opening Remark........................................................................................................42
4.2 Cold joint in deck slab...............................................................................................42
4.3.1 Properties of M40 grade concrete..........................................................................46
4.3.2 Properties of M50 grade concrete..........................................................................46
4.3.3 Flow Chart..............................................................................................................47
4.4 Basic Model of Slab...................................................................................................47
4.4.1 Detail of slab/base separation near joint...............................................................48
4.4.4 Detailing of joints of Dowel and Tie Bars Modelling Technique.........................49
4.5 Computer modelling using ANSYS...........................................................................50
4.6 Data required for finite element analysis.................................................................51
4.7 Magnitude of load to be applied................................................................................52
4.8 Loading Conditions...................................................................................................53
4.9 Analysis of Models.....................................................................................................54
4.9.1 Preparation of basic model.....................................................................................54
4.10 Preparation of RCC deck slab model by using ANSYS.........................................58
CHAPTER 5...........................................................................................................................79
RESULTS AND DISSCUSSION.......................................................................................79
5.1 Opening Remarks......................................................................................................79
CHAPTER 6...........................................................................................................................82
CONCLUSION...................................................................................................................82
CHAPTER 7...........................................................................................................................83
REFERENCES...................................................................................................................83
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LIST OF FIGURES
Fig No. Description Page Number
1.1 Formation of cold joint

1.2 Flow chart of preparation of remixed concrete
1. Basic model of deck slab
2. Slab separation near joint
3. Geometry of the model
4. Geometry of the model
5. Position of reinforcement and dowel bars in slab
6. Meshing of the model
7. Node Count
8. Model 1 Equivalent Stress
9. Model 1 Equivalent Elastic Strain
10. Model 1 Total Deflection
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LIST OF TABLES
Graph No. Description Page No.
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2
3
4
5
6
7
8
9
10
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ABSTRACT
Delay in concreting because of the improper casting sequence can result in formation of
cold joint in bridge deck slab. The performance of deck slab can be greatly affected by
formation of cold joint as it causes deterioration of steel reinforcement in concrete,
strength reduction and destruction in aesthetic appearance. The loss of mechanical
properties caused due to presence of cold joint can compromise the structural integrity of
deck slab. So to delay formation of cold joint and to minimize its effect we have used
remixed concrete.
This work presents an analytical investigation to study the effect of remixing on

formation of cold joint in concrete using finite element method
Finite element method is the most mechanistic and reliable tool available for analysis of
deck slabs. Analysis of concrete bridge deck slab using ANSYS software has been used
for this work. The parametric study is in form of deflection, stress and strain for variation
in loading conditions.
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CHAPTER 1
INTRODUCTION
1.1 Opening Remark
The bridge deck slab evaluation can be done by conducting laboratory experiments, field
tests and also through analytical means. In bridge deck design and analysis, there is a
compelling need to understand the performance of bridge decks under service load and
develop a reliable procedure to evaluate the serviceability of the deck. The current project
restricts to analytical method of performance evaluation using ANSYS software. In this
study effect of remixed concrete on formation of cold joint is analysed using finite
element method.
1.2 Bridge and its components
The bridge is a rigid structure which constructed on obstacle for providing the passage
over an obstruction without closing the way beneath. The required passage may be for
railways, roads, canals, pipelines, etc. There are different types of bridges each serves a
specific purpose and selected at different situations. The bridge is constituted of three
major categories namely the superstructure components, the bearings, and the
substructure components which have been further discussed below
 Superstructure (Decking):
Superstructure comprises of slab or girder or truss, etc. Super-structure bears the
load passing over the passage and transmits the forces caused by the same to the
sub-structures.
 Bearings:
Substructure doesn’t have enough bearing strength to take the superstructure
load directly on it. To support these loads, bearings are equipped. Bearings help
to carry the load from the deck and distribute it evenly over the substructure
material.
 Substructure:
Substructure comprises of piers, abutments, wing walls which are provided to
transmit a load of the superstructure to the earth.
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Figure 1.1 Components of Bridge
1.3 Types of bridges

1.3.1 Beam bridge or Stringer Bridge or Girder bridge:
Beam bridge is the one which comes to your mind when someone asks you about
what is a bridge? This is one of the basic type of bridges.This type of bridges are
simply supported bridges consisting of horizontal beams and vertical piers; Beam
bridges are also named as stringer bridge or girder bridge. These type of bridges are
typically spanned with two or more spans and supported by abutment or pier at each
end. This type of bridges are constructed using RCC, Wood, steel etc. Beam bridges
have span less than 80m.As mentioned above, beam bridges are simply supported
bridges (beam that is supported on piers), where the beam is laid across the supports.
In this type of bridges, the beam should be strong enough to bear the loads on it.
These loads are further carried to bridge supports and then to earth.The top edge of
the beam possesses compression as the loads are applied on it where the lower part of
the beam is being stretched and is under tension.
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Fig.No.1.2 Beam Bridge
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1.3.2 Arch bridge:
An arch bridge is the most popular type of bridge which is extensively used by
ancient Romans.The arch bridge is usually made up of stone, concrete or steel. As the
name itself mirroring that, the bridge is in the shape of an arch. An arch bridge is a
curve shaped bridge where the load on the curve is not directly applied straight down,
but instead, loads are carried along the curve of the arch to the end of supports.
Meaning that no part of the bridge takes a high amount of pressure. These supports
are also called as abutments. Abutments carry loads of the entire bridge & it is
responsible for holding the arch in a precise position.
Fig.No.1.3 Arch Bridge
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1.3.3 Truss Bridge:
Truss is a framework consisting of struts (inclined members). These bridges are

constructed by using trusses which are comprised of many small elements forming
triangular trusses. The span length of truss bridge is in between 50m-110m.
Fig.No.1.4 Truss Bridge
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1.3.4 Suspension bridges:
This type of bridges are constructed by suspending the deck slab using suspension
cables. The roadway is hanged using steel cables which are connected to two towers
and secured by anchors on both ends of the bridge. In addition to the deck slab, the
truss system is also featured with truss system just beneath the deck which helps to
stiffen and to keeps the deck in precise position to reduce the tendency of the roadway
to sway.
Fig.No.1.5 Suspension Bridge
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1.3.5 Cable-stayed bridge:
This type of the bridge are modern bridges and it is similar to the suspension bridge.
In this type, cables are connected directly to the tower instead of suspended cables.
Tension is constantly acting on the cables, which are stretched because they are
attached to the roadway. This type of bridge doesn’t have any anchorages to bear the
compression and has only one tower to carry the compression. The span length of
Cable stayed bridge is in between 500m-1000m.
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Fig.No.1.6 Cable Stayed Bridge
1.3.6 Cantilever bridge
The word cantilever refers that the beam which has only one support and the other
end is kept free in space. Cantilever bridges are same to this but don’t think that one
end of the bridge is kept free. Cantilever bridges are constructed in parts and the two
free ends are connected with suspended deck. Cantilever bridge has a span in between
150m-500m.
Fig.No.1.7 Cantilever Bridge
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1.4 Bridge deck slabs
A bridge is a structure providing passage over an obstacle without closing the way
beneath. The obstacle to be crossed can be a river, a road, a railway or a valley. A bridge
deck is the surface of the bridge that will function as a roadway for vehicles, bikes, or
pedestrians. Bridge deck slabs are ordinarily supported at the two edges and such
supports are truly orthogonal to the traffic course. To guarantee safety for traffic, these
decks must be sturdy enough to withstand constant pressure. There are two primary
structure types for bridge decks: bridge decks cast on top of beams or stringers and
superstructure systems in which the top of the superstructure customs the top of the
driving surface. A concrete deck is an integral part of the bridge structure or it can be
supported with I beams and support structure. There are several principle types of bridge
deck for the purpose of analytic techniques.
 A beam deck is one with the deck and any supporting structure as a single
beam.
 A grid deck uses beams and diaphragms as the supporting structure. It follows
grillage analysis.
 A slab deck is one where deck is analysed as a plate. If the slab has a stiffness
different in two directions at right angles then the deck is analysed as an
orthotropic deck.
 Cellular deck is the deck where a number of thin slabs and webs will
encompass cells within the deck.
 A box girder deck where the deck forms at the top of the box girder during the
analysis. Thus this whole analysis comes under structural analysis of bridge
decks.
1.5 Concrete Joint
Concrete joints are the joints which are provided where two successive placement of
concrete meet. Joints in construction are the separation or discontinuity provided in
concrete structure in order to neglect the effect of contraction, expansion, movement and
settlement in structure with change in external environment. They are typically placed at
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the end of day work and are also provided when concrete placement is stopped for
longer than initial setting time of concrete. In slabs joints are designed to allow
movement and to transfer load. It is desirable to achieve bond and continue
reinforcement through a construction joint. The location of construction joint are
planned and designed to accommodate the construction sequence for placing concrete.
But sometimes first batch of concrete gets hardened before the next batch is placed and
the two do not intermix then a joint is formed unintentionally called as cold joint
1.5.1 Types of concrete joints in deck slab
(a) Construction joints Placed in a concrete slab to define the extent of the individual
placements, generally in conformity with a predetermined joint layout. Construction
joints must be designed in order to allow displacements between both sides of the
slab but, at the same time, they have to transfer flexural stresses produced in the
slab by external loads. Construction joints must allow horizontal displacement
right-angled to the joint surface that is normally caused by thermal and shrinkage
movement. At the same time they must not allow vertical or rotational displacement
Fig.No. 1.8 Construction Joint
(b) Expansion joints

The concrete is subjected to volume change due to many reasons. So we have to
cater for this by way of joint to relieve the stress. Expansion is a function of length.
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The building longer than 45m are generally provided with one or more expansion
joint. In India recommended c/c spacing is 30m. The joints are formed by providing
a gap between the building parts
Fig.No.1.9 Expansion Joint
(c) Contraction Joints

A contraction joint is a sawed, formed, or tooled groove in a concrete slab that
creates a weakened vertical plane. It regulates the location of the cracking caused
by dimensional changes in the slab. Unregulated cracks can grow and result in an
unacceptably rough surface as well as water infiltration into the base, subbase and
subgrade, which can enable other types of pavement distress. Contraction joints are
chiefly defined by their spacing and their method of load transfer. They are
generally between 1/4 - 1/3 the depth of the slab and typically spaced every 3.1 - 15
m
Fig.No.1.10 Contraction Joint
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(d) Isolation Joints
Joints that isolate the slab from a wall, column or drain pipe.Isolation joints have
one very simple purpose—they completely isolate the slab from something else.
That something else can be a wall or a column or a drain pipe. Here are a few things
to consider with isolation joints: Walls and columns, which are on their own
footings that are deeper than the slab subgrade, are not going to move the same way
a slab does as it shrinks or expands from drying or temperature changes or as the
subgrade compresses a little. Even wooden columns should be isolated from the
slab.
Fig.No.1.11 Isolation Joint
1.5 Formation of cold joint
It is not possible to cast a whole bridge deck slab structure monolithically. In bridge
construction it is impractical to place concrete in a continuous operation. The amount of
concrete that can be placed at one time is governed by batching and mixing capacity,
crew size, and the amount of time available. Thus we provide construction joints. A plane
of weakness or discontinuity formed when a batch of concrete hardens before the next
batch is placed against it. This untreated weak plane caused due to interruption in casting
process or due to improper casting and curing sequence is called as cold joint.
Sometimes cold joints are formed due to poor consolidation, typically revealed by
“visible lines on the surfaces of the concrete formed”. According to IRC cold joint start to
form after 20 minutes of placement of concrete.
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The reduction of the structures maximum resistance depends on factors such as the
inclination of cold joint, the cold joint formation time, and the relationship between the
inclination of the cold joint and the direction of the state of stresses.
Cold joint significantly affect performance of deck slab as it reduces systems stress strain
characteristics. The loss of mechanical properties caused due to presence of cold joint
can impair the structural integrity of deck slab.
1.6 Cold joint
Fig.No.1.12 Formation of cold joint
1.7 Disadvantages of cold joint formation
 It reduces systems stress strain characteristics

 Reduction in systems maximum resistance
 Loss of systems mechanical properties
 Impairs the structural integrity of concrete structures
 Loss of homogeneity between the concrete and steel
 It leads to corrosion of reinforcement affecting the durability of structure
 Can result in water penetration further resulting to development of cracks
1.8 General remedial measures to prevent cold joint formation in concrete
 Placing concrete in layers about 18 inches deep and intermix each layer with
previous layer using vibrator
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 Pouring of concrete should begin at corners and work towards the centre
 For slab casting, concrete should be placed against the proceeding batch and not
dumped in an individual pile
 For sloping components like stairs and raft , the work should proceed uphill
 In hot weather conditions, retarding admixtures can be used
1.9 Use of Remixed concrete
 Remix concrete governs reuse of old concrete by adding fresh concrete to form
utilizable mix by considering their time lags, blend ratios and various curing
sequences. terms are crossed mass and crossed strength
 The strength of concrete can be improved by remixing. It can enhance strength
of concrete up to 20%; provided the time between remixing and casting should
not exceed 0.7 the initial setting time of cement
 Properties of concrete can be improved by blending and more improvement can
be achieved when remixing is associated with adding fresh concrete.
 In our work two mix designs (M40 & M50) selected and provided blend ratio (0
to infinity) at 0,30,60,90 & 120min time lag.
 For verification of Selfing and Crossing concepts and to build up a database
consisting of characteristic strength parameters, it is necessary to study the high
strength concrete mixes of M40 & M50
 If the two mixes in blending are of the same mix type, they are in Selfing,
Otherwise, they are in Crossing.
1.9.1 Selfing and Crossing
 Selfing is the process of blending of two different individual mixes of the similar
mix type but of different r and t values into a single composite mass, as called as
the selfed mass, and the corresponding strength of which be termed as selfed
strength. Selfing refers to blending of two mixes, one being relatively old and
other being relatively fresh of known strengths, each at their corresponding time
lags, in certain proportion
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 In crossing two mixes in blending are of different types, and the corresponding
Remix concrete can be used to delay the formation of cold joint.
1.9.2 Techniques for remixing
Remixed concrete can be obtained by three ways

 by mixing old concrete with new concrete,
 by mixing two different grades of concrete
 by mixing concrete at different time lapse
1.10 Introduction to Finite Element Method
 The finite element method is a numerical procedure that can be applied to obtain
approximate solutions to a variety of problems and boundary condition values in
structural engineering.
 FEM is a method for dividing up a very complicated problem into small
elements that can be explained in relation to each other.
 Development of model, stress analysis, steady, transient, linear, or nonlinear
problems in stress analysis, strain, deformation, heat transfer, fluid flow, and
electromagnetism problems can be analysed with the finite element method.
 Useful for problems with complicated geometry, loading and material properties
where theoretical solutions cannot be obtained.
1.10.1 Working of Finite Element Method
 FEA uses complex system of points called nodes which make a grid called mesh.
 This mesh is programmed to contain the material and structural properties which
define how the structure will react to certain loading conditions
 Nodes are assigned at a certain density throughout the material depending on the
anticipated stress levels of a particular area.
 Regions which will receive large amounts of stress usually have a higher node
density than those which experience little or no stress. Points of interest may
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consist of: fracture point of previously tested material, fillets, corners, complex
detail, and high stress areas.
 The mesh acts like a spider web in that from each node, there extends a mesh
element to each of the adjacent nodes. This web of vectors is what carries the
material properties to the object, creating many elements.
1.10.2 Introduction to FEA
 FEA is a way to simulate loading conditions on a design and determine the

designs response to those conditions
 The design is modelled using distinct building blocks called elements
 Each element has exact equations that describe how it responds to a certain load
 The “sum” of the response of all elements in the model gives the total response of
the design
 The elements have a finite number of unknowns.
1.10.3 Steps in FEA

In general, finite element analysis includes following steps
 Model Creation
 Model Idealization
 Symmetries
 Meshing and Discretization
 Simplification of the problem
 Specifying initial conditions and limitations
 Applying loading and boundary conditions
 Methods of solution
Techniques like finite element analysis enables us to assess complex problems for
which analytical solutions are not feasible. We can provide numerical solution for
complex problems by modelling infinite element software.
1.10.4 Structural Analysis using FEM
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 Structural Analysis involves determining the stresses and strains in a structure,
when subjected to a variety of loading conditions, under static or dynamic
conditions.
 The primary unknowns that is nodal degrees of freedom calculated in a structural
analysis are displacements. Other quantities, such as strains, stresses, and reaction
forces are then derived from the nodal displacement
1.11 ANSYS Workbench
 ANSYS is a complete FEA software package used by structural engineers

 The model in workbench represent a numerical method, which provides solution
to problems that would otherwise be difficult to obtain
 Static structural analysis and transient structural analysis for solving engineering
problems can be done using this software.
 In the current study, we have performed static structural analysis of bridge deck
slab determining stress, strain and deflection values for different loading
conditions.
 The study reveals that Finite Element Method can be applicable and reliable tool
for analysis of deck slab.
 The current study restricts to analytical method of performance evaluation of deck
slab
1.11.1 ANSYS for Structural analysis
 It is used to determine deformations, strains, stresses, and Reaction forces.

 Static analysis: –Used for static loading conditions. –Nonlinear behavior such as
large deflections, large strain, contact, plasticity, hyper elasticity, and creep can be
simulated.
 Dynamic analysis includes mass and damping effects. In dynamic analysis,
external excitation and the response are time dependent
 Modal analysis calculates natural frequencies and mode shapes.
 Harmonic analysis determines a structure’s response to sinusoidal loads of known
amplitude and frequency.
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 Transient dynamic analysis determines a structure’s response to time-varying
loads and can include nonlinear behaviour.
 Spectrum analysis - An extension of the modal analysis, used to calculate stresses
and strains due to a response spectrum or a PSD input (random vibrations
CHAPTER 2
LITERATURE SURVEY
2.1 Opening Remark
This chapter includes the review of the latest available literature on analysis and effect of
remix concrete on cold joint of bridge deck slab using finite element method. The
literature survey is conducted by thoroughly reading the journal papers, books,
conference papers, codes, dissertations. Following are the literature review of important
papers
2.2 Literature Review
Vishal. B. Shinde, Rakesh Kumar[1] conducted an experimental study to determine effect

of remixing & intermittent curing sequences on strength of pavement quality concrete.
The paper is concerned with determining the effect of blending of two different grades of
concrete (M40 and M50) proving blend ratio, time lag & intermittent curing sequence.
Two mix designs (M40 & M50) selected and provided blend ratio (0 to infinity) at
0,30,60,90 &120min time interval. In this research, the problem related to improper
casting & curing sequence, which ultimately result in formation of the cold joint is
studied. Intermittent curing is done by air and water. Remixed concrete samples were
made and tested for their compressive strength, flexural strength, elastic modulus, and
shrinkage properties in the laboratory. From the results obtained it was observed that the
strength of concrete which undergoes intermittent curing is less than that of strength due
to cumulative curing after 28 days of curing. As time lag is increased after initial setting
time, the concrete becomes dry and set, hence it is preferred to use the concrete before
final setting the time.
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K.L. Bidkar, P.D. Jadhav[2] studied the effect of remixing on strength of concrete.
Remixed concrete was prepared by mixing old concrete with fresh concrete considering
their time lags, blend ratios, and various curing sequences. Control mix proportion for
M20 and M25 grade concrete was obtained for two groups of concrete in which first
group consist of crossing, second group consist of selfing. Mix design was carried out
according to IS10262:2009.Comparative study was done for tensile strength,
compressive strength and strain gauge of M20 conventional concrete, selfing and
crossing method. The partially set concrete at various time lags shows an increment in
strength of newly formed concrete as compared to old concrete after application of
selfing. After adding a higher grade of fresh concrete to the old partially set concrete,
strength increases as compared to addition of same grade of fresh concrete to the old
partially set concrete. Delayed cured concrete shows a decreasing trend in the strength as
compared to improper curing. In the improper curing sequence, concrete attains
additional strength during air cured state.
Chelliah Madasamy et al[3] did the laboratory testing and analysis of joints for rigid
pavement. The basic objective of this study was to analyse the concrete pavement system
under non-linear temperature distribution and vehicle wheel loading. A pavement system
with joints was considered which consist of concrete slabs with transverse and
longitudinal joints, dowel bars (across transverse joints), tie bars (across longitudinal
joints), sub-base and sub-grade soil. Under different loading conditions the pavement
structural system may fail. In order to find out the cause of failure as well as to achieve
an economical design, the state of stress in pavement design is determined. For analysis
of pavement ANSYS (finite element software) was used. Since there has been no
symmetric comparison between the experiment and theoretical analysis in the past, the
present study conducted laboratory testing to determine the respective stiffness
quantities. The stiffness values obtained from the testing procedure was used in the
evolution of finite element model for the concrete pavement system.At last a full scale
field testing FWD (Falling Weight Deflectometer) was also recommended.
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Tatsana Nilaward, Chiah Shih,Thomas White,Edward Ting et al [4] developed three
dimensional finite element program was for the analysis of pavement systems. A
formulated approach of the finite element analysis was adopted. This act resulted in
vector formulation of the equation of motion. Large displacement was considered
through the use of co-rotational approach which considered small deformations and large
rotations of the elements. For the suitability of application a two dimensional finite
element program was also developed. An eight node isoperimetric solid element was
considered for the three dimensional analysis and a four node element for the two
dimensional analysis. Loading conditions were substantiated for static ramp and step
loadings, sinusoidal loadings, prescribed ground acceleration input, and plastic input.
The material library was confirmed for linear elastic materials, elastic plastic materials
with mises or drucker-prager criteria and assuming associated or non-associated flow
rules and a viscoelastic material of Maxwell type. Three hardening rules are implemented
which were the kinematical hardening, isotropic hardening, and the mixed type.
Available analytical data and comparison studies by using ANSYS software served as
the basis for the verification
Mohd. Imran khan, et al.[5]studied the effect of temperature variation on concrete

pavement using ANSYS software. Analysis for temperature stresses has been done for
both linear and nonlinear temperature gradient between top and bottom of pavement
slab.The model was prepared to perform parametric studies involving effect of slab
length and thickness on curling stresses. High curling stresses were observed for long
slab as well as for the short slab that has a thickness of 30cm. Frictional stress value
obtained by ANSYS showed close resemblance with the stress value given by the
software package ABAQUS, and but its value was less than that given by Westergaard’s
solution. The temperature stresses prevailed for non-linear temperature gradient were
compared with the linear temperature distribution. Non-linear temperature distribution
produces higher stresses as compared with the linear temperature distribution
ALaa A.Bashandy[6] conducted experimental study to determine the feasibility of remix

concrete (mechanical mixing) after leaving it in open air. In this study concrete mixes
were left after completion of mixing process in room temperature for different periods of
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time then returned the mixing process and placed the sample in the moulds. Results were
compared to the samples cast within the mould immediately after mixing. Total 144
cubes with standard size were cast to measure the compressive strength. Slump test was
carried out using standard cone to measure the workability. Different additives were used
to improve the workability of the remixed concrete. For remixing concrete, cement
mortar used as additive to get the best results. It is observed that when concrete is left for
less than 15 minutes and re-mixed, it does not affect the characteristics of the mixture. If
we use of concrete after leaving for periods of time more than 45 and then reused,
compressive strength decreases by about 18%. Results of the study confirm that the
compressive strength of the samples increases when the mix left then re-mixed after 15
minutes. The mix could be also re-mixed after leaving in the fresh air for periods of up to
75 minutes. For re-mixing concrete it was preferred to use cement mortar as additive to
provide best results.
Torres,Ramos Canon, Prada Sarmiento, Botia Diaz [7] studied mechanical behaviour of
concrete cold joints. A smooth cold joint of concrete is an untreated weak plane formed
due to an interruption of the casting process, which can severely affect the performance
of a structural system. The smooth cold joint is the worst scenario and, therefore, it
obtains minimum values that must be considered when facing the analysis of a cold joint.
In this paper, the problem of the generation of cold joints is attacked from two different
perspectives. a) The loss of resistance due to the formation of cold joints is quantified
through an experimental program of concrete cylinders and b) a constitutive model is
proposed on ABAQUS and its performance is studied and analysed to simulate the
timedependent behaviour of concrete under load (viscosity) and no load (setting).
Concrete cylinders with horizontal cold joints had no loss of resistance. Thus, it can be
concluded that the loss of resistance depends on the direction of the cold joint with
respect to the direction of the main stresses. This aspect is explained by the proposed
model of viscous– reactive type, which is able to simulate the results of the experimental
program. This work reveals the eventuality of numerical modelling of boundary value
problems of structures with a cold joint and to study their influence on the structure’s
overall stability.
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Anwar A. Alnaki , Falah M. Wegian , Magdi A. Abdalghafar, Fahad A. Alotaibi ,
Ibrahim A. Ali , Meshari M. Almurshed and Ahmed B.Alwan [8] performed an
experimental investigation to study the effect of remixing processes on concrete. In this
study the effects of various factors on the strength of concrete blended with similar
freshly mixed concrete are considered. These factors include: The coarse aggregate type,
the cement content, the consistency of concrete, the time lag between the mixing of the
original concrete and adding the fresh concrete, the ratio between the original and fresh
concretes used for remixing the concrete was taken into consideration. This work is
undertaken in order to find out the effect of the above given factors on the strength of
concrete. Through this investigation, the effect of remixing on the concrete strength and
the viability of salvaging partially set concretes by blending with fresh concrete is also
found out. It is observed that remixing can improve strength of concrete. The flexural,
tensile as well as shear strengths are also increased from remixing.
William G. Davids[9] examined load transfer across doweled joints in rigid pavements
using 3D finite element analysis. A new modelling strategy is employed that allows the
efficient and rigorous consideration of dowel/slab interaction. Parametric study on the
behaviour of a typical, dowel retrofitted pavement system subjected to axle loads and
varying degrees of slab curling was conducted. The accurate three-dimensional finite
element analysis (3DFEA) of the response of doweled, jointed concrete pavements to
environmental and mechanical loading requires that the mechanics of dowel load transfer
be accurately estimated with EverFE, a recently developed user-friendly finite element
analysis tool for rigid pavement analysis. The dowel modelling technique used in this
study depends on an embedded finite element formulation for the dowels having the
following features. The study employed 3D finite element models developed with
EverFE. It is found that rigid pavements founded on a stiff base are likely less prone to
experience dowel looseness and damage to the concrete surrounding the dowels than
slabs founded on a relatively soft soil.
V.R.rathi, P.K.Kolase[10] studied the adverse effect of cold joint on the strength of
concrete. Improper casting sequence results in delaying of concrete work which result in
formation of cold joint in structure which result into minor to very major strength
29
reduction. To cope up with this problem sugar is used as retarding agent in concrete. The
most important problem with cold joint is possibility of the moisture into the concrete
section and if this happened there is degradation of the concrete due to availability of the
water in cold joint. An experimental work is carried out on three types of concrete i.e.
stained concrete, stained concrete with retarding agent and fresh concrete. Addition of
0.1% of sugar as retarding agent increases the setting time up to 195minutes and final
setting time is increased up to 315times.Therefore the formation of cold joint is also
delayed.
Kanchan Sen Gupta, Somnath Karmakar[11] investigated simply supported concrete

bridge deck slab for IRC vehicle loadings using finite element analysis. This paper
provides the results related to finite element analysis (FEA) of simply supported
reinforced concrete bridge deck of different span lengths and constant width, with and
without footpath under eleven possible Indian Road Congress (IRC) vehicle load cases.
In India, in the case of bridge deck slabs spanning in one direction, the bending moment
per unit width of slab caused by the IRC vehicle loads can be calculated by considering
the width of slab that may be taken as effective in resisting the bending moment due to
the loads and in view of that the deck slab is designed for that bending moment. The
method of valuation of the effective width is given in clause 305.16.2 (1) of IRC: 21 –
2000.Total 88 load cases were examined and maximum bending moments along span
were compared with those obtained from Cl. 305.16.2. (1) Of IRC: 21 – 2000.
Iqra Zaffar and Priyanka Singh[12] ,analysed using finite element method and designed
deck slab bridge using IRC Loading. The purpose is to check the result for particular
input design, properties and parameters. The methodology has been taken from
AASHTO standard design. The nodal displacement, beam property, vehicle loading
details, concrete design can be easily found out carrying out the analysis and design
method. The various properties considered in the analysis and design of the deck slab of
a bridge were section property, plate thickness, dead load, live load etc. Here the model
is being designed as per IRC 70R loading which is applicable on all roads on which the
permanent bridges and culverts can be constructed. The output data for the IRC Class
70R bogie loadings are considered which comprise nodal displacement, nodal
30
displacement summary, beam forces, beam end displacements, beam end displacement
summary, reactions, reaction summary, axial forces, beam moments, and live load effect.
P. Icke, C. Margheriti[13] studied the aids and use of FE modelling in bridge assessment
and design. This paper illustrates the role Finite element (FE) modelling and analysis can
play in some areas of bridge analysis, assessment and design with reference to bridge
assessments and designs carried out by consultants on projects around the world.
Structural analysis has developed a long way from when just hand calculations were
used. Today’s range of state-of-the-art finite element analysis software is being widely
used to optimize new bridge designs as well as carry out more accurate load rating of
existing structures. FE modelling requires a fundamental understanding of structural
behaviour. The use of FE analysis can give better, more economical, results when
equated to ‘codified’ solutions. Properly targeted and supported FE analysis software
made-to-order to the construction industry should always be used and allow for more
advanced analyses such as nonlinear buckling or dynamic assessment to be carried out
where necessary. The paper consists of illustrative case studies which provide a general
overview into some of the many roles that FE modelling and analysis can play in bridge
assessment and design
Naynish Pandey[14] analysed of pavement using Finite Element Techniques. The study
based on design of rigid pavement using ANSYS software. ANSYS is FEM based
software. The results obtained from the model has reasonable agreement with those
obtained from AASHTO method. Design of pavement done for various thickness and
various loads of pavement. It gives values less than that obtained form AASHTO
method. Temperature gradient was also obtained by model to check the distribution
across the slab form top to bottom In this study, a 3-dimensional finite element model for
concrete pavement system (concrete slab and base course) has been developed. For this,
the structural analysis package ANSYS(Version 14.0) has been used. A 3-D brick
element SOLID 65, having 8 nodes with three degrees of freedom per node translations
in the nodal x, y and z directions, were used to model the concrete slab as well as the
base. There are two types of loads are considered in the model development- (1) Static
31
Structural Load, used for calculation of stresses at corner and edge region for different
loads, (2) Transient Thermal. Real constants are considered. Boundary conditions are
applied. A comparison was conducted between the results obtained by the finite-element
model developed in the ANSYS and AASHTO method.
V. A. Patil1,V. A. Sawant; and Kousik Deb [15] presented a solution algorithm based on
three-dimensional (3D) finite-element analysis to study the dynamic response of concrete
pavements subjected to moving loads. The pavement is discretized by 20-node
isoparametric brick elements. The supporting soil medium is idealized by the elastic
continuum model. Kelvin elements are attached to the transmitting boundary separating
the near field and far field of the infinite soil medium in the vertical and longitudinal
directions. Three-dimensional, 16-node infinite elements are attached to the transmitting
boundary in the longitudinal direction to simulate the infinite soil medium in vehicle
traverse direction. The moving vehicle is modelled by a mass supported by a linear
spring and dashpot assembly simulating the vehicle suspension system. The vehicle-
pavement interaction force is modelled with a Dirac-delta function. The dynamic
equilibrium equation is solved by applying the New mark-Beta integration scheme. The
effects of vehicle-pavement interaction, pavement thickness, and soil parameters on the
dynamic response of pavement are investigated by conducting a parametric study. It has
been observed that the dynamic interaction between the moving load and the pavement
has a significant effect on pavement response
Shrikant Madhav Harle1, Prakash Pajgade[16] Modelled plain cement concrete pavement
patch using ANSYS workbench. The concrete roads have many advantages as compared
to the flexible pavement. The durability, Strength and life are the main characteristics of
good road. In the developing countries like India, the flexible roads are deteriorated very
easily due to heavy loads of the vehicles. It is important to construct the durable roads
and there should not be necessity of maintenance after short span. Therefore it is also
important to know the stresses and strains coming out on the concrete pavement due to
different loads of vehicles. The present paper has consider these aspects using analysis in
finite element software i.e. ANSYS workbench. The present paper has describes the
32
deformation, maximum stress and maximum strain. From the results it has been shown
that the maximum stress has occurred at the top surface of the model
Kejin Wang and Zhi Ge[17] studied how the addition of supplementary cementitious
materials (SCMs), such as fly ash (FA) and slag, generally improves concrete
workability, durability, and long-term strength. New trends in sustainable development
of concrete infrastructure and in environmental regulations on waste disposal are
spurring use of SCMs in concrete. However, use of SCM concrete is sometimes limited
due to a lack of understanding about material behaviors and lack of proper specifications
for its construction practice. It is believed that SCM concrete performance varies
significantly with the source and proportion of the cementitious materials. SCM concrete
often displays slower hydration, accompanied by slower setting and lower early-age
strength, especially under cold weather conditions. The present research was conducted
to have a better understanding of SCM concrete behaviors under different weather
conditions. In addition to the study of the effect of SCM content on concrete set time
using cementitious materials from different sources/manufacturers, further research may
be needed to investigate the effects of SCM combinations on concrete flow ability, air
stability, cracking resistance, and durability
Chinmay Thakur, Sumit Pahwa[18] Present study includes the modal and transient analysis
of bridge deck slab subjected to moving load by using ANSYS software. The modal
analysis results are compared with previous literature and close for solution. The
parametric study is in form of deflection, stress and strain for variation of model’s
dimension. The study reveals that Finite Element Method can be applicable and reliable
tool for analysis of bridge deck slab. The aim of this study is to evaluate the damage of
the selected deck slab and evaluating the cracking and crushing of deck under cyclic
wheel loads. Nonlinear analysis of structural element using ANSYS Workbench is
carried out. The numerical analysis investigations were performed with commercial
software ANSYS 14.5. Modelling the complex behaviour of reinforced concrete, which
is both non homogeneous and anisotropic, is a difficult challenge in the finite element
analysis of civil engineering structures. Where a special three-dimensional eight nodded
solid isoperimetric element, Solid 65 is developed.
33
S.N.Shoukry, M.Fahmy, J.Prucz, G.William[19] studied the response of dowel jointed
concrete pavements to the combined effect of nonlinear thermal gradient and moving
axle load was field validated versus measured concrete slab response to a fully loaded
moving dump truck. The 3DFE predicted slab curling due to nonlinear thermal gradient
through the slab thickness was validated versus (1)corner-dowel bar bending as measured
using instrumented dowel embedded in an instrument rigid pavement section
(2)Westergaard’s closed form solution. The effects of slab thickness, slab thickness, axle
loading position and axle type on slab stresses are examined. It is shown that while a
negative temperature gradient reduces the intensity of traffic-induced stresses , positive
temperature gradient increases it several fold. Formulas are developed for the
computation of the peak principal stresses due to the combined effect of tandem axle
load and nonlinear thermal gradient
2.3 Research Gap
An overview of the accessible literature on use remix concrete and cold joint formation in
deck slab reveals that the main interest of the researchers was to find out the effect of
remixing on the strength of concrete. In the analysis of joint, researchers focused on the
causes of cold joints and to study adverse effects of it on a concrete structure. Use of
retarding agent in concrete to avoid cold joint is the most common technique used in
studies to avoid formation of cold joint.
In this project, instead of using any retarding agents or admixtures, we have used remix
concrete to delay the formation of cold joint and to minimize its adverse effect on deck
slab. Analysis of slab is done using finite element method in ANSYS software to find out
accurate values of stress, strain and deflections.
34
2.4 Flow Chart of Work
35
Model Type
Select Element
Type
Define Material
Properties
Model
Geometry
Meshing of
Model
Apply various
load conditions
Results and
Discussion
36
CHAPTER 3
PROBLEM FORMULATION AND OBJECTIVE
3.1 Opening remark
This chapter provides the significance of the study and the objectives of the project
3.2 Problem Statement
 It is very difficult to cast a whole bridge deck slab monolithically. Interruption in

casting process, delay in concreting result in formation of cold joint
 Cold joint is a plane of weakness or discontinuity which can lead to crack
development in future
 The most important problem with cold joint is possibility of the moisture into the
concrete section causing reduction in the strength of deck slab
 Formation of cracks due to cold joints result in impairing the structural integrity of
the deck slab
 So to delay the formation of cold joint and to minimize its effect, we use remix
concrete
3.3 Scope of work
 Analyse the bridge deck slab by using ANSYS software for conventional concrete
and combination of different grades of concrete.
 Find out stress and strain values, modulus of Elasticity & deflections for different
loading conditions analytically using finite element method
 The parametric studies would involve an analytical study to determine the influence
of the following parameters on the structural performance of deck slab
(1) Size and spacing of dowel and tie bars
(2) Point of application of load
(3) Joint location
(4) Strength of remixed concrete
Upon completion of those tasks, graphs could be prepared based on the
parametric studies.
37
3.4 Objective
 To analytically investigate effect of remixing on formation of cold joint in concrete

using finite element method
 To study the behaviour of bridge deck slab when hardened & partially hardened
concrete is subjected with time lag parameters and blended ratio.
 To find out strength of remix design concrete mixes (M40-M50)
 To analyse the deck slab by using ANSYS software for conventional concrete and
combination of different grades of concrete
38
CHAPTER 4
METHODOLOGY
4.1 Opening Remark
A bridge deck slab valuation can be done by conducting laboratory experiments, field
tests and also through analytical means. A primary function of the deck is to distribute
live load forces i.e. the concentrated and direct pounding truck wheels forces in a
constructive manner to the support elements below. The present study restricts to
analytical method of performance evaluation using FEM. The purpose of this study is to
analyse the deck slab by using ANSYS software for conventional concrete and
combination of different grades of concrete
4.2 Cold joint in deck slab
A cold joint is an indication that too much time elapsed between successive concrete
pours.
Cold joints are easy to spot. Some appear as long cracks or discolorations, others disclose
as honeycombing or areas of exposed aggregate caused by a poor mix that prevents the
fines (very small aggregate or dust) in the concrete from moving and summarising the
aggregate as it should.
According to IRC, cold joint formation starts after 20 minutes of placing the concrete. To
prevent its formation and to minimize its effect we have used remixed concrete in current
study.
4.3 Preparation of Remixed Concrete
In the current study two mix designs M40 and M50 of concrete selected and provided
blend ratio zero to infinity at time intervals 0, 30, 60, 90, 120min time lag. Fresh concrete
was added to the partially hardened concrete to produce remixed concrete . In the current
study two mix designs M40 and M50 of concrete selected and provided blend ratio zero
infinity and different time lag parameters. For the preparation of first five models, we
have used M40 old mixed with M40 fresh. For the remaining five models, we have used
M40old concrete mixed with M50 fresh concrete.
39
4.4 The Finite Element (FE) Approach
In this approach, the entire solution domain is divided into small finite segments (hence
the name ‘finites elements’). Over each element, the behavior is described by the
differential governing equations. All these small elements are assembled together and the
requirements of continuity and equilibrium are satisfied between neighboring elements.
Provided that the boundary conditions of the actual problem are satisfied, a unique
solution can be obtained to the overall system of linear algebraic equations (with a
sparsely populated solution matrix). The FE method is very suitable for practical
engineering problem of complex geometries. To obtain good accuracy in regions of
rapidly changing variables, a large number of finite elements must be used.
4.5 Static structural Analysis
Used to determine displacements, stresses, etc. under static loading conditions which
includes both linear and nonlinear characteristics. Nonlinearities can include plasticity,
stress stiffening, large deflection, large strain, hyper-elasticity, contact surfaces, and
creep. External excitations as well as the response of the system are time invariant.
Inertial forces and dissipative forces are neglected. If the highest frequency component of
excitation is less than about one-third the lowest fundamental frequency of the system, a
static analysis is usually assumed to be sufficient.
4.6 Steps in FEM

In general, a finite element solution may be broken into the following three stages. This
is a general guideline that can be used for setting up any finite element analysis:
Preliminary Decisions
Preprocessing
Solution
Postprocessing
40
Step I. Preliminary Decisions
(a) Analysis type: In this project, static structural analysis of bridge deck slab is
performed. Used to determine displacements, stresses, etc. under static loading
conditions which includes only linear characteristics
(b) What to model: Full 3D model of four deck slabs joined together using dowel
bars and tie bars is modelled. If model results are significantly influenced by
symmetric boundary conditions, 3Dmodel is the only option.
(c) Define element type: SHELL63 with KEYOPT (1) = 1. Since the meshing of this
geometry will create SHELL63 elements with shape warnings, a mid-side noded
equation of the SHELL63 was used: –SHELL93
(d) Create the solid model: A typical solid model is created which is defined by
volumes, areas, lines, and keypoints. They represent faces of solid objects, or
planar or shell objects. Lines are bounded by keypoints. They represent edges of
objects. Keypoints are locations in 3-D space. They represent vertices of objects.
Step 2 Preprocessing
(a) Define material: Every analysis requires some material property input.There are
two ways to define material properties: (1) Material library (2)Individual
properties. In this study remix concrete is used so the concrete properties have to
be defined individually in each model according to type of remixing.
(b) Create or import the model geometry
(e) Meshing of the model: Meshing is the process used to “fill” the solid model with
nodes and elements, i.e, to create the FEA model. We need nodes and elements
for the finite element solution, not just the solid model. The solid model does not
participate in the finite element solution. In current study, hexahedron type of
meshing is done.
Step 3 Solution
41
(a) Assigning loads and constraints: Legal axle loads are applied at different
locations along the shorter and longer span. DOF values, such as displacements
in a stress analysis are specified for each model.
(b) Solve: Run the model after application of loading conditions to obtain stress
strain and displacement values for each loading condition.
Step 4 Post-processing
(a) Review the results: It is imperative to interpret the results relative to the
assumptions made during model creation and solution. ANSYS has two
postprocessors: POST1, the General Postprocessor, to review a single set of
results over the entire model. POST26, the Time-History Postprocessor, to review
results at selected points in the model over time. Mainly used for transient and
nonlinear analyses. (Not discussed in this course.) We may be required to make
design decisions based on the results, so it is a good idea not only to review the
results carefully, but also to check the validity of the solution
(b) Check validity of solution: It is always a good idea to do a “sanity check” and
make sure that the solution is acceptable. Check the value of is the maximum
stress, maximum strain and maximum deflection.
4.3.1 Properties of M40 grade concrete
(a) Density = 2400kg/m3

(b) Young’s Modulus = 31622 MPa
(c) Poisson’s Ratio = 0.2
(d) Bulk Modulus = 1.7568 x 104 MPa
(e) Shear Modulus = 1.376x104 Mpa
4.3.2 Properties of M50 grade concrete

(b) Young’s Modulus = 35355 MPa
(c) Poisson’s Ratio = 0.2
42
(d) Bulk Modulus = 1.9642 x104 MPa
(e) Shear Modulus = 1.4731 x104Mpa
4.3.3 Flow Chart
Curing
Mix type used C7
For r,C
For r,C Compute Compare
(Computer Blend
mk.ck) (Compute Analytical Xstr
Ratio
r mk.ck) Ts,Te Tstr
in bridge deck
slab model
Curing
C28
Flow Chart for Preparation of Remixed Concrete
Xc = Compressive strength (Experimental

Xt = Tensile strength (Experimental)
Xs = Shear strength (Experimental)
Xe = Modulus of elasticity (Experimental)
43
4.4 Basic Model of Slab
Fig.No.3 Basic model of slab with reinforcement
4.4.1 Detail of slab/base separation near joint
44
Fig.No.4 Slab separation near joint
4.4.2 Dowel bars

Dowel bars are placed at the transverse joints of concrete pavement and they take part
in partial wheel load transfer from one slab to its adjacent slab. The dowel bars also
allow axial thermal expansion and contraction of the concrete slab along the axis of
the dowel. It transfers the load from one slab to another slab, it improves load
carrying capacity of the slab. It improves the performance of the pavement joints and
also reduces the effect of load on pavement joint. It increases the life span of the
pavement. It reduces the deflection and stress development in concrete. The extension
of surface is easy if dowel is provided. Dowel bars are placed at the transverse joints
of concrete pavement and they take part in partial wheel load transfer from one slab to
its adjacent slab. Placed across transverse joint at the mid depth of the slab. Transfer
load from one slab to another without preventing joint from opening. Reduce joint
faulting and corner cracking
4.4.3 Tie bars
Tie bars are deformed rebars or connectors used for holding faces of rigid slabs in
contact to maintain aggregate interlock. Tie bars are not load transferring device. For
instance, tie bars are used in longitudinal joints in concrete pavement. It is used to
decline transverse cracking. Tie bars are used in holding faces of rigid slabs in contact
to keep the concrete aggregate interlocked. It avoids separation and differential
deflection. It avoids high stress and high deflection. Tie bars placed across
longitudinal joints at the mid depth of slab. Prevent lanes from separation and
differential deflection. Reduce transverse cracking. Tie bars are not load transferring
device. For instance, tie bars are used in longitudinal joints in concrete pavement
Dowels and Tie bars significantly improve performance of pavement joints. Although
they increase the initial cost but reduce Life Cycle Cost
4.4.4 Detailing of joints of Dowel and Tie Bars Modelling Technique
 The dowel modelling technique used in this study relies on an engrained finite
element formulation for the dowels and tie bars having the following features
45
 Dowels can be located irrespective of the slab mesh lines
 Gaps between the dowels and surrounding slabs can be noticeably modelled using
a nodal contact approach
 Dowel bars are placed at the transverse joints of concrete deck slab and they take
part in partial wheel load transfer from one slab to its adjacent slab.
 The dowel bars also allow axial thermal expansion and contraction of the concrete
slab along the axis of the dowel.
 Placed across transverse joint at the mid depth of the slab. Transfer load from one
slab to another without avoiding joint from opening. Decrease joint faulting and
corner cracking.
 Tie bars placed across longitudinal joints at the mid depth of slab.
 Tie bars are deformed bars or connectors used for holding faces of rigid slabs in
contact to maintain aggregate interlock.
 Tie bars prevent lanes from separation and differential deflection. Reduce
transverse cracking.
 Tie bars are not load transferring device. For instance, tie bars are used in
longitudinal joints in concrete deck slab.
 Dowels and Tie bars significantly improve performance of deck slab. Although
they increase the initial cost but reduce Life Cycle Cost
4.5 Computer modelling using ANSYS
The remixed concrete slab bridge deck slab is designed in ANSYS. The concrete material
is capable of directional integration point cracking and crushing besides incorporating
plastic and creep behaviour. The reinforcement (which also incorporates creep and
plasticity) has uniaxial stiffness only.
In this study, a 3-dimensional finite element model for concrete deck slab system
(concrete slab and base course) has been developed. A 3-D deck slab, having 5111 nodes
and 896 elements with three degrees of freedom per node translations in the nodal x, y
and z directions, were used to model the concrete slab as well as the base.
46
4.6 Data required for finite element analysis
A. Concrete Slab
(a) Size of slab = 3.5mx5m
(b) Thickness of slab = 240mm
(c) Density of slab = 2400kg/m3
B. Temperature Difference
Temperature difference a per IRC SP 62-2001 is 13.60C
C. Modulus of Rupture of Concrete M40 Grade

(a) 28 days flexural strength = 4.42 MPa
(b) 90 days flexural strength = 4.42 x 1.1 = 4.87Mpa
For design calculation we consider 90 days flexural strength
D. Modulus of Rupture of Concrete M50 Grade

(a) 28 days flexural strength = 4.95 MPa
(b) 90 days flexural strength = 4.95 x 1.1 = 5.45 Mpa
E. Poisson’s Ratio = 0.2
F. Thickness of DLC = 100 mm
G. Thickness of GSB-V = 150mm
(a) Size of GSB = 1.1m x 1.25m

(b) Thickness of GSB = 150mm.
(c) Density of GSB = 18KN/m3
(d) Young’s modulus (E) = 400N/mm2
H. Thick Stabilized Soil = 300mm
47
I. Reinforcement (Distribution Steel) along longer span
(a) Density = 7850 kg/m3

(b) Young’s Modulus =2x105 N/mm2
(c) Poisson’s ratio = 0.33
(d) Diameter of bar = 8mm
(e) Spacing of bar = 130mm
(f) No. of bar = 28
(g) Length of bar = 4900 mm
J. Reinforcement along shorter span

(b) Young’s modulus = 2X105N/mm2
(f) No. of bar = 36
(g) Length of bar = 3400mm
K. Dowel Bar
(a) Density =7850kg/m3
(b) Young’s modulus = 2X105N/mm2
(f) No. of bar = 7
(g) Length of bar = 450mm
4.7 Magnitude of load to be applied
Maximum legal axle wheel load specified by IRC = 8170kg
Therefore, uniformly distributed load along shorter span = 2335kg/m
And, uniformly distributed load along longer span = 3632kg/m
48
4.8 Loading Conditions
Following different loading conditions are decided for the formulation of various models
(a) Model 1 –Filling M40 grade of concrete in full c/s of slab and load of 2335kg/m
along shorter span acting at centre of longer span.
(b) Model 2 – M40 grade of concrete in full c/s of slab and load of 2335kg/m along
shorter span acting at 1125mm from centre of longer span.
(c) Model 3 – M40 grade of concrete in full c/s of slab and load of 2335kg/m along
shorter span acting at edge of shorter span.
(d) Model 4 – M40 grade of concrete in full c/s of slab and load of 3632kg/m along
longer span acting at edge of longer span.
(e) Model 5 – M40 grade of concrete in full c/s of slab and load of 3632kg/m along
longer span acting at centre of shorter span.
(f) Model 6 – M50 grade of concrete in full c/s of slab and load of 2335kg/m along
shorter span acting at centre of longer span.
(g) Model 7 – M50 grade of concrete full c/s of slab and load of 2335kg/m along
shorter span acting at 1125mm from centre of longer span.
(h) Model 8 – M50 grade of concrete in full c/s of slab and load of 2335kg/m along
(i) Model 9 – M50 grade of concrete in full c/s of slab and load of 3632kg/m along
(j) Model 10 – M50 grade of concrete in full c/s of slab and load of 3632kg/m along
longer span acting at centre of shorter span
49
4.9 Analysis of Models
4.9.1 Preparation of basic model
Step 1: Defining geometry of the model
Fig.No.5
50
Fig.No.6 Geometry of the model
Step 2: Putting the reinforcement in slab in longer direction and shorter direction
Fig.No.7 Position of reinforcement and dowel bars in slab
51
Step 3: Assigning the properties to the model
Fig.No.8 Hexahedron type of meshing
52
Step 4: Node Count
Fig.No.9 Node Count
53
4.10 Preparation of RCC deck slab model by using ANSYS
4.10.1 Model 1 –Filling M40 grade of concrete in full c/s of slab and load of 2335kg/m
along shorter span acting at center of longer span
54
Fig.No.10 Equivalent Stress
Fig.No. 11 Equivalent Strain
55
Fig.No.12 Total Deflection
4.10.2 Analysis of Model 1
Mixing grade of concrete = M40 old +M50 fresh
Maximum stress = 3658.9Pa
Minimum stress = 3.319x10-4Pa
Maximum strain = 6.8557x 10-6
Minimum strain = 3.7062x 10-13
Maximum deflection = 7.1836x10-5m
Minimum deflection = 0
4.10.3 Model 2 – M40 grade of concrete in full c/s of slab and load of 2335kg/m along
shorter span acting at 1125mm from center of longer span
56
Fig.No. 13 Equivalent Stress Diagram
57
Fig.No.14 Equivalent Strain Diagram

4.10.4 Analysis of Model
Maximum stress =6.2749x105Pa
Maximum deflection = 1.6422x10 -4m
58
Fig.No.16 Equivalent Stress Diagram
Fig.No.17 Equivalent Strain Diagram
59
Fig.No.18Total Deflection
Maximum Stress = 3658.4 Pa
longer span acting at edge of longer span
60
Fig.No. 20 Equivalent Strain
61
Maximum Stress = 3762.9Pa
Minimum stress = 0.001461Pa
longer span acting at center of shorter span
62
Fig.No.23 Equivalent Strain
63
Maximum Stress = 7316.4Pa
Minimum strain = 7.412 x 10-13
shorter span acting at center of longer span
64
65
Maximum Stress = 3677.2 Pa
4.10.13 Model 7 – M50 grade of concrete full c/s of slab and load of 2335kg/m along
shorter span acting at 1125mm from center of longer span
66
67
Maximum Stress = .2723x105Pa
Minimum strain = 9.3437 x 10-15
68
Fig.No.32Equivalent Elastic Strain
69
Fig.No.33 Total deflection
70
Fig.No.35 Equivalent Elastic Strain
71
longer span acting at center of shorter span
72
Fig.No.38 Equivalent Elastic Strain
73

Maximum stress = 7354Pa
74
CHAPTER 5
RESULTS AND DISSCUSSION
5.1 Opening Remarks
This chapter addresses the results which are drawn from the finite element analysis of
each model subjected to individual loading as explained earlier. The results include
equivalent (von-Mises) stress, equivalent elastic strain and total deformation in the
models when subjected to loadings.
A discussion should be accompanied the plots, describing the behaviour of the model and
how it relates to the actual expected behaviour of the part. Make separate table for each
case and write description about the results
Sr. Model Mixing Load acting at Load Deflections Stress Strain E

no. Name grade of applied (x10e-6)
(x10e-5) Modulus
concrete
maximum
Value
(m)
75
(kg/m) (Pa) (MPa)
1 M40 M40 Load of 8170 7.1836 3658.4 6.855 31622

grade of old+ M40 2335kg/m along
concrete shorter span
fresh
in whole acting at centre
slab of longer span
2 M40 M40 Load of 8170 164.22 62749 2.034 31622
shorter span
concrete fresh
in full acting at
concrete
1125mm from
slab
centre of longer
span
3 M40 M40 Load of 8170 6.625 3658.4 6.855 31622
shorter span
concrete fresh
acting at edge
in full
of shorter span.
concrete
slab
4 M40 M40 Load of 8170 7.05 3762.9 6.014 31622
longer span
concrete fresh
acting at edge
in full
of longer span.
concrete
slab
5 M40 M40 Load of 8170 14.31 7316.4 0.137 31622
longer span
concrete fresh
acting at centre
in full
of shorter span.
concrete
slab
76
6 M50 M40 Load of 8170 4.771 3677.2 6.856 35355
grade of old+ 2335kg/m
M50 along shorter
concrete
span acting at
in full fresh
centre of
concrete
longer span
slab
7 M50 M40 Load of 8170 150.98 62723 2.05 35355

M50 along shorter
concrete
span
in full fresh
concrete acting at
slab
1125mm from
centre of
longer span
8 M50 M40 Load of 8170 4.771 3677.2 6.751 35355
M50 along shorter
concrete
span acting at
in full fresh
edge of shorter
concrete
span.
slab
9 M50 M40 Load of 8170 9.574 7384.3 1.376 35355
M50 along longer
concrete
span acting at
in full fresh
edge of longer
concrete
span.
slab
10 M50 M40 Load of 8170 14.81 7354 1.375 35355
concrete M50 along longer
in whole span acting at
fresh
slab center of
shorter span
77
CHAPTER 6
CONCLUSION
Describe what was learned from the analysis and what conclusions can be drawn.
Summarize the results in conjunction with the failure criteria or engineering requirements. If
the analysis shows an inadequate design, recommendation for design modifications would be
included in this section.
1. After applying remixing technique to the existing partially set concrete at various
time lags, it has been observed that there is an increment in maximum stress
development in newly formed remix concrete
2. Displacement value reduces in remixed concrete as compared to old concrete.
3. It has been observed that maximum stress is produced when load of 2335kg/m is
acting along shorter span acting at 1125mm from centre of longer span resulting in
the maximum deformation
78
CHAPTER 7
REFERENCES
1. K L Bidkar, P.D. Jadhao, “Prediction of Strengths of Remixed Concrete”,

International Journal of Engineering and Advanced Technology (IJEAT) ISSN:
2249-8958, Volume-8 Issue-5, June 2019
2. William G. Davids, “3D Finite Element Study on Load Transfer at Doweled Joints in
Flat and Curled Rigid Pavements”, The International Journal of Geomechanics
Volume 1, Number 3, 309–323 (2001)
3. Anwar A. Alnaki, Falah M. Wegian, Magdi A. Abdalghafar, Fahad A. Alotaibi,
Ibrahim A. Ali, Meshari M. Almurshed and Ahmed B.Alwan, “Assessment of the
Strength of Remixed Concrete Structures”, Jordan Journal of Civil Engineering,
Volume 8, No. 2, 2014
4. Kejin Wang and Zhi Ge, “Evaluating Properties of Blended Cements for Concrete
Pavements”, IOWA state university
5. Gayan Buddhika Illangakoon, Shingo Asamoto, Anura Nanayakkara, Lam Ngyuyen
Trong, “Concrete Cold Joint Formation In Hot Weather Condition” Costructuion and
Building Materials 209 (2019) 406-41
79
6. V.R.Rathi, P.K.Kolase, “Effect of Cold Joint on Strength Of Concrete”, International
Journal of Innovative Research in Science, Engineering and Technology, Vol. 2,
Issue 9, September 2013
7. Vishal B Shinde, Rakesh Kumar, “Effect of Remixing & Intermittent Curing
Sequences on Strength of Pavement Quality Concrete”, International Journal of
Engineering and Advanced Technology (IJEAT) ISSN: 2249 – 8958, Volume-9
Issue-4, April 2020
8. K L Bidkar, P D Jadhao, “Effect Of Remixing On Strength Of Concrete”.
9. Christian Gerald Daniel, Firdaus Chairuddin, Compare the results between model
laboratory-test for rigid pavement and EverStress FE Software Analysis,
ScienceDirect
10. Naynish Pandey, “Analysis of Pavement Using Finite Element Techniques”,
International Journal of Recent Engineering Research and Development (IJRERD)
11. Kukjoo Kim, Thanachart Subgranon, Mang Tia, Michael Bergin, “Internally Cured
Concrete for Use in Concrete Pavement Using Accelerated Pavement Testing and
Finite-Element Analysis”, ASCE
12. Ganesh V. Tapkire, Prof.Satish Parihar, “Time Laps and different joint affects
Quality of Regular Concrete”, nternational Journal of Latest Trends in Engineering
and Technology (IJLTET)
13. Md. Rashedul Kabir, Md. Mashfiqul Islam. “Bond stress behavior between concrete
and steel rebar: Critical investigation of pull-out test via Finite Element Modeling”.
International Journal of Civil and Structural Engineering, 2014, Volume 5, No 1
14. Mohd. Imran Khan, Mohd. Abdul Qadeer, A. B. Harwalkar, Mechanistic Analysis of
Rigid Pavement for Temperature Stresses Using Ansys, IOSR Journal of Mechanical
and Civil Engineering (IOSR-JMCE) e-ISSN: 2278-1684,p-ISSN: 2320-334X,
Volume 11, Issue 2 Ver. VII (Mar- Apr. 2014), PP 90-107
15. Wooseok Kim, Jeffrey A. Laman , Farzin Zareian, Geunhyung Min and Dohyung
Lee,
“Influence of Construction Joint and Bridge Geometry on Integral Abutment Bridges”
Appl. Sci. 2021
16. Shrikant Madhav Harle, Prakash Pajgade, “Modelling of Plain Cement Concrete
Pavement Patch Using ANSYS Workbench”, American Journal of Civil Engineering
2017
80
17. Chelliah Madasamy, Issam E. Harik, David L. Allen, L. John Fleckenstein,
“Laboratory Testing and Analysis of Joints for Rigid Pavements”, University of
Kentucky Year 1999
18. Yunping Xi, Benson Shing, Zhaohui Xie, “Development of Optimal Concrete Mix
Designs for Bridge Decks”, The Colorado Department of Transportation 2001
19. Rishikesh A. Khope, Milind V. Mohod, Analysis of Rigid Pavement Casted with
Recycled Aggregates Under static loading, International Journal of Innovative and
Emerging Research in Engineering Volume 3, Special Issue 1, ICSTSD 2016.
20. Tatsana Nilaward, Chiang Shih, Thomas D. White,Edward C.Ting, Three
Dimensional Finite Element Programs for pavement analysis, FHWA/IN/JHRP-
96/21.
21. Tastani S. P. and Pantazopoulou S. J. “Direct Tension Pullout Bond Test:
Experimental Results”. Journal of Structural Engineering © ASCE/JUNE 2010
22. IRC:81-1997 “ Guidilines for strengthening of flexible road pavement using
Bankelman Beam Deflection technique”. 1997
23. IRC:115:Guidelines for Structural Evaluation and Strengtheneing of Flexible
pavement using Falling weight deflectometer 2014.
24. ASTM Designation: D 4695 – 03. Standard Guide for General Pavement Deflection
Measurements” 2008.
81
Hi. I am engineering college professor teaching in engineering college. I have Course
Objectives which is having a shortform as CO. I am also having some Program Objectives
which is having shortform as PO.
I am herewith giving you CO and PO. I want you to analyze it very carefully like a brilliant
academician.
Here are CO.
CO1 -To recall the basic fluid properties and state concepts of buoyancy.
CO2 -Identify the various pressure measuring devices and explain the various numbers in
dimensional analysis.
CO3 -Discuss the Bernoulli’s equation and uses of venturimeter.
CO4 -Describe Laminar and turbulent flow and recognize its characteristics.
CO5 -Solve the practical problems involving boundary layer theory and flow through pipes.
Here are PO. Total Number of PO are 12. They are named as PO1,PO2 like that up to PO12.
PO1-
Engineering knowledge
Apply the knowledge of mathematics, science, engineering fundamentals and an
engineering specialization to the solution of complex engineering problems.
PO2-
Problem Analysis
Identify, formulate, review research literature, and analyse complex engineering problems
reaching substantiated conclusions using first principles of mathematics, natural
sciences, and engineering sciences.
PO3-
Design / Development of Solutions
Design solutions for complex engineering problems and design system components or
processes that meet the specified needs with appropriate consideration for the public
health and safety, and the cultural, societal, and environmental considerations.
PO4-
Conduct Investigations of Complex Problems
Use research-based knowledge and research methods including design of experiments,
analysis and interpretation of data, and synthesis of the information to provide valid
conclusions.
PO5-
Modern Tool Usage
82
Create, select, and apply appropriate techniques, resources, and modern engineering
and IT tools including prediction and modelling to complex engineering activities with an
understanding of the limitations.
PO6-
The Engineer and Society
Apply reasoning informed by the contextual knowledge to assess societal, health, safety,
legal and cultural issues and the consequent responsibilities relevant to the professional
engineering practice.
PO7-
Environment & Sustainability
Understand the impact of the professional engineering solutions in societal and
environmental contexts, and demonstrate the knowledge of, and need for sustainable
development.
PO8-
Ethics
Apply ethical principles and commit to professional ethics and responsibilities and norms
of the engineering practice.
PO9-
Individual and Team Work
Function effectively as an individual, and as a member or leader in diverse teams, and in
multidisciplinary settings.
PO10-
Communication
Communicate effectively on complex engineering activities with the engineering
community and with society at large, such as, being able to comprehend and write
effective reports and design documentation, make effective presentations, and give and
receive clear instructions.
PO11-
Project Management and Finance
Demonstrate knowledge and understanding of the engineering and management
principles and apply these to one’s own work, as a member and leader in a team, to
manage projects and in multidisciplinary environments.
83
PO12-
Life-Long Learning
Recognize the need for, and have the preparation and ability to engage in independent
and life-long learning in the broadest context of technological change.
I hope you have analysed above information. I want you to remember it very correctly.
Now, Remember that mapping means meaning matching. If two things are mapping then it
means that the meaning of two things are very much similar.
Now, I am going to give you a CO and PO mapping table. In this table “-” indicates that the
CO is not mapped with PO. If you see 3 number, then it means that CO is mapped with PO
properly. If you see 2 number in the table, then it means that the CO is mapped with PO in
moderation. If you see 1 number there then the CO is mapped but with very little amount.
My senior has given me following table of CO and PO mapping.
PO1 PO2 PO3 PO4 PO5 PO6 PO7 PO8 PO9 PO10 PO11 PO12
CO1 3 3 3 2 1 - - - - - - 1
CO2 3 3 3 1 1 1 - - - - - 1
CO3 3 3 3 1 1 - - - - - - 1
CO4 3 3 3 2 2 - - - - - - 1
CO5 - - 2 3 3 - - - 3 - - 3
Now, Based on the knowledge of above given CO, PO and CO and PO mapping table, I want
you to generate a justification that why a particular CO is mapped with PO. Use your own
intelligence.
Give me in the following format
CO(Number)
PO(number)
Justification of mapping.
84

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Place: Nashik

“ANALYSIS AND EFFECT OF REMIX CONCRETE ON COLD JOINT OF

Fig No. Description Page Number

1.1 Formation of cold joint

2. Slab separation near joint

3. Geometry of the model

4. Geometry of the model

5. Position of reinforcement and dowel bars in slab

6. Meshing of the model

8. Model 1 Equivalent Stress

9. Model 1 Equivalent Elastic Strain

10. Model 1 Total Deflection

11. Model 2 Equivalent Stress

12. Model 2 Equivalent Elastic Strain

13. Model 2 Total Deflection

14. Model 3 Equivalent Stress

15. Model 3 Equivalent Elastic Strain

16. Model 3 Total Deflection

17. Model 4 Equivalent Stress

18. Model 4 Equivalent Elastic Strain

19. Model 4 Total Deflection

20. Model 5 Equivalent Stress

21. Model 5 Equivalent Elastic Strain

23. Model 6 Equivalent Stress

24. Model 6 Equivalent Elastic Strain

25. Model 6 Total Deflection

26. Model 7 Equivalent Stress

27. Model 7 Equivalent Elastic Strain

28. Model 7 Total Deflection

29. Model 8 Equivalent Stress

30. Model 8 Equivalent Elastic Strain

31. Model 8 Total Deflection

32. Model 9 Equivalent Stress

33. Model 9 Equivalent Elastic Strain

34. Model 9 Total Deflection

35. Model 10 Equivalent Stress

36. Model 10 Equivalent Elastic Strain

37. Model 10 Total Deflection

Graph No. Description Page No.

This work presents an analytical investigation to study the effect of remixing on

1.1 Opening Remark

1.2 Bridge and its components

1.3 Types of bridges

Fig.No.1.3 Arch Bridge

Truss is a framework consisting of struts (inclined members). These bridges are

Fig.No.1.4 Truss Bridge

Fig.No.1.5 Suspension Bridge

1.3.6 Cantilever bridge

Fig.No.1.7 Cantilever Bridge

1.5 Concrete Joint

1.5.1 Types of concrete joints in deck slab

Fig.No. 1.8 Construction Joint

(b) Expansion joints

Fig.No.1.9 Expansion Joint

(c) Contraction Joints

Fig.No.1.10 Contraction Joint

Fig.No.1.11 Isolation Joint

1.5 Formation of cold joint

1.6 Cold joint

Fig.No.1.12 Formation of cold joint

1.7 Disadvantages of cold joint formation

 It reduces systems stress strain characteristics

1.8 General remedial measures to prevent cold joint formation in concrete