The 1st International Joint Student
Online Seminaron
One Health, One World(OHOW)
9-10 December 2021
Co-Organized by
One Health One World (OHOW),
Institute of Industrial Science, The University of Tokyo, Japan&
Regional Network Office for Urban Safety (RNUS),
School of Engineering and Technology,
Asian Institute of Technology (AIT), Thailand
Supported by Takeuchi laboratory

Organizing Members
Prof. Pennung Warnitchai (AIT, Thailand)Prof. Toru Okabe (Director General, IIS, UTokyo, Japan)
Prof. Wataru Takeuchi (IIS, UTokyo, Japan)
Prof. Mehedi Ahmed Ansary (BUET, Bangladesh)PREFACE
IIS has established a Regional Network Office for Urban Safety (RNUS) at SET, AIT since 2002 anddispatched young faculty members from Japan to Thailand to work for education and research
including urban safety, remote sensing and GIS, infrastructure health assessment, flood risk
monitoring. RNUS also serves to organize seminars and arrange IIS/U-Tokyo alumni parties every
year. We recognize RNUS as one of the core international liaison research offices leaded by One
Health and One World initiative (OHOW) of The University of Tokyo since July 1, 2021.
Recent outbreak of COVID-19, phenomena such as species loss, habitat degradation, pollution,
invasive alien species, and global climate change are recognized as fundamentally altering life on ourplanet from terrestrial wilderness to the most densely populated cities. The concept " One Health, One
World" addressed as Manhattan principles in 2004 has been well recognized which is a comprehensive
science of human and animal health, and the global environment along with urban safety and urban
environmental management.
This is the second event in the last 13 years which is fully organized via online conference style. I
was concerned about the connection from countries with unstable internet environments, but themoderator from AIT was able to share the questions on chat and the discussion among the students
progressed more than expected. There were 44 student presenters from 11 countries, including Japan,
Thailand, Bangladesh, China, Sri Lanka, Philippines, Indonesia, Lao PDR, Kenya, Bhutan, Nepal, fora total of 140 participants over the two days, including the audience.
On the first day, Professor Wataru Takeuchi of IIS presented "Introduction to one health, one world",
Professor A. S. M. Maksud Kamal of Dhaka University presented "Public health hazard and economic
perspective", and Professor Ahmed Ansary of BUET Mehedi presented "Bangladesh's preparedness
to manage earthquake disaster". Prof. Ahmed Ansary of BUET spoke on "Bangladesh's preparedness
to manage earthquake disaster". On the second day, Professor Reiko Kuwano of IIS gave a lecture
titled "Hidden cavities in the urban ground.
May I ask each of you here today to lend your strength and support to AIT and IIS/UTokyo as it
strives to enhance and expand ever-growing friendship and scientific exchange activities for excellent
scientific researchers.

Thank you very much, Kopun-krap, Arigato-gozaimasu.
Institute of Industrial Science
The University of Tokyo, Japan
Professor Wataru TAKEUCHI

CONTENTS
・Program・・・・・・・・・・・・・・・・１
・Special lecture・・・・・・・・・・・・・４・Student Poster・・・・・・・・・・・・・8
・Students Questionnaire・・・・・・・・・52
・Appendix・・・・・・・・・・・・・・・54
・Photos・・・・・・・・・・・・・・・・55
・IIS NEWS LETTER・・・・・・・・・・ 57

PROGRAM
Venue: Online
Date: 9-10 December 2021
D=Disaster, E=Environment Field, I=Infrastructure, O=Others
AIT: Asian Institute of Technology (Thailand), BUET: Bangladesh University of Engineering Technology (Bangladesh),
Dhaka: University of Dhaka (Bangladesh), NUT: Nagaoka University of Technology (Japan),
SIT: Shibaura Institute of Technology (Japan), Tsinghua: Tsinghua University (China),
NIT: National Institute of Technology, Gunma College (Japan), Utokyo: The University of Tokyo (Japan)
DAY1: 9th Dec. 2021
Date

Time (Japan)

ID

Opening
ceremony

16:30-16:45

SpecialLectureaffiliation

Title

Prof. Wataru Takeuchi

UtokyoIntroduction to one health, one world

16:45-17:05

Prof. Dr. ASM Maksud Kamal

Dhaka

Public Health Hazard and Economic Perspective

A1

17:05-17:11

2

Mr. Abhishek Regmi

I

AIT

A2

17:11-17:17

6

Mr. Abu Zahir Abir

D

Dhaka

A3

17:17-17:23

12

Mr. Chhabi Lal Paudel

I

SIT

A4

17:23-17:29

13

D

NUT

A5

17:29-17:35

17

Mr. Yoshinobu
Watanabe
Ms Sayma Ahamed

An Experimental Study on Seismic Response Estimation
Using Measured Acceleration Data
PM2.5 Concentration Variation Modelling based on Satellite
Retrieved Aerosol Optical Depth and In Situ Recordings
Review of issues leading to the delay of mega road projects
in Nepal
Evaluation of Stability of Wide-area Slopes Affected by
Combined Effects of Earthquakes and Rainfall

O

BUET

A6

17:35-17:41

18

Ms Mahima Yusuf
Tarana

O

Dhaka

A7

17:41-17:47

25

Mr. Kyoichiro Hirata

O

UtokyoA8

17:47-17:53

31

Mr. Muhammad Rafiul
Mahdi

I

BUET

A9

17:53-17:59

33

Ms Sabah Hossain Iqra

O

BUET

Break
SpecialLecture17:59-18:15
18:15-18:35
17:15-(Beijing)
16:15-(Thai)
15:15-(Bangladesh)
18:35-18:41

B1

Name

field

15:30-(Beijing)
14:30-(Thai)
13:30-(Bangladesh)

Prof. Mehedi Ahmed Ansary

Impact of Covid-19 Pandemic Immediately after the First
Wave on Readymade Garment (RMG) Sector in Bangladesh
Assessment of Flood Induced Health Risks and Resulting
Disruptions in Health Care Facilities in Louhajang Upazila ofMunshiganj District
Shooting Condition of Urban Landscape Photography with
Focusing on the Composition of Skyscrapers
An Experimental Investigation of Welded Wire Reinforced
RC Slab Panels for Evaluation of their Flexural Capacity andServiceability
Application of Arima Model to Estimate the Influence of
Official Lockdown Period on Road Accident Patterns in
Dhaka City

BUET

Bangladesh’s Preparedness to Manage Earthquake
Disaster

Seismic Response of Asymmetric Rectangular Blocks in
High-Rise Building
Understanding stakeholder perspectives on a suspended roadwidening project in the Philippines using Q methodology

3

Mr. Sivaram

O

AIT

I

SIT

D

Dhaka

Development of a Simplified Analytical Model to Evaluate
Hospital Preparedness for Earthquake Emergency Response

I

SIT

Characteristics of Road Geohazards in Bhutan

D

Dhaka

B2

18:41-18:47

5

B3

18:47-18:53

8

B4

18:53-18:59

15

Mr. Kenneth Edward
Torrella Fernando
Ms Fahmida Alam
Bintu
Mr. Dhan Raj Chhetri

B5

18:59-19:05

20

Ms Tasnim Jabin Jui

1

Assessment of Community 窶冱 Willingness to Pay for
Improved Public Healthcare Facilities in the Coastal Hazardprone Areas of Bangladesh

B6

19:05-19:11

22

Mr. Ren Hori

D

NIT

B7

19:11-19:17

27

Ms Anika Tasmiah

D

BUET

B8

19:17-19:23

34

Mr. Zamzam Multazam

I

UtokyoB9

19:23-19:29

35

Mr. Zarif Ikram

I

BUET

B10

19:29-19:35

39

Mr. Ashkar Rahman
Aquib

D

BUET

How about the Strict Enforcement laws to Mitigate Traffic
Crashes in Bangladesh?

B11

19:35-19:41

43

Ms Ira San JoseE

UtokyoSemi-Automated Delineation of Landslides Triggered by the2018 Typhoon Prapiroon in Eastern Hiroshima, Japan

Comments

19:4118:41-(Beijing)
17:41-(Thai)
16:41-(Bangladesh)field

affiliation

title

Study on Geotechnical Behavior of Long-Distance GroundFlow During the 2018 Sulawesi Earthquake, Indonesia
Development of Empirical Correlations between Shear Wave
Velocity and In-Situ Penetration Test Results for All Typesof Soils in DMDP Area, Bangladesh
Shaking table tests on one-quarter scale model of concrete
hollow blocks masonry houses retrofitted with fiberreinforced paintElaborating Various Vehicles Features on Traffic Safety

From Professors and so on

DAY2: 10th Dec. 2021
Date

Time (Japan)

ID

name

SpecialLecture16:30-16:45
15:30-(Beijing)
14:30-(Thai)
13:30-(Bangladesh)
16:45-16:51

Prof. Reiko Kuwano

41

Mr. Shuai Shao

C2

16:51-16:57

38

C3

16:57-17:03

4

C4

17:03-17:09

9

C5

17:09-17:15

10

C6

17:15-17:21

19

C7

17:21-17:27

C8

UtokyoHidden cavities in the urban groundE

UtokyoBiophysical Suitability Assessment for Chinese Cabbage of
East Asia from 2001 to 2020

Ms Sarah Sultana

D

BUET

Exploring Critical Accident Factors of National Highways in
Rural Areas of Bangladesh

Ms SrikulnathNilnoree
Ms Samiha Saleha

I

AIT

An Integrated Internet of Things Sensor based System for
Structural Health Monitoring

E

Dhaka

Ms Eng. Grace Njeri
Muna
Mr. Shi Zhengyi

I

SITTime Series Analysis of the Seasonality of Air Pollution and
Its Impact on COPD Cases in Dhaka City
Effect of Reclaimed Asphalt Pavement on the sustainability
characteristics of Asphalt Concrete

I

TsinghuaAnalytical research on city infrastructure interdependencies:
A case study based on network method

24

Mr. Tonmay Kumar
BarmanD

Dhaka

17:27-17:33

28

Mr. Mir Md. Tousif

I

BUET

C9

17:33-17:39

32

D

SIT

C10

17:39-17:45

36

O

BUET

Hotspot Analysis of COVID-19 Effects on Inland Waterway
Accidents in Bangladesh

C11

17:45-17:51

40

Mr. Silimanotham
Hatthaphone
Mr. Aninda Kumar
Chowdhury
Mr. Bo Mahai

Identifying Dynamics of 2020 Flood Event & It 窶冱 Effecton Health of the Community in Kurigram District by Using
Earth Observation Technology.
Geotechnical Characterization of Riverine and Coastal
Embankment Soil of Bangladesh Based on Standard
Penetration Testing and Cone Penetration Testing
The relationship between bridge characteristics and condition
rating for road bridges in Lao PDR

D

UtokyoDynamic structure-soil-structure interaction of pile groups
among structures: a parametric study

break

17:51-18:10

D1

18:10-18:16

44

Mr. Shoki ShimadaE

UtokyoD2

18:16-18:22

45

Ms Tahsin Ishrak
OisheeE

BUET

Detection and disaster risk evaluation of solar photovoltaic
cells by satellite remote sensing data and a machine learning
methodModeling the Spatio-Temporal Correlation of Hydrological
Variations with Accident Frequency in the Ganges-Padma
River Route

C1

2

D3

18:22-18:28

7

Ms Teng Limin

O

NUT

D4

18:28-18:34

11

Mr. Nitesh Acharya

I

SIT

D5

18:34-18:40

14

Mr. Binay Karna

O

AIT

D6

18:40-18:46

16

E

Dhaka

D7

18:46-18:52

23

Mr. Abul Kashem
Faruki Fahim
Ms Ji Xinyu

I

Tsinghua

Impacts of climate change on urban drainage systems

D8

18:52-18:58

26

Ms Noshin Nower

E

Dhaka

D9

18:58-19:04

29

D

BUET

D10

19:04-19:10

37

Mr. Subashish Kundu
Sunny
Ms Maisha Ghani

NO2 concentration trend in Dhaka city during the lockdown
and subsequent impact on aerosol index and daily maximum
temperature
Mitigating Landslide Hazard Through Bamboo Slope
Protection

O

BUET

D11

19:10-19:16

42

Mr. Huang Yiwei

E

UtokyoD12

19:16-19:22

46

Mr. Joydip PaulD13

19:22-19:28

47

Mr. Yutaro Hara

Comments/closing

BUET
I

Utokyo19:2818:28-(Beijing)
17:28-(Thai)
16:28-(Bangladesh)

3

Damage Characteristics of the 2019 Yamagata Prefecture
Earthquake and Damage Classification in Koiwagawa
Review of the existing road safety issues and improvement
practices in Nepal
Modified Andreason & Andersen Particle Packing
Optimization method to develop low cement highperformance concrete with partial cement replacement by fly
ash and silica fume
Liquefaction resistance evaluation of soils using artificial
neural network for Dhaka City, Bangladesh

A Comprehensive Factor Analysis of Unauthorized Vehicle
Accidents in Bangladesh
Prediction of potential nighttime fishing area using nighttime
light and species distribution model in exclusive economic
zone of Japan
Finite Element Analysis to Evaluate Impact of Head Injury ofCommercial Ride-Sharing Service Helmets
Fine-coarse interlayered soil structure adopted in theconstruction of ancient tomb mounds

SPECIAL LECTURE
・Prof. Wataru Takeuchi, The University of Tokyo「Introduction to one health, one world」

・Prof. Dr. ASM Maksud Kamal「Public health hazard and economic perspective」

4

・Prof. Mehedi Ahmed Ansary「Bangladesh’s preparedness to manage earthquake disaster」

・Prof. Reiko Kuwano「Hidden cavities in the urban ground」

5

STUDENT POSTERAn Experimental Study On Seismic Response Estimation Using Measured Acceleration Data
Abhishek Regmi*, Pennung Warnitchai***Graduated Student, Structural Engineering, Asian Institute of Technology (AIT), Nepal**Professor, Structural Engineering, Asian Institute of Technology (AIT), Thailand
1st International Joint Student Online Seminar on One Health, One WorldABSTRACTThis poster presents an experimental study on testing a method of estimating the seismic responses of a structural system using measured acceleration data. The time
histories of the acceleration responses are measured only from a limited number of nodes. A modal decomposition approach based on the orthogonal filter, modified for thelimited number of acceleration data, has been used to extract the modal accelerations from the measured acceleration data. Then the modal coordinates were obtained bydouble integrating the modal accelerations. The proposed method utilizes the modal concept to combine the modal coordinates and the dynamic characteristics of thestructural system for the estimation of different seismic responses. In this study, a multi-degree freedom steel cantilever system was tested on a shaking table simulating thereal earthquake motions. The acceleration transducers were installed for monitoring the acceleration during the vibration. An ambient vibration test was conducted for thedetermination of the dynamic properties of the physical specimen. The seismic responses, especially the bending and shear, were then estimated using the proposed method.
Finally, the seismic response estimation method was validated by comparing the estimated strain responses with those obtained directly from the strain gauges attached tothe test model.

Seismic Response Estimation Method

Shaking Table Experiment of a Cantilever Beam Structure

Simulating Real Ground Motions (Friuli X 1.8, PGA=0.63g)

Strain Comparison (Friuli X 1.8, PGA=0.63g)

Strain Comparison (Kobe X 0.1, PGA=0.034g)

Conclusions and Recommendations• The time history of bending and shear strain responses can be predicted wellusing the proposed method• Other seismic responses can also be estimated using this approach• The experimentally tested method for seismic response estimation was foundto be accurate enough for the application• Further tests need to be done for the application of this method beyond thelinear range
For further information, contact below.
Mr. Abhishek Regmi, Structural Engineering, Department of Civil and Infrastructure Engineering, Asian Institute of Technology, Thailand
Phone no: +66 990264962
Email: abhishek.regmi53@gmail.com

8PM2.5 Concentration Variation Modeling Based on Satellite Retrieved Aerosol Optical
Depth and In Situ Recordings
Abu Zahir Abir a, Dewan Mohammad Enamul Haque b, Dr. Mohammad Moniruzzamanca Department of Disaster science and Management, University of Dhaka.
b Associate Professor, Department of Disaster Science and Management, University of Dhaka.
c Principal Scientific Officer, Bangladesh Council for Scientific and Industrial Research (BCSIR)

Fine particulate matter with aerodynamic diameters smaller than 2.5ϻm is known as PM2.5, and it is problematic for our health as it can enter into the alveoli,
causing severe cardiovascular diseases, respiratory diseases and even lung cancer. There are few continuous air monitoring stations functioning in Bangladesh but it
is not possible to get the whole pollution nature only by these limited number of stations. Considering these limitations, satellite retrieved aerosol optical depth(AOD) is getting familiar worldwide to map PM2.5 concentrations. We have operated season-wise regression analysis between AOD and in situ PM2.5
concentrations, and the R² value of the linear regression functions are 0.4874, 0.42, and 0.7682 for winter, spring, and monsoon respectively. We have used thisrelationship to map PM2.5 concentrations in February, April, and October for the year 2003, 2010, and 2020. We have found an increasing trend of PM2.5
concentrations in February. During April, the concentration gets higher in the 2010 map compared to the 2003. But we have seen this trend is not followed for 2010,
and 2020 because of the COVID19 lock-down protocol. In October, we have found a lower concentration of PM2.5 compared to the February, and April, and there
is no significant trend seen in the decadal maps because of the precipitation. In addition, we have proposed two models to calculate monthly average PM2.5 anddaily average PM2.5 from the meteorological parameters that are easily accessible.

Introduction:
There is a strong relationship between PM2.5 and adverse health effects such as mortality, ischemic heart disease and lung cancer, PM2.5 concentrations should be monitored intensively.
But monitoring the air quality instrumentally is so much costly which leads to a limited number of air quality monitoring stations especially in underdeveloped and developing countries.
This study aims to understand the PM2.5 concentrations over decades utilizing the satellite retrieved AOD. We have worked with the month of February, April and October to represent
the three distinguished seasons of Bangladesh, and selected the year 2003, 2010 and 2020 to understand the decadal variation of PM2.5 concentrations. To map the PM2.5 concentrationsof each month, we have used MODIS Aqua 3k AOD products that are freely accessible via Earthdata portal of NASA (LAADS DAAC NASA, 2021) and applied season-wise regional
intercept and slope values which have been obtained by the regression analysis between AOD and in situ recordings. In situ PM2.5 recordings are taken from the AirNow website(AirNow, 2021) which is a partnership of the U.S. Environmental Protection Agency, National Oceanic and Atmospheric Administration (NOAA), National Park Service, NASA, Centers
for Disease Control, and tribal, state, and local air quality agencies. Furthermore, we have developed monthly and daily PM2.5 models to calculate approximate PM2.5 concentrations. To
develop monthly PM2.5 model, we have used CASE monthly average value of PM2.5, solar radiation (1hr), relative humidity (1hr), ambient temperature (1hr) and rainfall (1hr). In
addition, mean of daily mean values of ‘Average Combined Dark Target and Deep Blue AOD at 0.55 micron for land and ocean’ are included in the model to make the model moreaccurate. To develop daily model, we have used PM2.5 daily average from March 2016 to February 2021. The in situ recordings are taken from the World Air Quality Index Project
which starts working from 2007 (World Air Quality Index, 2021). We have used seven meteorological parameters namely precipitation, relative humidity, surface pressure, temperature,earth skin temperature, wind speed and Insolation Clearness Index in the daily PM2.5 model. The data are taken from the NASA Power Data Access Viewer. Artificial Neural Network is
applied to model both the monthly and daily PM2.5 model, and these two models can be used to derive PM2.5 from the model parameters.

Methodological Framework:

Relationship between PM2.5 concentrations and AOD:

Significance:
E-mail: abuzahirabir@gmail.com az-abir@wiu.edu• Map PM2.5 using satellite retrieved Aerosol products

HP: https://sites.google.com/view/abuzahirabir/background?authuser=0• Calculate the PM2.5 daily or monthly concentrations from meteorological variables
9 using artificial neural network

Review of issues leading to the delay of mega road projects in Nepal
Chhabi Lal Paudel1, Michael Henry2
1Shibaura Institute of Technology, 2Associate Professor,

Department of Civil Engineering, Shibaura Institute of Technology
Abstract
The projects of most prominent transport mode have seriously affected by time and cost overrun during their performance. Ultimately, socio-economic development
is affected due to resource constraint and poor output performance. The main objective of this research is to examine the most critical delay factors in mega roadprojects based on past research & available project specific database. It will overview the relevant policies for further improvement. From the literatures & project
data, the most critical mega road project delay factors as capacity constraint, land acquisition, relocation of utilities, decision process, environmental clearances,coordination, political instability, force majeure and resource planning. As the delay is inevitable, proper analysis helps to sensitize decision/policy maker & to adopt
delay minimization measures.
Analysis Results

Background

Delay is inevitable in any situation due to the complex nature of mega projects. Extent of effect ofdelay factors is found country specific and project specific. Schedule and Cost performanceindicates the effect of delay factors in overall project performance.
Schedule and Cost performance indices of three mega road projects are calculated as follows:
Scheduled Performance Index Cost
Performance
Project Name(SPI = Planned Duration/ Actual Index (CPI = EstimatedDuration)
Cost/Actual Cost)

National Highways

DoR Responsibility

Government of Nepal under the institutional responsibility of Department of Roads (DoR) has
been implementing national highway development projects. As in the other countries, it has the
problem of timely accomplishment of projects in stipulated time and cost. This research mainly
focus on the mega road projects and their implementation issues.

Project Considered for Delay Study
MaintenanceMid Hill Project

Construction
Mid Hill
Highway
Project

Planning

PostalHighway
Project

Kathmandu – Terai
Expressway Project

Postal Highway Project
Kathmandu - Terai Expressway
Project

Three projects having high cost, wider area coverage with geographicalcomplexity are defined as mega road projects. At present, the time and cost
scenario of these projects are as follows in graphical form:

0.63

0.33

0.67

0.72

0.44

0.52

The overall road sector’s yearly expenditure efficiency and the same with the mega road projects
indicates that economic growth and timely execution of projects are interrelated. Following
graphical representation of data illustrate the relationship.

Source: National Planning Commission & Department of Roads Project status reports, 2019

Research Objective
The main objective of this research is to examine the most critical delay factors inmega road projects based on past research & available project specific database.

Source: International Monitory Fund, April 2021 & Department of Roads, Progress Report, 2019-20

Methodology and Analysis Results

Findings & Result Interpretation

The data presented in the following table are the findings of past researches in the area of
infrastructure project delay analysis. Most important factors from the literatures are considered.
In case of Nepal, the findings from the project progress evaluation reports from the governmentorganizations. These are the few among the long list of issues affecting time and cost overrun:¾ No project is idle as planned. During the performance, many issues related to planning andcontract related arise which are the causes of project delay.
¾ Timely addressing those delay issues, project performance can be improved significantly.
¾ Proper adoption of mitigation measures enhance the project performance for achieving the highquality output with optimization cost.
Project Cost & Project Risk
[Technical, Financial &Geographical]

Reasons for Delay (from Literature)

Delay reasons for Nepal

Australia Capacity constraint, planning, financing, Capacity

constraint,

Malaysia resource availability and coordination

coordination,

Ghanaplanning

anddesignEthiopia Corruption, resource constraint, inflation, deficiencies,
quality and decision process
TurkeyDelayeddecision,changes

Fact of Nepal’s mega road project

Acquisition, geographicalinlaw, complexity,

Saudi

Procurement,

political

Arabiamotivation, variation and coordination

JordanPayment, slow decision, inaccurate design,

majeure,High Cost
Low Quality

High Cost
High Quality

instability and financing.

What to do?
Low Cost
Low Quality

variation and financing
Source: Literature review on delay analysis & project reports of Government of Nepal
If you are interested in learning more, please contact:

Low
Present Performance of mega road projects

relocation,
approval,constraint, force

High
Project Schedule PerformanceLandfinancing, resource and capacity constraint environmental
capacity

Similarity indelay issues

resource

Improvement inManagement
Low Cost
High Quality

Chhabi Lal Paudel, Ph D research Student, Shibaura Institute of Technology, Tokyo, Japan

10

Poor
Performance

Poor
Outcomes

Low
Economic
Development

Formation of Vicious
CircleCountryna21503@shibaura-it.ac.jp

Evaluation of Stability of Wide-area Slopes
Affected by Combined Effects of Earthquakes and Rainfall
Yoshinobu WATANABE, Nagaoka University of Technology , Japan, D1
abstract 䠖 This study evaluates the stability of wide-area slopes affected by the combined action of earthquake and rainfall
using GIS. The target area is Atsuma Town, which was severely damaged by the 2018 Hokkaido Eastern Iburi Earthquake. The
mesh spacing of the digital elevation model is set to 10 m. In order to evaluate the stability of wide area slopes, the safety factor is
calculated for each mesh using GIS. Among the parameters of the modified Ferrenius's method, the internal friction angle,
cohesion, and horizontal seismic coefficient are determined from the general design values. The angle of slope of the slip surface
is determined from the digital elevation model. As a result, unstable parts are extracted in a wider area than the actual failure area.
Subsequently, the degree of influence of each parameter on safety factor is confirmed. Although it depends on the range of eachparameter, it is found that the thickness of the collapsed soil mass and the angle of slope of the slip surface have a relatively large
influence on the safety factor. It is necessary to refine each parameter in consideration of these influences.

Preparedness for complex disaster

Background 䠃 Objective
Characteristics of Japan
9 About 70% of Japanese islands is mountainous terrain
and the geology is fragile.
9 The average annual rainfall in Japan is about 1700
mm, which is about twice the world average.
9 The number of earthquakes is extremely high
The risk of sediment disasters is extremely highDuring the 2018 Hokkaido Eastern Iburi Earthquake and the 2019
Typhoon No.19, rainfall and earthquake occurred almost at the sametime. In order to prepare for disasters more carefully, it is necessary
to evaluate these compound disasters.
This study attempts to reproduce
the slope failures of the 2018
Hokkaido Eastern Iburi
Earthquake, which had rainfall just ͤReport on the Damage Surveys and Investigations
Following the 2018 Hokkaido Iburi Tobu & Northern Osaka
before the earthquake.
Earthquake,Japan Society of Civil Engineers

Methodlogy

Symbol
C
ĳ
Ȗ
h
Į
Ȗw
hw
Kh

To evaluate the stability of wide area slopes, the safety factor is
calculated by the modified Ferrenius’s method for each meshusing GIS.
30km
The mesh spacing of the digital
elevation model is set to 10 m.
30km

10m3
30km
0km
m
10m

Modified Ferrenius's method

Value
15
5
14
4
10
1
0.17

Unit
kN/m2
r
kN/m3
m
r
kN/m3
m
-

Remarks
The general design value of loam soil
The general design value of loam soil
The general design value of loam soil
Nearby boring exploration
Digital elevation model of Atsuma town
The general design value
Nearby boring exploration
The general design valueb

Fs : Safety factor
C : Cohesion (kN/m2)
L : Length of slip surface (m)W : Weight of (kN)
ǹ : Angle of slip surface䠄㼻䠅U : Pore water pressure (kN/m2)
b : Width of pore water pressure action(m)Kh : Horizontal seismic coefficientĭ : Angle of shear resistance䠄㼻䠅Ȗw : Unit weight of water(kN/m3)
hw : Height of groundwater level(m)

hw

Kh䞉W

Į
W
L

U䞉b

b=L䞉Ƚ
αɀ䞉h䞉L䞉Ƚαɀ䞉hResult9 Unstable parts are extracted in a wider
area than the actual failure area.
Degree of influence of each parameter

StableͤGooglemap
Fs - h

Fs-hw

0.59
0.58
0.57
0.56
0.55
0.54
0.53
0.52
0.51
0.5
0.49

0

1

2

3

h㸦m㸧

4

5

6

Fs - Kh

0.8
0.7
0.6
0.5

Fs

5
4.5
4
3.5
3
2.5
2
1.5
1
0.5
0

0.4

Fs

It is necessary to refine eachparameter in consideration of these
influences.

Unstable

Fs

Although it depends on the range ofeach parameter, it is found that the
thickness of the collapsed soil mass
have a relatively large influence on thesafety factor.

0.3
0.2
0.1
0

1

2

3

hw㸦m㸧

4

5

0
0

0.1

0.2

0.3

0.4

kh

0.5

0.6

0.7

0.8

For further information, contact below.
Yoshinobu WATANABE, Earthquake Engineering Laboratory E-mail: s217015@stn.nagaokaut.ac.jp HP: http://whs.nagaokaut.ac.jp/gee-l/index-e.html
110.9

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12Assessment of Flood Induced Health Risks and Resulting Disruptions in
Health Care Facilities in Louhajang Upazila of Munshiganj District
Mahima Yusuf Tarana, Department of Disaster Science and Management
University of Dhaka, Bangladesh
Abstract: A large portion of the poor rural people of our country is dependent on rivers for their livelihood options and every year
they not only suffer economically but also from various diseases due to flood-induced uncertainty and unavailability of adequate
health care. The study aimed to find all the resulting health impacts of flood events that occurred during the monsoon of 2020 andassociated disruptions in health care facilities in the Louhajang upazila of Munshiganj district. In the study, Sentinel-1 image wasused for delineating flood extent to identify the flood-affected and non-affected areas, followed by the collection of health data from
hospitals for the time period of April to October 2020. Analysis has been carried out for pre-flood (April to June), during the flood(July, August) and post-flood (September, October) period. Combining all the hospital's data it has been found that during flood
cold patients had increased. However, the percentage raised alarmingly after the flood. Furthermore, patients of Covid-19 werehighest in June 2020. It had been found that the total monsoon period of July and August hindered the accessibility to health care.
Thus, the research shows the high health risks associated with floods and highlights the need for attention to ensure better access tohealth services to protect the human right of sound health during floods in highly flooded areas through the formulation of
appropriate policy strategies.

Background

Proximity analysis

The heavy monsoon rain and strong current of Padma river cause erosion Flood buffer area around hospitals and roads signifies that the exess waterand flooding every year in the low lying lands adjacent to the river. impeded the transportation to hospitals during flood.
Louhajang Upazila of Munshiganj district is one of them which increases
the frequency of flood and thus the associated health risks. From the periodof July to August 189 villages in 29 unions of Munshiganj district were
flooded during 2020. July 2020 report said, at least 4,024 people wereaffected by waterborne diseases during three weeks of flooding. Covid-19
outbreak in 2020 was an additional risk to the health.

Methodological framework

Disease incidence

Figure 1: Methodology of the study

Flood extent
Change of water and land area
ea clearly shows the gradual increase in waterand decrease in land during flood.
Land

Pre Flood
e

80
60
40
20
0

19/6/2020 1/7/2020 13/7/2020 25/7/2020 6/8/2020 18/8/2020 30/8/2020 11/9/2020

Area on individual dates

Number of patients

Area (percentage)

Water
100

DuringPost-Flood

2500
2000
1500
1000
500

Figure 2: Change in area during flood0

Allergy

AsthmaCold

Diarrhea Dysentery

Fever

Diseases
Figure 4: Total Health Statistics

Conclusion
Most prominent diseases were cold, fever, allergy and diarrhea. More patients were
ere recorded in hospitals (Nagerhat, Gaodia and Dohori Community
Clinic) covering more buffer areas. Differences between services occured due to the lower number of health service providers than needed. Difference inhealth facilities and during-post flood statistics occured due to the transportation problem during flood.
For further information, contact: Mahima Yusuf Tarana, Department of Disaster science and Management, University of Dhaka.
13

Shooting Condition of Urban Landscape Photography with
Focusing on the Composition of Skyscrapers
Kyoichiro HIRATA, The University of Tokyo, Japan, M2
Abstract: In this study, in order to investigate rare urban landscape photographs from the viewpoint of arrangement of visual elements, we estimated the shooting conditions
based on the correspondence between the two-dimensional positions of visual elements on the image and the geographic three-dimensional positions of those elements inurban landscape photographs. Urban landscape photographs can be arranged in various ways depending on how they are taken, for example, two towers that are actually
far apart can be placed next to each other on the image. In such a way, the coordinates are transformed in order to take into account the 2D and 3D positions simultaneously.
A point in 3D space and a point in 2D plane can be mutually transformed by three coordinate systems: world coordinate system, camera coordinate system, and image
coordinate system, using the principle of a simple pinhole camera. In this study, we mainly focus on the New York City skyscrapers, and estimate the shooting conditions bysolving an optimization problem that simultaneously satisfies the two-dimensional position on the image and the geographical three-dimensional position of multiple visualelements of the urban landscape photograph. First, we propose a model that estimates the shooting conditions such as camera position, orientation, and focal length bymapping the 2D and 3D positions of visual elements in urban landscape photography and optimizing them to maximize the feasibility of shooting. Next, the validity of themodel is verified by comparing the camera conditions obtained using the model with information at the time of shooting called EXIF data and detailed descriptions of thephotos. Finally, we use our model to estimate the shooting conditions for urban landscape photographs, for which it is intuitively difficult to infer the shooting conditions fromthe photographs. The results of this study are useful for suggesting shooting conditions for capturing the subject in the target arrangement.

1. Background / Objective

3. Verification• It is becoming more and more important to capture the architecture and urban landscapethrough photography.

• Consider the case where N=3.
One World Trade Center¾ Investigate rare urban landscape photographs from the viewpoint of arrangement ofvisual elements.

One World Trade Center

8 Spruce Street Tower
8 Spruce Street Tower
Brooklyn Bridge

Brooklyn Bridge

Target points on the photo
Seems easy to shootSeems difficult to shootTarget points on the map• Apply the model to find the optimal solution.

2. Model• The principle of a simple pinhole camera
Image coordinate system

World coordinate system

World coordinate system and orientation

Camera coordinate system

Estimated camera condition(Origin: 0m above sea level of One World Trade Center)¾ Assume the photo was taken from a boat on
East river ሺ‫ݐ‬௬‫ כ‬ൌ ʹ͸ሾ݉ሿሻ.
¾ By checking against the GIS data, weconfirmed that we could take the target photo.
Estimated camera position on the map

4. Application• Relational equations for coordinate systemsܺ െ ‫ݐ‬௫‫ݔ‬‫ ݕ‬ൌ ࡾ ܻ െ ‫ݐ‬௬ ‫ݖ‬ܼ െ ‫ݐ‬௭݂ ‫ݔ‬‫ݑ‬ൌെ ‫ ݕ‬‫ݒ‬‫ݖ‬
¾ Parametrization of camera coordinates
‫ݑ‬
‫ݐ‬௫
ܺ
‫ݖ‬
‫ݐ‬௬ ൌ ܻ ൅ ࡾିଵ ‫ ݒ‬
݂
െ݂
‫ݐ‬௭
ܼ

• Picture the tip of Empire State building in a wing of the Brooklyn Bridge.
• It seems more difficult to capture the top of the Empire State Building (blue point) in thepink area than in the light blue area.

easy
difficult

Position of the object in World coordinate systemܺǡ ܻǡ ܼ‫ݔ‬ǡ ‫ݕ‬ǡ ‫ݖ‬

Position of the object in Camera coordinate system (‫ ݖ‬൏ Ͳ)‫ݐ‬௫ ǡ ‫ݐ‬௬ ǡ ‫ݐ‬௭

Camera position in World coordinate system‫ݑ‬ǡ ‫ݒ‬The projected position of the object on the image in Image coordinate systemࡾRotation matrix of Camera coordinate system relative to World coordinate system (ࡾ ൌ ࡾࢽ ࡾࢼ ࡾࢻ )

݂

Focal length of the camera• Problem to be solved: Given the image coordinates and world coordinates of ܰ points,
find the camera condition that is most likely to have taken the picture.
• Optimization
 ௜ஷ௝‫׊‬௜ǡ௝‫א‬ே࢚‫ ࢏כ‬െ ࢚‫࢐כ‬

ߨ
ߨ
൑ߙ൑
ʹ
ʹ
െߨ ൑ ߚ ൑ ߨߛൌͲ‫ݖ‬௜ ൏ Ͳ‫ܰ א ݅׊‬െଶ

Difficulty of where to place the blue point
Camera conditions that can capture a blue point in each area(minimized max distance between two lines < 40)¾ The number of camera conditions that can capture the top of the Empire State Building in
the pink area is far fewer than in the light blue area.

5. Summery• Built a model for estimating the shooting position.
• Principle of a simple pinhole camera• Minimize the maximum distance between any two half-lines• Validated the validity of the model.
• Verify that the best solution matches the description in the photo.
• Assessed the difficulty of realizing the target placement.
• Quantify the difficulty of placing the object in the target position on the photo.

For further information, contact below.
Kyoichiro HIRATA, Honma Lab, Department of Architecture, Institute of Industrial Science, The University of Tokyo
TEL䠖 +81-09052010926, E-mail: kyoichiro19950926@g.ecc.u-toyko.ac.jp, HP: http://www.honma-lab.iis.u-tokyo.ac.jp/
14

An Experimental Investigation of Welded Wire Reinforced RC
Slab Panels for Evaluation of their Flexural Capacity andServiceability
Foysal Ahmed & Muhammad Rafiul Mahdi
Supervised By- Dr. Ishtiaque Ahmed & Dr. Nazrul Islam
Bangladesh University of Engineering and Technology (BUET), Bangladesh.
Abstract: Welded Wire Reinforcement (WWR) is a highly effective alternative to traditional mild steel rebars. Due to higher yield strength, better quality
control standards and cheaper labor costs, WWR is widely used internationally as per ACI-318-14 code. Use of WWR in concrete slab ensures labor safety as
well as reduces cost significantly since there is no cutting of bars, no marking and spacing them out and above all no laborious tying of binding wires. However,many professional designers of Bangladesh are reluctant to use WWR as an alternative to mild steel reinforcing bars due to the unavailability of design
guidance in BNBC 2020. Hence, in this study, an experimental investigation has been made to compare the flexure capacity and serviceability performance ofslabs reinforced with WWR and the slab panels with traditionally used rebars. Two-point flexure test of one-way slab panels and two-way slab panels areexperimentally evaluated, where the local strain, deflection and ductility factor are measured and compared for serviceability limit. The influence of WWR
lapping under pure bending was also evaluated. This study aims to formulate a design chart to encourage the usage of WWR in the construction of regular slab
panels in Bangladesh.

BACKGROUNDTEST MATRIX

Welded wire reinforcement (WWR) was first used in 1908 in road pavement
construction. After World War II, WWR was extensively used in building
construction in Europe because it required less labor and time to placecompared to conventional reinforcing bars. Currently, WWR is being widelyused in various types of structures such as commercial and residentialbuildings, parking structures, highways, bridges, airports, walls and barriers,
and tunnels due to its cost effectiveness and short placement time.
There are numerous benefits of using welded wire reinforcement (WWR)
instead of traditional mild steel reinforcing bars. The yield strength of WWR isusually higher than that of conventional bars (usable up to 80 ksi (550 MPa)),
which reduces the required amount of steel by approximately 30%. WWR
offers a better yield strength and quality control, resulting in significantly lower
construction labor costs.

Specimen Aggregate
name
Type

Slab
Size

f’c
(psi)

fy
(ksi)

OW6

SC

7.5’X2.5’ 6000

72.5

OW6

SC

7.5’X2.5’ 6000

72.5

OR10

SC

7.5’X2.5’ 6000

72.5

OR10

SC

7.5’X2.5’ 6000

72.5

Load
Type
Two Point(Flexure)
Two Point(Flexure)
Two Point(Flexure)
Two Point(Flexure)

Lapping

No. ofSample

Yes

3

No

3

Yes

1

No

1

EXPERIMENTAL SETUPMETHODOLOGY
Experimental Test Setup has been constructed as per the given illustration. The
strain and deflection of the slab sample will be determined using the strain anddial gauge. Along with manual measurements, HD video cameras mounted on
tripods will be used to monitor. External strain will be measured by performing
DIC analysis using video recording data.

TEST RESULTS OF WWR
Yield
Average
Bend
Actual Unit Average
Yield orTensile Tensile Average
Average
Yield oror
Test
bar Weight Unit
Proof
Load Strength Tensile Elongatio Elongation
Proof
Proof
n
(Separate
WeightStrength
Strength
dia.
(%)
Load
Strength(%)(TS)
samples)
(YS)
mm
kg/m
kg/m
MPa
kN
MPa
MPa

Ultimate
Load for6

5.9 0.217

15.8

575

Satisfactory

11.03

Shear Failure at Weld

6

5.9 0.218 0.219 16.4

590

Satisfactory

11.55

Shear Failure at Weld

6

6.0 0.222

16.7

590

4

Satisfactory

10.47

Shear Failure at Weld

6

5.9 0.218

13.8

496

3.5

Satisfactory

13.40

Shear Failure at Weld

6

5.9 0.217 0.219 14.6

530

Satisfactory

10.64

Shear Failure at Weld

6

6.0 0.223

500

Satisfactory

6.64

Shear Failure at Weld

Bar Dia
Mm

kN

14.2

MPa

585
(85000 psi)

510
(73500 psi)

16.9

610

17.5

630

17.7

625

16.4

590

17.4

630

16.7

590

620
(90000 psi)

605
(87500 psi)

4
4

3.5
3.5

4

3.5

Weld
Shear

Weld Shear
FailureTypE

kN

CONCLUSION
The main goal of this study is to examine the flexural capacity, ductility
factor and serviceability of slabs of concrete members reinforced with
WWR using strain gauge, crack gauge, DIC analysis via full-scalespecimens and considering various parameters. The advantages of
WWR are higher yield strength, flexibility of handling and placing,
better and economic crack resistance, better bonding behavior andfinally savings of labor, time and binding wire. However, many
professional designers of Bangladesh are reluctant to use WWR as analternative to mild steel reinforcing bars due to the unavailability ofdesign guidance in BNBC-2020. Additionally, this study will aid in theunderstanding of the effect of several critical parameters on the flexural
capacity and serviceability of full-scale slab panels, such as span lengthand bar diameter.

Figure- Numerical Model of Deflection Contour Map for Two Point
Loading of One Way SlabFigure- Casting of One Way Slabwith WWR

Figure- WWR One Way SlabTest Samples

For further information, contact at the following email address. E-mail: foysalahmedkh@gmail.com, rafiulmahdi02@gmail.com
15

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Seismic Response of Asymmetric Rectangular Blocks
in High-rise Buildings
Sivapalan Sivaram 1, Prof. Pennung Warnitchai 2
1Graduate Master student in Structural Engineering, Asian Institute of Technology (AIT), Thailand

sivarams@eng.pdn.ac.lk
2Department Head CIE, Structural Engineering, Asian Institute of Technology (AIT), Thailand

Introduction
In tall building, Designers majorly focus on Structural parts

Two primary modes of response

While, Non-Structural components,[1] damaged at lower seismic intensity than structural parts[2] cost 70-80%

Rocking

Sliding‫ݑ‬௚ሷ

Could be Overturned,
cause fatal accidents

Only little damage

Large scale shake table test [Japanese Research team]Our Study Î Experimental (Shake Table) and Analytical (Matlab) for Asymmetric Bookshelves |Contents inside Bookshelves | Floor Acceleration
2.02 m

1.8 m

Analytical Model, Governing Equation:ೣ௨೒ሷሷܿ‫ ߙ ݏ݋‬െ ߠ(‫)ݐ‬ߠ(‫)ݐ‬= െ‫݌‬ଶ ‫ ߙ ݊݅ݏ ݐ ߠ ݊݃ݏ‬െ ߠ(‫ )ݐ‬+௚ܷ‫ ࡷࡺࡵࡸࢁࡹࡵࡿ ࡮࡭ࡸࢀ࡭ࡹ ݃݊݅ݏ‬,ࢌ࢕࢛࢚࢘ࢎ െ ࢕࢘ࢊࢋ࢘, ࡾ࢛࢔ࢍࢋ – ࡷ࢛࢚࢚ࢇ ࡵ࢔࢚ࢋࢍ࢘ࢇ࢚࢏࢕࢔
݄ܵܿ݁݉݁ ‫ ݄ݐ݅ݓ‬ο࢚ = ૚ ࢓࢙

CASE 1
Symmetric

CASE 2
CASE 3Asymmetric Packed books

CASE 5Loosen books
OutsideCASE 4Loosen books
Insideૡ ࡿࢋ࢒ࢋࢉ࢚ࢋࢊ ࡳ࢘࢕࢛࢔ࢊ ࡹ࢕࢚࢏࢕࢔࢙ ‫݄݃݅ܪ ݋ݐ ݁ݐܽݎ݁݀݋ܯ ݎ݋ܨ‬ܵ݁݅‫݁݊݋ܼ ݀ݎܽݖܽܪ ܿ݅݉ݏ‬Floor Acceleration - Selected 4 types of high-rise buildings

Comparison of Angular acceleration between Analytical and Experimental
Results for Chalfant Valley earthquake[Scale +1.0 | Applied peak acceleration 0.25g ]0.25

3
Experimental

2

0.20

1
0
-1

0

5

10

Our Analytical
Results adopted
20
from Housner(0.982*e1, 0.982*e2)

15

-2
-3

0.15
Symmetric Bookshelf

0.10

Asymmetric Bookshelf
Asymmetric Block with
Packed books Inside
Asymmetric Block with
Loosen books Outside

0.05

Time/ sec

Comparison between Fragility curve for both Symmetric Asymmetric blocks
in All types of building (Overturning)] 3456 cases | 501,766 simulations

0.00
0.00

1.0

P (‫צ‬/Ƚ ε 1)Comparison between Experimental andAnalytical results [64 cases]

Analytical/ (g)Angular Acceleration (ms-2)

Results

0.05

0.10
0.15
Experimental/ (g)

0.20

0.25

0.8

Conclusion

0.6

Our Analytical model adapted from Housner (1963),
can well predict our experimental results in both
Symmetric and Asymmetric cases.

All_Floors [‫צ‬ί͕Ǥ͙͖ǡȾί͔Ǥ͖͚Ȑ

0.4
0.2

Ground [‫צ‬ί͕Ǥ͙͛ǡȾί͔Ǥ͙͗Ȑ

0.0
0.5

1

1.5

2
2.5
IM1 = ࡼࡲࡲA/(ࢍ ‫ܖ܉ܜ‬‫) ࢻܖ‬

3

3.5

17

4

The building blocks are more vulnerable to floor
acceleration in high-rise buildings (narrow band
excitation) than ground acceleration (wide-band
excitation).

¹
¹

²

²

Abstract – The Philippines, as a fast-growing country, has had the highest road infrastructure investment to date for the past five years compared to the previous years. The infrastructure programs of thecountry as a solution to decongest Metro Manila and develop the countryside for economic growth are promising yet result in various socio-environmental issues. One of those infrastructures is a suspendedroad widening project in San Fernando, Pampanga, Philippines, representing numerous issues in public involvement, local impact, road safety, multi-purpose use, environmental preservation, projectplanning, public policy, and construction time. The project has been suspended due to obstruction of trees along with the road widening backed up by several stakeholder groups protested against the cuttingof trees for road widening activities. Similarly, road infrastructure projects across the country explicate similar issues encountered in the project that leads to suspension or even termination of contracts that
may have been determined if consideration to stakeholders is evaluated in the first place. This research centers on the said suspended road widening project to analyze stakeholders' perspectives using Q
methodology, a tool to examine the subjectivity on the difficulties encountered through the implementation of the project. The investigation identified four distinct perspectives on the suspended project.
Perspective 1 advances road widening projects at all costs, prioritizing solving traffic congestion and safety. Perspective 2 prioritizes the environment, not accepting ecological compromises forsocioeconomic development. Perspective 3 is practical and straightforward in the implementation of road widening. Perspective 4 is ideal for advancing road development by clearing all obstructions in theroad. Understanding different perspectives on the widening project provide a reasonable basis for the project's continuity by combining different socio-environment points for future road planners.
Keywords - Q methodology, Philippines, road widening, road infrastructure, sustainability, socio-environment, perspective

INTRODUCTIONMETHODOLOGYThe Build, Build, Build (BBB) program(2017 - 2022) – “Golden Age of
Infrastructure” in the Philippines aims toprovidecountrysidedevelopment,
decongest the traffic in Metro Manila andmajor cities, and disperse the economic
activities and providing jobs especially thispandemic situation. According to NEDA
last 2018, there are 5,586 infrastructure
programs, activities, and projects with a
total investment targets amount to PHP
3.12 Trillion.

What isQ Methodology?
A set of connected techniques designed to enable the study of subjectivity (views, opinions,beliefs, values, tastes etc.) the perspectives of what people think and feel about with respect
to the questions” (Brown 1996)

Various stakeholders affected by the road infrastructure projects have social andenvironmental issues. Due to qualitative aspect of these concerns, the subjectivities are
hardly quantified or understood by technical people. Thus, sustainability in all aspects
were affected socially, environmentally, and economically.
Aim of the study
To understand the different perspectives of stakeholders
through investigation of a suspended widening project in San
Fernando, Pampanga, the Philippines, that was suspended formore than ten years due to obstruction of trees, utilities, andstructures. Various groups protested against the project andreflected different kinds of socio-environment issues.

ANALYSIS

In this research, the following were used

25 Q Samples
Public involvement
Local impact
Road safety
Multi-purpose use
Environmental
preservation
Project planning
Public policy
Construction time

22 Participants
Academe - 2
Business sector - 2
NGOs - 3
LGOs - 2
Environmentalists - 2
Non-profit Organization - 1
Private vehicle drivers - 4
Local residents - 2
Contractor - 2
Bicyclists - 2

Forced choice
distribution diagram

Number ofparticipants
should be lessthan the numberof items in the Q
set (Watts andStenner, 2012
p.73)

+4 Most agreed statement-4 Least agreed statement
0 Neutral, unsure, mixed feeling

The end product of the factor extraction process is atable of factor loadings indicating the initial association,or correlation, each Q sort with each factor

A statistical process

Created through theintercorrelation of each Q
sort with every other sort.

Factor Rotation:
The process involves the physical movement or
rotation of the factors, and their viewpoints, abouta central axis point.
Factor Array:
A single Q sort configured to represent the
viewpoint of a particular factor.

Correlation matrix of Q sorts

FINDINGS/RESULTS
ARCHETYPES
a very typical example of a certain person or thing.

The study showed four different perspectives orarchetypes. Perspective 1, the road infrastructure
drivers, advance road widening projects at all costs,
prioritizing solving traffic congestion and safety.
Perspective 2, the uncompromising environmentalists
prioritizes the environment, not accepting ecologicalcompromisesforsocioeconomic
development.
Perspective 3, rationalists, is practical andstraightforward in the implementation of road widening.
Perspective 4, technical savvy is ideal for advancing
road development by clearing all obstructions in theroad. Understanding different perspectives on the
widening project provide a reasonable basis for the
project's continuity by combining different socioenvironment points for future road planners.

18

Factor 1: 1, 14, 11, 5, 10, 2, 8, 4, 3, 21, 18
Factor 2: 13, 15, 16, 17, 19
Factor 3: 12, 20, 6, 9
Factor 4: 22
Confounded: none
Non-significant: 7

FUTURE STUDY
The results of the initial study is helpful
for the next larger investigationconsidering the road development ingeneralthrough
actualresults,experience,questionnaires
andinterviews.
On each perspective of stakeholders
will be reviewed based on the stages of
implementation of Road Infrastructure
and current standards, guidelines andmethods and formulate a solution forimprovement in the process.

Additional archetypes are expectedExperience, questionnaires and post interviews will
be used for wider samples
Creation of policies for road infrastructure
implementation.
Understanding stakeholders' perspective to give
future planners idea on solutions for unending socioenvironmental problems.
Micro application of the study in various projects.

Development of a Simplified Analytical Model to Evaluate the
Hospital Preparedness for Earthquake Emergency Response
Fahmida Alam Bintu, Md Shakhawat Hossain
Department of Disaster Science and Management, University of Dhaka
Comparison and case study

Background

According to WHO checklist DMCH’s preparedness¾Mismatch between hospital demand and capacity¾Waiting time increased & survival probability decreased with time
¾Number of death increased

Result of Dhaka Medical college and Hospital

Score
42

Simplified Analytical Model
System input:

Input

Scenario Input:
Number of casualties, damage
function

According to simplified analytical model
preparedness of DMCH

Hospital resources, Operational
OT,
Required times

SystemEstimate number of casualties arrived at hospitals within
the emergency time

Segregate casualties according to their triage
score
x Triage score < 10; Priority 1 (Glasgow
Coma)
x Triage score ≥ 11; Priority 2

1.no of functional
OT=࢔

Level of Preparedness
Unacceptable preparedness

ࡻࢀ

2. no of surgeon = ࢔࢙
3. no of anesthetist=࢔ࢇ
4. no of assistantdoctor= ࢔

No of treated people(TP)=t (in hours) *u/.5hours

No of Untreatedpeople=total
severely injured
people-no of TP

No of Untreatedpeople=total
moderately
injured people-TPࢇࢊ

5. no of ward boy=࢔࢝

6. no of nurse=࢔࢔
Therefore,
unit no, u= minimum
of

of
࢔ ࢔ ࢔
࢔ࡻࢀ ǡ ࢙ ǡ ࢇ ǡ ࢇࢊ૛

Output૛

No of treated people(TP)=t (in hour)*u/2.5(hour)૛

1.no of doctor=࢔ࢊ
2.no of ward boy

Prioritization of types of casualties for giving
treatment after an earthquake (DMCH)

or nurse=࢔ or ࢔࢝࢔
Therefore,
unit no, u= no of
doctor, ࢔ࢊSurvival probability ࡿ࢖No of saved lives

References
x Commission,

Output of the modelT.

E.

(2008).

WHO(2008)

Hospitalemergency

responsechecklist.

http://www.euro.who.int/__data/assets/pdf_file/0020/148214/e95978.pdf?ua=1
x Ceferino, L., Kiremidjian, A., & Deierlein, G. (2018). Probabilistic Model for Regional Multiseverity Casualty

No of saved lives = TP* ࡿ࢖
Where, TP =No of treated people , ܵ௣ = Survival probability

Estimation due to Building Damage Following an Earthquake. ASCE-ASME Journal of Risk and Uncertainty in
Engineering Systems, Part A: Civil Engineering, 4(3), 04018023. https://doi.org/10.1061/ajrua6.0000972
x Ohta, Y., Murakami, H., Watoh, Y., & Koyama, M. (2004). 13 th World Conference on Earthquake Engineering A

Here, Composition ratio by level of injury and Life-span-characteristicsfunction for the Kobe earthquake 1995 as survival probability

MODEL FOR EVALUATING LIFE SPAN CHARACTERISTICS. A MODEL FOR EVALUATING LIFE SPAN
CHARACTERISTICS OF ENTRAPPED OCCUPANTS BY AN EARTHQUAKE Yutaka, 232.

19

Characteristics of Road Geohazard in Bhutan
Dhan Raj Chhetri 1 , Michael Henry2                 



  


Abstract: Road connectivity in Bhutan plays a major role in social and economic development as it being the only mode of surface transport for both goods and people.
Disruption to its normal functioning due to roadblocks at any specific location due to unprecedented road geohazard such as landslides, rockfall, debris flow, etc., can havea significant ripple effect at diverse and extreme ends, causing tremendous impact on a country's population and economy. Thus, the purpose of this research was toinvestigate the overall characteristics of road geohazard recorded in Bhutan. The roadblock inventory data for the year 2020 was obtained and several cross tabulation,comparative and statistical analysis were performed. Overall, from a total of 888 unique block points with 7 different types of roads geohazard, landslides were the most
predominate, causing majority of the roadblocks, accounting for 60.92% of the total, followed by roadblocks caused by debris flow (23.54%) and rockfall (7.66%) etc.
Conversely, least numbers of roadblocks were recorded from events such as snowfall (0.23%) and scouring (1.58%). In locations where two or more types of failure eventsoccurred simultaneously, the likelihood of a landslide occurring concurrently with debris flow was 62.9%, while the likelihood of rockfall occurring concurrently withsubsidence was as low as 0.7%, which were the highest and lowest of any other combination of failure types, respectively. On a regional scale, roads in the southern partof the country were more vulnerable to debris flow (80.9%), subsidence (83.3%), flooding (60%) and scouring (100%) whereas they are vulnerable to rockfalls (54.4%) andsnowfall (100%) in the norther region. Such results can assist the Bhutanese government to better understand the severity of each road geohazard and identify the
hotspots thus enabling them to plan proper risk reduction and mitigation response to such hazards. (KEYWORDS: Roadblocks, Road Geohazard, Risk Reduction)

MATERIALS AND METHODBACKGROUND AND CHALLENGES• Bhutan is a landlocked country in the Himalayas where Road Transport isonly the mode of land transportation for both goods people thus, roadinfrastructure plays a major role in ensuring mobility, social equity andeconomic development of the country.
• Most Sections of the roads passes through deep river valleys along
geologically unstable high mountains making it susceptible to road geo
hazards.
• Due to the absence of mitigation and reduction response setup, significant
amount of resources are spent every year to restore the damage.

Study Area: Entire National Highway in Bhutan (2983.83).
Data Utilized: Roadblock records for the year 2020, Geospatial data forroad inventory and 9 Regional Office under Department of Roads.
Methodology:

Single Failure Typeconsists of only one typeof failure event in a
specific location whereas
Multi Failure Typeconsists of more than one
type of failure event in one
locationObjective: “To study the characteristics of road geohazard for the developmentof future risk reduction and mitigation response by timely interventions such as
allocation of resources and installation of countermeasure”

FAILURE TYPES CLASSSIFICATION
Landslide

DebrisFlow

Rock Fall

Flooding

Subsidence

Scouring

Snowf RESULTS AND DISCUSSION
Statistical ResultsFrequencies of failure occurrence`

Landslide and debris flow were the most predominantfailure events with snowfall and scouring having
relatively lesser records in 2020. Thus, this allows us tounderstand the hierarchy of each failure types in relation
to its frequencies.

Geospatial Results

In the locations which experienced
multi failure events, the probabilityof debris flow to occur concurrently
with landslide is 63% whereas atsome locations where rock falloccurred the chances ofsubsidence occurring at the same
location is just .7% Thus such
results are useful for thedevelopment mitigation plan andrisk reduction response at site.

CONCLUSION
Knowing the characteristics ofroadblocks is critical forunderstanding the nature andfrequency of each failure type on anational and regional scale in orderto prioritize and plan necessaryinterventions based on thecriticality and vulnerability to which
each region is exposed, resulting ina better mitigation and risk
reduction response to minimize theimpact of such geohazards.

WAY-FORWARD

Thimphu, Lingmithang and Trongsa region are highly
venerable to landslide events whereas significant
numbers of blocks due to debris flow occurred in
Phuentsholing, Tingtibi and Sarpang region etc. Thus,
such distribution of failure types in different region canhelps us to understand relation of each type with its
location which is beneficial during planning and budget
allocation.

The map shows the locations of roadblocks in Bhutan for theyear 2020 (RIM). This allows us to conduct geospatial analysis
on each block's points with various parameters and in different
region. Overall, Sarpang Regional Office was the most criticaland affected region with 31.15% roadblocks from the total.

        20

o Incorporating influencing
factors such as geologicalslope, aspect vegetation coveretc. to develop a relationshippattern with each failure types.
o Develop a susceptible map andfuture prediction model tofurther enhance the risk
reduction and mitigation
response.

Study on Geotechnical Behavior of Long-Distance Ground-Flow
During the 2018 Sulawesi Earthquake, Indonesia
Ren Hori, National Institute of Technology, Gunma College
Gunma, Japan, Advanced Course 2nd
Abstract

During the 2018 Sulawesi earthquake, Indonesia, which caused long-distance ground-flow in several areas
in Palu city. The common feature of the long-distance ground-flow area is that the slope of the groundsurface is small. In this study, we aim to clarify the mechanism of the large-scale ground flow by using
seismic response analysis. Three sites with different damage conditions will be targeted. Then, a 1D soilcolumn model is created from the boring diagram, and the response characteristics are analyzed byseismic response analysis. Also, geological survey of the site assumed that pressurized groundwater exists.

Introduction

Balaroa, Palu

Earthquake : 2018 Sulawesi Earthquake, Mw 7.5
Date and time : September 28, 2018 10:02 (UTC)
Epicenter : About 80 km north of Palu City (0.256 S and 119.846 E)
Catastrophic disaster : Four major long-distance ground-flow onvery gentle slopes (approximately 1-5%)
Maximum flow area : About 3.5 km 㽢 1.5 km
Before the earthquake

Objectives
䖵 Clarifying the mechanism of the long-distance ground-flow
䖵 Analyzing at three sites with different damage conditions
䖵 Confirming the ground seismic response characteristic of damage siteby comparing the results of seismic response analysis at the largedamage point, the small-damage point and the non-damage point

Methods and Results

After the earthquake
6KHDU6WUDLQ‫هن‬   Nonlinear ground seismic
response analysis

6KHDU6WUDLQ‫هن‬   









Cap layer

6KHDU6WUDLQ‫هن‬   Cap layer'HSWK‫ن‬P‫ه‬

1D soil columnCap layerConfined
aquifer'HSWK‫ن‬P‫ه‬

Confined
aquifer'HSWK‫ن‬P‫ه‬




Simplified procedure
for assessing liquefaction
Large-damage point䖵 Under the cap layer is a confined aquifer 䖵 Shear strain near the cap layer are small䖵 Possibly liquefied near the cap layer
Small-damage point䖵 The pressure is expected to be lower than that of the large-damage point
Large-damage
Small-damage
Non-damage
䖵 Large shear strain at the boundary with
Summary and Future Worksthe cap layer (Smaller in the cap layer)
Non-damage point䖵 Magnitude of pressure and level of liquefaction
䖵 Near the earthquake observation point
may affect the scale of ground flow
䖵 Overall, permeable layer and hard ground䖵 Conducting liquefaction assessment by
䖵 No pressure was being appliedconsidering pressure and analyzing the results䖵 Overall, small shear strain
in detail in the future

For further information, contact below.
Ren Hori, Kazuma-Inoue lab, National Institute of Technology, Gunma College E-mail: r.horicvl@gmail.com
21

In the study of seismic microzonation and seismic site response analysis, shear wave velocity Vs is an important parameter for approximating the dynamic response of the soil. But direct
determination of shear wave velocity is expensive and necessitates sophisticated technology and an environment free of industrial and traffic noise. This crisis necessitates an empiricalcorrelation with a readily available soil parameter, such as SPT-N, which can be performed in a variety of soil types. Our study attempts to establish an empirical correlation between Vs and
SPT-N in the Dhaka Metropolitan Development Plan (DMDP) Area, Bangladesh, which covers an area of 1530 square kilometers. This was achieved using 3000 data pairs for all soils where
PS logging was used to determine soil P-wave and S-wave velocities. The test followed ASTM D 7400 – 08 for the downhole seismic test method. The correlation was established using theuncorrected SPT-N value from 200 boreholes. Work of this magnitude has never been done in the DMDP area before, and the empirical correlation between these two parameters isgeographically specific, rendering it invalid for other sites. We used simple regression analysis to establish the empirical correlation model. This model equation was evaluated using RMS (rootmean square) and graphical approaches such as comparing measured and predicted Vs and residual plot analysis against observed SPT-N values. We compared the newly formed equation topreviously established equations in different research around the world and found excellent concordance. Our work can help to identify Geotechnical Hazards of the DMDP area since the data
can be used for site response analysis. The paper helps determine Vs easily around the DMDP area which aids in the identification of amplification at a site. This is then useful for assessing
damage during an earthquake and determining the extent of ground improvement required.

The Purpose of the study is establishing an empirical equation correlating
the shear wave velocity Vs and penetration resistance from SPT test for
Dhaka Metropolitan Development Plan (DMDP) area Bangladesh
SPT-N is an easily accessible parameter but determining Vs calls forsophisticated technique and is expensive so a correlation will makedetermining Vs in DMDP easier
The equation is specified for a particular geological location

In present study SPT is used for in-situ geotechnical test
The SPT process is described in ASTM D 1586 (ASTM, 2002) and it isapplied to define soil condition and collect samples of “disturbed” soils.
Number of blows required to effect every single 6 in. (0.15m) ofpenetration fraction into the soil is noted. The first 6 in. is consideredseating drive and the “N-value” or in other words the “standard
penetration resistance” is defined as the average of the 2nd and 3rd 6
inches of penetration.

In this study seismic downhole test is done to determine the shear-wavevelocity of soil. This test procedure is described in ASTM D 7400 – 08
(ASTM 2008).
The Downhole Seismic Test measures the velocity of compression (P-) or
shear (S-) waves in a borehole. A seismic source is used to create a seismic
wave train at the earth's surface. The response is captured & the wave traintransit time from source to receivers is measured, P and S wave velocities
estimated, and stratigraphic profile described.

200 Boreholes around DMDP area
3000 data pair used
Nonlinear regression of power law
models were formed using
regression analysis of the databaseto derive the correlation equation
between Vs and uncorrected valueof SPT-N

Because the data may be used for site response analysis, our work can assist
in identifying Geotechnical Hazards in the DMDP area. The study facilitatesin the identification of amplification at a site by making it easier todetermine Vs around the DMDP area. This information is therefore valuable
for calculating the extent of damage caused by an earthquake and theamount of groundg
improvementpthat is required.
q

Justification is done by root meansquare value
Previously established equations
are in great agreement

A correlation equation between two crucial soil parameters SPT-N and
Vs was developed for Dhaka Metropolitan Development Plan (DMDP)
area of Bangladesh.
The newly developed equations carried great significance graphicallyand statistically. These equations can be further used in future to predict
soil shear wave velocity from N values obtained from SPT tests in
DMDP areas and comparable soil strata but also to study onedimensional-site response and microzonation of the DMDP area basedon the seismicity.

The residuals seem consistent
with random error as they are
randomly scattered around zerofor the whole range of fitted
values.

For further information, contact below.
Anika Tasmiah, Undergraduate Student, Bangladesh University of Engineering and Technology,
22

E-mail: eazm64@gmail.com

Shaking table tests on one-quarter scale model of concrete hollow
blocks masonry houses retrofitted with fiber-reinforced paintZamzam Multazam, The University of Tokyo, Indonesia, Graduate Student
Abstract: Building collapse is responsible for over 75% of human casualties in earthquakes. Masonry is a popular construction technique worldwide
due to its advantages, including affordability, availability, and durability. Concrete Hollow Block (CHB), as a masonry unit, has recently become apopular material for residential buildings in Philippines. Most of the buildings are constructed without engineers' involvement, which is commonly
called the "Non-Engineered Building." Unreinforced Masonry (URM) building is highly vulnerable during the earthquake. Moreover, most of the CHBs
manufactured and used there have low compressive strength. Therefore, this study will focus on improving the strength of masonry buildings to
reduce the potential life loss. We developed a new retrofitting method, named fiber-reinforced paint, by using fiber as the primary reinforcing material.
Three ¼-scale house models were built; unreinforced house model, 2) reinforced by steel bars (rebar), and 3) fiber-reinforced paint. The result showsthat the fiber-reinforced paint house model can handle large deformations and more repeatable shaking than other models. Moreover, the energy
dissipation of the fiber-reinforced paint house model is larger than other models. This method exhibits very robust performance even in the high input
motion at seismic intensity JMA 7 (Japan Meteorological Agency). It proves that this retrofitting method has a high earthquake-resistant performance.

Background

Specimen
315 mmOther
causesLow compressive
strength of CHB

Cause of death by earthquake in the20th century (Coburn and Spence 2003)

940 mm

940 mm

North

East

940 mm

940 mm

675 mmof timberbuildings

315 mmCollapseofmasonrybuildings

675 mmCollapseof RC
structures
Collapse

675 mm

675 mmFollow-on
hazards

Shake table test will be
conducted to obtain anunderstanding of the dynamic
response of CHB masonryhouse. Three identical ¼scale house models wereconstructed using CHB (withcompressive strength is 0.28MPa) as masonry and mortar
with cement-sand ratio is 1:6.
The mixture is speciallydesignedtoobtainmechanical properties similar
to CHB houses in developing
countries.

Objective: This study aims to improve the strength of CHB masonryhouses to reduce potential life loss.

South
West
Model dimension

Experimental Program
CHB production (3D-Printing)House model construction

Retrofitting procedure

Unreinforced
Masonry (URM):
Typical house

To obtain therequired
compressive
strength, themixproportion of
CHB is 0.7
watercement ratio
and 12
aggregatecement ratio.

Reinforced by steelbar (Engineering):
Recommendationfrom government
Fiber-reinforced
paint (Paint):
proposed
retrofitting method

Testing procedure

All openings(door andwindows)
werepainted.
In this study, simple and easyto-use sinusoidal motions wereapplied with frequencies
ranging from 2 to 35 Hz andamplitudes 0.05 to 1.4 g. 20Accelerations and 5-Lasers will
be used in this experiment

the roof part(wood) andmasonry wereconnected byusing fiberreinforced
paint

Result and Discussion
URM

Run

Unreinforced Masonry(URM)

Reinforced bysteel bar
(Engineering)

Fiber-reinforced
paint (Paint)

25

Gable wall was
collapsed

No damageobserved

No damageobserved

Cracks become more
extensive; some blocks
fell.

Cracks weredeveloping in gable
and openings

No cracks wereobserved, but
bubbles appeared

Openings almost
separated from the wall

Gable wall was
collapsed

The cracks
occurred; it
becomes bubbles

43

Collapsed

Damages weredeveloping from thegable wall

Bubbles wereexpanding on bothsides from the top
to bottom wall

49

Collapsed

Collapsed

The bottom-mostlayer detached fromthe base

53

Collapsed

Collapsed

South wall was
collpased

56

Collapsed

Collapsed

Collapsed

Rebar

1.2
7

6+

2

…

20
24
25
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56

Run No.

01

~4

JMA
scale

6-

41

5+

Frequency(
Hz)

5-

0.2
0.2
0.2
0.4
0.6
0.8
0.4
0.6
0.8
0.4
0.6
0.8
0.4
0.6
0.4
0.8
1.0
1.2
1.4
0.4
0.6
0.8

37

30
10
5
20
20
20
15
15
15
10
10
10
5
5
2
5
5
5
5
2
2
2

Paint
Amplitude(g)

D0: no damage
D3: heavy
structural damage

D1: light structural
damageD4: partiallycollapse

D2: moderate
structural damage
D5: collapse

Paint house model (non-engineered + coating)had great performance

For further information, contact below.
Zamzam Multazam, Meguro Lab, TEL䠖 +81-80 7499 7835䠈 E-mail: z-multazam@g.ecc.u-Tokyo.ac.jp
23

URM:
Run-25Engineering:Run-43

Paint:
Run-53Elaborating Various Vehicles Features on Traffic Safety
Zarif Ikram
Bangladesh University of Engineering and Technology(BUET), Dhaka, Bangladesh
Abstract. Road accidents have been one of the major social and national concerns in Bangladesh over the past few decades. According to MAAP, at least 1,725 people were killed and 1,244 others were
injured in 1,692 road traffic accidents across Bangladesh in the year 2015. The government and other regulatory authorities have been struggling over a long period of time to ensure overall road safety
throughout the country. As global research and innovation introduce new technologies from time to time intending to tackle the occurrence and fatality of traffic collisions, it’s high time we incorporate thesemodern technologies into our regular public and private transports. In this regard, we aim to explore the effectiveness of some state-of-the-art safety features available globally and suggest some of the usefulfeatures based on the necessity, availability, and feasibility in terms of our country. Various types of vehicle safety features including Electronic Stability Control (ESC), Adaptive Cruise Control (ACC), Lane
Departure Warning (LDW), Traction Control System (TCS), Anti-locking Braking System (ABS) have been proposed and proved to be well-performing [2] to mitigate the losses due to hazardous trafficcollisions in many parts of the world. Again, collisions are found to be of many categories, as we analyze existing accident data collected from Accident Research Institute (ARI). In our article, we illustrate therelationship between two major varieties of vehicle collisions- Head-on collision and Rear-end collision with existing Speed, Traction, and Stability Control vehicle safety features such as ACC, ESC, and ABS
by analyzing our gathered dataset. As a part of our study, we design and perform a questionnaire survey among different categories of vehicle users ranging from drivers to buyers and manufacturers tounderstand the knowledge and perception of Bangladeshi people regarding the availability and feasibility of these safety measures. Finally, based on our findings, we recommend necessary steps to betaken to mitigate traffic collisions as much as possible by incorporating the already proven vehicle safety features into our poorly organized traffic infrastructure.

Methodology

Introduction

Questionnaire

Nowadays, cars come with many safety
features such as ABS, ESC, ACC. Such

A set of questionnaire was designed according to Bangladeshi road condition and weather.

safety features greatly help vehicles to

The questionnaire contains five parts :prevent many types of accidents including
Head-On collision and Read-End collision.
However,inBangladesh,

there

is

a

significant amount of accidents that could
be potentially avoided if those safety
features were properly utilized. Therefore,
the perception and understanding of thesafety features of general people needs to
302 Participants

be understood.
Aim of the study

To understand Bangladeshi people’s perception, knowledge, awareness, andexperience of safety features in cars. Three most popular safety features in Bangladeshsuch as ABS, ESC, ACC is evaluated and general people’s knowledge about them isrecorded.

Analysis

MeanMedian

ESC helps to maneuver at regular speed.

Perception on ESC

2.90

3

There’s a lower risk of skidding with a car equipped with ESC than a car without ESC.
There’s a better chance to correct a slide with a car equipped with ESC than a car
without ESC.

2.88

3

2.89

3

A car with ESC can accelerate faster than a car without it.

2.86

3

A car with ESC can be driven faster on slippery roads than a car without it.

2.87

3

A car with ESC can be steered and braked simultaneously better than a car without it.

2.89

3

Mean

Median

2.93

3

2.91

3

There’s a better chance to correct a slide with a car equipped with ACC than a car
without ACC.

2.79

3

A car with ACC can accelerate faster than a car without it.

2.91

3

2.93

3

2.86

3

Perception on ACC
ACC helps to maneuver at regular speed.
There’s a lower risk of skidding with a car equipped with ACC than a car without ACC.

A car with ACC can be driven faster on slippery roads than a car without it.
A car with ACC can be steered and braked simultaneously better than a car without it.

Findings
The study showed that a big
percentage (33%) of Bangladeshi
people does not possess any idea of
ABS with almost 34% people having
wrong perception of ABS. Besides,
more than 43% people of the sample
answering neutral to the question ofboth ESC and ACC indicates thatthey do not have any experience of
the aforementioned safety features.
Furthermore, all questions had amean score of less than, but very
close to, 3. This indicates that albeit
the participants were confused about
the question, they had a negative
perception of ability of the safety
features.

Future Study• Dependency of perception on sex/age-group/driving experience• Dependency of accident types on safety feature perceptions• Model on experience and accident types• Weather dependency on safety features use case
• Understanding of safety features use frequency in Bangladesh

E
ESC
(79%)

• Designing cost effective solution of safety features for Bangladesh• Improving road scenarios to better adapt safety features in

Bangladesh

Acknowledgement
(81%)
1%))
ACC (8• Accident Research Institute (ARI), BUET
• Dr. Armana Sabiha Huq, Assistant Professor, Accident ResearchInstitute (ARI), BUET
• Md. Asif Haider, UG Student, CSE, BUET

If you are interested in learning more, please contact: Mr. Zarif Ikram; Email: zarifikram003@gmail.com; Phone: +8801847304369

24

25

[1]

In 2007, Vietnam’s Prime Minister Nguyen Tan Dung introduce a newcompulsory helmet law, “Resolution 32” which made helmet law use
mandatory in Vietnam for all motorcycle drivers and passengers. As aresult,Feasibility Analysis

Road accident being one of the major social and national concerns in
Bangladesh over the past few decades, not only causes deaths and injuries
but also causes a huge economic loss. A recent study shows that in 2019about 5,227 people were killed and 6,953 people were injured in 4,702 roadtraffic accidents across Bangladesh. In order to reduce road accidents andto find an effective solution a thorough questionnaire survey has beendeveloped for conducting this research project. This study reveals that
there is a significant impact of enforcement on traffic safety improvementin Bangladesh. The study mainly focuses on driver’s driving attitudes,
vehicle fitness, pedestrian activities, roadway conditions, role of law
enforcement agencies, existing traffic laws and their functionalities

Abstract.

2011

2012

9.84

2013

1

9.85

2014

9.1

2015

8.73

z
[2]

2011

2012

1953

2013

1

1782

2014

1629

2015

1725

[3]

Necessary Traffic
Rules

Expected Road
traffic safety

Education

Penalty for breaking
traffic rules

Strong Enforcement

So, we can say if enforcement is done properly then it is very much feasible for ourcountry. As we have seen the example of Vietnam and Portugal. Our country has alsoachieved success regarding Covid-19 by strong enforcement. So, it’s very much possible.

2072

Number of Road Fatalities in Bangladesh from 2011 to 2015

9.92

Number of deaths caused by traffic accidents in
Vietnam from 2012 to 2018

How About The Strict Enforcement Laws To
Mitigate Traffic Crashes In Bangladesh!

BRTA /Authorities

Questionnaire Survey
from the perspective of

By creating appropriate traffic rules & implementing them properly we can achieve
expected road traffic safety.

Assistant Professor, Accident Research InstituteBangladesh University of Engineering and Technology
Dhaka, Bangladesh

Armana Sabiha Huq, PhD, RSP

Acknowledgement

1.Tavares, A., Mendes, S. and Costa, C., 2008. The Impact of Deterrence Policies on Reckless Driving: The
Case of Portugal. European Journal on Criminal Policy and Research, 14(4), pp.417-429.
2.Phu, P., Viet, N., Ngoc, N., Hung, V. and Trinh, C., 2012. Simulation and optimization of a silicon-polymer
bimorph microgripper. Vietnam Journal of Mechanics, 34(4), pp.247-259.
3.Police reported First Information Report (FIR), Bangladesh Police & Micro Computer Crash Analysis
Package (MAAP) data base

References

We want to bring a change in policy level and by learning from example of Vietnam,
Portugal etc. countries we tried to provide a sustainable solution and the solution isappropriate traffic rules and strong enforcement.

C
Conclusion

Strong enforcement is needed to overcome critical road traffic situation.

2•

Enforcement plays the most important role regarding traffic safety.

Law enforcing
agencies/Police

Drivers

1••

From our Questionnaire Survey we got

Result & Discussion

Transportation
Experts

General People

Methodology

Authors:
1Ashkar Rahman
1Talha Jubair
1Bangladesh University of Engineering andTechnology (BUET), Dhaka, Bangladesh

Semi-automated delineation of landslides
triggered by the 2018 Typhoon Prapiroon in
Eastern Hiroshima, Japan
Ira San Jose, Wataru Takeuchi
Institute of Industrial Science, The University of Tokyo

Abstract
In mapping the susceptibility of slope failure, the initial stage is to generate a comprehensive database of historical and present landslides in a form of a landslide inventory map. The
landslide inventory demonstrates the location, abundance, and type of landslides which serve as input in producing landslide susceptibility and hazard models. The conventional
method of preparing a landslide inventory is through manual interpretation of stereoscopic aerial photographs supported by field investigation. However, to reduce the cost andproduction time while covering a larger area, several studies presented the use of readily available satellite imagery for semi-automated landslide detection.
In this study, multiple change detection techniques (CDT) such as spectral index differencing and image transformation were integrated to generate a landslide inventory map using
Sentinel-2 images. For the index differencing, vegetation and soil indices were utilized to map out changes after Typhoon Prapiroon hit Eastern Hiroshima, Japan in 2018. To further
highlight the variation, a geometric transformation, principal component analysis (PCA), was also performed. The change detection images for each technique were then merged toform a semi-automated landslide inventory. To validate the results, the produced inventory was compared to an existing landslide inventory published by the Geospatial Information
Authority of Japan (GSI) through visual inspection of aerial photographs.

Introduction

Results

Typhoon Prapiroon(Typhoon No. 7)• Date: July 3-8, 2018
• Affected regions: Hiroshima,
Okayama, and Ehime Prefectures• Disasters:
landslides,
riverflooding, burst levees, etc.
• Casualties: 108 dead, 6 missingin Hiroshima Prefecture

A

B

C

D

E

F

G

H

Fig. 1 Aftermath of Typhoon Prapiroon in Western Japan (source: Japan-forward.com)

Study Area
• Location: Eastern Hiroshima,Japan• Land area: ~650 sq. kilometers• Cities: Fuchu, Fukuyama,
Onomichi, Mihara• Topography: rugged with steep
slopes (average 23ιሻ
Fig. 2 Location Map of the Study Area

Objective• To develop a semi-automated landslide inventory map documenting the landslides
triggered by Typhoon Prapiroon in Eastern Hiroshima using multiple change
detection techniques (CDT)

Methodology

Vegetation
Index (VI) 1

Vegetation
Index (VI) 2

Satellite
Imagery 1

Satellite
Imagery 2

Soil Index(SI) 1

Soil Index(SI) 2

Existing
Landslide
Inventory
Principal
Component
Analysis (PCA)

ߜVI

ߜSI

Extract PC
correlated withlandslide

Clustering&
thresholding

Clustering&
thresholding

Clustering&
thresholding

VI
ChangeDetection
Image

SI
ChangeDetection
Image

PCA
ChangeDetection
Image

Fig. 3 Workflow of the Study

Comparison
betweenexisting andproducedinventories
Fig. 4 Results of the multiple change detection. A) Pre-typhoon Sentinel-2 image captured in May 2018, B) Post-typhoon Sentinel-2
image captured in October 2018, C) NDVI differencing, D) SAVI differencing, E) BSI differencing, F) PCA, G) Intersection of the resultsof the four CDTs, H) Landslide points (yellow circles) extracted from GSI inventory (source: Geospatial Information Authority of Japan)

Figures 4A and 4B show the pre- and post-typhoon event Sentinel-2 satellite
datasets. Figures 4C to 4F illustrate the results of the individual change detection
technique (CDT). Overlaying these results, Figure 4G extracts the intersection of thepolygons generated from varying CDTs. Doing so refines the delineation oflandslides by considering only the polygons detected by every CDT. Finally, thelandslide inventory points delineated by GSI are represented in Figure 4H showing
the close agreement of the semi-automated output with the conducted field survey.

Landslide
Inventory

Normalized Difference Vegetation Index (NDVI)• Determines the health of vegetation• Large difference in NDVI values = loss ofvegetation possibly due to mass movementܰ‫ ܴܫ‬െ ܴ‫ܦܧ‬ܰ‫ ܫܸܦ‬ൌሺܰ‫ ܴܫ‬൅ ܴ‫ܦܧ‬ሻ

Soil Adjusted Vegetation Index (SAVI)• Minimizes the soil influence on
vegetation quantificationܰ‫ ܴܫ‬െ ܴ‫ܦܧ‬‫ כ‬ሺͳ ൅ ‫ܮ‬ሻܵ‫ ܫܸܣ‬ൌሺܰ‫ ܴܫ‬൅ ܴ‫ ܦܧ‬൅ ‫ܮ‬ሻBare Soil Index (BSI)• Highlights the difference between agriculturaland non-agricultural landܴ‫ ܦܧ‬൅ ܹܵ‫ ͳܴܫ‬െ ሺܰ‫ ܴܫ‬൅ ‫ܧܷܮܤ‬ሻ‫ ܫܵܤ‬ൌܴ‫ ܦܧ‬൅ ܹܵ‫ ͳܴܫ‬൅ ሺܰ‫ ܴܫ‬൅ ‫ܧܷܮܤ‬ሻ

Principal Component Analysis (PCA)• feature extraction technique where insuperimposed features can be separated
and features which have undergonechanges can be easily identified

The proposed methodology delineated 634 potential landslide polygons
constituting a total area of around 362,545m². Comparing with the landslide
inventory map of GSI derived from visual interpretation of aerial photographs, 278
of the 445 landslide points were measured to be at least 100 meters from thegenerated landslide polygons. Discrepancies in size, distance, and location between
the maps may be attributed to certain limitations such as spatial resolution andtemporal availability of data among others.

Conclusion
Through the execution of multiple change detection techniques, a semi-automated landslide inventory map of Eastern Hiroshima was generated using pre- and post-event Sentinel2 satellite images. The application of spectral indices and PCA allows change detection in landslide-prone areas affected by heavy precipitation. The results of this study can be used
for preliminary landslide detection caused by a single event such as typhoon especially in cases when aerial photos are unavailable, and accessibility is limited The comparison withhigher spatial resolution landslide inventory gives fair results considering the limitations of the model. By extracting landslide conditioning factors (i.e., slope, curvature, lithology,
geologic structures, etc.) from relevant datasets, the inventory may be further utilized in landslide susceptibility and risk mapping.

26

Remote sensing of environment and disaster laboratory

Institute of Industrial Science, The University of Tokyo, Japan

BIOPHYSICAL SUITABILITY ASSESMENT FOR CHINESECABBAGE OF EAST ASIA FROM 2001 TO 2020
Shuai Shao and Wataru Takeuchi
Institute of Industrial Science, The University of Tokyo, Japan
Abstract: Chinese Cabbage has been an essential daily vegetable supply both for human or livestock’s meals especially for Asian Countries. However, as global climate andland use cover keep changing, the ecological niches for Chinese Cabbage also varies because of meteorological changes or different soil conditions, in this case theproductivity of Chinese Cabbage are potentially threatened. Intending to eliminate the mismatch between crops and cultivating lands, the bio-geophysical assessment ofsuitability mapping can be of great significance for sustainable agriculture as it can indicate the levels of suitability across large areas for specific crops. In this study,
meteorological suitability consisting of temperature and precipitation, and soil condition suitability which includes soil pH and soil nitrogen would be integrated tocomprehensive suitability mapping for Chinese Cabbage across all over East Asia (Japan, North/South Korea, Northeast China) through a GIS-based Analytic Hierarchy
Process-Multiple Criteria Decision Making (AHP-MCDM) system carried out by Google Earth Engine. MODIS Land Surface Temperature and Emissivity (MOD11) andGlobal Satellite Mapping of Precipitation (GSMaP), soil nitrogen and soil pH from Soil Grids were all utilized for two decades’ suitability mapping analysis in Spring,
Summer and Autumn seasons from 2001 to 2020. As the suitability classification range is parsed into five levels, individually as optimal, suitable, marginal, unsuitable, andpessimal, the Biophysical suitability mapping results showed that summer and autumn could be ideal seasons to grow Chinese Cabbage within such four countries, while theanalysis of case studies (Kawakami village in Japan, ACheng district in China) also revealed the suitable farmlands to cultivate Chinese Cabbage.

1.BACKGROUND

3.RESULTS & DISCUSSIONS
Spring¾ March¾ April¾ May¾ Summer has been themost optimal season forgrowing Chinese
Cabbage across over all
East Asia.

Summer¾ June¾ July¾ August¾ Areas of optimal andsuitable levels insummer for Chinese
Cabbage to grow amongfour countries all exceed
50% of available
agricultural lands.

Autumn¾ September¾ October¾ November

2.MATERIALS & METHODOLOGY

Fig3. Biophysical suitability maps of East Asia from 2001-2020¾ Among four countries,
Northeast China has themost suitable rate in which
all exceeds 80% during 2
decades.

China

North Korea

Sea of Japan

South Korea

East China Sea

Acheng District (China)
Japan

Japan

Northeast China¾ Meteorological events
could happen in 2017
summer for unexpected
drop of optimal andsuitable level of all four
countries

Pacific Sea

Fig1. Map of the study area

Kawakami Village (Japan)¾ Set the pairwise comparison
Matrix as A= [ܽ௜௝ ]௡×௡ as :ܽଵଵ ‫ܽ ڮ‬ଵଶ
‫ڭ‬
‫ڰ‬
‫ڭ‬
A=
ܽ௡ଵ ‫ܽ ڮ‬௡௡North Korea

South Korea

Fig4. Stack column five suitability levels of four countries in summer¾ Set the vector of weights as :‫ݓ[ = ݓ‬ଵ , ‫ݓ‬ଶ , ‫ݓ‬ଷ ‫ ڮ‬, ‫ݓ‬௡ ]Fig2. FlowChart of this study
Table1. Details about the input datasets¾ The elements of the normalized
eigenvector are weighted withrespect to the criteria or subcriteria and rated with respect
to the alternatives the vector ofweights as :௔೔ೕܽ௜௝ = σ೙ೕసభ ௔೔ೕ

‫ݓ‬௜௝ =
Table2. Details about the agricultural land extraction datasets

Table3. Criterion of categorizationσ೙ೕసభ ௔೔ೕ
௡Where i, j = 1,2,3……,n¾ A consistency ratio (CR) can becalculated as a mathematicalmeasures to determine theconsistency of judgement
matrix.
ఝି௡‫ =ܫܥ‬೘ೌೣ௡ିଵn is the number of elements
being compared in the matrix,߮௠௔௫ is the largest or
principal eigenvalue of thematrixFig4. Stack column five suitability
levels of Acheng district in spring¾ For 2001 to 2015,
it would be hardfor Acheng district
to grow Chinese
Cabbage in spring,
however since2016, the situation
has been greatly
improved.

Fig5. Biophysical suitability maps of Acheng district from 2001-2020¾ Over 20 years,
agricultural lands
in Kawakami inautumn are all
suitable forgrowing Chinese
Cabbage in which
optimal andsuitable levels
Fig4. Stack column five suitability
levels of Kawakami village in Autumn
accounts near 40%of the whole land
use types.

Fig6. Biophysical suitability maps of Kawakami village from 2001-2020¾ Future works should
include more available
factors and other famous¾ The biophysical suitability mapping results of whole East Asia overcase place for growing
3 seasons from 2001 to 2020 shows the ideal seasons to grow
Chinse Cabbage. Yield
Chinese Cabbage can be ranked as: Summer > Autumn > Spring.
validation would also be
carried out.

4.CONCLUSIONS AND FUTURE WORKS

For further details, contact: Shuai Shao, BW-601,IIS, Komaba 4-chome, Meguro, Tokyo27
153-8505 Japan (URL: http://wtlab.iis.u-tokyo.ac.jp/ E-mail: sshuai@g.ecc.u-tokyo.ac.jp)

1Sarah Sultana and 1Syeda Aniqa Anjum
1Bangladesh University of Engineering and Technology (BUET), Dhaka, Bangladesh

Abstract: Despite being paramount in a road network system, highways are the most vulnerable locations for accidents in developing countries as well asa developed
countries. According to the Road Maintenance Management System (RMMS) of the Roads and Highways Department, Bangladesh has an estimated length of 3,980 km ofnational highways which consist almost 18% of total roads connecting the country. According to CIPRB, the fatality rate in rural areas is 70% of the total road accidents. On
account of high mortality rates on rural highways and lack of dedicated research, this study primarily focuses on accident trend analysis of national highways in rural areas of
Bangladesh. MAAP5 (Microcomputer Accident Analysis Package) data from Accident Research Institute (ARI) of Bangladesh over the period of 2006-2015 is utilized for thispurpose. This analysis is categorized based on road characteristics and design, driver’s behaviour, vehicle performance, pedestrian actions and external factors like weather
and availability of light. This research work focuses on identifying and investigating prime causes behind rural national highway accidents in Bangladesh in an elaboratemanner using the parameters of MAAP5 data. Accident records disclose that 65.4% of total highway accidents occurred on rural national highways and hit pedestrian (39%)
was the most common type of collision in these accidents. The majority of accidents also happened in fair weather (93%) conditions and broad daylight (68.6%). In 98.3% ofvehicles, it is observed that drivers involved in casualties did not wear seat belts. Hence, this paper synthesizes a complete idea about the factors that mostly influence these
accidents and also discusses the promising recommendations for highway accident prevention. It is believed that this paper will motivate policymakers and road engineers totake apt initiatives in mitigating the percentages of accidents on rural national highways of Bangladesh.

Background:. According to Road Maintenance Management System (RMMS) of Roads
and Highways Department of Bangladesh, the country has an estimated length of
3,979.80 km of national highways which consist almost 18% of total roads connecting thecountry. A significant portion of the national highways pass through rural areas. From
2006-2015 years, 11,856 accidents occurred in national highways, whereas 7,529 of themoccurred in rural highways with 66.3% fatality. Despite this high rate in fatality, lack of
dedicated research on this topic has been observed. For this study, Microcomputer
Accident Analysis Package (MAAP5) was used as data source and 2006-2015 waschosen as the study period.
Accident Severity

Results and Analysis:
Movement

9%

Categorization: Road Characteristics,
Driver Vehicle, Pedestrian, External

2500
2000
1500
1000
500
0

Fatal
1-Way

Accident Severity

1600

2-Way

Pedestrian Location

1400
1200
1000
800

Grieveous

SimpleCollision

7000
6000

Traffic Control

5000
4000
3000
2000
1000
0

600
400
200
0

No of Vehicles (%)
Others
18%

Fatal

9000

No of Vehicles

Recommendations:
9 SDG 2030 Target 11.2
9 Placing physical islands for lanes
9 Creatingroundabout and staggered
junction
9 Increasing pedestrian crossing facilities
9 Launching Awareness Programmes
9 Proper license and up-to-date vehicle
fitness certificate
9 Mandatory use of seatbelts and helmets
9 Skid resistance- gap graded asphalt
mix
9 Setting up surveillance camera

Collision Type

3000

91%

Key points:• From 2006-2015 year, total 7,529
accidents had been recorded with
80.5% fatality.
• 2,957 accidents were pedestriancollisions, and 89% of those were fatal.
• Two significant accident locations forpedestrians are roadside (40.7%) andcrossings (33.8%)• 91% of the total accidents happened on
2-way roads• No traffic control system was present in
85.5% of accidents.
• The highest rate of vehicles involved in
accidents is buses (38% combined).
• In 98.3% of vehicles, drivers did notwear seatbelts or helmets.
• Weather has no significant impact

3500

No of Accidents

Introduction: Every year approximately
1.3 million lives are cut short as a resultof traffic accidents and about 93% ofmishaps occur in low and middle income
countries (WHO). Bangladesh is a highly
populated middle income country with ahigh fatality rate caused by roadaccidents. Road casualties is a serious
problem in the national highways,
especially in the rural areas. Nearly 47%of the total accidents took place innational highways and 65% of those werein rural highways. Here we explore someof the critical accident factors of ruralnational highways of Bangladesh.

Grievous

SimpleCollision

Motorcycle
7%

NMV
4%

Pickup4%

Bus (All)38%

Seatbelts/ Helmets
Truck (All)
26%

8000
7000

Car
3%

6000

Contributory Factors in Accidents

5000
4000

15%

3000

40%

2000
1000

45%

0

Fatal

Grievous

SimpleAccident Severity
Worn Not Worn

Collision

Overspeeding

Careless Driving

Acknowledgments:
Accident Research Institute(ARI), BUET || Dr. Armana Sabiha Huq, Assistant Professor, ARI, BUET || Mr. Atiq Azad, Graduate Research Assistant, ARI, BUET
For further information, contact here : Email: 1704020@ce.buet.ac.bd ; Phone:+8801906839906

28

OthersAn Integrated Internet of Things Sensor basedA
System for Structural Health Monitoring
Srikulnath Nilnoree* , Attaphongse Taparugssanagorn *** Doctoral student in Structural Engineering, Asian Institute of Technology (AIT)*** Associate Professor in Telecommunications; Information and Communications Technologies;
IoT Systems Engineering Academic Programs, Asian Institute of Technology (AIT)

Abstract
An Internet of things (IoT) has been a buzz word in the last few decades. IoT is a network which connects physical objects — “things”—
via the internet protocol. Monitoring systems based on IoT technology is a key solution for collecting, exchanging, and communicating thedata between sensors and users. There are several modules available in the market providing helpful solutions for smart cities. This poster
introduces a study on low-cost reliability IoT based system for Structural Health Monitoring (SHM). The architecture of SHM system using
IoT and the examples of node system are presented. Following with the key challenges of IoT based SHM. In recent years, the structuraldynamic response has been studying to investigate the performance of the structures. The health of in-service structures is a crucial part thatcan be identified by system identification of the natural frequencies and damping ratios, a part of SHM method. In contrast, the conventional
instruments i.e., accelerometer, strain gauge and transducer are expensive and cannot be used to monitor the structures continuously. Thanks
to the IoT and wireless sensor network technology that have been rapidly developed, IoT system based SHM can be a key solution of reducing
implementing cost of the whole system. Moreover, IoT system is also suitable for dynamic and continuous monitoring application.

Background: Structural Health Monitoring System
Structural Health Monitoring System
Components
Disciplinary

IoT Technology

Data Acquisition

Sensing Technology

IoT End Devices

1

Data Transmitting

Communication Tech.

Wireless Technology

2

Data Storage & Mining

Storage Technology

Cloud Technology

3

Data Processing

Signal Processing

Signal Processing

3

Data Interpretation

Evaluation Method

ML based Identification

3

Power Supply

Battery & Charging Tech

Ultra Low Power Tech

2

Architecture of SHM system using wireless sensor technology for IoT
1

2

3

AccelerometerAlt
Node 1
Raw Data

Node 2

Node nNoisy Data

FadingFading

Thermometer

Delay
Cloud based Solution

FadingNoise

Gateway

Anemometer
Sensor System

Wireless Communication & Powers System

ML based Solution
Evaluation System

The key challenges of IoT based SHM
References:[1] Dhakal, D. R., Neupane, K. E. S. H. A. B., Thapa, C. H. I. R. A. Y.
- Sampling Rate Limitation
U., & Ramanjaneyulu, G. V. (2013). Different techniques of structural
health monitoring. Research and Development (IJCSEIERD), 3(2), 55- Time Synchronization
66.
[2] Abdulkarem, M., Samsudin, K., Rokhani, F. Z., & A Rasid, M. F.
- Data Rate and Throughput(2020). Wireless sensor network for structural health monitoring: A- Fault Tolerance
contemporary review of technologies, challenges, and future direction.
Structural Health Monitoring, 19(3), 693-735.
- Parallel Data Processing[3] Tong, X., Yang, H., Wang, L., & Miao, Y. (2019). The development
and field evaluation of an IoT system of low-power vibration for bridge- Network Scalability
health monitoring. Sensors, 19(5), 1222.
- Power Efficiency[4] Zhou, G. D., & Yi, T. H. (2013). Recent developments on wirelesssensor networks technology for bridge health monitoring.
- Programmable Interface
The wireless acceleration node sensor Mathematical Problems in Engineering, 2013.
For further information, please contact :Srikulnath Nilnoree, TEL䠖 +81-930-9390䠈 E-mail: st122188@ait.asia
Attaphongse Taparugssanagorn, TEL䠖 +88-628-8820䠈E-mail: attaphongset@ait.asia
29

Time Series Analysis of the Seasonality of Air Pollution and Its Impact on
COPD Cases in Dhaka City
Samiha Saleha, Dept. of Disaster Science & Management
University of Dhaka, Bangladesh
Abstract: Dhaka is a rapidly expanding metropolis that contributes greatly to air pollution due to rapid unplanned urbanization, industrialization, themotorization of vehicles resulting in the burning of fossil fuels and emission of chemical pollutants. This results in an adverse impact on human health and thedevelopment of respiratory diseases like chronic obstructive pulmonary disease (COPD). Therefore, this study aims to investigate the impacts of temperature andhumidity on air pollution, the seasonality of air pollution, forecasting the concentration of air pollutants for two years and the degree of its effect as one of the maincausal factors of COPD, in order to provide plausible suggestions based on the findings. Time-series analysis is carried out to analyze the trend and seasonality of air
pollution correlating with temperature and humidity of the years 2016-2020. Forecasting of the pollutants’ concentration was done using ARIMA model followed byMultiple linear regression model to explore the chances of the relationship between air pollution and reported COPD cases for the years 2018-2020. The results showthat temperature and humidity have strong negative significance (p<0.05) on some specific air pollutants. On the other hand, year-wise regression analysis among
pollutants and reported COPD cases identified that pollutants such as SO2, NO, PM2.5, and PM10 have a low positive significance on causing this respiratory disease.
As results indicate that there is highly significant association among environment temperature, humidity, presence of pollutants (SO2, NO, NO2, PM2.5, PM10) in theair, and weak positive significance of air pollutants on health hazards, it is recommended to initiate and reinforce some policy actions to minimize the effects. This
study will thereby help the policymakers to take necessary actions and plan mitigation strategies to reduce the pollution level of the city and minimize the impacts on
health.

Results

BackgroundPrimary and secondary pollutants are the major contributors to air pollution.
Weather factors such as temperature, humidity, rainfall, wind direction, and speed
may cause fluctuations in air pollutants’ concentration Bangladesh had the worst
air quality for the last couple of years consecutively and this issue is assumed as
one of the major influences for causing respiratory diseases such as Asthma,
Chronic Obstructive Pulmonary Disease (COPD).

c

Methodological Frameworkde
Fig 1: Methodological Framework

Statistical Analysis
Then Multiple Linear regression model has been used to find how temperature and humidity
correlate with air pollutants. The equation for this simple regression model will be:

Methodological Framework

Y= a+ b1X(Temperature)+ b2X(Humidity)+ γ

Where, X= Predictor variable (Temperature/ Humidity); Y= Dependent variable (Concentration for
SO2/ NO/ NO2/ PM2.5/ PM10); .a= Y-intercept (constant term); .b= Slope coefficient for X; .γ =Model’s error term or residuals.

Fig 2: Seasonality Graph of (a) SO2, (b) NO, (c) NO2, (d) PM2.5, (e) PM10

Several forecasting methods were tried out to forecast the pollutants trend with time and the AutoRegressive Integrated Moving Average Model showed significant results. Using ARIMA Model,
pollutants’ trends have been forecasted for two years (2021-2022).

Table 1: Regression Analysis of Air Pollutants with Temperature and Humidity
Temperature
Humidity
Coefficients
Pr(>|t|)Coefficients
Pr(>|t|)

The formula and calculation of the Multiple Regression Model that will be used:

SO2-1.0691

0.00246 **-0.2350

0.06894 .

NO
NO2
PM2.5

-4.1010-5.4451-10.9871

0.00159 **0.00165 **< 2e-16 ***-1.0914-0.9925-3.8965

0.02234 *0.11459
1.71e-15 ***PM10
9.65e-08 ***-11.857-7.294Significance codes: 0 ‘***’ 0.001 ‘**’ 0.01 ‘*’ 0.05 ‘.’ 0.1 ‘ ’ 1

3.88e-14 ***y=β0+ +β1x(SO2) + β2x(NO) + β3x(NO2) + β4x(PM2.5) + β5x(PM10) + ϵ
where, y = Dependent variable (Number of reported cases); x(SO2) = Explanatory variable for SO2
concentration; x(NO) = Explanatory variable for NO Concentration; x(NO2) = Explanatory variable for
NO2 Concentration; x(PM2.5) = Explanatory variable for PM2.5 Concentration; x(PM10) =Explanatory variable for PM10 Concentration; β0= Y-intercept (constant term); β1/ β2/ β3/ β4/ β5 =Slope coefficients for each explanatory variable; ϵ= The model’s error term

Results

Table 2: Regression Analysis of COPD Cases and Air Pollution

a

(I)

(II)

(III)

Pollutants’data: 2017 Pollutants’ data: 2018
Cases Data: 2018
Cases Data: 2019b

Coefficients:
Estimate Pr(>|t|)
SO2 8.222e-01 0.0623 (.)
NO
1.700e+00 0.3801
NO2 1.741e+00 0.3756
PM2.5 4.230e+00 0.0470(*)
PM10 5.169e+00 0.0206(*)

Coefficients:
Estimate
1.827e-02
2.755e+00
1.381e+00
2.414e+00
5.437e-01

Residual standard
error: 0.6164 on 6
degrees of freedom
Multiple R-squared:
0.7927, Adjusted Rsquared:0.62

Residual standard
p-value:error: 0.5305 on 6
0.01978degrees of freedom
Multiple R-squared:
0.8465, Adjusted
R-squared: 0.72

p-value:
0.04538

Pollutants’ data: 2019
Cases Data: 2020

Coefficients
Pr(>|t|) Estimate
0.9544 7.505e-02
0.0191 * 1.807e+00
0.1452 1.517e+00
0.2105 1.503e+00
0.7309 1.983e+00
Residual standard
error: 0.7464 on 6
degrees of freedom
Multiple R-squared:
0.6961, Adjusted Rsquared: 0.4429

Pr(>|t|)
0.785
0.416
0.515
0.314
0.253
p-value:
0.1252Significance codes: 0 ‘***’ 0.001 ‘**’ 0.01 ‘*’ 0.05 ‘.’ 0.1 ‘ ’ 1Conclusions
This study identified that if temperature and humidity increase, there is a high possibility of decreasing air pollution. But the warmer and humid environment is not a perfectsituation for human lives. Hence, controlling air pollution and climate change should be one of the top priorities for authorities. Moreover, an increase in air pollution can act
as a cause of rising COPD cases. Policymakers can use the research findings for improvising the existing laws and initiating new ones.
For further information, contact: Samiha Saleha; Department of Disaster Science and Management, University of Dhaka; TEL䠖 +880-1521433978;
E-mail: samihasaleha.03@gamil.com
30

The Effects of Reclaimed Asphalt Pavement on thesustainability characteristics of Asphalt Concrete
Grace Muna1*, Michael Henry2
1 Division of Architecture and Civil Engineering, Graduate School of Engineering and Science, Shibaura Institute of Technology, Japan
2 Department of Civil Engineering, Shibaura Institute of Technology, Japan.

Abstract
This research will concentrate on improving sustainability through road material modification. Reclaimed Asphalt Pavement (RAP) is a mix
that has a portion of recycled coated aggregates included into a new mix and is currently widely associated with improved sustainability due toits improved effects on virgin material consumption, cost effectiveness and proper disposal practices. The use of various sustainability
indicators as evaluated in Life Cycle Analysis (LCA) at different stages, from various literatures was used to comparatively assess the effects
of using RAP to a conventional mix through relationship graphs. The results show that using 10-100% of RAP in a mix greatly improves thesustainability characteristics of the asphalt concrete, noting that current practices have managed to re-use about 51% of RAP in a new mix toattain standard material performance.

Introduction

Methodology

The use of recycled
Sustainability
road construction andSustainable
demolition waste RAP, Transportation Responsible
resource
Development(Roads)could assist engineers
Consumption
to contribute more towards
the achievement of SDG goals.
Reclaimed asphalt
pavement (RAP) is theterm given to removed
and/or reprocessedpavement materials
containing asphalt andaggregates and is often
associated with Road
pavement sustainability
Source: https://www.pwri.go.jp/eng/about/pr/webmag/wm017/seika.html
due to its recyclability.

Possible
Challenge:

Secondary data is used to establish
Energya comparison of various indicators
for RAP mixes vis-à-vis aMaterial
conventional mix (baseline) using
Resources
different scenarios from various LCA
studies through relationship graphs.
Indicator Selection
Production Phase

Establish the effect of using RAP
on various indicators associatedwith Asphalt concrete toddetermine improved Sustainability.

Assessing thesustainability benefits ofrecycled road materials.

General Energy
Requirements (GER)

Carbon Dioxide(CO2) production
Sulphur Dioxide(SO2) production

-80

-60

-40

-20

Production
Cost
EnergyRequirements
CO2
production
SO2
production
NOx
production
CO production

-80

-100

VOC
production

Reduced Virgin materials in Mix due to use of Secondary
Material consumption (% )ǻ,QGLFDWRULQ/&$YV%DVHOLQH
(%)

-20

-10

0
0

-5

-10

-15

-20

• Data is then normalized(reference is individual caseand data collected forstudies baseline conventional

Acidification Potential(AP)

different scenarios
using varying

Asphalt Concrete mix)
• Relationship graphs plotted

percentages of RAP

for each indicator selectedin various countries.

against percentage replaced
virgin material in original mix

Discussion
Indicators

-60

-30

Data Analysis

Production Cost

-40

-40

(Road
d Life Cycle)

using Distance to a reference

Whole Life Cost

-20

-50

Disposal

4 books reviewed,

Volatile Organic
Compounds (VOC)

0-60

EmissionsUse

Global warming
Potential (GWP)

Fossil Fuel Depletion
(FFD)

0

ǻ,QGLFDWRULQSURGXFWLRQYVBaseline (%)-100

Data Collection

Construction• Over 144 papers andCarbon Monoxide(CO) production

Results-120

Processed

Whole Life Cycle

EnergyRequirements

Nitrogen Oxide (NOx) Human Toxicity (HT)production

Objective

RecycleIndicators
General Energy
Requirement
GlobalWarming
Potential
Acidification
Potential
Fossil Fuel
Depletion
Human Toxicity
Whole life Cost

 Most studies found that most of the indicators assessed
reduce in value from those seen when using a normal Mix. It isalso observed that the more the amount of RAP used in themix, the more reduction in indicator values as well.
 Experimental research has tested
mixes made of 100% RAP mixtures,
however with the current
technologies, Japan has achieved
the highest percentage at morethan 51% (NAPA 2015) of RAP in a
new mix.
Source: NAPA, 2015

 One common shortcoming of RAP is old oxidated binder. It
is necessary use rejuvenators to attain high RAP mixes.
This, however, seldom negates the positive effects onsustainability in the mix over the whole life cycle.

Conclusion
The use of RAP has positive effects on sustainability through thelowering of Green House gas emissions , energy requirements,
cost and natural resources consumption as compared toconventional mixes throughout the life cycle of a road.
High RAP content also contributes more towards the sustainabilityof the mix. It should however be noted that the new mixes require
proper engineering such as inclusion of rejuvenators andproduction practices to achieve standard mix performance.

-25

Reduced Virgin materials in Mix due to use of Secondary
Material consumption (% )References

Figure 1 : Relationship graphs for various Indicators vs reduced virgin material in mix in Production phase andLife Cycle Analysis scenarios .

• NAPA, “High RAP Asphalt Pavements- Japan practice Lessons
learnt”, Technical Report IS 139, USA, December 2015.

For further information, contact below.
Eng. Grace Muna , Social Infrastructure Management Laboratory , Department of Civil Engineering, Shibaura Institute of Technology.
31

Topology-based Analytical Research on City Infrastructure Interdependencies: A Case Study
Shi Zhengyi, Tsinghua University, Peking, China, D1

Research Background and Method infrastructure is the framework of interdependent networks and systems
 infrastructure malfunction can cause secondary failure due to interdependenciess failures may spread among infrastructure networks in a cascading way
modelling andsimulation methods
empirical

infrastructure failure interdependencies (IFI)

economic

agent-based, input-output theory, CGE

system dynamics

critical infrastructure protection/decision support system

topology-based

 based on graph theory
 suitable for network-like infrastructure systems
quantitatively

water distribution
system (WDS)interdependencies(Rinaldi S M et al. Identifying, understanding,andanalyzingcriticalinfrastructureinterdependencies. IEEE Control Systems
Magazineˈ2001.)

electricity distribution
system (EDS)

Build a Graphgraph for EDS

graph for WDS
n the number of nodes
m the number of edges

Fragmentation Analysis

histograms with x axis denoting frequency

cluster B fitting those points
in exponential form

cluster A
nodes
removedGeographical Interdependency Analysis
 remove all nodes of a certain grid remove nodes of EDS andsimulate changes of WDS

c the number of clusters
n the number of nodess size of cluster qq

32

relative cluster size

relative cluster size we study the changes when a small fraction f of the nodes isremoved with the increase of f,
points are moving like

Identifying Dynamics of 2020 Flood Event & Its Effect on the Health of the Community inKurigram District by Using Earth Observation Technology.
Tonmay Kumar Barman, Dept. of Disaster Science and Management
University Of Dhaka, Bangladesh.
Abstract
Floods are a frequent phenomenon in Bangladesh and Kurigram district is no exception. The rivers Brahmaputra-Jamuna, Dharla, Dudhkumar, andTeesta, are responsible for the majority of the flooding in this Bangladeshi region. The objective of this research is to identify the areas of Kurigram
district that were flooded during the 2020 monsoon season including the extent of floodwaters and analyze the impact it remained on the health ofthe local population. The flood extent was mapped using Sentinel-1 SAR data from June 19 to August 18, 2020. Field surveys were performed toassist with data analysis and to ensure the accuracy of the result. According to the result, the area of floodwater has increased 23% continuously from19th June to 13th July and decreased 15% from 25th July to 18th August. From 13th July to 25th July, it remained almost the same. Since the onset ofthe monsoon, the number of people suffering from water-borne diseases in flood-prone areas has increased dramatically. Women and children havesuffered more than men in this crisis. COVID-19 also adds post-traumatic psychological impact on the health of people. Due to the flood, the healthcenters were also unable to provide their basic services and treatments. This research will help authorities in concern to identify the flood-affectedareas and improve their health center facilities.
from July 25 to August 06, August 06 to August 18.
Background
Bangladesh is a tropical country prone to flooding due to the Gangetic delta
and its numerous rivers. It's because it's in a basin that's less than 5 meters
above sea level. During and after a flood, it is critical to capture the greatest
flood extent, which can only be done through flood extent mapping
techniques. The research aims to show the size of the flood, its influence on
local residents' health, and how the storm affected healthcare facilities'
service quality. It will also look at Covid-19's impact on the issue.

Methodological Framework
Defining the Problem; Study Area; Time of Interest.

Figure: Post Classification Change Detection(b)Sentinel 1 SAR Images of2020 Flood

Change of area (%)

Data Collection
Health Data from Field and DGHS
Field Survey at Flooded &Non
Flooded Zone to Collect Health
Related Data.

Image Pre-Processing
Binarization & Change Detection

80%
60%
40%
20%
0%
0619-0701 0701-0713 0713-0725 0725-0806 0806-0818

Change of time
Land

Water

Land - Water

Water - Land

Figure: Changing trend from 06 July to 18 August.(c)Health Data Analysis

From 19th June to 25th July, flood waters increased, then subsided until
18th August. According to that analysis it can be said that the flood in
Kurigram was highest on 25th July and it decreased by 6th August.

AnalysisFlood Extent Map of 2020

Number of diseases affected people

Health Data Output

Flood Extent & Its Impact on Local HealthResult150

200

Number of diseases affected people

Data

150

100

100
50
0

Month
Cold, Fever
DysenteryWorm
Figure: Classified Map of 19 June, 13 July, 18 August(a)Table shows that the
Area
Area
Area inarea of floodwater
Class
in
in
07.01
increased continuously
06.19
07.13
from June 19 to July 13
Land 74%
59%
51%
and decreased from
July 25 to August 18.
Water

26%

41%

49%

Diarrhea
Allergy
Wounds

50

0

Month
Cold, Fever
Dysentery
Worm

Diarrhea
Allergy
WoundsFigure: Relation between Flood and Human Health (a)

Area
in
07.25

Area Areainin
08.06 08.18

52%

65%

67%

48%

35%

33%

Table: Area Changes in Percentage.

From 13 July to 25 July, it remained almost the same. From 19 June to 01
July floodwater area increased 15% and 8% from July 01 to July 13. 2%
decreased from July 13 to July 25. Then 13% & 2% decreased respectively

Conclusion
The area of floodwater increased from mid-June to mid-July, thendecreased from late July to mid-August, according to SAR data.
Between July 13th and 25th, there was more flooding. The frequencyof water-borne diseases increased in flood-affected areas in July,according to data from the several. Simultaneously, more mothers andchildren were affected than men. The flood also entirely destroyed one
union (Narayanpur) health center. As a result, patients had to seek care
at a nearby union.

33
For further information, contact: Name: Tonmay Kumar Barman, TEL䠖 +8801318067018, E-mail: tonu.dsmdu@gmail.com

As a developing hazard prone country Bangladesh needs to predict geological characteristics to minimize natural hazard impact and ensure infrastructuraldevelopment. To ensure that relationships between different geological parameters assist engineers in using empirical methods to evaluate and analyze soil
performance by converting the available database of one of the two Cone Penetration Tests and Standard Penetration Tests into the parameters of the other test (s). A
substantial amount of published literature suggests linear statistical correlations between the two test variables: N blow count of the SPT and cone tip resistance (qc) of
the CPT. However, soil properties vary greatly from place to place due to formation history, weathering effect, soil-water interaction, and a variety of other geologicalfactors. As a result, it emphasizes the importance of developing new correlations or examining the applicability of previously available correlations for local soil prior
to practical application of those correlations for design or research purposes. This research is targeted to create a reliable correlation of geological characterization
based on SPT-N value and cone bearing resistance value (qc) of CPT test of riverine soil of south area and coastal embankment soil of north area of Bangladesh. This
work consists of a total of 38 data pairs of SPT-CPT tests with a significant number of field and laboratory tests following standard protocols. This researchdemonstrates that through CPT we can obtain continuous and reliable information about soil strata. The results of the analyses indicate that there is a good enoughagreement between previously established and newly developed correlations for the studied soil type. Additionally, this study demonstrates how in-situ soil
characterization enables easier and conservative structural design in Bangladesh
•
•
•

•
•

•

•

The purposep rpose of this work
ork is to develop an empirical equation that correlates SPT-N blow from standard penetration test and cone resistance qc from cone penetration test
for soils collected from various places ranging from the northernmost riverine embankment to the southernmost coastal embankment.
The Cone Penetration Test (CPT) is gaining popularity due to its unmatched ability to outline soil strata and continually measure soil parameters. Although the CPT is
gaining popularity, earlier in-situ gear such as the SPT are still employed during sampling boring in practically all geotechnical studies. Correlations between SPT and
CPT are thus of practical importance, given the large amount of existing data gathered through SPT.
Numerous correlations must be established before CPT results can be directly applied. Prior to establishing these relationships, it is critical to connect the cone tip
resistance,, qc,
q , to the SPT N-value,, N60 and other parameters, in order to efficiently utilize the available data base of field performances and property correlations with
the N-value.
Cone penetration testing (CPT) and standard penetration testing were used extensively in field studies (SPT). Thirty-eight (38) pairs of CPT and SPT were conducted toa depth of 30m or until maximum resistance was encountered, whichever occurred first.
The research area consisted of 11 districts (38 locations), of which four districts (15 locations) covered riverine areas, six districts (21 locations) covered coastal regions,pand the other two places
covered both. Each pair of CPT and SPT has been performed as closely as possible, with a maximum horizontal distance of 1m.

SPT were performed in accordance with ASTM D1586. Wash boring was used to advance the boreholes for the
SPT. To gather soil samples from boreholes, the split spoon sampling method was utilized, and disturbed
representative samples were collected. Borehole samples were stored in polypropylene bags. Shelby Tube
samples were acquired undisturbed using percussion drilling. Consideration has been given to potential sourcesof uncertainty that could affect the SPT N-value. Throughout the test program, an experienced geologist
witnessed borehole drilling, soil sampling, and SPT N-value recording techniques, and this expert suppliedvisual descriptions of the gathered samples. The SPT N-value was determined and samples were obtained at 1.5
m intervals.
The CPT soundings were performed using a 10 cm2 Hogentogler type piezocone penetrometer that measurespore water pressure (u2), cone tip resistance (qc), and sleeve friction (fs). The cone was pushed into the groundat a consistent velocity of 2cm/sec. During advancement, dynamic pore water pressure, tip resistance, andsleeve friction were constantly measured in 10 mm depth increments. Most sites in this investigation had apenetration depth of around 30 m below the surface. Each borehole had a CPTu dissipation test.

• CPT-based soil classification has been compared to SPT-based classification, and CPT-based classification is generally faster, more consistent, and consistent
with conventional categorization. The qt/N60 ratio was found for a variety of soil types using an R2 value ranging from 0.1 to 0.35. Additionally, it has beenshown that when the behavior index value and fines content increase, the qt/N ratio drops, whereas it increases as the mean grain size increases. With
increased SPT blow count and cone tip resistance, the strength parameters grow in value. With rising cone tip resistance and qt/N ratio, the compression
index drops. With increasing cone tip resistance, plastic limits appear to grow. The proposed correlation are described in the graphs above.

The research's primary purpose is to characterize soil using in-situ test parameters. To accomplish this, soil categorization was performed directly utilizing
CPT test results; correlations for index parameters, strength parameters, compressibility characteristics, and plasticity qualities were proposed.
Additionally, correlations between CPT and SPT have been established for various soil types, indicating that any of these two tests may be used tocharacterize soil. The primary barrier is the scarcity of laboratory testing. To ensure the correctness of the results, strength parameters and compressibility
characteristics were measured using undisturbed samples, although there were only a limited number of undisturbed samples for a relatively narrow depth
range. While modern technology and recent advancements in sampling enable the gathering of undisturbed sandy samples, no undisturbed sandy sample
was acquired for this investigation. Another constraint is the reliance on manual machinery rather than automated ones.

For further information, contact here.
Mir Md. Tousif, Graduate Student, Bangladesh University of Engineering and Technology.
34

E-mail: mmtousif01@gmail.com Phone : +8801521-401442

The relationship between bridge characteristics and condition rating for roadbridges in Lao PDRYour picture

1. Silimanotham Hatthaphone, Doctoral 1st yr on Regional Environment System, Course Graduate School of Engineering andScience, Shibaura Institute of Technology.
2. Associate Professor Michael Henry, Department of Civil Engineering, Shibaura Institute of Technology.

Abstract - This paper presents a situation of bridge infrastructure in Lao PDR to indicate the bridge database including the bridge characteristics and bridge
condition rate. Approximately 80 percent of the bridge in Lao PDR was constructed before the 1990s and became the reinforcement to concrete bridge. Almost
all bridge span are short and medium-length, smaller than 30 meters and the carriageway of bridge would be the narrow type. This study focuses on analyzing
the relationship between bridge characteristics and bridge condition ratings for the purpose of understanding the current state condition of bridges. The
analysis process start form the observation of bridge characteristics on the database to clarify the details of bridge such as the span length, carriageway width,
structure types, constructed year etc. Next process focus on the bridge condition ratings to find the relationship factors between the bridge characteristics andthe rate of bridge condition by statistical analysis. Furthermore, statistical analysis can also be the verification of hypothesis on this relationship factors. In
conclusion, the results illustrate the value of relationship factors between the bridge characteristics and the bridge condition ratings.
Keywords: Bridge characteristics, bridge condition rating, Lao PDR, statistical analysis.

Methodology

Introduction
Road Classification
Bridge database is necessary forbridge management work including 1. National 2. Provincial
bridge characteristics and bridge
condition rating. Most bridges in Lao
PDR was constructed before the
3. District
4. Urban
1990s and became thereinforcement concrete bridge.
However, this study is interested on
5. Rural
6. Special
the bridges that are located andbelong to the national road.

 Bridge database from the government
agency.
 Bridge database details:- Geometric data: span length/member
lengths, support condition, truss
spacing, roadway widths etc.
- Bridge Element and condition data:
element types and actual element
sizes, material grade and material
losses due to deterioration or corrosion.

Objective

Next Process• To understand the current state condition of bridge.
• To identify the relationship factors between bridge
characteristics and bridge condition ratings.

Summary

Identify

Analysis

Results and Discussions
840 bridges
 Belong to the nationalroad, are 840 bridges
with 6 bridge types asconcrete girder, concreteslab, steel girder, steel
truss, wooden and other.
 4 variables of construction year:
before 1990s, 1991 to 2000,
2001 to 2010 and after 2011.
 Analysis method:
This research analyze database on statistical analysis in
Microsoft Excel program by using correlation test at 95% ofconfidence level

Bridge amount:
Concrete slab: 194
Concrete girder: 488
Steel girder: 20
Steel truss: 93
Wooden: 32
Other: 13

Bridge amount:
Before 1990s : 467
1991-2000s: 42
2001-2010s: 162
After 2011s: 173¾ Correlation between condition ratings and each bridge
After correlation test in Excel: thetypeBridge types

Correlationvalue

P_value

Concrete slab

-0.89110.0171

Concrete girder-0.9025

0.0137

Steel girder-0.7099

0.1139Steel truss-0.8500

0.0320Wooden-0.6055

0.2026

Other-0.5252

0.2845

results indicate 3 bridge types as thesignificant correlation values and 3
bridge types have not got thesignificant correlation values.
Attention:
 Significant: p_value < 0.05
 Not significant: p_value >0.05

Summary
The results indicate the characteristics of bridges that belong to thenational road in Lao PDR and the relationship between bridge
characteristics and state condition rating by correlation coefficient on 95%
of confidence level. However, some results did not show significant on therelationship factors because the number of p_value are bigger than 0.05.

¾ Correlation between condition ratings and each construction
year group
After correlation test in Excel: theConstruction
year

Correlationvalue

P_value

Before 1990

-0.97890.0006

1991-2000-0.94160.00502001-2010-0.77530.0700After 2011

-0.8618

0.0273

results indicate 3 construction year
as the significant correlation values
and 1 construction year have not got
the significant correlation values.
Attention:
 Significant: p_value < 0.05
 Not significant: p_value >0.05

Future Works
In the future, the researcher would like to predict the remaining of bridge
structure life by using the deterioration model, to study the optimization ofmaintenance cost and to manage the life cycle of bridge management
plan for short term, medium term and long term.

For further information, contact below.
Silimanotham Hatthaphone, Doctoral 1st year, Shibaura Institute of Technology
35

E-mail: na21505@shibaura-it.ac.jp

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36

Dynamic structure--soil--structure interaction of pile groups
u ps
Your
Y
our ppicture
ictureamong structures: a parametric study
Bo Mahai, The University of Tokyo, China, doctor 1st year

The dynamic behavior between structure and soil under seismic load has been widely studied in the recent years. As a branch of structure-soil interaction (SSI), the structure-soil-structure interaction has beenstudied for some problems in the past. However, as a popular foundation form of structures, the parametric study for pile-supported structures towards the parameter of piles is remaining as blank. This thesis
aims at carrying a parameter study on the pile group foundations by using a coupled BEM-FEM model on a viscoelastic semi-infinite soil medium under harmonically varied near-field ground motion.
In this work, the parametric studies of pile lengths, pile diameters, and pile arrangement will be studied considering three pile-supported structures lying on the soil surface. The piles and superstructures
are modeled by FEM, and the half-space soil is modeled by BEM. Frequency domain numerical analysis has been used in this work. Through the numerical simulation, how the SSSI affects the behavior ofpile group foundation will be studied.

Conclusions

1.Within a certain range, pile length, diameter, andarrangement barely change the configuration of response curveand natural frequency.
2.The frequency dependent dynamic stiffness of structuresoil-structure system is dominant factor for the maximum
response.
3.Shielding effect can make structures less likely to generatelarge displacement.
4.The more maximum response, the greater the Shielding effectcan be observed.
For further information, contact below.
Bo Mahai, Meguro&Numada Lab, TEL䠖 +81-03-5452-6436䠈 E-mail: meguro-s[at]iis.u-tokyo.ac.jp
HP: http://risk-mg.iis.u-tokyo.ac.jp/index.html
37

'HWHFWLRQDQGGLVDVWHUULVNHYDOXDWLRQRIVRODUSKRWRYROWDLFFHOOVE\VDWHOOLWHUHPRWH
VHQVLQJGDWDDQGDPDFKLQHOHDUQLQJPHWKRG

Shoki Shimada, University of Tokyo, Japan, M2
The strong demand for renewable energy has contributed to the dramatic increase in the number of solar
photovoltaic cells. However, those solar PV cells located in lowlands or steep slopes are vulnerable to natural
disasters such as flooding and landslides. Therefore, a simple and cost-effective method of monitoring thelocations of those structures is needed. In this study, a combination of Sentinel-1 data and Sentinel-2 data wasused to detect solar PV cells by using a machine learning method. Subsequently, the detected locations of solar PV
cells were compared to flood and landslide hazard maps to find the high-risk groups. Since this method requires nocommercial satellite data, it can be expanded into larger areas and arbitrary timing without budgetary problems.

1. Introduction•It is important for the authorities and companies to take appropriate actions based on
the types of risks on the increasing number of solar PVs around Japan.
•A latest record and the potential risks of the solar PVs will be helpful for disastermitigation activities on the facilities.
•In this study, a simple and cost-effective method of solar PV structure detection withfreely available satellite data was proposed, and the result was compared to thehttps://www.meti.go.jp/shingikai/sankoshin/hoan_shohi/denry
public hazard maps.
oku_anzen/newenergy_hatsuden_wg/pdf/014_01_00.pdf

Fig.1 Damaged solar PV cells

2. Method
Input data
•Sentinel-1 SLC (Coherence)•Sentinel-2 level-2A•Temporal average coherence

Classification method•Random Forest classification

Refinment of the results•Number that a pixel classified as a solar PV>4out of 9 classification=> Final solar PV cell
Fig.2 Flow chart of the study

3. Results & Future works•A good result in terms of the user’s accuracy and theoverall accuracy was achieved by the proposed approach.
•By comparing the detected solar PV locations to exiting
Fig.3 Accuracy assessment result
hazard maps, it was observed that the number of facilities
facing the high flood risk is high in the region.
•The producer’s accuracy was lower than that of the exiting
high-resolution LULC map of Japan (ver. 21.03).
•Use of the different orbit data and the advanced
classification method such as an object-based machinelearning are the possible way of improving the detection
accuracy in the future works.

Fig.4 An example of the detected solar
PV cells within a flood hazard map

For further information, contact below.
Shoki Shimada, Wataru-Takeuchi lab, Graduate school of engineering, the university of Tokyo
E-mail: shokishimada@g.ecc.u-tokyo.ac.jp
38

1

1

Hydrological Parameters- Monthly Average Discharge And Monthly Average Water Level

Acknowledgements : Bangladesh Water Development Board (BWDB) || Dr. Armana Sabiha Huq, Assistant Professor, Accident Research Institute (ARI), BUETcom

39

DAMAGE CHARACTERISTICS OF THE 2019 YAMAGATA
PREFECTURE EARTHQUAKE AND DAMAGE
CLASSIFICATION IN KOIWAGAWA
Teng Limin
Nagaoka University of Technology, Nagaoka, Japan

Abstract
On June 18th 2019 ,the earthquake occurred in the offshore of the Yamagata Prefecture, Japan. We conducted a quick survey in the affected area on
June 20th,. There were two purposes for this survey:(1) to grasp a whole damage and situation,(2) to confirm relation between damage andgeotechnical condition. Most of the earthquake damage was to tile roofs. A lot of roof tile damage occurred in Koiwagawa which is located in nearsource area. Damage situation was different even within a narrow area by aerial photography survey and site investigation ,it was assumed that the
distribution of ground motion was different by place.

Objective

Introduction

Location of epicenter

Earthquake˖˖2019 Yamagata Prefecture Earthquake
Date and time˖June 18, 2019 22:22
Scale˖Mw6.2
Epicenter˖Offshore Yamagata Prefecture˄38eƍ1eƍ(˅Depth˖About 15km
Maximum seismic intensity˖6ˇFuya, Murakami City, Niigata
Prefecture(1) A lot of roof tile damage
occurred in Koiwagawa.

W
HY(2) Damage situation was
different even within a narrow
area.

Observation results

1.The hypocentral distance is about 10 km.

Persons

2.Maximum horizontal acceleration reached 633.4 cm/s2 .

9 serious
injuries

The acceleration response spectra have a large
amplitude at a short period range, and it exceeded 2,000 cm/s2
at a period range of 0.1s to 0.2s.

Damage classification in Koiwagawa

Damage situations

Ground motions

Houses36 partiallydestroyed
34 minor
injuries

1,245 partiallydamaged

1)Housing damage is

Damage situation of roof tile in
Koiwagawa on June 20th,2019concentrated in Yamagata and2)No major damage such as a

Category A the highest damage ˗CBNiigata Prefectures.

Aerial photograph in Koiwagawa
area on June 26th,2019Category C mostly no damaged ˗CACategory B medium damage rate.
CChouse collapse.
3)The damage of Fuya area,
where seismic intensity 6+ was
Observed acceleration wave-forms and acceleration response
spectra (h=0.05) of Fuya station

observed, was minor.

Summary

HousesTotalnumberBlue sheet

Damage
ratio

A

47

22

46.81%

B

34

13

38.24%

C

10

0

0

Total

91

35

38.46%

Category

1) Seismic intensity of 6+ was observed at Fuya station, but the damage was minor.
2) The main damage was tiled roof damage of wooden house.
3) Damage ratio of tile roofs were different by place in Koiwagawa area.
Observed acceleration wave-forms and acceleration response
spectra (h=0.05) of YMT004

We assumed that the ground motions were different.

For further information contact below
s207018@stn.nagaokaut.ac.jp

Teng Limin

E-mail: s207018@stn.nagaokaut.ac.jp

HP : https://whs.nagaokaut.ac.jp/gee-l/index.html

40

Review of the existing road safety issues and improvement
practices in Nepal
Nitesh Acharya, PhD Candidate, Department of Civil Engineering, Shibaura Institute of Technology, Tokyo
Michael Henry, Associate Professor, Department of Civil Engineering, Shibaura Institute of Technology, Tokyo

Abstract
Road crash is a major concern for least developed country like Nepal because it is responsible for huge loss of human life and economy. In the year 2020, approximately there was 2500 fatalities and6500 people were seriously injured. A study in the year 2017 shows that the crash cost was around USD 123 million which is equivalent to 1.52% of the nation’s Gross National Product. Every year
road crash fatalities and injuries are rising because of the unsafe roads and this demonstrates the urgency to reduce road crashes.
After reviewing various reports from government and donor agencies, we can conclude that there is multiple reason for steady increase in yearly crash numbers in Nepal. One of the major reasons forthe crashes, is poor road condition in the remote areas of the nation. Due to the geographical terrain, roads in hilly regions have multiple blind curves and the edges of the roads do not have safetybarriers. The urban cities and plain land have heterogenous traffic and vulnerable road users like pedestrian, bicyclist and motorcyclist are prone to crashes because of inadequate infrastructures toisolate them from main traffic. Road users lack proper safety education and the nation’s prevailing rules and regulations are not properly executed. Besides, only a small amount of fund is being
allocated by the government to improve road safety features and in addition to that, there is no clear plan or methodology to rationally spend that budget.
Through this study we can explore the predominant reasons for road crashes and the effective mitigation measures which can be easily implemented in case of Nepal. It is believed that the outcomes
will give guidance for further study and contribute in reducing road crashes.

Results and Findings

Introduction
 Huge reliance on Land/Road Transport 14220 Kms of strategic road network vital

1) Crash Data Management
 All vehicular crash data are maintained by Nepal police Standard format are available, but are not used and thus provides inconsistent data

for the socio-economic growth Only 43% road’s pavement condition is in Many crashes in rural areas not reported at all, particularly minor crashes

 Recently the Road Accident Information Management System (RA-MIS), the first web-based

good state (Based on IRI)

crash database management system and is being piloted in few traffic police stations

 Government has plan to construct 1000Km

2) Major causes of Road crashroads/ year for next 4 years
 Focus mainly on new construction rather
than maintaining existing ones

Figure 1: Strategic Road Network of Nepal, (Source: DoR)

# Based on Traffic police data from theyear 2008 to 2019

Mechanical Bad weather
OverloadRoad
0%
Failure2%
Condition
4%
DUI
1%
4%
Stray animals
0%Overspeed16% Every year 0.1 million new vehicle areregistered (including two-wheelers)

Increased road length and vehicles
have significantly increased roadtraffic crashes and causalities

Major reasons for most of the crashes
is inadequate “Safe driving culture”
Actions: 3Es

Overtaking
5%
Driver's
negligence
63%

Passenger/Pedestrian's fault
5%

Figure 4: Causes of Road Crashes,(Source: Nepal Police)

Task 1: Education & awarenesscampaign for Road user
Task 2: Engineering roadinfrastructures so that human error canbe forgiven and there is minimal loss
Task 3: Enforcement of laws

3) Current efforts of stakeholders
Government

Figure 2: Road crash trend in Nepal (Source: Nepal Police)
Crash Cost (USD, million)
2017

123

Year

Crash cost loss is approx.

2007

41

0

20

40

1.52% of country’s GNP
60

80

100

120

140

Agency/ Institutions• Nepal Police• Department of Roads• Department of Traffic Mgmt.
• National Road Safety Council• Ministry of Health

Source: www.nepalitimes.com“High-fatality crash” is very
common in mountainous roads

Figure 3: Crash cost in Nepal (Source: Banstola et al,2017

Acts/ Regulations• Road Safety Act (Draft)• Public Road Act• Motor Vehicle and Transport
Management Act• Nepal’s Transport Policy

Private Institutions

Objectives

Publications• Nepal Road Safety Action
Plan (2013-2020)• Road Safety Notes• Traffic Sign Manuals• Nepal Road Standard

Donor Agencies• Road safety awareness campaign: Traffic safety • Grants/ Loans: to execute road safety programs
week, school campaigns• Technical support: research works, assistance in To understand the road traffic safety situation in Nepal.
• Corporate Social Responsibility: Donating
drafting related policies & guidelines
 To review the existing road safety practices that are being adopted by the government and private Traffic Sign posts, Maintaining trees and shrubs • Conduction of trainings, seminar, conference
and safety campaignof road medianagencies, along with the gaps in those practices.
 To explore effective crash mitigation measures and practices which can be easily adopted in low4) SDG Goals and Scaled-up investment
100

income country like Nepal.

90

Methodology

80

Almost all information and data used are secondary data, collected through papers and reports

60

published by government and donor agencies. Crash data was retrieved from Nepal Police records.

40

Information regarding crash cost, current budgetary allocation and safety initiatives was collected

2070

Nepal needs to spend
approximately $879 million
in this decade to achieve
SDG Target 3.6

By 2030, halve the number ofglobal death and injuries
from road traffic accidents

50

30

10

from Department of Road’s (DoR) publications. The World Bank’s country report- “Delivering Road

88

5

0

Current allocation

Safety in Nepal” was thoroughly reviewed for additional information. All the finding andRequired

Budget/year (in millions, USD)

Figure 5: Road Safety Investment Status(Source: World Bank, 2020 & DoR)

conclusions are made after reviewing these documents.

Scaled-up road safety investment in Nepal will
also contribute in achieving other sustainablemobility goals like improved transport mobility,
universal accessibility, climate change
mitigation and reduced air & noise pollution(SUM4All, 2017)

Summary
Through this study we can conclude that, the situation of road traffic safety in Nepal is not in very
good shape. Although some efforts and measures have been taken by government, private
institutions and donor agencies to mitigate the problem, there is still a great challenge ahead. The
national government is the most responsible stakeholder and hence should prioritize and act
aggressively, because road safety is vital to national health, well-being of citizen and economic
growth of the country. Some of the mitigation measures that can be brought straight into action are:
 Road Safety Act bill should be immediately passed by the parliament National Road Safety Council should be legally backed up and provided withnecessary resources for effective operation and enforcement
 Adopting Safer Road Investment Plan: scientific prioritization of road safety

improvement on high risk roads Existing manual, concept notes and guidelines for implementing safety projects
needs to be updated along with National Road Safety Action Plan

Future Work

 Crash data management system has to be made more robust Training and awareness campaigns to develop & promote Safe Road Safety Culture Imminent scaled-up investment for short-term to long-term interventions

This research helped a lot in identifying potential road safety issues and probable areas to work within future. In the upcoming days, the researchers would like to develop a methodology to prioritize
future road safety projects and interventions using Multi Criteria Analysis (MCA) techniques.

41 na21504@shibaura-it.ac.jp
For further information,, Contact: Nitesh Acharya,y , Shibaura Institute of Technology,gy,gy E-mail:@jpModified Andreasen & Anderson Particle Packing Method to Develop Low Cement
High Performance Concrete with Partial Replacement by Fly Ash and Silica Fume
Binay Karna1, Thanakorn Pheeraphan2¹Research Assistant, Structural Engineering Department, Asian Institute of Technology
2Professor, Department of Civil engineering, Royal Thai Force Academy, Thailand
Abstract - With the groom in construction industry with rapid urbanization, need for high-performance concrete is increasing exponentially because of its highmechanical and durability properties. CO2 emissions related to production of cement is proving to be a big threat for environment because of which sustainability is a
big challenge for concrete industry. High-Performance concrete with minimization of cement is must. So, for address this particle packing approach with partial
replacement of cement with SCMs is major objective of this work. Mix designs have been developed using Design of Experiment (DOE) for Modified Andreason &Andersen Particle packing model and results were compared to ACI control mixes. Five-factor two level central composite design DOE was with the maximum andminimum Silica Fume and Fly Ash replacements being 15 kg/m3 & 66 kg/m3 and 0 kg/m3 & 83 kg/m3 respectively. The comparison for strength and durability was done
by five tests i.e., Slump, compressive strength, rapid chloride penetration, abrasion resistance and absorption. The concrete mixes were also analyzed for sustainability
in terms of cement consumption and CO2 emissions per MPa of concrete. Testing for the 28-day and 56-day properties the mix with 73% Portland cement, 13% silica
fume and 14% fly ash was most efficient one. For the mixes, the average reduction in CO2 emissions per MPa was about 30-40%. In addition to this the concrete
developed had good workability with average slump of 189.56mm and very high durability (average RCPT & abrasion resistance value being 898.596 Columb & 0.285%).
The conclusion drawn can be used to develop efficient and ecological high-performance concrete. This will contribute to significant reduction of CO2 emissions.

Introduction
With the giant leaps in the construction industry these days; High Performance Concrete is widely used WHY PARTICLE PACKING APPROACH ????
because of itsCEMENT PRODUCTION¾ High strength
4.6 BILLION TON 2015
¾ High workability¾ High dimensional stability & durability¾ High density (high modulus of elasticity)
8% OF GLOBAL CO2 EMISSIONS
Even tough HPC has longer service life, it requires
high use of binder (generally cement is 600-800kg/m3)
CEMENT - 50% OF CO2 EMISSIONSFROM CONCRETE

This accounts into high amount of CO2 emissions. Sustainability is amajor issue of concrete industry due to CO2 emissions attached to cement production. High performance
concrete with minimum use of cement is required. Partial Replacement of cement with different SCMs isdone for this but in most cases, it decreases the desired performance of concrete. So, particle packing
approach along with the partial cement replacement can be a solution.

Objective

5.32
5.21

228.6
131.6

210.82

186.3

194.25

228.5

228.6
190.66196.85233.68

224.7

177.8

M33

M32

M31

M30

M29

M28

M27

M26

M25

M24

M23

M22

M21

M20

M19

M18

M17

M14

52.17450.17449.68948.69648.26247.26242.98345.57442.98339.18138.97043.25742.40765.40063.40057.55254.56940.40747.86946.88045.49448.49461.73857.23758.04750.75048.47047.98644.36834.76251.85054.896

M33

M32

M31

M30

M29

M28

M27

M26

M25

M24

M23

M22

M21

M20

M19

M18

M17

M16

M15

M14

M13

M12

M11

M10

M9

M8

311.001502.650

1759.145

1600.158

1186.890

303.902240.007537.776851.587

1895.587
967.677

1901.246

1494.903

291.7101086.810
530.602872.194

1286.867

1060.672

1771.883

1379.665

1160.890

971.3642196.375

2911.898
2362.154
1373.580

1333.139

1271.360

1686.440

1382.464

1502.411

1477.136

1385.326

1270.677

346.053308.288606.290851.862

773.842762.580
230.3421070.770

1844.729

1985.475

2255.104
1517.230

1485.238

1108.888

1529.546
226.774

183.992

216.255

713.363247.998

279.072

188.229

M33

M32

M31

M30

M29

M28

M27

M26

M25

M24

M23

M22

M21

M20

M19

M18

M17

M16

M15

M14

M13

M12

M11

M10

M9

M8

M7

M6

M5

M4

ACI56

PPM28

PPM56

M33

M32

M31

M30

M29

M28

M27

M26

M25

M24

M23

M22

M21

M20

M19

M18

M17

M16

M15

M14

M13

M12

M11

M10

M9

M8

M7

M6

Abrassion Test

PPM
0.600

0.381

0.400

0.418
0.316

0.275

0.222

0.193

0.426
0.291

0.283

0.255

0.354

0.308

0.411
0.283

0.236

0.279
0.131

0.117

0.320

0.266

0.358

0.319

0.380

0.370

0.363

0.326

0.308

0.334

0.288

0.272

0.332

0.329

0.327

0.369
0.213

0.181

0.151

0.141

0.353

0.289

0.371

0.363

0.370
0.311

0.305

0.268

0.223

0.280

0.344

0.191

0.285

0.257

0.245

0.266

0.252

0.313

0.306

0.305

0.290

0.261

0.170

0.305

0.254

0.102

0.111

0.123

0.200

0.116

0.185

0.255

0.240

0.300

0.306

0.400
0.252

Percent Loss(%)

0.392

0.500

The per MPa CO2 emissions for normal mixes which is minimumof 9 kg/m3/MPa decreased to 5.56 to 3.54 kg/m3/MPa with PPM
mixes.

0.388

Threshold CO2 emission per Mpa (9 kg)
0.401

PPM56

0.371

PPM28

0.258

M5

M4

M3

M2

A6

M1

A5

A4

A3

A2

A1

ACI

36.22243.36652.07662.14458.86255.98750.83240.03346.21641.06041.02339.17746.34037.63937.96942.46864.20157.63954.56445.45847.43761.87756.854

M7

M6

M5

M4

1591.850

1469.665
976.716954.030

954.030

M3

M2

M1

PPM

ACI28

0.00

ACI56

218.44231.25

93.98
M13

M12

M11

M10

M9

M8

M7

M6

M5
40.11239.28444.48752.68457.76040.570

M3

M2

M1

1363.870

981.957

818.777538.779672.930

611.755

A6

ACI

2.00

ACI28

175.26

190.5

178

M16

210.82174.498M15

183.642160.02165.1

154.94177.8

210.98172.72190.5
M4

144.78

182.88
M3

172.4
M2

53.56752.43550.92550.35448.87546.21636.624

A5

A4

A3

A2

A1

4.52
4.61

PPM56

0.000
3.54
3.40

5.04
4.79

4.55
4.53

4.11
4.11

4.37
4.16

4.65
4.56

4.76
4.51

4.09
3.97

4.79
4.50

5.34
5.10

4.92
4.54

4.52
4.19

4.88
5.08

5.00
4.47

4.19
3.97

5.09
4.62

4.41
4.17

4.17
4.08

4.70
4.71

4.32
4.44

4.52
4.32

4.66
4.70

4.80
4.60

4.00
3.78

5.56
5.45

4.19
4.04

5.38
4.90

4.14
3.83

4.33
4.16

4.07
3.77

451.467

411.89410.41

429.969

1500.000

399.8971343.160

2000.000

1279.200

13.42

4.46
4.28

A6

A5

3340.800
2609.100

2569.846

2500.000

4.00

PPM28

Rapid Chloride Penetration Test(RCPT)

500.000

6.00

PPM

ACI56

2174.250

3500.000

15.09
11.74

11.61

A4
ACI

ACI28

8.29

10.24

A3

A1

A2

0.000

1000.000

8.00

35.84810.000Columb Charge

19.00

18.29

17.57
13.56

34.18220.000CO2 emissions per MPa

13.42

24.85630.00021.10939.32733.35240.00027.729Mpa

50.00031.85160.00043.68751.53570.0003000.000

10.00

PPM

Compresive Strength

Sustainabilityy Analysis
y

12.00

M1

ACI

¾ Durability properties i.e. RCPT, abrasion & Absorption were also
better for PPM mixes.

14.00

A5

A4

A3

A2

A1

0.000

¾ For same design parameters the strength for PPM mixes were
10-13% higher compared to ACI.

16.00

177.800

171.450

100.000

50.000¾ Fresh property for most of the PPM mixes were better than ACI
control mixes.

18.00

165.100

203.200

150.000

Analysis of Results

20.00

A6

Slump(mm)Six Control Mixes were developed using ACI 211.1 for comparing the outputs
with thirty-three mixes from PPM. Fresh property, hardened property anddurability studies were done for 28-day and 56-day testing to develop
conclusion.

196.850

182.880

200.000¾ Present the sustainability analysis of concrete mixes based on
CO2 emissions per MPa.

219.28SLUMP TEST RESULTS
250.000

215.42

Results and Findings¾ Development of mix for HPC with low cement based on Modified
Andreasen & Andersen Particle Packing Approach.

0.100

M33

M32

M30

M31

M29

M28

3.124

2.989

M27

M26

M25

M24

M23

M22

M20
3.008

M21

M19
2.980

ACI

¾ PPM can be used to produce high performance concrete withbinder content as low as 195 kg/m3.

M18

M17

M16

M15

M14

M13

M12

M11

M10

M9

M8

M7

M6

M5

M4

M3

M2

M1

A6

A5

A4

A3

A2

0.000
A1

Conclusion

PPM

ACI28

PPM28

ACI56

PPM56

Absorption Test

2.037

1.462

1.206

2.637

2.466

M32

1.669

1.433

M31

1.736

M30

1.391

M29

1.739

M27

2.403

2.976

2.748
1.976

1.616

1.229

1.168

M26

M25

1.577

M23

M24

1.663

M22

2.213

2.750

2.903

2.412

1.750

1.713

1.365

M20

1.949
1.294

1.292

2.203

2.325

2.206

1.000

ACI

For further information, contact below.
Name: Binay Karna, TEL䠖 +66-949351352䠈 E-mail: bnykarna@gmail.com
42

PPM

ACI56

PPM28

PPM56

M33

M28

M21

M18

M17

M16

M15

M14

M11

M10

M9

M8

M7

M4

M3

A6

A5

A4

A3

A2

0.000

ACI28

LinkedIn : https://www.linkedin.com/in/binay-karna-727764b1/

M19

3.294

3.852
1.499

1.819

2.692

M13

2.636
1.538

M12

2.093

3.192

3.557
1.577

2.856

2.357

2.107

2.015
1.248

1.660

3.456

3.510

2.948

2.816
1.663

M6

0.978

M5

2.336

1.727

2.681
1.481

2.458
1.405

2.000

M2

3.000

M1

2.837

3.889

3.568

3.405

3.126

3.161

4.210

4.689

4.173

3.649

3.544

2.953

4.000

A1

¾ Low cement HPC concrete with partial replacement of cementby silica fume and fly ash can be achieved by PPM approach.

5.000

Percent Gain(%)¾ For similar properties of mixes, PPM showed 33-48% decrease
in CO2 emissions compared to conventional ACI mixes.

4.743

6.000

Liquefaction Resistance Evaluation of Soils using Artificial Neural
Network for Dhaka City, Bangladesh
Abul Kashem Faruki Fahim, Department of Disaster Science and Management
University of Dhaka, Bangladesh
Abstract: Soil liquefaction resistance evaluation is an important site investigation for seismically active areas. To minimize the loss of life and property, liquefaction
hazard analysis is a prerequisite for seismic risk management and development of an area. Liquefaction potential index (LPI) is widely used to determine the severity ofliquefaction quantitatively and spatially. LPI is estimated from the factor of safety (FS) of liquefaction that is the ratio of cyclic resistance ratio (CRR) to cyclic stress ratio(CSR) calculated applying simplified procedure. Artificial neural network (ANN) algorithm has been used in the present study to predict CRR directly from the normalized
standard penetration test blow count (SPT-N) and near-surface shear wave velocity (Vs) data of Dhaka City. It is observed that ANN models have generated accurate CRR
data. Three liquefaction hazard zones are identified in Dhaka City on the basis of the cumulative frequency (CF) distribution of the LPI of each geological unit. Theliquefaction hazard maps have been prepared for the city using the liquefaction potential index (LPI) and its cumulative frequency (CF) distribution of each liquefaction
hazard zone. The CF distribution of the SPT-N based LPI indicates that 15%, 53%, and 69% of areas, whereas the CF distribution of the Vs based LPI indicates that 11%,48%, and 62% of areas of Zone 1, 2, and 3, respectively, show surface manifestation of liquefaction for a scenario earthquake of moment magnitude, Mw 7.5 with apeak horizontal ground acceleration (PGA) of 0.15 g.

 Background

Input data of case history

Liquefaction occurs when granular, loosely compacted or cohesionless,saturated or partially saturated sediments lose their shear strength andtransform from solid to liquid state at or near the ground surface resulting fromcyclic loading or other abrupt alteration of stress conditions. In Bangladesh,
most of the subsurface lithology is characterized by unconsolidated, sandy andclayey floodplain sediments. Dhaka City, the capital of Bangladesh, is sitting
close to the tectonically active Himalayan orogenic belt and Arakan
megathrust where there are at least five major active fault zones, which haveshown evidence of large magnitude earthquakes, is now one of the world's
mega cities.

Scaling of input variables to use in ANN
YesPath APath C

SL=SL-¨6/ IRU637
CSR7.5= CSR7.5 -¨&657.5 (for Vs)

6/ 6/¨6/ IRU637
CSR7.5= CSR7.5 ¨&657.5 (for Vs)

Calculate LI

Calculate LI

Liquefied?

Liquefied?

 Methodology
SPT and VS datasets for actual field performance cases

No

Liquefied
case?

Yes

Artificial Neural Network (ANN) Training for both Dataset

No

Liquefaction Indicator Function (LIF) for both Dataset

No

Yes

Calculate CSR= Critical CSR=
f(indices of soil properties)

Conceptual model for searching points on limit state boundary
Searching for Points on the Limit State Surface for both Dataset Using LIF
Artificial Neural Network (ANN) Training of Points on the
Limit State Surface for both Dataset
Simulating SPT and VS Data separately of the Study area using
Trained ANN to estimate CRR
Estimating CSR using Standard Equations
Estimating Factor of Safety of both Data Points for both Dataset

 Results Artificial Neural Network Training Accuracy
R value for Target and Output of ANN models of LI Function
Data TypeSPT
VS

Training R
0.86
0.88

Validation R
0.84
0.86

Test R
0.98
0.83

Overall R
0.87
0.88

R value for Target and Output of ANN models of Limit state Function
Data TypeSPT
VS

Training R
0.93
0.99

Validation R
0.93
0.96

Test R
0.94
0.99

Overall R
0.93
0.99

 LPI Maps
Estimating LPI for both Dataset
Generating LPI Map

The Methodological Framework
 Evaluation of CSR
ఛ
ఙೡ

௔

ఙ
ఙೡ

௔

CSR= ೌೡᇲ = 0.65( ೘ೌೣ)( ೡᇲ )‫ݎ‬ௗ =0.65( ೘ೌೣ) ‫ݎ‬ௗ /MSF=௚௚

0.65 ‫ݎ‬ௗ RpSL Evaluation of CRR using artificial neural network୬୫

LI/CRR = ݂୘ [B଴ + ෎{W୩ ݂୘ (Bୌ୩ + ෍ W୧୩ P୧ )}]
୧ୀ଴

୩ୀଵ

LISPT = f ((N1 )60, FCI, , Rp, SL)
LIVs = f (Vs1, FCI, CSR7.5)
CRRSPT = f ((N1 )60, FCI, , Rp)
CRRVs = f (Vs1, FCI) Estimation of Factor of safety

FS =஼ோோళ.ఱ
஼ௌோ‫ܨܵܯ‬ Liquefaction Potential Index (LPI)ଶ଴

LPI = ‫׬‬଴ ‫ݖ݀ )ݖ(ܹ ݖ ܨ‬

Dhaka City's liquefaction
hazard map based on SPT
data• Zone 1: Pleistocene terrace
deposit- 15%• Zone 2: Holocene Alluvial valley
fill deposit and Holocene
terrace deposit- 53%• Zone 3: Holocene Alluvium andartificial fill- 69%

Dhaka City's liquefaction hazard
map based on VS data
• Zone 1: Pleistocene terrace
deposit- 11%• Zone 2: Holocene Alluvial valley filldeposit and Holocene terrace
deposit- 48%• Zone 3: Holocene Alluvium andartificial fill- 62%

For further information, contact below.
43
Abul Kashem Faruki Fahim, Mobile䠖 +8801559524644䠈 E-mail: fahim-4-2015117896@dsm.du.ac.bd
bdImpact of climate change to urban drainage system in Beijing
Ji Xinyu, Dong Wenxuan, Huang Hong
Tsinghua University, Beijing, China
RCP 2.6

1. Background

RCP 8.5

 Impact of Climate Change¾ The increase of daily temperature extremes at
the global scale.
¾ Global mean sea level increased by 0.20 [0.15
to 0.25] m between 1901 and 2018.
¾ The increase of intensity and frequency of
precipitation.

Projected changes in annual average surface temperature of2080-2100 compared with 1986-2005 (IPCC,2014)
RCP 2.6
RCP 8.5

 Urban Drainage System¾ The irregular change in precipitation will likely
pose huge challenge to the existing drainage
networks.
¾ In combination of urbanization change, could
magnify the chance of urban flooding.

Projected changes in annual average precipitation of2080-2100 compared with 1986-2005 (IPCC,2014)

2. Study Area and Method
 Study Area𝑞

¾ The average annual precipitation of Beijing is
644 mm, with relative large level of seasonal andinterannual fluctuations.
¾ The drainage system is independent of otherbasins or hydrological systems.

NN-perv Desimperv
imperv(mm)

Des- Max.infil. Min.infil. Decay
perv
rate
rate
constant(mm) 漑mm/h漒 漑mm/h漒

Discreet
Value

0.08

0.9

1.8

3.8

50.5

2.5

4

Calibration
Value

0.015

0.3

4.5

8.5

75.5

3.5

4

 Method¾ The drainage system is simulated by SWMM.
¾ A 4-hour rainfall time series at 5-minute intervals
is generated for each return period according to
the SIF relationship.

3. Result¾ As the increase of the return period, the numberof flooding nodes increases significantly, whichmeans the performance of the drainage systemdecreases.
¾ When facing 50-year return period, 30.18% of thenodes will be flooding for more than two hours.
¾ Climate change has not been taken into account in
the present design standards.
 Damage induced by the 50-year return period
rainfall at the present time will likely be causedby more less than 50 future return period
rainfall.
 There is an urgent need for special attention
while improving system performance to tackle
the threat of climate change.
Acknowledgements: This work was supported by the
National Natural Science Foundation of China (Grant No.
72091512).

2719 1 0.96log 𝑃
𝑡 11.591 .

Flooding nodes
168 (10.56%)

2 Year Return Period

Flooding nodes
279 (17.54%)

Junctions
Flooding nodes

5 Year Return Period

Conduits
Flooding nodes
480(30.18%)

50 Year Return Period

If you are interested in learning more, please contact: Ji Xinyu,44Tsinghua University

Flooding nodes
515(32.38%)

100 Year Return Period

E-mail: jxy20@mails.Tsinghua.edu.cn

NO2 concentration trend in Dhaka city during the lockdown and subsequent impact on
Aerosol Index (AI) and daily maximum temperature
Noshin Nower
Undergraduate Student, Department of Disaster Science and Management, University of Dhaka
Abstract: NO2 is one of the most significant pollutants in the atmosphere with impacts including but not limited to respiratory diseases, formation ofparticulate matter and ozone, and acid rain. The aim of the study is to observe the spatiotemporal changes in the concentration of NO2 due to the lockdown
implemented in Dhaka City and the subsequent impact on aerosol index (AI) and daily maximum temperature. The netCDF files were then accessed in the
Anaconda Spyder Application using python codes. Maps were generated for NO2 concentration using the Panoply Application which clearly showed adecreasing trend with time. A sequential Mann Kendall trend analysis was also performed on the NO2 data using the statistical software R Studio to pinpoint
exactly how long after a lockdown the decreasing trend starts. NO2 was observed to started a decreasing trend within the first five days of the lockdown. The
results suggested no significant relationship between the concentration of NO2 and AI. A relatively strong negative correlation was found between AI anddaily maximum temperature reached during the lockdown period. It can be concluded that NO2 in Dhaka city is contributed largely by human vehicular
movements and industrial activities but can be brought down using ‘lockdown’ policies. This means that upon further studies, a guiding policy can be created
to control the amount of acid rain in sensitive areas, like conservation forests or important monuments.

Results

Background
Nitrogen dioxide is highly reactive and easily converted to nitric acid in the
troposphere, rendering their atmospheric lifespan to be of 5 to 10 days
theoretically. This is what makes this gas ideal for study since the lockdown
periods in the chosen study area lasts only for around forty-nine days, and it
provides the perfect opportunity to investigate the spatiotemporal
relationship of nitrogen dioxide with vehicular movement and subsequently
the aerosol index and daily maximum temperature reached.

Research Framework

Spatiotemporalvalues extractedusing python
Mapping and
SQMK for trend
analysis of NO2

Daily max temp
from BMD

L2 UVAI
from S5P

VTC of NO2 on April 24th

Spatiotemporalvalues extractedusing python
Analysis to find AI
correlation withNO2

VTC of NO2 on May 6th

Sequential Mann Kendall Plot
4
3

Analysis to findmax temp
correlation with AI

2Series Values

L2 NO2from S5P

Results

1
0
-1

0

10

Days

20

30

40

60

50

-2
-3
-4
-5

U(t)

U(t)'

The SQMK plot from the daily NO2 data, with intersection at day 2 and day 45

Aerosol Index (AI)

0

10

20

40

Day

0.0003535

40

50 0.0003

30

30

-0.5

0.00025-10.0002-1.5

0.000150.0001-2

VTC of NO2 on March 17th

-2.5

VTC of NO2 on March 26th

-3

AI

NO2

-0.5
-1

20

-1.5

15

-2

10
5

0

0

-2.5

Day
0

10

20
Max T

Graph showing relationship between NO2
and AI, corr value:-0.031

0.5
0

25

0.00005-0.00005

AI and maximum temperature change
during lockdown

Max Daily Temp.

00.0004

Aerosol Index

NO2 and AI change over the Lockdown
periodNitrogen Dioxide (NO2)

0.5

-3
30

40

50

AI

Graph showing relationship between NO2
and daily max temp, corr value:-0.67134

Conclusions

VTC of NO2 on April 7th

The concentration of NO2 decreases significantly during the lockdown
period, with significantly clearer air within April 7th, as shown by the maps.
The concentrations then begin to rise again after movement of vehicles
restart. The sequential Mann Kendall Analysis test conducted on thequantitative values of nitrogen dioxide shows that this downward trend
begins within the first five days of an obstruction of vehicular movement.
No significant linear relationship was found between the Ultraviolet Aerosol
Index (AI) and the concentration of nitrogen dioxide. A relatively strong
negative correlation was found between the Aerosol Index (AI) and the daily
maximum temperature reached, which may be explained by the radiative
forcing properties of aerosols.

VTC of NO2 on April 14th

For further information, contact below:
Noshin Nower, Phone: +8801731655025, email: noshin.nower2512@gmail.com
45

Landslide Hazard Mitigation Through Bamboo Slope Protection
in Ukhia, Bangladesh
Subashish Kundu Sunny and Mehedi Ahmed Ansary
Bangladesh University of Engineering and Technology

1. Background• Slope Failure¾ Slope failure occurs when Mobilized shear stressexceeds Shear Strength of the soil.
¾ It occurs due to various reasons such as heavy
rainfall, deforestation, unstable slope
topography, earthquakes etc.

• Bamboo Slope Protection System¾ It is found effective in various studies.
¾ Eco-friendly, low cost and indigenous solution toslope failure.
¾ 3 to 4.5 m long bamboo piles are inserted into thesoil along a row with bamboo head beams
keeping straight alignment.

2. Study Area and Method• Study Area
¾ 31% of landslide episodes all over the country
occur around the study area.
¾ Drastic deforestation by 7 million migrated
refugees made the area a hotspot to landslides.
¾ Most of the vulnerable slopes are 10m to 15m
in height with slope angle varying from 45° to70°• Method¾ Essential soil parameters were obtained fromlaboratory tests of soil samples¾ 2D and 3D finite element analysis of slope models
were performed in PLAXIS¾ Bamboo at 2d spacing provides considerably goodresults. (d= diameter of bamboo)¾ Displacement of soil largely decreases in allmodels.
¾ Maximum increment in FoS with bamboo headbeams for clay is 35%.
¾ FoS increases more than 200% in sandy soil when
the slope is steep.
¾ Recommendations
9 Optimum bamboo spacing 2d
9 Bamboo pile lengths should be 3m, 3.5m, 4m,
and 4.5m respectively for 45°, 55°, 65°, and70° slopes, with each having an embedded
portion of 2m.

FACTOR OF SAFETY¾ FoS values get higher with the length of bamboo
piles.

10 cm spacing
20 cm Spacing

1.2

40 cm spacing
60 cm spacing

1.1

1

0.9

0.8
1.5

2

2.5

3
3.5
4
LENGTH OF BAMBOO PILES (M)

4.5

5

5.5

FACTO R O F S AFE T Y VS S L O PE ANGL E
2.5

Clay 1Clay 2Sand
Treated soil

2

Factor of Safety

3. Result

FA C TO R O F S A FE T Y VS L E N GT H O F B A MB O O
1.3

1.5

1

0.5

0
40

45

50

If you are interested in learning more, please contact: Subashish46Kundu Sunny, BUET

55

60

65

70

75

80

Slope Angle (Degree)

E-mail: ssubashishkundu@gmail.com

A Comprehensive Factor Analysis of Unauthorized Vehicle Crashes in Dhaka
aka City
1Maisha Ghani and 1Sanjida Meherin

1Bangladesh University of Engineering and Technology (BUET), Dhaka, Bangladesh

12Abstract. Over the last decade, the ​transport infrastructure in Bangladesh has witnessed a revolutionary expansion of unauthorized vehicles throughout the whole ​country. However, in theabsence of government intervention, these unregistered vehicles primarily consisted of battery-run electric vehicles circulating in most cities of the country and nosimon, korimon, motor van
driving especially in rural highways, are causing nuisance for permitted vehicles on roads and highways. Structural defects that make them less stable than other permitted motorized vehicles, aswell as unskilled drivers that use them, have made them increasingly prone to accidents. From 2016 to 2020, these unregistered vehicles were responsible for 8.83% of all accidents in DMP with
69.6% and 23.65% of them being fatal and grievous respectively. The majority of the accidents have occurred on national highways (37.16%) and city roads (52.7%), with the most common type ofcollision being pedestrian collisions (58.12%) followed by rear-end (20.27%) and side(10.14%) collisions. Even if the victims escape death by chance, the long-term consequences include physicaldisfigurement, disability, and financial ruin. The purpose of this paper is to examine the risk associated with the circulation of vehicles that are not government-listed. In this study, the policerecorded accident database stored at the Accident Research Institute (ARI) of Bangladesh University of Engineering and Technology (BUET) using MAAP (Micro-computer Accident Analysis
Package), was investigated over the period of 2016 to 2020 for DMP area. Here, ArcGIS was adopted to determine whether the accident patterns are clustered in specific areas and to identify
hotspots using data from the aforementioned source. For in-depth accident analysis, data gathered were analyzed using logistic regression model to estimate the probabilities of accidents.MS
Excel was also adopted to analyze data using several statistical tools and the findings were summarized in both tabular and pictorial form for everybody to comprehend. The study also revealed
trends of crashes and fatalities, root causes of crashes, severity by road users, daily driving time and types of accidents. Hopefully, the paper's findings will contribute to a better understanding of
our transportation sector's dreadful situation and motivate policymakers to implement effective strategies and countermeasures to reduce road accidents caused by the unauthorized vehicles.
Keywords. Road Accident, Transportation Safety, Traffic Risk, Accident Analysis, ArcGIS, Hotspot.

Introduction

Findings of the Study

Road accident – the biggest misfortune in People’s life has become quite a normalized
term for us lately. Over the last decade, structurally unstable vehicles evolved
notably, adding fuel to fire in road accident scenarios. From 2016 to 2020,
unregistered vehicles caused 8.83% of all accidents in DMP only & 69.6% of these
accidents were found to be fatal. The accident data from the year 2016 to 2020shows significant Increase trend in number of accidents for these unregisteredvehicles. So undoubtedly, the movement and security related to these unregisteredvehicles are alarming issues now-a-days in the field of transportation safety.

Analysis of contributory factors
causing crashes and casualties
1. Speed Limit Crossing

Objectives

AIM of the Study
Note: Results for the year 2020
has pandemic impact

2. Careless Driving
Data Collection
ll i andd Methodology
h d lData Collection
SourcePolice-recorded accident database stored at the
Accident Research Institute (ARI) of Bangladesh
University of Engineering and Technology (BUET)
using MAAP, over the period of 2016 to 2020 for
DMP, Bangladesh.

Methodology

3. Alcohol Consumption

Conclusion and Future Scope
Accidents of unauthorized vehicles are the product of structural instability and reckless driving. Concern regarding this field is getting crucial day by day
and extremely demands government patronization and further researches. Studies and researches in this field will only be meaningful if government
takes notice on this issue. With government support, several policy studies regarding speed controlling, raising awareness and educating drivers should
be conducted.
Acknowledgments:
Accident Research Institute(ARI), BUET || Dr. Armana Sabiha Huq, Assistant Professor, ARI, BUET || Mr. Atiq Azad, Graduate Research Assistant, ARI, BUET
For further information, contact here : Email: 1604173@ce.buet.ac.bd ; Phone:+8801797522050

47

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1Joydip Paul and 1Xavier Hebol D Cruze
1Bangladesh University of Engineering and technology (BUET), Dhaka, Bangladesh

12Abstract: This research work aims to evaluate the safety performance of the motorcycle helmets provided by the commercial ride-sharing services
vices in Bangladesh
Bangladeesh with FiniteeElement Analysis. For this purpose, two different helmet models were collected that are commonly provided to the drivers and the passengers. Finite element (F.E.) models
were generated for each helmet using the characteristic matrices of different materials comprising the different layers. A simulation test for translational impacts was done foreach F.E. model based on the accurate reproduction of the specifications stated in the ECE22.05 standard. A finite element model of a standard M-size headform wasmodeled according to the specifications and assembled with the helmet models to perform the explicit dynamics simulations. Simulations were run for four different
configurations to take the acceleration readings of the headform from four impact sites - B, P, R, and X on both helmets. The peak linear acceleration during impact at theheadform’s center of gravity (COG) was recorded for each configuration and the Head Injury Criterion (HIC) was calculated. The driver and the passenger helmet's four
position-based HIC scores were [1710.7, 3886.8, 3203.4, 5639.3] and [2198.8, 21832.5, 3842.4 5156.8] respectively, while the standard HIC for safe helmets required to be
below 2400 at all impact points. This implies, while both the helmets may fail to provide safety during head impacts in accidents, the passenger helmet has greater viability toresult in fatal casualties.

Introduction: Crash and fatality data Background:. Road crashes and fatalities are a growing concern in a lower middleshows significant relation between the income country such as Bangladesh and in the recent years, most of these fatalities are
increase of motorcycle fatalities and the related to motorcycles. The contribution of motorcycle fatalities to the overall road fatality
increase in motorcycle usage over the was 3% in 1998 which increased up to 22% in 2017. However, the actual number oflast decades. The use of motorcycles via fatalities should be much higher, at least four times the number officially reported [1]. Thisride sharing services has become popular trend skyrocketed as the number of motorcycle users increased noticeably after the dawn
in the urban areas since benefits both the of ride sharing services in Bangladesh from mid-2016.
drivers and passengers. Despite its
Simulations and Analysis:
benefits, it increases the chances of road
Reported annual road traffic accidents of motorcycles intraffic accidents. Ride sharing companies Helmet Modelling:
Bangladesh
provide helmets to its drivers andpassengers that have no published safety
standard rating. As there is currently noproper regulation to reinforce use ofstandard helmets, these are sold without
proper certification and are popularly
used to meet the minimum requirement ofwearing a helmet to avoid being fined.
ECE 22.05 regulation
impact configurations for
Key points:
Helmet B :• From 2006-2021 year, annual RTA(Road Traffic Accident) went up from360 to 980.
• The emergence of ride sharing services
from 2016 clearly contributes to the risein annual RTA.
• There are no proper regulations forhelmet quality and ride sharing services
provide low standard helmets.
• Two helmets, A (Driver Helmet) and B(Passenger Helmet) are collected,
virtually modelled and used in dynamic
simulations.
• Simulations show that both the driverand passenger helmets are below thestandard needed for providing safety.
• The shock absorbing EPS foam layer
plays the vital role in maintaining
safety.
Recommendations:
9 The shock absorbing EPS layer shouldbe thicker in the helmets.
9 Helmet regulations, such as the ECE
22.05 should be implemented.
9 Proper database should be formed tocollect the data regarding the quality of
the helmets used in the crashes.
9 Mandatory use of seatbelts and helmets

Accident Types (2016-2021) :ECE 22.05 impact results for Helmet A :P

BR

Acknowledgments:
Accident Research Institute(ARI), BUET || Dr. Armana Sabiha Huq, Assistant Professor, ARI, BUET
For further information, contact here : Email: 1718014@bme.buet.ac.bd ; Phone:+8801874913461

49

X

Fine-coarse interlayered soil structure adopted in
the construction of ancient tomb mounds
Yutaro Hara, Geotechnical Engineering Master course
In recent years, Japanese ancient tombs called 䇾Kofun䇿 have been attracting as historical heritage, andknowledge of geotechnical engineering is required for excavation. The geotechnical interpretation of the moundconstruction techniques used in Kofun is not only an archaeological contribution, but also has the potential tolead to the development of new civil engineering technologies. In this study, the reason for this unique structure
was interpreted from the viewpoint of modern geotechnical engineering, based on the research methods ofarchaeology and geotechnical engineering.

Unique structure of Kofun
In the construction of Kofun, the methodof piling fine-grained soil and coarsegrained soil in alternating layers (called
fine-coarse interlayered structure) was
widespread throughout Japan from theearly to late Kofun period, about 15001700 years ago. This structure can be seen
in a wide range of mounds from the Kanto
region to the Kyushu region.

Clay
sand

3~10cm

clay
sand
clay
Sand

Hodota Hachimanzuka Kofun: Gumma Pref.

Interlayered structure at Miyakozuka Kofun

Mechanical property- Triaxial test
First, the strength property of the interlayered
structure were verified by conducting triaxial
compression tests, assuming a mound height ofabout 5m. The result of this experiment showedthat the strength of the interlayered structure wasabout the same as that of the single layer of finegrained soil. This is because the fine-grained soil
layer twisted before the coarse-grained soil layer
in compression, and the strength of the interlayered
structure was affected by the fine-grained soil.

50kPa

)LQH

50kPa

Shear surface

100mm&RDUVH2layer

The triaxial specimen

The result of triaxial compression test

SUHFLSLWDWLRQ

8SSHU/RZHU

EHDNHU

OD\HU

OD\HU

r

EHDNHUEHDNHUThe model of infiltration test

&RDUVH 

Coarse layer drainage







Fine layer drainage

Drainage(ml)

)LQH



Drainage(ml)

Max:6.3ml





&RDUVH)LQH

Max:12.1ml





Coarse layer drainage

Secondly, a rainfall infiltration test using a sand box
was conducted.The fine-coarse interlayered
structure, whose thickness was 5cm, wasreproduced in the sand box. Water was dripped by
the precipitation machine above the box. The
results was that it takes longer for the fine layer
to reach saturation than coarse layer, while incoarse layer the flow rate was high and much of theinfiltrated water drains outside the mound along theslope. It indicates that this interlayered structure
prevents deterioration of the interior due torainwater infiltration.

Fine layer drainage





Infiltration property- Sand box test













Time(min)













Time(min)The result of infiltration test

Yutaro Hara, Kuwano lab, TEL䠖 +8190-4847-5512, E-mail: yutarohr@iis.u-tokyo.ac.jp
HP: http://geo.iis.u-tokyo.ac.jp/
50

51

QUESTIONNAIRE
Q1. What was the most important (significant, crucial) thing you have learned in this seminar?
・Was my first seminar, so I understood the importance of seminars to speed up work.
・A lot of research fields which is beyond my expertise.
・Application of civil engineering concepts in various fields of study
・Always be prepared.
・presenting research work in an international Seminar
・The seminar was really nice. I learned a lot about the latest state-of-the-art research work that has
been going on.
・Board ideas about research
・It was a good experience because it was my first time making a presentation in English and asking
and answering questions in English.
・Helped me to know about the research that is being conducted by others in the fields of Infrastructure,Engineering, and Public health.
・Changes in Dhaka's traffic situation due to coronavirus
・People from different languages and cultures can come together when it comes to solving world
problems.
・How to present your entire research on a page by making a poster, is quite challenging and interesting
to learn.
・The most significant thing that I learned in the seminar is that different countries face crucial situations.
We need to integrate our research into future practical applications to contribute to the recovery of
the global pandemic.
・The question-answer part was helpful
・Experience and trend of research theme.
・I've learned that for a poster presentation, the poster should include as much information as possible,and keys and methods of making a poster.
・That we have a lot to learn from each other and that a lot of research on so many fields is currently
ongoing, it was very important and interesting to hear about so many different research topics.
・Many new aspects and research ideas.
・First impressions of my study
・First is the experience to present our research and get feedback from professors and other participants.
Second, I learned many new ideas from the participants. It might be useful for me to develop new
research in the future. Third, I joined the party after the seminar. I met new friends from different
universities and countries. It was a good experience to learn many things from a different perspective.
・The various important transportation sector problems
・The world issues that we must think about.
・The most important thing I learned from the seminar will be how fellow Asian universities can cometogether and help each other in research. This worked as a boost for my research interest.
・Since it was my first international seminar, I learned the mannerisms of international conferences andgained experience in presenting in front of the international student body and respected professors.
・Presentation of my research work within a limited time・What I have learned from this seminar is that there are many scopes for doing research and theseresearches can be highly effective if the results and recommendations can be applied52

Q2. Please let us know if there were any points you would like us to improve next time.
・It was good. An offline seminar would be nice・I think a short presentation (limited to 5min) may be better than posters.
・Incorporate ice breakers to catch the attention of the audience and encourage participation among
other participants
・It would be nice to have a certificate of participation.
・minimize the number of participants or increase the time for presentation with more detailed
information so that it is easier to understand the others' research work.
・I think it would be better to have a presentation on a deck of slides rather than the poster itself.
As some items on the poster were minimized, it wasn't visible during the presentation.
・Would you please make some Review committee and Select only the papers that h up to somestandard?
・Make presentation time 5 mins
・Allow presenter to record presentations in normal format and record in the presentation. In theevent, while sharing those presentations, please share their presentation Not video. I mean, if
students already recorded, PowerPoint itself stored their recordings. So, each presenter, open
their PowerPoint and share. Then viewers can easily see everything clearly without any
distractions which happened while in the last event (Vic player)"・The posters were not visible easily & the approach for the Q&A session was not very effective.
・The updates could be given on a website instead of emails.
・The presentation slides were not so clear therefore, it would be nice if everyone recorded inPowerPoint format then it would be nice to see each piece of content and which can help us tolater make necessary comments.
・ In my opinion, a 3-minute setup is a short time to explain the research. Also, the video
presentation format (poster) is not enough to justify the topic very well. Of course, it is best to
conduct it face-to-face, but if it happens again online next time. A ppt presentation video is more
appropriate.
・The duration of the presentation is a little short.
・ The seminar was a wonderful experience of mine. Thank you! It'd be better if a poster
template .pdf file is shared instead of a video.
・As mentioned during the seminar, the presentation visibility was an issue. However, everythingelse was okay.
・As it is online maybe 3 minutes of slide presentation instead of a poster might make it moreengaging.
・Participants can present directly during the seminar, not from the video. Because sometimes thequality of video and sound is different for each participant.
・Give a little more time to present
・Presentations of the students may be presented in PowerPoint format instead.
・No. Even though the seminar was held online, the execution was perfect. Time maintenance wasbeautifully done.
・I think ppt formats are more suitable for presentation than the poster itself, especially when theconference is taking place online.
・The event was great. I highly appreciate the time efficiency of the organizers.
Q3. Will you join the next student seminar？
Yes

14

Probably

11

No

1

53

APPENDIX
1. Field Study
Disaster prevention field
Disaster prevention field,
Environmental field
Disaster prevention field,
Infrastructure field,
Environmental field, Others
Disaster prevention field, Others
Environmental field
Infrastructure field
Infrastructure field,
Environmental field
Infrastructure field,
Environmental field, Others
Infrastructure field, Others
Others

10
5

FIELD STUDY
12
10
8
6
4
2
0

1
1
8
10
2

10

8
5

1

10

1

10

2

1

2

1
2
10
50

2. Nationality
Bangladeshi

25

Bhutanese

1

Chinese6

Filipino

3

Indonesia

1Japanese

4

Kenya

1

Lao

1

Nepalese

5

Sri Lankan

1

Thai

2

NATIONALITY
30
25
20
15
10
5
0

25
1

50

54

6

3

1

4

1

1

5

1

2

PHOTOS

Chairman: Prof. Wataru Takeuchi UTokyo, Co-chairman: Prof. Pennung Warnitchai, AITSpecial Lecture:
Prof. Dr. ASM Maksud Kamal, Dhaka Univ., Prof. Mehedi Ahmed Ansary, BUET, Prof. Reiko Kuwano, UTokyo

Group photo on 9th December 2021

55

Visit Kuwano lab. on 9th December 2021

Small party at Takeuchi lab. on 9th December 2021

Group photo on 10th December 2021

Special thanks to

Dr. Michael Henry, SIT, Prof. Kei Yoshimura, UTokyo

MC Ms. Kim Tupaz

RNUS staff Metta Masuttitham

And Prof. Hong Huang, Tsinghua Univ., Prof. Takaaki Ikeda, NUT

56

R E P O R T S
The 1st International Student Online Seminar on One Health, One World
2021年12月９日（木）〜10日（金）に、The 1st

目は、本所 桑野 玲子 教授が「Hidden cavities in theInternational Student Online Seminar on One Health,urban ground」と題して講義を行った。学生セッション

One Worldがハイブリッド形式で開催された。本セミは、事前に録音した３分間のポスター発表の後、質疑

ナーは、本所がアジア工科大学院（AIT）に設置していをチャット等で行う形で実施された。参加者の国籍はるRegional Office for Urban Safety（RNUS）と共同で、実に多様で、日本、タイ、バングラデシュ、中国、ス

2007 年以来タイで開催していたセミナーを、ワンヘル

リランカ、フィリピン、インドネシア、ラオス、ケニ

ス・ワンワールド連携研究機構が引き継いだものであ

ヤ、ブータン、ネパールの11ヶ国から44名の学生の発り、バングラデシュ工科大学（BUET）に設置している

表があり、聴講を含めた２日間の参加者は13ヶ国（上記

Bangladesh Network Office for Urban Safety（BNUS）とインド、ミャンマー）から140名となった。本所OBのの教員や学生、本所OBの清華大学 黄 弘 教授にも参加

芝浦工業大学 マイケル ヘンリー 准教授と６名の学生いただいた。

が桑野研究室の実験設備を見学し、セミナー開催後に初日には、本所 竹内 渉 教授が「Introduction to one

は、学生との交流会にも参加し、各国の話と研究の話

health, one world」、ダッカ大学 A. S. M. Maksud Kamal 教

で盛り上がった。第２回目のセミナーを７月頃に、本授が「Public health hazard and economic perspective」、

所の海外拠点を中心に開催を予定している。

BUET Mehedi Ahmed Ansary 教授が「Bangladesh's
preparedness to manage earthquake disaster」、２日（人間・社会系部門 教授 竹内 渉）

学生セミナーの集合写真

桑野研究室見学

8 生研ニュース No.193 2022.4

学生交流会の集合写真

One World One Health (OHOW),
Institute of Industrial Science (IIS),The University of Tokyo (UTokyo)
BW604 4-6-1 Komaba, Meguro-Ku, Tokyo
153-8505, Japan
https://ohow.iis.u-tokyo.ac.jp/
ohow-sec@g.ecc.u-tokyo.ac.jp&
Regional Network Office for Urban Safety (RNUS)
School of Civil Engineering and Technology (SET),
Asian Institute of Technology (AIT)Room N-201 North Academic Building
58 Moo 9 Paholyothin Road
Klong Luang, Pathumthani
12120, Thailand
rnus@ait.ac.th
Edited & photos by Eiko YOSHIMOTO
Issued in June 2022