Utilisation of Coir Geotextiles for Unpaved Roads and Embankments

The increasing tempo of construction activity the world over creates heavy pressure on existing land space. The quest for new and competent site often points to the needs for improving existing sites, which are otherwise deemed unsuitable for adopting conventional foundations. This is accomplished by ground improvement methods, which are employed to improve the quality of soil incompetent in their natural state. Among the construction activities, a well-connected road network is one of the basic infrastructure requirements, which play a vital role for the fast and comfortable movement of inter- regional traffic in countries like India.One of the innovative ground improvement techniques practised all over the world is the use of geosynthetics, which include geotextiles, geomembranes, geogrids, etc . They offer the advantages such as space saving, enviromnental sensitivity, material availability, technical superiority, higher cost savings, less construction time, etc . Because of its fundamental properties, such as tensile strength, filtering and water permeability, a geotextile inserted between the base material and sub grade can function as reinforcement, a filter medium, a separation layer and as a drainage medium. Though polymeric geotextiles are used in abundant quantities, the use of natural geotextiles (like coir, jute, etc.) has yet to get momentum. This is primarily due to the lack of research work on natural geotextilcs for ground improvement, particularly in the areas of un paved roads. Coir geotextiles are best suited for low cost applications because of its availability at low prices compared to its synthetic counterparts. The proper utilisation of coir geotextilcs in various applications demands large quantities of the product, which in turn can create a boom in the coir industry. The present study aims at exploring the possibilities of utilising coir geotextiles for unpaved roads and embankments.The properties of coir geotextiles used have been evaluated. The properties studied include mass per unit area, puncture resistance, tensile strength, secant modulus, etc . The interfacial friction between soils and three types of coir geotextiles used was also evaluated. It was found that though the parameters evaluated for coir geotextiles have low values compared to polymeric geotextiles, the former are sufficient for use in unpaved roads and embankments. The frictional characteristics of coir geotextile - soil interfaces are extremely good and satisfy the condition set by the International Geosynthetic Society for varied applications.The performance of coir geotextiles reinforced subgrade was studied by conducting California Bearing Ratio (CBR) tests. Studies were made with coir geotextiles placed at different levels and also in multiple layers. The results have shown that the coir geotextile enhances the subgrade strength. A regression analysis was perfonned and a mathematical model was developed to predict the CBR of the coir geotextile reinforced subgrade soil as a function of the soil properties, coir geotextile properties, and placement depth of reinforcement.The effects of coir geotextiles on bearing capacity were studied by perfonning plate load tests in a test tan1e This helped to understand the functioning of geotextile as reinforcement in unpaved roads and embankments. The perfonnance of different types of coir geotextiles with respect to the placement depth in dry and saturated conditions was studied. The results revealed that the bearing capacity of coir-reinforced soil is increasing irrespective of the type of coir geotextiles and saturation condition.The rut behaviour of unreinforced and coir reinforced unpaved road sections were compared by conducting model static load tests in a test tank and also under repetitive loads in a wheel track test facility. The results showed that coir geotextiles could fulfill the functions as reinforcement and as a separator, both under static and repetitive loads. The rut depth was very much reduced whik placing coir geotextiles in between sub grade and sub base.In order to study the use of Coir geotextiles in improving the settlement characteristics, two types of prefabricated COlf geotextile vertical drains were developed and their time - settlement behaviour were studied. Three different dispositions were tried. It was found that the coir geotextile drains were very effective in reducing consolidation time due to radial drainage. The circular drains in triangular disposition gave maximum beneficial effect.In long run, the degradation of coir geotextile is expected, which results in a soil - fibre matrix. Hence, studies pertaining to strength and compressibility characteristics of soil - coir fibre composites were conducted. Experiments were done using coir fibres having different aspect ratios and in different proportions. The results revealed that the strength of the soil was increased by 150% to 200% when mixed with 2% of fibre having approximately 12mm length, at all compaction conditions. Also, the coefficient of consolidation increased and compression index decreased with the addition of coir fibre.Typical design charts were prepared for the design of coir geotextile reinforced unpaved roads. Some illustrative examples are also given. The results demonstrated that a considerable saving in subase / base thickness can he achieved with the use of eoir geotextiles, which in turn, would save large quantities of natural aggregates.

Code clones in program test sequence identification

Code clones are portions of source code which are similar to the original program code. The presence of code clones is considered as a bad feature of software as the maintenance of software becomes difficult due to the presence of code clones. Methods for code clone detection have gained immense significance in the last few years as they play a significant role in engineering applications such as analysis of program code, program understanding, plagiarism detection, error detection, code compaction and many more similar tasks. Despite of all these facts, several features of code clones if properly utilized can make software development process easier. In this work, we have pointed out such a feature of code clones which highlight the relevance of code clones in test sequence identification. Here program slicing is used in code clone detection. In addition, a classification of code clones is presented and the benefit of using program slicing in code clone detection is also mentioned in this work.

A study on the performance of flexible pavements on mature soil subgrades

The country has witnessed tremendous increase in the vehicle population and increased axle loading pattern during the last decade, leaving its road network overstressed and leading to premature failure. The type of deterioration present in the pavement should be considered for determining whether it has a functional or structural deficiency, so that appropriate overlay type and design can be developed. Structural failure arises from the conditions that adversely affect the load carrying capability of the pavement structure. Inadequate thickness, cracking, distortion and disintegration cause structural deficiency. Functional deficiency arises when the pavement does not provide a smooth riding surface and comfort to the user. This can be due to poor surface friction and texture, hydro planning and splash from wheel path, rutting and excess surface distortion such as potholes, corrugation, faulting, blow up, settlement, heaves etc. Functional condition determines the level of service provided by the facility to its users at a particular time and also the Vehicle Operating Costs (VOC), thus influencing the national economy. Prediction of the pavement deterioration is helpful to assess the remaining effective service life (RSL) of the pavement structure on the basis of reduction in performance levels, and apply various alternative designs and rehabilitation strategies with a long range funding requirement for pavement preservation. In addition, they can predict the impact of treatment on the condition of the sections. The infrastructure prediction models can thus be classified into four groups, namely primary response models, structural performance models, functional performance models and damage models. The factors affecting the deterioration of the roads are very complex in nature and vary from place to place. Hence there is need to have a thorough study of the deterioration mechanism under varied climatic zones and soil conditions before arriving at a definite strategy of road improvement. Realizing the need for a detailed study involving all types of roads in the state with varying traffic and soil conditions, the present study has been attempted. This study attempts to identify the parameters that affect the performance of roads and to develop performance models suitable to Kerala conditions. A critical review of the various factors that contribute to the pavement performance has been presented based on the data collected from selected road stretches and also from five corporations of Kerala. These roads represent the urban conditions as well as National Highways, State Highways and Major District Roads in the sub urban and rural conditions. This research work is a pursuit towards a study of the road condition of Kerala with respect to varying soil, traffic and climatic conditions, periodic performance evaluation of selected roads of representative types and development of distress prediction models for roads of Kerala. In order to achieve this aim, the study is focused into 2 parts. The first part deals with the study of the pavement condition and subgrade soil properties of urban roads distributed in 5 Corporations of Kerala; namely Thiruvananthapuram, Kollam, Kochi, Thrissur and Kozhikode. From selected 44 roads, 68 homogeneous sections were studied. The data collected on the functional and structural condition of the surface include pavement distress in terms of cracks, potholes, rutting, raveling and pothole patching. The structural strength of the pavement was measured as rebound deflection using Benkelman Beam deflection studies. In order to collect the details of the pavement layers and find out the subgrade soil properties, trial pits were dug and the in-situ field density was found using the Sand Replacement Method. Laboratory investigations were carried out to find out the subgrade soil properties, soil classification, Atterberg limits, Optimum Moisture Content, Field Moisture Content and 4 days soaked CBR. The relative compaction in the field was also determined. The traffic details were also collected by conducting traffic volume count survey and axle load survey. From the data thus collected, the strength of the pavement was calculated which is a function of the layer coefficient and thickness and is represented as Structural Number (SN). This was further related to the CBR value of the soil and the Modified Structural Number (MSN) was found out. The condition of the pavement was represented in terms of the Pavement Condition Index (PCI) which is a function of the distress of the surface at the time of the investigation and calculated in the present study using deduct value method developed by U S Army Corps of Engineers. The influence of subgrade soil type and pavement condition on the relationship between MSN and rebound deflection was studied using appropriate plots for predominant types of soil and for classified value of Pavement Condition Index. The relationship will be helpful for practicing engineers to design the overlay thickness required for the pavement, without conducting the BBD test. Regression analysis using SPSS was done with various trials to find out the best fit relationship between the rebound deflection and CBR, and other soil properties for Gravel, Sand, Silt & Clay fractions. The second part of the study deals with periodic performance evaluation of selected road stretches representing National Highway (NH), State Highway (SH) and Major District Road (MDR), located in different geographical conditions and with varying traffic. 8 road sections divided into 15 homogeneous sections were selected for the study and 6 sets of continuous periodic data were collected. The periodic data collected include the functional and structural condition in terms of distress (pothole, pothole patch, cracks, rutting and raveling), skid resistance using a portable skid resistance pendulum, surface unevenness using Bump Integrator, texture depth using sand patch method and rebound deflection using Benkelman Beam. Baseline data of the study stretches were collected as one time data. Pavement history was obtained as secondary data. Pavement drainage characteristics were collected in terms of camber or cross slope using camber board (slope meter) for the carriage way and shoulders, availability of longitudinal side drain, presence of valley, terrain condition, soil moisture content, water table data, High Flood Level, rainfall data, land use and cross slope of the adjoining land. These data were used for finding out the drainage condition of the study stretches. Traffic studies were conducted, including classified volume count and axle load studies. From the field data thus collected, the progression of each parameter was plotted for all the study roads; and validated for their accuracy. Structural Number (SN) and Modified Structural Number (MSN) were calculated for the study stretches. Progression of the deflection, distress, unevenness, skid resistance and macro texture of the study roads were evaluated. Since the deterioration of the pavement is a complex phenomena contributed by all the above factors, pavement deterioration models were developed as non linear regression models, using SPSS with the periodic data collected for all the above road stretches. General models were developed for cracking progression, raveling progression, pothole progression and roughness progression using SPSS. A model for construction quality was also developed. Calibration of HDM–4 pavement deterioration models for local conditions was done using the data for Cracking, Raveling, Pothole and Roughness. Validation was done using the data collected in 2013. The application of HDM-4 to compare different maintenance and rehabilitation options were studied considering the deterioration parameters like cracking, pothole and raveling. The alternatives considered for analysis were base alternative with crack sealing and patching, overlay with 40 mm BC using ordinary bitumen, overlay with 40 mm BC using Natural Rubber Modified Bitumen and an overlay of Ultra Thin White Topping. Economic analysis of these options was done considering the Life Cycle Cost (LCC). The average speed that can be obtained by applying these options were also compared. The results were in favour of Ultra Thin White Topping over flexible pavements. Hence, Design Charts were also plotted for estimation of maximum wheel load stresses for different slab thickness under different soil conditions. The design charts showed the maximum stress for a particular slab thickness and different soil conditions incorporating different k values. These charts can be handy for a design engineer. Fuzzy rule based models developed for site specific conditions were compared with regression models developed using SPSS. The Riding Comfort Index (RCI) was calculated and correlated with unevenness to develop a relationship. Relationships were developed between Skid Number and Macro Texture of the pavement. The effort made through this research work will be helpful to highway engineers in understanding the behaviour of flexible pavements in Kerala conditions and for arriving at suitable maintenance and rehabilitation strategies. Key Words: Flexible Pavements – Performance Evaluation – Urban Roads – NH – SH and other roads – Performance Models – Deflection – Riding Comfort Index – Skid Resistance – Texture Depth – Unevenness – Ultra Thin White Topping