A

Seminar Report
On
Study On U-Boot Technology

submitted
in partial fulfillment for the Degree of

Bachelor of
Technology in
Department of civil Engineering

Submitted to Submitted By
Dr. Krishan Kumar Saini Chirag Parashar
Assistant Professor 19EJCCE027

DEPARTMENT OF CIVIL ENGINEERING

JAIPUR ENGINEERING COLLEGE AND RESEARCH CENTRE
DECEMBER 2022
Jaipur Engineering College & Research Centre Department of Civil Engineering

CANDIDATE’S DECLARATION

I hereby declare that the work, which is being presented in the Seminar, entitled “Study On U-
Boot Technology” in partial fulfillment for the award of Degree of “Bachelor of Technology”,
and submitted the Department of Civil Engineering, Jaipur Engineering College and
Research Centre, Jaipur, Rajasthan Technical University is a record of my own preparations
carried under the Guidance of Dr. Krishan Kumar Saini, Assistant Professor, Department of
Civil Engineering, Jaipur Engineering College and Research Centre.

I have not submitted the matter presented in this report anywhere for the award of any degree.

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Jaipur Engineering College & Research Centre Department of Civil Engineering

CERTIFICATE
This is to certify that Chirag Prashar of VII Semester, B. Tech. (Civil Engineering) 2022- 23, has
presented a seminar report titled “Study On U-Boot Technology” in partial fulfillment for the
award of degree of Bachelor of Technology under Rajasthan Technical University, Kota.

Date:17/12/2022

Mr. Teekam Singh Dr. Krishan Kumar Saini

Assistant Professor Asst. Prof. & Head
Department of Civil Engineering Department of Civil Engineering

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 ACKNOWLEDGEMENT

The satisfaction and euphoria that accompany the successful completion of any work will be
incomplete unless we mention the names of those people who made it possible, whose valuable
guidance and encouragement served as a beacon light and crowned the efforts with success.

I take this opportunity to thank our Principal Prof. (Dr.) V.K.Chandna for assigning this seminar as a
part of the curriculum.

In the beginning of the report I want to give my thanks to Dr. Krishan Kumar Saini ,Asst. Pro. &
Head, Department of Civil Engineering JECRC for all the encouragement and appreciations that I
have received from them.

I would like to express my gratitude towards my esteemed faculty Mr.Teekam Singh, Assistant
Professor, Department of Civil Engineering,JECRC for being more than willing to share their
treasure of knowledge with me.

I would like to express my gratitude toward my all esteemed Faculties and Staff Members of
Department of Civil Engineering, JECRC for being more than willing to impound their treasure of
knowledge with me.
Once again, I am also thankful to people who were the part of this work in various way direct or
indirect, people who gave unending support from the beginning.

Chirag Parashar
19EJCCE027

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 REFERENCE

 https://concretecivil.com/u-boot-technology/
 https://en.m.wikipedia.org/wiki/Das_U-Boot
 https://www.quora.com
 https://www.topicsforseminar.com/2018/03/u-boot-civil-engineering-technology.

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 LIST OF CONTENT

Page no.

Candidate Declaration i

Certificate ii

Acknowledgement iii

Abstract iv

List of figures v

List of content vi

1: INTRODUCTION 1

2: MASHROOM SLAB 2-4

3: BETON NORMAL CENTIMETER 4-6

4: U-BOOT BETON SANDWITCH 7-9

5: POSING 10-14

6: SPAN DISTANCE BETWEEN U-BOOT BETONS 15-25

7: APPLICATION 26

8: INSTALLATION 27

9: ADVANTAGES 28

10: CONCLUSION 29-30

11: REFERENCE 31

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 LIST OF FIGURES
Figure Name of Figure Page no.

Figure 3.1 The absence of pedestrian zone forces pedestrians to walk in the 5
carriageway

Figure 3.2 Footpaths designed as per the zoning system provides 5

uninterrupted walking space

Figure 3.3 Excessive ht. makes footpaths hard to use 7

Figure 3.4 Footpaths with a ht. of no more than 150mm are more likely to be used 7

Figure 3.5 An uneven surface can make a footpath difficult to use 8

Figure 3.6 Footpaths with proper surfacing can be used by pedestrians 8

Figure 3.7 A footpath that constantly changes levels discourages pedestrians from 10
using it

Figure 3.8 Footpaths that maintain a constant level through property entrances are 10
convenient

Figure 3.9 Onsite parking management 11

Figure 3.10 Angular and perpendicular parking occupy a large portion of right-of-way 12

Figure 3.11 Parallel parking of cars is preferred over angular or perpendicular parking 12

Figure 3.12 : If streets do not provide designated zones for vending, these activities can 13
become obstructions to movement of pedestrians

Figure 3.13 Footpaths should be designed such that there is sufficient space for vending 13
outside of the pedestrian zone
Figure 4.1 A well-designed model of carriageway and pedestrian footpath 15

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1. INTRODUCTION

A pedestrian is a person travelling on foot, whether walking or running. In modern times, the
term usually refers to someone walking on a road or pavement, but this was not the case
historically.

Safety is an important issue where cars can cross the pedestrian way. Drivers and pedestrians
share some responsibility for improving safety of road users. Road traffic crashes are not
inevitable; they are both predictable and preventable.

Key risks for pedestrians are well known. Among the well documented factors are: driver
behavior, (including speeding, drinking and driving); infrastructure missing facilities (including
sidewalks, crossings and raised medians); and vehicle design which are not forgiving to
pedestrians crashed by a vehicle. Because pedestrians are not protected by their vehicle while car
occupants are, pedestrians are usually classified in the vulnerable road user category, even in
Canada. Most of pedestrian are injured at crossing a street/road. Most of pedestrian crash occur
by night. Most of pedestrians are killed by a frontal impact. In such a situation, a pedestrian is
struck by a car front; for instance the bumper touch either the leg or knee-joint area; then, the
lower part of the body is accelerated forwards, while the upper part of the body rotates and
accelerated to the car; this will likely cause damage to the pelvis and thorax. Then the head hits
the windscreen with the velocity of the striking car. Finally, the victim falls to the ground.

Pedestrian fatalities are much more common in accident situations in the European Union than in
the USA. In the European Union countries, more than 200,000 pedestrians and cyclists are
injured annually. Also, each year, more than 270 000 pedestrians lose their lives on the world's
roads. At a global level pedestrian constitute 22% of all road deaths, but might be two thirds in
some countries. Pedestrian fatalities, in 2016, are 2.6 per million population in the Netherlands,
4.3 in Sweden, 4.5 per million population in Wales, 5.3 in New Zealand, 6.0 in Germany; 7.1 in
United Kingdom, 7.5 in Australia, 8.4 in France, 8.4 in Spain, 9.4 in Italy, 11.1 in Israel, 13 in
Japan, 13.8 in Greece, 18.5 in the United States of America, 22.9 in Poland, and 36.3 in
Romania.

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Cont……………………

….

3
Cont……………………

….

4
Cont……………………

….

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 2. BACKGROUND STUDY

The background history and previous statistics are always important to study in order to analyze
the problem and giving back their solutions.

Background of India in terms of pedestrian pathways and safety: -

 India still urbanizing

 Cities being built
 Large segment of population will benefit
 Co-benefits
-Walk/ Public Transport
-Safety
 Public spaces ignored
-Streets
-Public Transport systems
 Economic returns on investment high
 Lot of focus on accessible buildings

Today’s situation is a result of such background conditions in India. Situation today is:
1. Only width of footpath and width of carriageway is decided
2. All other “engineering” details are decided
 Storm water drains and other utilities
 Materials (concrete/ paving blocks etc.)
3. No attention to detailed design of the entire road from edge to edge
4. Missing elements:
- How to deal with trees/utilities on footpaths.
- Footpath continuity (curb cuts).
- Universal Accessibility.
- Location of street lights, signs, traffic signals etc.
- Location of street vendors.

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 - Bus stops.
- Auto-rikshaw stands
- Crossings (locations, zebra, pedestrian refuges etc.)
- Traffic calming designs

The main issues in urban areas include maintenance, litter, crime, and lighting after dark. In the
countryside there are issues relating to conflicts between walkers and livestock, and these
occasionally result in people being injured or even killed. Dogs often contribute to such conflicts.
Also, footpaths in remote locations can be difficult to maintain and a route along a country path
can be impeded by ploughing, crops, overgrown vegetation, illegal barriers, damaged stiles, etc.

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 3. COMAPARATIVE STUDY

For proper understanding the need of properly designed pedestrian pathways we must compare
the situations and consequences of existing pathways with properly designed and constructed
ones on the basis of different aspects like zoning system, width and height of pathways, surface,
footpath elements, bus stops, parking, pedestrian crossings etc.

Zoning System

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Figure 3.1: The absence of pedestrian zone forces pedestrians to walk in the carriageway. Utility
boxes should be placed in the furniture zone, leaving clear space for pedestrians to walk.

Figure 3.2: Footpaths designed as per the zoning system provides uninterrupted walking space
for
pedestrians.
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Width of footpath

The width of footpath can vary as per the adjacent land use. Footpath in residential areas require
a minimum clear width of 1.8m, which is enough space for two wheelchairs to pass each other.
For commercial area the clear width should be at least 2.5m (IRC:103-2012, 6.1.5.2).

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Height

The height of kerb above the carriageway should not exceed 150mm. (IRC:103-2012,6.1.4)

Figure 3.3: Excessive ht. makes footpaths hard to use, and many pedestrians prefer to walk in
carriageway.

Figure 3.4: Footpaths with a ht. of no more than 150mm are more likely to be used.

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Surface

Footpaths should have flat walking surfaces, allowing for proper drainage and preventing
puddles from forming (IRC:SP:50 and IRC:103-2012, 6.1.6). Guidelines should be laid along the
length of the footpath to assist persons with vision impairments.

Figure 3.5: An uneven surface can make a footpath difficult to use.

Figure 3.6: Footpaths with proper surfacing can be used by pedestrians.

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 : Footpath Elements

Well planned footpaths provide continuous space for walking. They also support other activities
such as street vending and waiting at bus stops without compromising pedestrian mobility. The
success of a footpath depends on the integration of multiple elements in a coherent design.

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Property Entrances

Footpaths must be continuous even at property entrances for uninterrupted pedestrian movement.
The height of the footpath should remain the same. Warning tiles must be laid on either side of
the property entrance in order to warn visually challenged persons about possible vehicle
movement. Bollards should be installed to prevent vehicles from parking on the footpath, leaving
a clear width of at least 1.2 m (IRC:103-2012, 6.12). At every property entrance, an appropriate
material should be used to avoid damage due to vehicle movement.

Figure 3.7: A footpath that constantly changes levels discourages pedestrians from using it.
Pedestrians prefer to walk on the carriageway instead.

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Figure 3.8: Footpaths that maintain a constant level through property entrances are convenient for
them to use. Vehicles use a ramp, helping to reduce speeds.

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Parking Bays

Parking is a flexible street element that should only be provided where there is sufficient space in
the right-of-way after adequate provisions have been made for pedestrian facilities.
The material for the parking areas should be different from that of the carriage way to help
define where parking is permitted and to prevent high-speed driving through parking bays.
Parking bays should be avoided at intersections, bus stops, mid-block crossings, or locations with
unavoidable changes in the right-of-way that would compromise the width of the footpath.

Figure 3.9: Onsite parking management

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 Figure 3.10: Angular and perpendicular parking occupy a large portion of right-of-way. Exiting
the parking bay can be dangerous because drivers have limited visibility.

Figure 3.11: Parallel parking of cars is preferred over angular or perpendicular parking because if
saves space and is safer while exiting the parking bay.

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Vending

Street vending provides essential goods and services to a wide range of population groups. If
designed properly, vending can be accommodated in the streetscape without interfering with
other uses. The furniture zone of the footpath or a bulb out in the parking lane are ideal locations
for vending (IRC:103-2012, 6.11.2).

Figure 3.12: If streets do not provide designated zones for vending, these activities can become
obstructions to movement of pedestrians.

Figure 3.13: Footpaths should be designed such that there is sufficient space for vending outside of
the pedestrian zone.

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4. CONCLUSION

By adopting guidelines provided by IRC and properly designing the carriageways and pathways
we can overcome such conditions. It can be done by traffic calming. Traffic engineers refer to
three "E's" when discussing traffic calming: engineering, (community) education, and (police)
enforcement. Measures include speed humps, chicanes, kerb extensions, and living street and
shared space type schemes.

A number of visual changes to roads are being made to encourage more attentive driving,
reduced speed, reduced crashes, and a greater tendency to yield to pedestrians. Visual traffic
calming includes lane narrowings (9-10'), reduction in lanes, use of trees next to streets, on-street
parking, and buildings placed in urban fashion close to streets. Physical devices include speed
humps, speed cushions and speed tables, sized for the desired speed. Such measures normally
slow cars to between 10 and 25 miles per hour (16 and 40 km/h).

So, we need to properly design new pathways and maintain the existing ones in order to make
them pedestrian friendly. So, the overall conclusive implementation issues will be:

 A routine maintenance program is needed to ensure that footpaths are kept clean and
level, free from defects and to prevent vegetation from causing an obstruction.
 Signage should be used to warn drivers of pedestrians if the road shoulder is commonly
used as an informal footpath.
 Street traders, public utility apparatus and street furniture should not be allowed to
obstruct the footpath.
 It is recommended that consideration be given to improving accessibility for the mobility
impaired. This should include design features such as paved footpaths with sufficient
width to accommodate wheelchairs, dropped kerbs at pedestrian crossing points, tactile
paving and improved road markings and signs.

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Figure 4.1: A well designed model of carriageway and pedestrian footpath

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5. REFERENCES

1. ^ Jump up to:a b Online TDM Encyclopedia chapter on pedestrianimprovements

2. ^ "S. Grignaffini, S. Cappellanti, A. Cefalo, "Visualizing sustainability in urban

conditions", WIT Transactions on Ecology and the Environment, Vol. 1, pp. 253-262, 10
Jun 2008". Archived from the original on 23 February 2012. Retrieved 26
February 2009.

3. ^ Abley, Stephen. "Walkability Scoping Paper" 21 March 2005. Retrieved 4/21/08

4. ^ Jump up to:a b Frank; et al. (Winter 2006). "Many Pathways from Land Use to
Health" (PDF). Journal of the American Planning Association. p. 77.

5. ^ Ramirez; et al. (December 2006). "Indicators of Activity-Friendly Communities: An

Evidence-Based Consensus Process". American Journal of Preventive Medicine.
pp. 515–24.

6. ^ Ewing, Reid and Cervero, Robert. "Travel and the Built Environment: A Meta-
Analysis", Journal of the American Planning Association, vol 76, no 3 (2010): 265-294.

7. ^ Wang, Ke. "Causality Between Built Environment and Travel Behavior: Structural
Equations Model Applied to Southern California." Transportation Research Record, no
2397 (2013): 80- 88.

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