Hindustan Journal Vol-6

8/17/2019 Hindustan Journal Vol-6

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Hindustan JournalA JOURNAL OF HINDUSTAN INSTITUTE OF TECHNOLOGY & SCIENCE

CHENNAI, INDIA

Vol. 6, 2013


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PUBLISHED BY

Hindustan Group of Institutions40, GST Road, St. Thomas Mount, Chennai – 600 016, Tamil Nadu, India.

PATRONS:

Dr. ANAND JACOB VERGHESE

Mr. ASHOK VERGHESE

EDITORIAL TEAM

Chief Editor : Dr. R. DEVANATHAN

Associate Editors: Ms. P. RANJANA & Ms. AL. VALLIKANNU

English Editor : Dr. C. INDIRA

PRINTED BY

ARVIND ASSOCIATES, Chennai.

© 2013. All rights reserved. No part of this publication may be produced, stored

in retrieval system or transmitted in any form or by any means, electronic and

mechanical, photocopying or otherwise without the prior permission of the publishers.

The responsibility for information, opinions, and facts reported in these papers restsexclusively with the authors.

REVIEW PROCEDURE Each manuscript is blind reviewed by subject specialists and by an English Editor.

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PANEL OF ADVISORS

Dr. BVSSS PRASAD

Professor of Mechanical Engineering,

lIT, Madras

Dr. S. SHANMUGAVEL

Professor, Department of Electronics and

Communication Engineering,

Anna University. Chennai

Dr. A. ALPHONES

Associate Professor, Division of Communication

Engineering

School of Electrical and Electronics Engineering,

Nanyang Technological University, Singapore

Dr. P. RAMESHAN

Director & Professor (Strategic Management)

lIM, Rohtak

Dr. G.L. DUTTA

Chancellor,

K.L. University, Vijayawada

Dr. HARSHA SIRISENAEmeritus Professor,

Electrical & Computer Engineering,

University of Canterbury, Chirstchurch,

New Zealand.

Dr. LAKMI JAIN

Professor of Knowledge Based Engineering,

Founding Director of the KES Centre,

Electrical and Information Engineering,

University of South Australia, Adelaide.

Dr. PAUL APPASAMY

Honorary Professor,

Madras School of Economics, Chennai.

Dr. N. GANAPATHI SUBRAMANIAM

Professor , Quantum - Functional Semiconductor

Research Center,

Dongguk University,

Republic of Korea

PANEL OF REVIEWERS

APPLIED SCIENCES

Dr. C.Indira

Dr. K.NithyanandamDr. I.Sasirekha

BUILDING SCIENCES

Dr. V.Subbiah

Dr. R.Angeline Prabhavathy

Dr. Ravikumar Bhargava

Dr. Jessy Rooby

Dr. P.S.Joanna

Dr. Sheeba Chander

COMPUTING SCIENCES

Dr. Anitha S. Pillai

Dr. Rajeswari Mukesh

Dr. E.R.Naganathan

Dr. S.Nagarajan

Ms. P.Ranjana

Ms. S.Lakshmi Sridevi

Ms. S.Vijayalakshmi

ELECTRICAL SCIENCES

Dr. R.Devanathan

Dr. M.J.S.Rangachar

Dr. A.K.Parvathy

Dr. P.M.Rubesh Anand

Ms. Manjula Pramod

MECHANICAL SCIENCES

Dr. D.G.Roy Chowdhury

Dr. B.Venkataraman

Dr. G.Ravikumar Solomon

Dr. T.Jeyapovan

Dr D.Dinakaran

Dr. Hyacinth J. Kennady

Dr. A.Anitha

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Scanning the Issue

The current issue of Hindustan Journal

provides articles of varied interest to readers.In the area of Building Sciences, the paper

by Karuppiah and Angeline Prabhavathy

discusses the prospect of shear strengthening

of reinforced concrete beams using carbon

ber reinforced polymer. Nagarajan and

Ravi K. Bhargava analyse the role of trees

and plants in the hospital premises in order

to improve the well- being of recuperating

patients. Thulasi Gopal provides an analysis

of the design of an Integrated Silk Park at

Kanchipuram to bring back its lost glory.

Karthigeyan argues the case for the speedy

implementation of high speed rail links in

India citing the successful story of high speed

trains in China.

Under the section on Computing Sciences,

Kodhai,

Bharathi and Balathiripurasundari propose a ltering scheme for wireless

sensor networks to address bogus reports,

false report injection attacks and denial of

services. Thiyagarajan, Rasika, Sivasankari

and Sophana Jennifer propose an articial

neural network based anomaly detection

technique to detect changes in medical reading

in a patient monitoring system. SreeVidhya

proposes a new fuzzy clustering algorithmwhich can handle efciently outlier as well

as natural data. Deeptha and Rajeswari

Mukesh propose a genetic algorithm based

selection model to improve the quality of

service performance in the context of web

services development.

Under the section on Electrical Sciences,

the paper by Priya and Seshasayanan proposes a method to improve the efciency

of impulse noise detection techniques in

images. Prakash and Kumaraguru Diderotexplain and review the commonly used cyclic

redundancy checking algorithm for verifying

data integrity. Helen and Arivazhagan

propose the use of temporally ordered routing

algorithm along with medium access control

to overcome bandwidth limitation.

Under the section on Mechanical Sciences,

Jeya Pradha and Mahendran evaluate the

evaporative heat transfer characteristics of a

refrigerant mixture using computational uid

dynamics. Ravikumar and Saravanan describe

the design and fabrication of a chilling system

to reach a very low temperature to meet

the requirements of specic applications.

Viswanathan, Sengottuvel and Arun review

the application of electrical discharge

machine for the machining of hard materials.

Under Education and Library Sciences,

Aby Sam and Akkara Sherine eloquently

discuss the role of community colleges in

nation building and describe a success story

to drive home their point. Bhaskaran Nair

argues passionately the case for an integrated

professional programme on teaching

English as a second language. Boopalan,

Nithyanandam and Sasirekha gaze at thecrystal ball and wonder about the future role

of the librarian in an information era.

Finally, we conclude the issue with a list

of forthcoming conferences for the benet of

our readers.

Dr. R.DEVANATHANChief Editor

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Contents

BUILDING SCIENCES

Shear Strengthening of RC Beam Using Carbon

Fiber Reinforced Polymer Sheet 1

Pl. Karuppiah and R. Angeline Prabhavathy.

A Qualitative Research on the Role of Landscape

Architecture in and around Hospital Premises as an

Aid to Medical Treatment in Chennai 7

R. V. Nagarajan and Ravi K. Bhargava

A Research on Nuances of Silk Weaving and Designing a

Handloom Hub at Kanchipuram 15

Ar . Thulasi Gopal

A Case for the Development of High Speed Rail Link in India 21

D. Karthigeyan

COMPUTING SCIENCES

HMAC Filtering Scheme for Data Reporting in Wireless Sensor

Network 26

E.Kodhai, P.Bharathi and D.Balathiripurasundari

An Efcient Neural Network Technique to Detect Collective

Anomalies in E-Medicine 36

G.Thiyagarajan, C.M.Rasika, B.Sivasankari and S.Sophana Jennifer

Deriving Intelligence from Data through Text Mining 42C.T.Sree Vidhya

Web Service Assortment through Genetic Algorithm and XML 50

Deeptha R and Rajeswari Mukesh

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HINDUSTAN JOURNAL, VOL. 6, 2013

ELECTRICAL SCIENCES

Improving the Efciency of Impulse Noise Estimation 55

S.V.Priya and R.Seshasayanan

Review of Cyclic Redundancy Checking Algorithm 61

Prakash V R and Kumaraguru Diderot P .

Optimization of Temporally Ordered Routing Algorithm

(TORA) in Ad-Hoc Network 67

D.Helen and D.Arivazhagan

MECHANICAL SCIENCES

Evaluation of Evaporative Heat Transfer Characteristicsof CO

2/Propane Refrigerant Mixtures in a Smooth

Horizontal Tube using CFD 71

S.Jeya Pratha and S.Mahendran

Design and Fabrication of Ultimate Chilling System 78

T.S.Ravikumar and S.Saravanan

Review of Electrical Discharge Machining Process 83

K.Viswanathan, P.Sengottuvel and J.Arun

EDUCATION AND LIBRARY SCIENCES

Community Colleges to SEmpower the Youth to

Transcend Social Barriers 88

Aby Sam and Akkara Sherine

Continuous Professional Development (CPD):

A Proposal for an Integrated Programme inTeaching English as a Second Language (TESL) 97

P Bhaskaran Nair

Librarianship in Digital Era 101

E. Boopalan, K. Nithyanandam and I. Sasirekha

FORTHCOMING CONFERENCES 106

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Shear Strengthening of RC Beam Using Carbon Fiber

Reinforced Polymer Sheet

PL. Karuppiah and R. Angeline Prabhavathy

Abstract — The technique of strengthening of

reinforced concrete beam with externally bonded

Carbon Fiber Reinforced Polymer (CFRP) has

been successfully applied in Civil Engineering. This

paper discusses the effect of shear strengthening of

RC beams on the stress distribution, initial crack,

crack propagation and ultimate strength. The

experimental programme includes testing of ve

simply supported reinforced concrete beams of

which four beam specimens are cast with bonding

CFRP and the remaining one beam without CFRP

which is considered as the control beam. The CFRP

epoxy bonded specimens are specimens, with full

side wrap (FSW), one side u wrap at shear (SUWS),

vertical wrap stirrups (VWS) and inclined wrapstirrups (IWS). Mix design of M30 concrete is

adopted and the mix proportion is arrived at. Based

on the mix proportion, the specimens are cast. The

deection, shear failure, cracking and ultimate

load for rectangular beams bonded with CFRP

are investigated. The experiments are conducted

to predict the critical load, cracks and increase in

strength. It is concluded that in beams bonded

with side u wrap stirrups (SUWS), there is a delay

in the formation of initial crack and the ductility

ratio is higher, which is desirable in earthquakeprone areas. The general and regional behaviour of

concrete beams with bonded CFRP are studied with

the help of strain gauges. The appearance of the rst

crack and the crack propagation in the structure up

to failure is monitored and discussed for the control

and the strengthened beams.1

Intex terms — CFRP wrap, U-wrap, Carbon ber.

PL. Karuppiah and R. Angeline Prabhavathy are

in School of Building Sciences, Hindustan University,

Chennai, India, (e-mail: plkaruppiah@hindustanuniv.

ac.in, [email protected]).

I. INTRODUCTION

Carbon Fiber composites and reinforced polymer

offer unique advantages in many applications where

conventional materials cannot provide satisfactoryservice life. Carbon ber reinforced polymer (CFRP) is

a very strong and light ber reinforced polymer which

contains carbon ber. The polymer which is most often

used is epoxy, but other polymers such as polyester,

vinyl ester or nylon are sometimes used. The composite

may contain other bers such as Kevlar, aluminum,

glass bers as well as carbon bers. The use of CFRP

is advantageous, because it is easier to maintain a

relatively uniform epoxy thickness throughout the

bonding length. By using CFRP wrap, the shear

strength and stiffness increase substantially reducing

shear cracking.

This paper provides the results of an experimental

investigation on using CFRP sheets to prevent local

cracks around shear region in reinforced concrete

beams.

II. LITERATURE R EVIEW

Norris et al. (1997) investigated the shear andexural strengthening of RC beam with carbon ber

sheets. The CFRP sheets were epoxy bonded to the

tension face and web of concrete beams to enhance

their exural and shear strengths. When the CFRP

sheets were placed perpendicular to cracks in the beam,

a large increase in stiffness and strength was observed

and there was no difference in the behavior between

the pre-cracked beams and the un-cracked ones at the

ultimate level. It was concluded that CFRP (carbon

ber reinforced plastic) sheets increased the strength

and stiffness of existing concrete beams when bondedto the web and tension face.


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2 HINDUSTAN JOURNAL, VOL. 6, 2013

Chaallal et al. (1998) studied the shear strengthening

of RC beams using externally bonded side CFRP sheets.

It is concluded that diagonal side CFRP (Carbon ber

reinforcement plastic) strips outperformed vertical

side strips for shear strengthening in terms of crack

propagation, stiffness and shear strength.

Alex Li et al. (2001) investigated the shear

strengthening of RC beam with externally bonded

CFRP sheets. The results of tests performed in the

study indicated that stiffness increased while increasing

the area of the CFRP sheet at the anks and the strain

gauge measurements showed that strengthening the

entire lateral faces of the beam was not necessary.

For the strengthened beam, the ultimate strength had

a signicant increase when compared with the normal

beam. Spadea et al. (2001) studied the strength andductility of RC beams repaired with bonded CFRP

laminates. The results showed that signicant increase

in strength was obtained by strengthening with bonded

CFRP laminates.

Charlo Pellegrino et al. (2002) investigated the

shear strengthening of reinforced concrete beams using

ber reinforced polymer. Except for the control tests, all

the tests were done on beams with side-bonded CFRP

sheets. The comparison between the experimental and

the theoretical values were made and it was found

that the shear capacity increment is due to Carbon

Fiber Reinforced Polymer. Tavakkolizadeh et al.

(2003) investigated the strengthening of steel-concrete

composite girders using carbon ber reinforced

polymer sheets. The result indicated that the load-

carrying capacity of a steel-concrete composite girder

improved signicantly and the ultimate load-carrying

capacities of the girders signicantly increased by 44,

51, and 76% for 1, 3 and 5 layers respectively.

Kesse et al. (2007) investigated the experimental

behaviour of reinforced concrete beams strengthened

with pre-stressed CFRP shear straps. He concluded

that the pre-stressed CFRP strap strengthening system

showed good results and it is an effective means of

signicantly increasing the shear capacity of existing

concrete structures.

From the review of literature, it has been found

out that much work has not been done on shear

strengthening of RC beams with different types ofCFRP wraps. Therefore the shear strengthening of RC

beams with CFRP wrap is discussed in this paper.

III. EXPERIMENTAL PROGRAM

In the experiment program of this research, tests are

conducted on reinforced concrete beams with external

bonding of CFRP sheets in the shear zone. The beams

are tested under two-point loading to investigate theirstructural behaviour. The objective of this experimental

investigation is to determine the

● Structural behaviour of RC beam;

● Shear strength of RC beam;

● Shear failure of RC beam and

● Shear strengthening of RC beam using CFRP

sheets.

Experimental investigations always show

the real behaviour of the structure, an element or a

joint. Five rectangular RC beams are cast and tested

under two point loading. Out of ve beams, one is a

control beam. The CFRP epoxy bonded specimens are

specimens with full side wrap, one side u wrap at shear,

vertical wrap stirrups and inclined wrap stirrups. The

following are the dimensions of the beam.

A. 3.1 Beam Dimension Details

Size: 2000 x150 x 250 mm

Effective cover: 20 mm

Grade of concrete: M30

B. 3.2 Type of material

Sheet: Carbon bre reinforced polymer

Glue for bonding: Nitowrap 30 (Base),

Nitowrap 410 Harder, Nitowrap 410 Base.

IV. SPECIMEN DETAILS

Tests are carried out on ve reinforced

concrete beam specimens and all are strengthened for

shear capacity using external bonded CFRP wraps.

The beam with 150 x 250 mm cross section and 2000

mm clear span are simply supported and subjected to

two concentrated static loads. Steel stirrups of 8mm

diameter are placed at 160 mm spacing along the beam

length for all beams. Fig. 1 shows the Test setup andFig. 2 shows the setup of vertical wrap stirrups. Table 1

shows the details of specimens and reinforcement.


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KARUPPIAH AND ANGELINE PRABHAVATHY: SHEAR STRENGTHENING OF RC BEAM 3

Fig. 1. Test setup

Fig. 2. Setup of Vertical wrap stirrups

Table 1. Details of specimen and reinforcement

Details of

beam

Types

of beam

Testing

of beam

(days)

Reinforcement in beam

Longitudinal Stirrups

Control

beamC B

28

2-10# @ top

and 2-12# @

bottom

8mm #

stirrups @

160mm

C/C

Full side

wrapFSW

Side U

wrap at

shear

SUWS

Vertical

wrapstirrups

IWS

Inclined

wrap

stirrups

VWS

V. MATERIAL PROPERTIES

The concrete used in the experimental program is M20

and steel with nominal yield strength of 415 N/mm2 isused as the longitudinal reinforcement.

A. Properties of Nitowrap

Tables 2 to 4 show the properties of Nitowrap CF,

Nitrowrap 30(primer), and Nitrowrap 410 (Saturant)

respectively.

Table 2. Nitowrap CF

Fibre o rientation Unidirectional

Weight of bre 200 g/m2

Density of bre 1.80g/cc

Fibre thickness 0.30mm

Ultimate elongation (%) 1.5

Tensile strength 3500 N/mm2

Tensile modulus 285 x103 N/mm2

Table 3. Nitowrap 30, Primer

Colour Pale yellow to amber

Application

temperature150C - 400C

Viscosity Thixotropic

Density 1.25 - 1.26 g/cc

Pot Life 2 hours at 300C

Cure time 5 days at 300C

Table 4. Nitowrap 410, saturant

Density 1.14 g/cc

Pot life 25 min. @ 270

CFull cure 7 days

B. Surface preparation

It is ensured that concrete surfaces are free from oil

residues, demoulding agents, curing compounds, grout

holes and protrusions. Structural damages are repaired

by using epoxy grouting/ appropriate mortar from the

Renderoc range. All depressions, imperfections etc. are

repaired by using Nitocote VF/ Nitomortar FC, epoxy putty.

The base and hardener are thoroughly mixed in a

container for 3 minutes. Mechanical mixing using a

heavy-duty slow speed (300-500 rpm) drill, tted with

a mixing paddle is done.

The mixed material of Nitowrap 30 epoxy primer

is applied over the prepared and cleaned surface. It

is applied with a brush and allowed to dry for about

24 hours before application of saturant. The mixed

material of Nitowrap 410 saturant is applied over thetack free primer.


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VI. R ESULTS AND DISCUSSIONS

Five simply supported reinforced concrete beam

specimens are tested which include one control beam,

and four CFRP epoxy bonded specimens with full side

wrap (FSW), one side u wrap at shear (SUWS), vertical

wrap stirrups (VWS) and inclined wrap stirrups (IWS).

The load deection behaviour, rst crack load, nial

crack load and maximum deection are studied.

A. Load – Deection behaviour

Table 5 shows the Comparison of Ultimate Load and

Maximum Deection.

Table 5. Comparison of Ultimate Load and Maximum

Deection

S i . N o .

S p e c i m e n

F i r s t

C r a c k

L o a d ( k N )

U l t i m a t e

L o a d ( k N )

M a x i m u m

D e f e c t i o n

( m m )

1 C B 33.5 123.9 32.6

2 FSW 51.8 158.8 14.3

3 SUWS 41.9 122.5 32.4

4 IWS 22.6 122.4 22.4

5 VWS 54 134.8 26.8

The comparison of initial crack, nal crack and

deection of various specimens are shown in Fig 3 to 5.

Fig. 3. Bar chart of rst crack load

Fig. 4. Bar chart of nal crack

Fig. 5. Bar chart of maximum deection

From Fig. 3, it can be seen that the rst crack is

delayed in the case of FSW and VWS beams. Fig. 4

shows that the nal crack is delayed only in the case ofFSW beam.

Fig. 5 shows that the deection is minimum in the

case of FSW beam. Fig. 6 shows the Load Vs deection

behaviour of the various beam specimens.

Fig. 6. Load Vs Deection Behaviour of All Beam speci-

mens.

From the load – deection behaviour, it can be seen

that the load carrying capacity is maximum for FSW beam but brittle failure occurs.

In SUWS beam, the initial crack occurs at 41.9 kN

which is 25% higher than that of the control beam. The

ductility ratioes also higher in SUWS beam which is

desirable in earthquake prone areas.

B. Failure Pattern

Fig. 7 shows the cracking pattern of a control beam.

The initial crack occurs at 33.5 kN and nal crack at

123.9 kN. The ultimate load is 123.9 kN.


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KARUPPIAH AND ANGELINE PRABHAVATHY: SHEAR STRENGTHENING OF RC BEAM 5

Fig. 7. Cracking pattern of Control beam

Fig. 8 shows the cracking pattern of FSW

specimen. The initial crack occurs at 51.1 kN and nal

crack at 157.5 kN. The ultimate load is 158.8 kN. Total

CFRP covered area is 1400 mm (Length), and 170 mm

(Height).

Fig. 8. Cracking pattern of FSW specimen

Fig. 9 shows the cracking pattern of SUWS

specimen. The initial crack occurs at 41.9 kN and nal

crack at 122.6 kN. The ultimate load is 122.6 kN. CFRP

is wrapped in the shear area as U section, with a width

of 250 mm.

Fig. 9. Cracking pattern of SUWS specimen

Fig. 10 shows the cracking pattern of IWS

specimen. The initial crack occurs at 22.6 kN and

nal crack at 123.8 kN. The ultimate load is 123.8 kN.

Inclined CFRP stirrups are wrapped at an angle of 60 o

with a width of 60 mm.

Fig. 10. Cracking pattern of IWS specimen

Fig. 11 shows the cracking pattern of VWS

specimen. The initial crack occurs at 54 kN and nal

crack at 129 kN. The ultimate load is 129 kN. Vertical

CFRP stirrups 100mm wide are wrapped at 90o.

Fig. 11. Crack pattern of VWS specimen

Debonding of CFRP wraps occurred after the initial

crack appeared. Fig. 12 to Fig. 15 show the debonding

of CFRP.

Fig. 12. Debonding of FSW specimen


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Sudden failure of FSW beam occurred at the

ultimate load.

Fig. 13. Debonding of SUWS specimen

Fig. 14. Debonding of IWS specimen

Fig. 15. Debonding of VWS specimen

VII. CONCLUSION

Tests were performed in externally applied epoxy-

bonded CFRP. Based on the test results the following

conclusions are drawn.

● Compared to all other specimens deection of FSW

specimen is less and load bearing capacity is more.

However brittle failure occurs.

● In SUWS beam, the initial crack occurs at 41.9 kN

which is 25% higher than that of the control beam.

The ductility ratio is also higher in SUWS beam

which is desirable in earthquake prone areas.

R EFERENCES

[1] Tom Norris et al. (1997), Shear And Flexural

Strengthening Of RC Beams With Carbon Fiber

Sheets. Journal of Structural Engineering 123,

903-911.

[2] O. Chaalla. et al. (1998), Shear Strengthening

Of RC Beams by Externally Bonded Side CFRP

Strips. Journal of Composites for Construction,

2, 111-113.

[3] Alex Li, et al. (2001), Shear Strengthening Of RC

Beams With Externally Bonded CFRP Sheets.

Journal of Structural Engineering,127, 374-380.

[4] G. Spadea et al. (2001), Strength And Ductility

Of RC Beams Repaired With Bonded CFRP

Laminates, Journal of Bridge Engineering, 6,

349-355.

[5] Carlo Pellegrino et al. (2002), Fiber Reinforced

Polymer Shear Strengthening of Reinforced

Concrete Beams with Transverse Steel

Reinforcement. Journal of Composites for

Construction, 6, 104-111.

[6] M. Tavakkolizadeh, et al.(2003), Strengthening of

Steel-Concrete Composite Girders Using Carbon

Fiber Reinforced Polymers Sheets. Journal ofStructural Engineering, 129, 30-40.

[7] Gyamera Kesse et al., (2007), Experimental

Behavior of Reinforced Concrete Beams

Strengthened with Prestressed CFRP Shear

Straps. Journal of Composites for Construction,

11, 375-383.


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A Qualitative Research on the Role of Landscape

Architecture in and around Hospital Premises as an Aid to

Medical Treatment in Chennai.

R. V. Nagarajan and Ravi K. Bhargava

Abstract — The milieu of the hospitals ought to be

healthy and hygienic for the patients to recuperate

from their illness. The role of trees and plants

in a hospital premises is considered a dynamic

parameter in the creation of the hospital quality.

This paper attempts to discern the ratio of minimum

land / area required for the medicinal landscape

to the area of hospital units. The very question of

how to border out the minimum quantity of trees

required for a hospital landscape is the prime aim

of this research. Secondly, what are the aspects (air

purication, killing bacteria, noise reduction, etc.)

to be considered in the selection of trees, is the nextlevel of research. Finally, aided by statistical results

of a survey conducted in hospitals, this research

narrows down to the ratio (x:y) for a typical hospital

premises, where ‘x’ is the minimum area required

for ‘n’ number of occupants (patients, non-patients,

hospital-staff, etc.) and ‘y’ is the minimum open

space required for the medicinal landscape to be

executed for a Healthy Hospital.1

Index terms — Landscape, Hospital, Treatment.

I. INTRODUCTION

“Research gathered over recent years has highlighted

the countless benets to people, wildlife and theenvironment that come from planting trees and creatingnew woodland habitat. It is obvious trees are goodthings,” says Clive Anderson.

R.V. Nagarajan and Ravi K. Bhargava are in School

of Architecture, Hindustan University, Chennai, India,(e-mail: [email protected])

The belief that plants and gardens are benecial for patients in healthcare environments is more than one

thousand years old, and appears prominently in Asianand Western cultures [1].

The awareness of the positive inuence of theoutdoor environment on patients’ healing processhas long been present in hospital architecture. Theterm healing garden applies to the gardens that

promote recuperation from illness. In this context,‘healing’ does not necessarily refer to curing, but tothe overall improvement of well-being.Integrationand unity of hospital buildings and their surrounding

outdoor spaces contribute to the creation of hospitalas a ‘small city within a city’, with its own specic

patterns of use [2].

II. CHARACTERISTICS OF PLANTS

Plants possess the ability of escalating the pain toleranceeffects in the patients so as to enable them to recuperatefrom their illness or surgery. This ability of the plantsis found nil in the rst case and comparatively higher

in the third case than the second one in the followingcategory [3]:

1. No plants

2. Foliage plants

3. Foliage + Flowering plants

Patients in hospital rooms with plants and owershave signicantly showed more positive physiologicalresponses, lower ratings of pain, anxiety and fatigue,

and more positive feelings and higher satisfactionabout their rooms than the patients who are kept in


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rooms without plants [4]. Findings of such researchessuggested that plants in a hospital environmentcould be noninvasive, inexpensive, and an effectivecomplementary medicine for patients recovering fromabdominal surgery.

Researchers who have assessed the impact ofnature/plants on human health have suggested thatnature and plant experiences are positively associatedwith human physical [5], psychological [6], emotional[7], and cognitive health [8]. In addition, viewingnature/plants is linked to pain reduction, less need foranalgesics, and fast recovery from surgery [9].

For many years, the importance of aesthetics inrelevance to the health was not experimentally provenas the additional quality of plants. Apart from the

recuperation of illness, aesthetic of plants is anotherimportant philosophical discipline which must be addedto the ambience of hospital for the further betterment to

both the patients and the doctors. High quality nursingcare includes the aesthetic dimension [10].

Aesthetics inuences a person’s feelings, both physical and psychological. Both aesthetic and non-aesthetic surroundings create an impression and affectsa person consciously or unconsciously [11].

III. METHOD TO CALCULATE GREEN AREAS

FOR ANY SITE

According to the Green Guide for Health Care, thefollowing formula is for the calculation of the requiredgreen area: Natural Habitat Area = (Site Area x Site SizeFactor) / Floor Space Ratio, where Floor Space Ratio =Gross Constructed Area including all service spaces andexcluding parking areas / Site Area and Site Size Factor= (1/√Site Area) x 10 (usually around 0.15) [12].

The main difference between the calculation ofgreen areas for any site and with hospital site is thenature of the people occupying it. The prime aim ofthis research is to nd out the variation in the level ofthe ratio in the above formula framed by the GGHC(Green guide for Health Care), with the level of theratio in hospital site, particularly concentrating on thelandscape features.

IV. DESIGN CONSIDERATIONS FOR HOSPITAL

LANDSCAPING

In an ideal case, optimal distribution of the total site areaof a hospital complex should be the following: 30% for

the buildings, 15% for internal communication routesand parking, 50% for vacant area (25-30% in case ofhospitals with a limited capacity for future growth) outof which 10% is reserved for recreational areas.

In brief, they should be planned according to

following requirements: (1) to create opportunities formovement and exercise; (2) to offer a choice betweensocial interaction and solitude; (3) to provide both directand indirect contacts with nature and other positivedistractions [13].

Several studies of non-patient groups (such asuniversity students) as well as patients have consistentlyshown that simply looking at environments dominated

by greenery, owers, or water -- as compared to built-scenes lacking nature (rooms, buildings, towns) -- is

signicantly more effective in promoting recovery orrestoration from stress.

To promote the speed of postoperative recovery andto improve the quality of life during hospitalizations, itis important to provide patients with not only the besttreatment possible, but also to remove such sources ofstress and to counter them with positive distractions.

V. INTERIOR PLANTS

When plants were added to the interior space, the participants were more productive (12% quickerreaction time on the computer task) and less stressed(systolic blood pressure readings lowered by one tofour units). Immediately after completing the task,

participants in the room with plants present reportedfeeling more attentive (an increase of 0.5 on a self-reported scale from one to ve) than people in the roomwith no plants [14].

Regardless of the physical air quality benets, people

generally have an afnity to being around plants. Manystudies have proven a link to plants and their benecial psychological effects on people, including increases in productivity and decreases in stress levels [15].

In 2006, many studies were published that indicatedthat simply having three small potted plants cansignicantly reduce (50-75%) the total VOC (VolatileOrganic Compound) levels in a real ofce of 30-50m3 size [16]. The only consideration was that the level oftotal VOC needed to be above 100ppb - a concentration

level that is much lower than acceptable limits.The National Aeronautics and Space Administration

studies on indoor landscape plants and their role in


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NAGARAJAN AND BHARGAVA:A QUALITATIVE RESEARCH ON THE ROLE OF LANDSCAPE 9

improving indoor air quality included reports on toxinscommon to the interior environment, specically

benzene, formaldehyde, and trichloroethylene [17].

The following list of plants typically used in theinterior environment outlines the plants found to be

more effective in air purication, based on the NASAstudies [18].

1. Aechmeafasciata (Excellent for formaldehyde andxylene)

2. Aglaonemamodestum (Excellent for benzene andtoluene)

3. Aloe vera (Excellent for formaldehyde)

4. Chamaedorea Bamboo (Excellent for benzene and

formaldehyde)5. Chlorophytumelatum (Excellent for carbon

monoxide and formaldehyde)

6. Chrysanthemum morifolium (Excellent fortrichloroethylene, good for benzene andformaldehyde)

7. Dendrobium Orchid (Excellent for acetone,ammonia, chloroform, ethyl acetate, methylalcohol, formaldehyde and xylene)

8. Dieffenbachia maculate (Good for formaldehyde)9. Dracaena deremensis (Excellent for benzene and

trichloroethylene, good for formaldehyde)

10. Dracaena marginata (Excellent for benzene, goodfor formaldehyde and trichloroethylene)

11. Dracaena Massangeana (Excellent forformaldehyde)

VI. SURVEILLANCE IN HOSPITALS IN CHENNAI

As the aim of this research was conceptualized tocalculate the ratio of the minimum open space requiredfor landscape in a hospital to the built up space of thesite, the research was further proceeded to organizea survey with the people who inhabit the hospital

premises.

Surveys were carried out in three major hospitalsin Chennai in the following categories: 1. a hospitalin the populated / noisy zone of the city. 2. A hospital

specialized for a single disease. 3. A hospital located inthe outskirts.

Following hospitals in Chennai were selected forthe survey: 1. Rajiv Gandhi Government Hospital,Central, Chennai. 2. Cancer Institute, Adyar, Chennai

and 3. Kamakshi Memorial Hospital, Velachery Road,Chennai.

VII. SELECTION OF PEOPLE FOR SURVEY

It was already planned that the selection of the peoplefor survey was as per the requirement of the research.So, the people for survey were categorized into fourfollowing types: 1. with respect to occupation, 2. withrespect to their age, 3. with respect to the time of surveyand 4. with respect to their gender.

Fig. 1. Occupation

Fig. 2. Age


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Fig. 3. Time

Fig. 4. Gender

VIII. R EPORT ON THE SURVEILLANCE

The following are the statistical ripostes for thequestionnaire prepared for the survey:

Fig. 5. Liking of parts of Hospital

(a)

(b)

(c)

(d)

(e)

Fig. 6. Sub categories of g. 5.

Fig. 7. Duration in Hospital


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Fig. 8. Noise Level

Fig. 9. Smoke / Dust in premises

Fig. 10. Preferred surroundings

Fig. 11. Elements missing in Hospital

Fig. 12. Inside the building-1

Fig. 13. Inside the building-2


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Fig. 14. Trees liked

Fig. 15. Trees recommended

Fig. 16. Trees disliked

IX. SYNTHESIS OF THE SURVEY

From the above report of the survey conducted in three

hospitals in Chennai, the following are the synthesesobserved:

1. 57.5% People feel comfort in the place where thefollowing trees are planted: Azardirastraindica,

Ficusreligiousa, Ficusbengalinensis, Floweringtrees and Pongameapinnata.

2. 63.7% of people desperately want some mode of

system to enhance their breathing comfort, and50% among them recommended plants inside the

building.

3. As most of the previous researches proved, 45%of the people surveyed preferred owering plantsin their vicinity and they expressed that they feltrelaxed compared to the people who were nothaving owering plants in their rooms.

4. Equally, 40% of people preferred earth walkwayand also lawn in the open space of the premises.

5. 65% of people complained that the process ofshedding leaves of trees is irritable than the

problems of insects over it (32% complained ofinsects).

6. Among the people surveyed, 75% of patients, 65%of non - patients and 78% of staff members ofhospital prefer to rest under the tree during mid-day.

7. Age wise, 82% of above 55 age people preferred

noiseless area than the active / noisy area.

8. Almost 95% of the women prefer to rest inside the building than resting under trees, street-benches oranywhere in open spaces.

9. Almost 88% of the men patients whose rooms werenot having plants felt boredom and wanted to movearound, when the same feeling was felt by only15% of the men patients whose rooms had plants.

10. Almost 90%of all age group men and women who

are patients prefer to have a walk in either in themorning or in the evening in the road which hastrees, than the road which does not have them.

11. Area Calculation of the First hospital: Total Area- 61,336.0716 sq.m and the total open space is22,114.0452 sq.m.

12. Area Calculation of the Second hospital: Totalarea - 31,567.9558 sq.m and the total open space is16,423.8566 sq.m

13. Area Calculation of the Third hospital: Total Area:- 12,437.2557 sq.m and the total open space is3,211.7854 sq.m


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14. The satisfaction level of the people staying in the premises in terms of overall aspects, synthesizedfrom all the three hospitals is as follows: 71.35%,83.75% and 56.21% are the percentage of thesatisfaction level measured from the rst, second

and third hospitals respectively.15. With the above satisfaction levels measured, the

total built up area, total open space area and the sitearea of all the three premises are multiplied withthe percentages of the satisfaction level.

16. 71.35% of 22,114.0452sq.m. =x

17. 83.75% of 16,423.8566 sq.m= y

18. 56.21% of 3,211.7854 sq.m= z

19. Built up spaces of all the three premises are

considered as a, b and c respectively.

X. CALCULATION OF R ATIO OF MINIMUM OPEN

SPACE FOR A HOSPITAL

(x+y+z) / 3 = Xos

where x, y, z are the satised open area for a hospitaland Xos is the factor for open space.

(a+b+c) / 3 = Y bs

where a, b, c are the built up area of the hospital buildings and Y bs is the factor for built up space.

XI. CONCLUSION

The research concludes that Xos:Ybs is the ratio ofminimum open spaces to the built up space of a hospital

premises.

R EFERENCES

[1] Ulrich, R. S. and R. Parsons (1992), “Inuencesof passive experiences with plants on individualwell-being and health. In D. Relf (Ed.)”, Therole of horticulture in humanwell-being andsocial development, Portland, Timber Press, pp.93-105.

[2] DejanaNedučin, “Milena Krklješ, NađaKurtović-Folić”, “Hospital OutdoorSpaces - Therapeutic Benefits And Design

Considerations”, Architecture and CivilEngineering Vol. 8, No 3, 2010, pp. 293 - 305

[3] S.-H. Park, R.H. Mattson, E. Kim (2011), “PainTolerance Effects of Ornamental Plants in aSimulated Hospital Patient Room”, Department

of Horticulture, Forestry and RecreationResources, Kansas State University.

[4] Seong-Hyun Park and Richard H. Mattson,(2009) “Effects of Flowering and Foliage Plantsin Hospital Rooms on Patients Recovering fromAbdominal Surgery”, Department of Horticulture,Forestry and Recreation Resources, Kansas StateUniversity.

[5] Chang, C. and P. Chen. (2005). “Human responseto window views and indoor plants in theworkplace”, Hort Science 40:pp.1354–1359.

[6] Kaplan, R. and S. Kaplan. (1995), “The experienceof nature: A psychological perspective”, Ulrich’s,Ann Arbor, MI.

[7] Adachi, M., C.L.E. Rode, and A.D. Kendle.(2000), “Effects of oral and foliage displays onhuman emotions”, HortTechnology 10:pp.59–63.

[8] Cimprich, B. (1993), “Development of anintervention to restore attention in cancer

patients”, Cancer Nurs. 16:pp.83–92.

[9] Diette, G., E. Haponik, and H. Rubin. (2003),“Distraction therapy with nature sights and soundsreduces pain during exible bronchoscopy”,Chest 12:pp.941–948.

[10] SynnøveCaspari, (2006), “The aestheticdimension in hospitals - an investigation intostrategic plans”, International Journal of NursingStudies 43 pp.851–859.

[11] Ulrich, R., (1991), “Effects of interior design onwellness. Theory on recent scientic research”,Journal of Health Care and Interior Design, 3.

[12] Green Guide for Health Care, Version 2.2, SSCredit 5.1., Site Development: Protect or RestoreOpen Space or Habitat, 2007, www.gghc.com,

p.6 23.

[13] Ulrich, R.S., Cooper-Marcus, C., Barnes, M.(Eds.), (1999), “Effects of Gardens on HealthOutcomes: Theory and Research, in HealingGardens: Therapeutic Benets and Design


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Recommendations”, John Wiley & Sons, NewYork, pp. 27-86.

[14] Virginia I. Lohr, Caroline H. Pearson-Mims,and Georgia K. Goodwin, “Interior PlantsMay Improve Worker Productivity and Reduce

Stress In A Windowless Environment”,Department of Horticulture and LandscapeArchitecture Washington State University,Pullman, WA 99164-6414

[15] Ryan Hum and Pearl Lai (2007), “Assessment ofBiowalls: An Overview of Plant- and Microbial-

based Indoor Air Purication System”.

[16] Wood, R.A., Burchett, M.D., Alquezar, R.,Orwell, R.L., Tarran, J. and F. Torpy. (2006). “The

potted-plant microcosm substantially reducesindoor air VOC pollution: I. ofce eld-study”,

Water, Air, and Soil Pollution, 175, pp.163-180.[17] Prescod, A.W. (1992). “More indoor plants as air

puriers”, Pappus, 11:4.

[18] United States Environmental Protection Agency(1991), “Sick building syndrome”, Air andRadiation, Indoor Air Facts, 4.


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A Research on Nuances of Silk Weaving and Designing a

Handloom Hub at Kanchipuram

Ar. Thulasi Gopal.

Abstract — The lost platform of silk weaving industry

in Kanchipuram has been identifed in order to

bring back the lost glory of original silk weaving

techniques, process and products through down to

earth planning and designing patterns. A particular

community has been confned to these industries. The

idea of the silk parks with appropriate infrastructure

is to create awareness among others to take up

this profession. Deliberate research and extensive

interaction with the weaving community has gone

into evolving this design concept. The weaving

community was widely studied on their everyday

lifestyle, weaving activity, duration to complete each

activity, spacial organization, proximity of spaces

etc., in order to meet the requirements in the SilkPark. Apart from these, the supporting activities

like cocoon reeling and dyeing activities and their

spaces were studied. Weaver’s psychology which

results in the sari designs, creativity etc., was taken

into account for giving a suitable design solution.

Emotions related to the occupational spaces resulted

in interior-exterior connectivity, to avoid solitude.

Traditional Kanchipuram weavers’ house and their

elements were studied to incorporate those features

into the design. The challenge in the output was

how all the versatile activities of silk weaving can bedesigned under one roof, bringing in wholesomeness

through form, tone, style, texture, hue, and bringing

unity, balance and continuity. The design created

would provide people involved with a comfortable

living environment that they are longing for and

contribute to India’s gross domestic product.1

Index Terms — Silk Weaving, Handloom, Spatial

Organization, Design, Interior-exterior connectivity.

Ar. Thulasi Gopal is in School of Architecture,Hindustan, Chennai, India, (e-mail: gopal.aarthi@

gmail.com)

I. INTRODUCTION

Tamil Nadu has a rich cultural history and legacy that

spans several areas. All of these need to be preserved

for posterity as they remind the people of its enormityand feat. It has a world class brilliances to showcase,

which needs to be nurtured and suitably promoted to

support the branding and economic outcomes.

One such craft that needs to be reinstated from a

declining trend is Silk weaving. India is the second-

largest Silk producer in the world, next to China and

major sourcing base for international retail players.

According to Tamil epic ‘Silapadikaram’ the Silk

handloom weaving activity is said to have existed

since second Century AD at Kanchipuram. It is one ofthe traditional centers of Silk weaving and handloom

industries that is losing its identity.

The Scheme for Integrated Textile Park was

approved by Central Government of India to facilitate

setting up of Textile parks with world class infrastructure

and amenities. The Government of Tamilnadu has

proposed to bring a Silk park at Kanchipuram. Seventy

ve acres of land allotted by the Government of Tamil

Nadu for the purpose is located at Kilkathirpur village,

Kanchipuram Taluk and District.

II. CONSTRAINTS

The Silk and other textile industries are still community

driven i.e. a particular community is conned to these

industries. The idea of the Silk parks with appropriate

infrastructure is to create awareness among a lot of

others to take up this profession. This in turn keeps

the industry in the head front of Indian economic

development and increases the demand for Indian

textiles in International markets.


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Sriperumbudhur industrial area is situated 35 kms

away from Kanchipuram which attracts people to work

there due to time exibility, better income and less hard

work (when compared to weaving), suitable transport

facilities, allowances etc., provided by the companies

such as Hyundai, Nokia etc.

III. OBJECTIVES

The objectives of the project are

● To design a prime handloom hub

● To re-establish the traditional and cultural value of

ancient silk weaving which is the prime occupation

of the temple city and its surrounding villages and

village hamlets of Kanchipuram.

● To encourage the occupation, by providing the

workers with better functioning environment and

resources that would take the economy of the rural

sector to a superior stature.

● To bring back the lost platform for the weavers

to market their products, avoid duplicate market

players and also to showcase the culture.

IV. METHODOLOGY

The methodology proposed to be adopted are

● Understanding the site surroundings and services.

● Understanding the occupation and workplace.

● Weavers’ needs/opinions through questionnaires.

● Comparison of history against recent happenings.

● Techniques in the eld to choose the best for

today’s scenario.

● Requirement framing in detail.

● Case study- comparative study of Ayangarkulam

(weaving village and Pillayarpalayam weaving

town).Analysis of the common and the contrasting

features and characteristics.

● Formulating conceptual ideas.

● Development of concepts into schemes and intonal design output.

V. SCOPE AND NATURE OF ACTIVITIES IN THE

COMPLEX

The spaces planned on site are: Administration and

expo hall, Research center and training, Marketing area,

Warehouse, Cocoon reeling, Garment unit, Canteen

and hostel , Dyeing unit –CETP, Weaving cluster,

Residential cluster, Central hub – OAT, health care,

child care., Restaurant, Guest house, Multipurpose

area, Temple along with the pond, and other Services.

The main focus in the design was given to the Dyeing

cluster, Weaving cluster and the Residential Cluster.

VI. CHALLENGES FACED

The challenges faced include

● Bringing in different activities in one complex.

● Bringing wholesomeness in the design.

● Creating buffer spaces between each block.

● Proximity between all the spaces.

● Connectivity and ow of functions.

● Segregating the different residential, oating,

working and shopping population.

● Meeting the workplace requirements.

● Innovations for enhanced productivity of silk

products.

VII. ANALYSIS ALONG WITH EVOLUTION

OF DESIGN

Deliberate research and extensive interaction with the

weaving community has gone into evolving this design

concept. Their needs have been understood and have

been approached accordingly.

The site, on entry, will have the administrative

blocks, followed by the marketing blocks with a

research and testing center. This is to facilitate effective

marketing of the products as well as to ensure the

quality of the products. There is an industry, behind

the marketing area, which is to produce woven Silk

garments. The need for original silk sarees is decreasing

day by day and hence the requirement of the weavers

too is receding. To change this situation, silk can be

used to produce various other useful garments, apart

from sarees. They can be in accordance with the current

trends in fashion. This will escalate the demand for

woven silk garments which will in turn increase thedemand for the weavers.


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THULASI GOPAL:A RESEARCH ON NUANCES OF SILK WEAVING 17

After a detailed discussion with the village weavers,

it was found that they are not very keen with the idea

of shifting to a new alien location. Hence the design is

done in such a way so as to provide them with the most

homely environment possible.

The weaving looms customized is specic to matchthe needs of the Kanchipuram weavers. The houses

planned in the Silk Park are categorized into two main

styles, as per the requirements of the weavers. After

documentation, observation and analysis with the

weaving community of Kanchipuram, it was understood

that they are broadly segregated into two groups, based on

their economic needs. The houses have been constructed

in such a way so as to cater to their needs.

One of the concepts adopted by the earth institute

at Auroville is CSEB – Compressed Stabilized EarthBlocks. The soil at the site was observed to be sandy

clayey soil, one such type of soil which is used for

making CSEB blocks which can be used for construction.

This does not require any skilled labours at work, and

hence can be a source of income to the local dwellers,

who necessarily are not weavers, surrounding the site.

As mentioned, the site is located 7 km away from the

original weaving society; hence the locales here too

will have an opportunity to gain through employing the

concept. A large water body, for example, a typical pond

is created that facilitates water distribution to different

areas on site through the tank which is a focal feature on

site. The mud evacuated to create these water bodies will

be used for CSEB block making. Burnt bricks replaced

by CSEB blocks provide a sustainable concept.

There are farming areas around each housing

sectors, which will enable food production. This

offers them an additional source of income, as well

as an alternate food source. There are green areas

designed all around the site which acts as a buffer

space, segregating the diversied functions involved

in weaving a saree.

The central focus of this site is a multipurpose area

with a temple, a water body, commercial spaces, which

will provide the platform necessary for the weavers

to hold fares. It is to break the monotonous weaving

routine and to provide them with some relaxation. The

fares are also a means of interaction and communication

with weaving communities from other districts and

states. Thus holding fares and exposition summons

collaborative work from other communities, along withexchange of various important ideas and tools, which

will not only improvise the silk weaving techniques but

also make them aware of the current trends in the market.

All the silk saree shops can be shifted under the silk

society’s supervision so that adulteration is minimized

and originality is maintained. Training centers can be

proposed with Government certied courses on silk

weaving to attract younger generation into this activity,

Fig.1, 2 and 3 describe the process, design features

and the concepts adopted respectively in regard to the

proposal of the handloom hub at Kanchipuram.

VIII. CONCLUSION

Combination of traditional and contemporary

architecture is done which targets site planning level to

weaving machine design customized for the weavers.

Macro level to micro level planning is undertaken.

Material from site is used for construction which can

involve local dwellers who can be beneted apart from

the main target - the weavers. Dyeing areas which were

earlier inside the Kanchipuram towns causing pollution,

will be shifted here where the CETP is set up to solve the

issue of pollution. Considering the hot humid climate,

features like courtyard have been adopted to give a

natural day lighting and stack effect thus maintaining

a suitable indoor environment. Better workspace is

created which will result in better productivity. Efcient

usage of energy, water, and other resources is seen.

Measures are taken to protect occupants health and

improve employee productivity. Maximum reduction

in waste, pollution and environmental degradation is

seen into. CSEB blocks, which are green materials are

extensively used in the construction.

BIBILIOGRAPHY

http://www.silkclick.com

http://www.csapl.co.in/industrial.asp

http://www.thehindu.com/todays-paper/tp-national/

tp-tamilnadu/site-identied-for-silk-park-in-

kancheepuram/article168017.ece

http://www.kanchipuramdistrict.com/

http://smehorizon.sulekha.com/advancement-

made-panipat-weaving-industry-sustain_textiles-

viewsitem_8253

http://www.oldandsold.com/articles04/textiles16.shtmlhttp://environmental_impact_assessment


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F i g .

1 .

S i l k e n A r c

h i n o m y -

T h e p r o c e s s


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THULASI GOPAL:A RESEARCH ON NUANCES OF SILK WEAVING 19

F i g .

2 .

S l i k e n A r c h i n o m y -

D e s i g n F e a t u r e s


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F i g .

3 .

S i l k e n A r c h i n

o m y -

C o n c e p t s A d o p t e d


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A Case for the Development of High Speed Rail Link in India

D. Karthigeyan

Abstract — Indian Railways is an Indian state-

owned enterprise, owned and operated by

the Government of India through the Ministry of

Railways. It is one of the world’s largest railwaynetworks comprising 115,000 km (71,000 mi) of

track over a route of 65,000 km (40,000 mi) and

7,500 stations. India is a country with more than

1.2 billion population, which includes 35 cities with

more than 1 million people each as per Census 2011.

Its urban population is increasing day by day, and

the rail network forms the lifeline of the country,

where majority of the people are poor and cannot

afford to travel by air. Under these circumstances,

India which is aiming to become a global super

power by 2050 requires high speed rail networksimilar to China, which has the world’s largest

high speed railway network of more than 10,000

km. In this context, India needs to have a quality

and affordable high speed rail network for its poor

people to connect its major metropolitan areas

and to decongest the which are transforming to

megalopolition areas.1

Index terms — High speed rail network, Bullet train,

Transportations.

I. INTRODUCTION

High-speed rail is a type of rail transport that operates

signicantly faster than traditional rail trafc, using

an integrated system of specialized rolling stock and

dedicated tracks. The rst such system began operation

in Japan in 1964 and was widely known as the bullet

train. Even though India has one of the world’s largest

railway networks, it is yet to nd itself a place in the

D. Karthigeyan is in School of Architecture, Hindustan

University, Chennai, India, (e-mail: dkarthikeyan@

hindustanuniv.ac.in)

list of countries which currently have a commercial

high speed rail network. The average speed of trains in

developed nations is around 200 kmph whereas in India,

the maximum speed of any train hardly exceeds 150kmph. Rajdhani and Shatabdi are among the fastest trains

which run nearly at a speed of 120 kmph. On the other

hand, India’s neighbour China has built world’s largest

high speed railway network of about 10,463 Km long

[2]. China also has the largest single track length between

Beijing and Guangzhou which is 2,298 km. China has

world’s fastest trains running at the speed of 380 kmph.

It is surprising to see that the high-speed railway network

in China was developed in a short span of ve years. The

proposal for high speed trains had come to fore in 1990 in

that country and work had started in 2007.

Fig. 1. High speed rail in China

In 2015 China will have 18,000km of high speed

rail. Just ve years after China’s high-speed rail system

opened. It is carrying nearly twice as many passengers

each month as the country’s domestic airline industry.

With trafc growing at 28 percent a year for the last

several years, China’s high-speed rail network will

handle more passengers by early next year than the 54million people a month who board domestic ights in

the United States.


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China’s high-speed rail system has emerged

as an unexpected success story. Economists and

transportation experts cite it as one reason for China’s

continued economic growth when other emerging

economies like India are faltering due to the global

economic slowdown.Chinese workers are now more productive.

The productivity gains occur when companies nd

themselves within a couple of hours’ of train ride of

tens of millions of potential customers, employees

and rivals. Companies are opening research and

development centers in more glamorous cities like

Beijing and Shenzhen with abundant supplies of

young, highly educated workers, and having them take

frequent day trips to factories in cities with lower wages

and land costs, like Tianjin and Changsha. Businesses

are also customizing their products more through

frequent meetings with clients in other cities, part of a

broader move up the ladder toward higher value-added

products.

Airlines in China have largely halted service on

routes of less than 300 miles when high-speed rail links

open. They have reduced service on routes of 300 to

470 miles. The double-digit annual wage increases give

the Chinese enough disposable income that domestic

airline trafc has still been growing 10 percent a year.

Currently, China’s high-speed rail service costs

signicantly less than similar systems in developed

countries, but is considerably more expensive than

conventional rail service. For the 419 km trip from

Beijing to Jinan, High Speed Rail costs US$30 and

takes 1 hour 32 minutes, while a conventional train

costs US$12 and takes about 6 hours. By comparison,

the Acela train from Washington DC to New York City

covering a slightly shorter distance of 370 km costs

US$152–180 and takes 2 hour 50 minutes [3].

Fig. 2. China’s Pan-Asian high-speed rail link

Chinese government have a major plan with

respect to high speed rail network, by connecting

it to the whole of Asia and European Continent, so

that all its freight travel will happen through this

network, which in turn will make the Chinese a

global leader in the trade and commerce. In thisconnection, Chinese government even plans to build

a high-speed rail line connecting its south-western

city of Kunming to New Delhi and Lahore, part of a

17-country transcontinental rail project which is part

of its pan-Asian high-speed rail link. After many

years of negotiations with other Asian countries,

China has finally reached agreements with several

Central Asian countries and got the green signal to

its ambitious pan-Asian high-speed rail link, which

envisages connecting cities in China to Central Asia,

Iran, Europe, Russia and Singapore.

II. HIGH SPEED R AIL NETWORK

There is no standard or a global denition for it;

however, there are certain parameters that are unique to

high-speed rail, which are

● UIC (International Union of Railways) and EC

Directive 96/58 dene high-speed rail as systems

of rolling stock and infrastructure which regularlyoperate at or above 250 km/h (155 mph) on new

tracks, or 200 km/h (124 mph) on existing tracks.

However lower speeds can be required by local

constraints.

● A denitive aspect of high speed rail is the use

of continuous welded rail which reduces track

vibrations and discrepancies between rail segments

enough to allow trains to pass at speeds in excess of

200 km/h (124 mph).

● Depending on design speed, banking and the forcesdeemed acceptable to the passengers, curve radius

is above 4.5 kilometres (2.8 mi) and for lines

capable of 350 km/h (217 mph) running, typically

at 7 to 9 kilometres (4.3 to 5.6 mi).

A. Parameters of A High Speed Travel:

● The frequency of service,

● Regular-interval timetables, ● A high level of comfort,


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KARTHIGEYAN:A CASE FOR THE DEVELOPMENT OF HIGH SPEED RAIL 23

● A pricing structure adapted to the needs of

customers,

● Complement with other forms of transport,

● More on-board and station services.

Fig. 3. Inside rst class cabin of high speed train in France

B. On The Eco-Friendly Atmosphere:

● Transport is responsible for 25% of the world’s

carbon dioxide (Co2) emissions, with 80 – 90%

coming from cars and highway trucks, and only 2

% from rail.

● On high-speed railways the energy consumption

per passenger-kilometer is three and half times less

than for a bus, ve times less than for air and ten

times less than for a private car.

● The social cost of noise, dust, carbon dioxide, nitric

oxide and sulfur oxide emission for high-speed rail

is one fourth of road transport and one-sixth for air.

● It requires the construction of an eight-lane

highway to provide the same capacity as a double

track high-speed railway line [1].

Worldwide concerns over depleting fossil fuel

reserves, climate change, overcrowded airports, delayed

ights and congested roads have conspired with the

high speed rail technology as the only alternative.

High speed rail entails much less land usage than

motorways: a double track rail line has more than thrice

the passenger carrying capacity of a six-lane highway

while requiring less than half the land.

India is a relatively small country with a huge population and it will be too costly to build highways

so high-speed rail network will be a better option to

improve transportation efciency and to conserve the

depleting resources.

High speed rail network is the best choice for

distances of 500-700 km, where airlines cannot match;

below 200 km, road transport has an edge; beyond

1,000 km, air option may be better.

III. INDIAN GOVERNMENT CONTEXT

In India, high speed trains are often referred to as “bullet-

trains”. One of the rst proposals by the Government of

India to introduce high-speed trains was mooted in the

mid-1980s by then Railway Minister. A high speed rail

line between Delhi and Kanpur via Agra was proposed.

An internal study found the proposal unviable at that

time due to the high cost of construction and inability oftravelling passengers to bear much higher fares than what

was changed for normal trains. The Railways instead

introduced Shatabdi trains which ran at 130 km/h.

Fig. 4. Potential high speed rail corridors in India

The Indian Ministry of Railways’ in its white-

paper Vision 2020 submitted to the Parliament on

December 2009 envisages the implementation of

regional high-speed rail projects to provide services at

250-350 km/h, and planning for corridors connecting

commercial, tourist and pilgrimage hubs. Six corridors

have already been identied and feasibility studies

have been started,

1. Delhi-Chandigarh-Amritsar,

2. Pune-Mumbai-Ahmadabad,


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3. Hyderabad-Dornakal-Vijayawada-Chennai,

4. Howrah-Haldia,

5. Chennai-Bangalore-Coimbatore-Ernakulam,

6. Delhi-Agra-Lucknow-Varanasi-Patna.

These high-speed rail corridors will be built as

elevated corridors in keeping with the pattern of

habitation and the constraint of land.

Two new routes were later proposed by Indian

Railways, namely

● Ahmadabad - Dwarka, via Rajkot, Jamnagar and

the other from Rajkot to Veraval via Junagadh [4]

A. Approach to High-Speed

Indian Railways’ approach to high-speed is on

incremental improvement on the existing conventional

lines for up to 200 km/h, with a forward vision of speed

above 250 km/h on new tracks with state-of-the-art

technology.

B. Upgrade Tracks for 160-200 Km/H

The approach is to upgrade the dedicated passenger

tracks with heavier rails, and build the tracks to a closetolerance geometry t for 160-200 km/h. High-speed

tracks to be maintained and inspected using automation

to ensure required track geometry. There is a need

to perform more frequent inspection to ensure high

condence of safety at high-speed.

C. Likely Initial Lines

In India, trains in the future with speed of 250-350 km/h,

are envisaged to run on elevated corridors, to prevent

trespassing by animals and people. This is an excellent

way to isolate high-speed train tracks.

D. Project Execution

The cost of building high speed rail tracks is about Rs

70 crore/km (U$15.6m/km), compared with Rs 6 crore/

km of normal rail tracks.

E. High Speed Rail Corporation of India Ltd

Indian Railways set up a corporation called High Speed

Rail Corporation of India Ltd (HSRC) in July 2012 that

will exclusively deal with the proposed ambitious high

speed rail corridor projects. It will handle tendering,

pre-feasibility studies, awarding of contracts and

execution of the projects. All high-speed rail lines will

be implemented through public private partnership

(PPP) mode on a Design, Build, Finance, Operate andTransfer (DBFOT) basis.

IV. PROSPECT OF HIGH SPEED TRAIN OPERATION

IN INDIA

Mumbai – Ahmadabad rail line is likely to be the

first high speed rail network project in India which

the central government plans to take in the next five

year plan. Central Government is likely to make

some important announcements on this project inthe upcoming Budget session of the Parliament,

and the state government of Maharashtra is keeping

its fingers crossed as till now the share between

the centre and the state government is yet to be

announced.

Both France and Japan Governments have shown

interest in this line which covers a distance of 500

kilometers (312 miles) and expected to cost around

Rs.65,000 crores. Both the governments have taken a

feasibility study and are likely to submit the report byMarch 2014. Both the governments are hopeful, that

their technology will be utilized in building this high

speed rail network. Their feasibility study includes

dening “high speed” for India (which could be 300-

350 km per hour), the fares and the nance practices,

including public-private partnerships.

On the technology front, what separates the French

high-speed train technology from the Japanese, who

pioneered the system, is that TGV trains of France

could be operated at a normal speed (160 kmph), andon special sections, shifted to peak speeds. This made

it possible to integrate them easily with the existing

railways. Costs are high for such systems but when

supplied with cheap Indian labor the total cost will

come down drastically.

Fig. 5. Rail link from Mumbai to Ahmadabad


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KARTHIGEYAN:A CASE FOR THE DEVELOPMENT OF HIGH SPEED RAIL 25

The quickening pace of commercial co-operation

comes with India and Japan -- both democracies

-- eyeing the rise of China with increasing unease,

as Beijing presses territorial claims with growing

insistence [5]

With this regard, Japan has already submitted itsnal report of the feasibility study on upgrading the

speed of the existing Mumbai-Ahmadabad route to

160-200 km per hour and further consultations on the

report between the two countries are on.

V. BENEFITS IN THE INDIAN CONTEXT

In India, out of all the benets, discussed earlier,

the reduced journey time has been the overriding

consideration in the adoption of high-speed rail work.On the basis of the current experiences in the world, it

has been observed that when the distances are between

300 to 600 Km, and the travel time by the high-speed

train is less than 2 – 2.5 hours, the market share of

passengers for the high-speed rail is at least 75-80%.

This percentage decreases dramatically when the travel

time of train increases to 4 to 5 hours and a round trip

during the day is not possible.

High speed train operation will play a signicant

role in the de-congestion of megalopolis towns ofDelhi, Kolkata, Mumbai, Chennai, etc. Operationally,

high-speed trains can optimally connect cities 500 to

1,000 km apart, and in one of the best-known sectors,

Paris-Lyon, the peak capacity is 12,000 passengers per

hour at 1,000 people per train, providing service once

in four minutes.

VI. CONCLUSION

Once the Indian government decides, it should not take

more than 4-5 years to have high-speed trains running

on Indian soil. The benets for a common man will be

like,

● With less than one hour of journey time, it will

then be possible to live in the salubrious climate of

Chandigarh and commute to Delhi for work.

● A bullet train between Bangalore and Mysore

(about 88 miles) will decongest Bangalore and

one can reach Mysore in 30 minutes. This train

will bridge the travel time between Bangalore and

Mysore and pave way for their development as

twin cities.

● High-speed rail lines from Bangalore to Chennai

(180 miles) are also under discussion by the

Government of India. Then we might reach

Chennai within an hour from Bangalore by thesurface transport. [6]

R EFERENCES

[1] Mundrey, “Tracking for High speed trains in

India”, January, 2010, RITES Journal.

[2] http://zeenews.india.com/news/world/china-s-

high-speed-bullet-train-network-exceed-10-000-

km_879426.html

[3] http://www.globalresearch.ca/eurasian-economic-

boom-and-geopolitics-china-s-land-bridge-to-

europe-the-china-turkey-high-speed-railway

[4] http://www.mapsofindia.com/railways/high-

speed-rail-corridors.html

[5] http://www.ibtimes.com/next-stop-bangalore-

japan-may-help-south-india-build-high-speed-

rail-system-1408542

[6] http://www.indianexpress.com/news/india-japan-

to-study-highspeed-rail-feasibility/1134280/


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HMAC Filtering Scheme for Data Reporting in

Wireless Sensor Network

E. Kodhai, P. Bharathi and D. Balathiripurasundari

Abstract — Wireless Sensor Networks consist of a large

number of small sensor nodes, high processing power,

limited in usage of efcient security mechanisms and

susceptible to possible node compromise, passiveand active attacks. These restrictions make them

extremely vulnerable to a variety of attacks. Mostly

public key cryptographic techniques are found to be

more work prone with the secure exchange of keys,

mainly lengthy hash operations with high processing

rounds etc. Even though these techniques do not

provide adequate verication process of reports from

source to sink, they do not completely mitigate false

report injection attacks and Denial of Service attacks.

In this work we propose a HMAC’ed ltering scheme

for secure transmission of data and we propose atechnique called encryption of combined hashes which

lters bogus reports and then specically addresses

false report injection attacks and Denial of Services.

It has three phases which are Key Pre-distribution,

Key Dissemination and Report Forwarding Phase.

The legitimacy of the report being forwarded by the

cluster head is collectively endorsed by a preset value

and achieved by Message Authentication codes. In

our proposed scheme the increase in performance is

achieved through control messages, increasing secure

data transmission and addressing false data reports.1,2

Index Terms — Wireless Sensor Network, mobile

relay nodes, wireless routing, bandwidth, energy

consumption.

E. Kodhai and P. Bharathi are in Department of

Information Technology, Sri Manakula Vinayagar

Engineering College, Pudhucherry, India. (e-mail:

[email protected], [email protected])D. Balathiripurasundari is in DotNet TCS Corporate,

Chennai. (e-mail: [email protected].)

I. INTRODUCTION

Sensor networks are dense wireless networks which

are small in size, very low-cost and which collect and

disseminate environmental data. Wireless Sensor

Networks (WSNs) facilitates monitoring and controlling

of physical environments from remote locations with

better accuracy. They have applications in a various

elds such as environmental usage, military requirement

and gathering sensing information in inhospitable places.

Sensor nodes have various energy and calculating

constraints because of their inexpensive nature and ad

hoc method of deployment.

The number of nodes in a WSN is usually much

larger than that in an ad hoc network. Sensor nodes

are more resource constrained in terms of power,

computational capabilities, and memory. Sensor nodes

are typically randomly and densely deployed (e. g., by

aerial scattering) within the target sensing area. The post-

deployment topology is not predetermined. Although in

many cases the nodes are static in nature, the shape and

size might change frequently because the sensor nodes

and the wireless channels are prone to failure.

II. SYSTEM MODEL

Some of the existing schemes for Filtering False

Reports in WSN are Statistical En-route Filtering

(SEF), Interleaved hop-by-hop authentication (IHA)

and Providing Location aware End- to-End Data

Security (LEDS). The details of these techniques are

discussed briey in the following sub-sections.

A. Statistical En-route Filtering (SEF)

Ye et al. [12] proposed a statistical En-route ltering

(SEF) scheme based on probabilistic key distribution.


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KODHAI ET AL.: HMAC FILTERING SCHEME FOR DATA REPORTING 27

In SEF, a global key pool is divided into n partitions,

each containing m keys. Every node randomly picks k

keys from one partition. When some event occurs, each

sensing node (that detects this event) creates a Message

Authentication Code (MAC) for its report using one

of its random keys. The cluster-head aggregates thereports from the sensing nodes and guarantees each

aggregated report contains T MACs that are generated

using the keys from T different partitions, where T is a

predened security parameter. Given that no more than

T-1 nodes can be compromised, each forwarding node

can detect a false report with a probability proportional

to 1/n. The ltering capacity of SEF is independent

of the network topology, but constrained by the value

of n. To increase the ltering capacity, we can reduce

the value of n , however, this allows the adversaries to

break all partitions more easily. In addition, since thekeys are shared by multiple nodes, the compromised

nodes can impersonate other nodes and report some

forged events that “occur” in other clusters.

B. Interleaved Hop-By-Hop Authentication (IHA)

Zhu et al. [13] proposed an interleaved hop by hop

authentication (IHA) scheme. In this scheme, the

base station periodically initiates an association

process enabling each node to establish pair wisekeys with other nodes that are t+1 hops away, where

t is called the security threshold value. In IHA, each

sensing node creates a MAC using one of its multihop

pairwise keys, and a legitimate report should contain

t+1 distinct MACs. Since every multihop pairwise

key is distinguishable, IHA can tolerate up to t level

compromised nodes in each cluster instead of in the

whole network as SEF does. However, IHA requires

a xed path for transmitting control messages between

the base station and each cluster-head, which cannot

be assured by some routing protocols such as GPSR

and GEAR. Moreover, the high communication

overhead incurred by the association process makes

IHA unsuitable for networks whose topologies change

frequently.

C. Providing Location Aware End- To-End

Data Security

Providing Location aware End-to-End Data Security

(LEDS) design overcomes the limitations of the existinghop-by-hop security paradigm and achieves an efcient

and effective end-to-end security paradigm in WSN. It

exploits the static and location-aware nature of WSNs,

and proposes a novel location-aware security approach

through two seamlessly integrated building blocks: a

location-aware key management framework and an

end-to-end data security mechanism. In this method,each sensor node is implemented with several types of

balanced secret keys, some of which are intended to

provide end-to-end data condentiality, and others are

to provide both end-to-end data authenticity and hop-

by-hop authentication. All the keys are measured at

each sensor node independently from keying materials

pre-loaded before network deployment and the location

information is obtained after network disposal, without

inducing new communication overhead, for shared key

establishment.

III. PROBLEM DEFINITION

Each of the existing schemes for Fig. 1. Statistical

En-route Filtering (SEF), interleaved hop-by-hop

authentication (IHA) and Providing Location aware

End- to-End Data Security address false report

injection attacks and or DoS attacks. However they all

have some constraints. SEF is independent of network

shape and size, but it has a limited number of ltering

capacity and cannot prevent impersonating attacks onlegitimate nodes. IHA has a drawback, that is, it must

periodically establish multihop pair wise keys between

nodes. Further, it refers to a located path between the

base station and each cluster-head to transmit messages

in both directions, which cannot be assured due to the

dynamic topology of sensor networks or due to the use

of some underlying routing protocol.

LEDS utilizes location-based keys to lter false

report. It assumes that sensor nodes can determine

their locations in a short period of time. However, thisis note practical approach, because many localization

approaches take quite long and are also vulnerable

to malicious attacks. It also tries to address selective

forwarding attacks by allowing a whole cell of nodes

to forward one report; however, this incurs high

communication overhead.

Later, we have discussed the routing protocol

AODV on which the proposed scheme is to be

executed. AODV takes care of the route discovery

and maintenance process thereby easing the proposedscheme to concentrate on the En-route ltration


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capacity and the mitigation of false report injection

attacks and DoS attacks.

IV. DESIGN

A. Introduction

In this chapter we describe our proposed security scheme

called HMAC’ed Filtering Scheme for Data Dissemination

in WSN. This scheme addresses false report injection

attacks and DoS attacks such as Selective forwarding

and Report disruption in WSN. The multifunctional key

management framework is used in this scheme which

involves authentication keys. Similar to SEF and IHF

discussed in section 3 our proposed En-route ltering

scheme also uses the key distribution mechanism

employed in WSN. Unlike other schemes which either

lack strong ltering capacity or cannot support highly

dynamic sensor networks, our scheme uses a hash chain

of authentication keys which are used to endorse reports.

Meanwhile, a legitimate report should be authenticated by

a certain number of nodes. First each node disseminates its

key to forwarding nodes. Then, after sending reports, the

sending nodes disclose their keys, allowing the forwarding

nodes to verify their reports. It can be explained with the

help of the following gure 1.

Fig. 1. Key Derivation

Under this scheme control messages are used

to disseminate and disclose the keys to forwarding

sensor nodes and later allow nodes to verify the keys

by decrypting them and nding a shared secret key. To

accomplish this every sensor node maintains 2 secret

key pools and a seed key. A series of authentication

Hindustan Journal Vol-6

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