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Consider an example. For the task of moving a virtual book from one location on a desk to another, we could, among many other options: a map the movements of the user's real hand and fingers exactly, requiring exact placement, grasping, and releasing, b position a 3D cursor over the book, press a button, move the cursor to the target position, and release the button, or c choose "move" from a menu, and then use a laser pointer to indicate the book and the target location.

Clearly, option a is the most natural, option b uses a natural metaphor but leaves out some of the less necessary details of the real-world interaction, and option c has very low interaction fidelity. Option a is probably the easiest for a novice user to learn and use, providing that the designer can replicate the actions and perceptual cues from the real world well enough, although option b is the simplest and may be just as effective.

Some tasks are very difficult or impossible to do in the real world. What if I want to remove a building from a city? A highly natural 3D UI would require the user to obtain some virtual explosives or a virtual crane with a wrecking ball, and operate these over a long period of time.

Here a "magic" technique, such as allowing the user to "erase" the building, or selecting the building and invoking a "delete" command by voice, is clearly more practical and effective. In many cases of difficult tasks, the question is not whether we should use a natural or magical 3D UI, because the purely natural technique wouldn't be practical. Instead, the question is whether to use a natural metaphor.

For example, in the real world I cannot pick up objects that are beyond arm's reach, but in the virtual world I can. Should I do this with a reaching and grasping metaphor, as in the Go-Go technique Poupyrev et al. In this case, the less natural laser pointer metaphor is more effective in terms of user performance, but enhanced natural metaphors are easy to learn and highly usable in many situations. Because techniques like Go-Go use natural metaphors to extend users' abilities beyond what's possible in the real world, we refer to them as hyper-natural.

There is not a single answer to the question of whether to choose natural, hyper-natural, or non-natural magic techniques, but overall, research has shown significant benefits for the natural and hyper-natural design approaches Bowman et al.

A major disadvantage of 3D UIs based on spatial tracking systems is the difficulty of providing precise 3D spatial input. The modern mouse is a highly precise, accurate, and responsive 2D spatial input device—users can point at on-screen elements, even individual pixels, quickly and accurately. But even if 3D spatial tracking systems improve their specifications to be comparable with today's mouse, 3D UIs will still have a precision problem, for the following reasons:.

So is there any hope of 3D UIs that can be used for precise work? A partial solution is to filter the output of 3D spatial trackers to reduce noise, but filtering can cause other problems, such as increased latency.

Current research is addressing the precision problem using several different strategies. The simple idea here is to use an N:1 mapping between movements of the input device control and movements in the system display , where N is greater than one.

This gives users greater levels of control and the ability to achieve more precision, but at the cost of increased physical effort and time. Some techniques e. A second strategy is to ensure that the user is not required to be more precise than absolutely necessary. For example, if the user is selecting a very small object in a sparse environment, there is no need to make the user touch or point to the object precisely.

Rather, the cursor can have area or volume e. Finally, a promising approach called progressive refinement spreads out the interaction over time rather than requiring a single precise action. A series of rough, imprecise actions can be used to achieve a precise result, without a great deal of effort on the part of the user.

In very difficult cases, this technique was even faster than ray-casting, which uses a single precise selection, and in all cases, SQUAD resulted in fewer selection errors. This progressive refinement approach should be broadly applicable to many sorts of difficult 3D interaction tasks. In Scientific American , 4 pp. Balakrishnan , Ravin, Fitzmaurice , George W. In: SI3D Bowman , Doug A. In Communications of the ACM , 55 9 pp.

In Presence: Teleoperators and Virtual Environments , 10 1 pp. Addison-Wesley Professional. In Virtual Reality , 6 3 pp. In Presence: Teleoperators and Virtual Environments , 8 6 pp.

In: Shumaker , Randall ed. Chen , Jian and Bowman , Doug A. In Presence: Teleoperators and Virtual Environments , 18 5 pp. Feiner , Steven K. Fels , S. Frees , Scott, Kessler , G. Gabbard , Joseph L. Taxonomy of Usability Characteristics in Virtual Environments. Virginia Tech. Google Project Glass. In: Kjems , Eric and Blach , Roland eds. Proceedings of the 9th Int. Jacob , Robert J. Kaur , K. Designing Virtual Environments for Usability.

Doctoral Dissertation. University College, London. Klein , Georg and Murray , David W. Kopper , Regis, Bowman , Doug A. LaViola , Joseph J. McMahan , Ryan Patrick McMahan , Ryan P. Meyer , Kenneth, Applewhite , Hugh L. In Presence: Teleoperators and Virtual Environments , 1 2 pp. In: Oda , Yuko and Tanaka , Mariko eds. Ni , Tao, Bowman , Doug A. Nielsen , Jakob and Molich , Rolf : Heuristic evaluation of user interfaces.

In: Carrasco , Jane and Whiteside , John eds. In: Streitz , Norbert A. In super elevated sections combination of covered longitudinal and cross drains shall be provided. In this respect, directions contained in Clause 7 of IRC:SP may be followed as appropriate for the climatic conditions of the area of the Project Highway.

The drainage system and slope protection shall be kept well maintained at all times. These drains shall be of trapezoidal shape with stone lining pointed with cement and sand mortar.

The minimum thickness of material above the top of the pipe 1 shall be mm. The drainage layer shall not have material finer than 75 micron size. The length and location of these drainage spouts should be such that the water is not discharged on any bridge element. The Effective drainage shall transverse drainage shall be secured by means of suitable camber in the roadway surface.

Longitudinal drainage shall be secured by means of scuppers, inlets, or other suitable means of sufficient size and numbers to drain the run-off efficiently. Care must be taken that the pipes are taken down in such a way that they are aesthetically pleasing. Overhanging portions of concrete floors shall be provided with drip moulds. Similar catch water drains should be provided at the end of gradient so that water coming from the structure is properly let out to nearest drain. All the water is collected through sumps and finally discharged into the local drainage system i.

As such attention is to be paid to get this large quantity of water drained out fast without accumulating there causing problems for traffic flow resulting in traffic jams. The draining out systems should be designed with greater margins so as to avoid this problem, a least for grade separators, inside the cities or inhabited areas. The drainage channels at the toe of the highway may have to be adequately protected or reshaped for discharge in to these channels.

Where the discharge from road drainage is not permitted, separate cross drainage structures are to be provided on both sides of such channel. The proposal for drainage system supported with survey investigation report and detailed design report shall be submitted to the Independent Engineer for review and comments, if any.

Drainage area, water shed delineation, direction of flow, location of outfalls, existing surface drains, ground surface condition, rainfall flood frequency,, etc. Culverts may have single or independent superstructure. For this purpose the height shall be measured from existing road level. In case width of median is different from that of approach section due to site constraints, transition of 1 in 30 shall be provided near approaches for guiding vehicular traffic.

The safety barrier on the median side shall be provided at a clear distance of 0. The abutment wall shall have provision for taking the discharge from the median. In built-up areas, raised footpaths shall be provided. All the requirements to achieve durability and serviceability shall be implemented 7. Typical cross-section of the new culverts for a 4-lane project highway is given in Figs.

The overall width of new bridges with a footpath on left side shall be same as the roadway width of the approaches. The crash barrier raised kerb in case of bridges up areas shall be provided at the edge of the in built paved shoulders with 0. However, in case a separate bridge is to be provided for service road at the same location, then the footpath shall be provided for the bridge on the service road.

The overall width of new bridge in such cases will be less than the approach width up to the crash barrier at the edge of the paved shoulder with 0. Typical cross sections of new bridge with footpath no service road bridge and without footpath with service road bridge for a 4-lane Project Highway are given in Figs. Such bridges shall be indicated in Schedule 'B'. Minor non-structural works shall be suitably repaired as per Para 7.

Typical cross-sections at deck level for bridges with and without footpaths showing new bridge on one side , ' and existing 2-iane bridge on the other side are given in Figs. Correspondingly typical cross-sections for six lane bridge are given in Figs. The wearing course, bearings and rubberized component of expansion joints which are damaged or older than 15 years in the existing bridge shall be removed and replaced and all repair and rehabilitation required shall be carried out before commissioning of the Project Highway.

General guidelines as below shall be followed: i The structure should aesthetically blend with the environment. Haunches of minimum size of mm horizontal and mm vertical shall be provided at the extreme corners of the box section. Suitable arrangements for lighting shall be made to enable inspection of the box. Similarly, in case minimum span length, spacing between joints, obligatory spans etc. The design discharge shall be evaluated for flood of 1 00 year return period.

All culverts having pipe diameter less than mm shall be replaced with pipes of minimum 1 mm diameter under both the carriageways. In case the cushion is insufficient, encasing of pipe in concrete shall be ensured.

Adequate foundation for the staging shall be ensured. Redundancy in support system shall also be ensured by providing diagonals and additional members. The following guidelines shall be adopted: i Formwork shall be of steel, marine ply or laminated plywood. Requirements given under Clause 3. Foundation blocks of adequate thickness in M15 cement concrete shall be provided under the base plates to prevent differential settlements.

All bent tubular props shall be straightened before re-use and the member with deviation from straightness more than 1 in of its length shall not be re-used. For re-used props, suitable reduction in the permissible loads shall be made depending upon their condition in accordance with recommendations of the manufacturer and as reviewed by the IE.

Form supports and forms for cast-in-situ members shall not be removed until sufficient pre-stress has been applied to carryall anticipated loads during construction stage. The Concessionaire shall be fully responsible for the design and structural adequacy of all temporary and enabling works.

Review by IE shall not relieve the Concessionaire of this responsibility. The Concessionaire shall submit a method statement supported by the following:- a Bore-log details for each foundation; b Design assumptions; c Design calculations both for single pile or group of piles and for pile type; d Type of piles-Bored cast-in-situ piles and driven piles; e Procedure adopted for installation of piles; f Arrangements for load testing of piles; g Format for reporting of test results.

Suitable permanent arrangements shall be made for inspection of bearings from bridge deck. Spherical bearings shall conform to the requirements of BS The materials of bearings may however conform to the relevant SIS codes nearest to the specifications given in BS The drawing of bearings shall include the layout plan showing exact location on top of pier and abutment cap and the type of bearings i.

The bearing should cater for movement in both longitudinal and lateral direction. The QAP shall give the full details of the process of quality control,raw material testing, various stages of manufacture, testing of bearing components as well as testing of complete bearing in conformity with relevant part of IRC, prior to the commencement of manufacture of the bearings.

Full lot of bearings of the sample found to have inferior specifications to those certified by the manufacturer or to have major discrepancy in material specifications or which fail to meet the acceptance criteria, shall be rejected. This may be achieved by adopting longer spans, making the superstructure continuous or by adopting integrated structures.

Local and global stability of the structure shall be ensured. However, such structures shall not be provided near water bodies. The design of various types of their river training and protective works shall be in accordance with IRC The design loading for the crash barriers shall be as per Clause Any deviation to these provisions shall be specified in Schedule 'D'.

The treatment to existing structure shall be given as in Sub Para 7. The service roads where provided shall be continued in the bridge portion also. The Concessionaire shall be required to obtain approvals of all designs and drawings from the concerned Railway authorities. The design of structure shall be in accordance with relevant Railway codes. This arrangement shall be on either side of the railway crossing if the situation demands.

For some proportion of service road traffic, safe entry and exit shall be provided from service roads to the ROB. Design of structures shall conform to requirements specified in this Manual. For all other structures with minor deficiencies, not affecting structural inadequacies and integrity, appropriate repair measures may be proposed and submitted to the Independent Engineer for review and comments, if any. Before taking up the works of repair and widening of the existing bridge, the Concessionaire shall make all arrangements to ensure that both way traffic can use the new bridge and smooth flow of traffic is maintained.

The Concessionaire shall take all precautions to guard against any traffic accident due to such diversion and shall use all necessary road signs, traffic management measures etc. After completion of repair and widening of the existing bridge, all arrangements shall be made so that both the old and the new bridges at the site can be used by the traffic. Repair works for substructure, foundation, and abutment etc.

Any other information relevant to the design report. Proprietary products proposed to be used shall be proven by use in comparable international road and bridge projects, and shall be supported with authenticated licensing arrangement with the manufacturer. However, accident data demonstrates that motorists leave the roadway for numerous reasons including errors of judgment. To ensure long term road safety on these highways, the following suitable engineering measure are considered essential for adoption so as to help in improving road safety leading to reduction of accidents.

Traffic Control Devices, Road Safety Devices and Road Side Furniture shall comprise of road signs, road markings, object markers, hazard markers, studs, delineators, attenuators, safety barriers, pedestrian guard rails, boundary stones, km stones, etc.

Proper signs shall be provided for main carriageways, service and slip roads, toll plaza and other project highway facilities. The sheeting for different type of signs can be chosen based on the selection guidance provided in IRC depending upon the situation encountered by road users in viewing the signs.

Sheeting with high coefficient of retro reflection at small observation angle are for a road sign to be viewed by a driver from a long distance, whereas the sheeting with wide observation angle for better performance at short distance viewing. The Type XI sheeting will have better performance at short and medium distances. Micro prismatic sheeting is preferred for gantry mounted overhead signs.

Type IV micro prismatic sheeting can be used for delineator posts. Overhead signs shall be placed on a structurally sound gantry or cantilever structure made of Gl pipes. The following conditions may be considered while deciding about the locations of overhead signs: i Present and future traffic volume. The overall size of gantry mounted signs shall be evolved based on design of sign boards given in 1RC Further, the signs and signals shall not carry any advertisement. The sign for the curve ahead particularly in mountainous and steep terrain shall always be accompanied with chevron signs at the outer edge of the curve and appropriate delineation.

Following guidance shall be adopted while installing curve signs: i The curves with radii upto m shall be provided with curves warning sign in advance of hazard and single Chevrons on outer edge of curve. Chevron signs shall be always placed on outer edge of the curve and spaced uniformly for the length covering transition length and the straight portion as given in IRC Due to any reason if there is any curve with radius less than m, the safe negotiating speed for the particular curve shall be placed along with curve warning sign at both approaches.

Generally if the difference between the approach speed and permissible negotiating speed of any curve is more than 15 kmph, the curve warning and speed limit sign shall be placed on shoulder side and median side also. Flag type direction information sign shall be or installed at the start of deceleration length or gorge indicating the destinations of the side roads.

The tip of all splitter and triangular islands shall be installed with the direction regulatory sign of appropriate size along with Object Hazard Markers. Though both signs can be installed one post, but white installing in them the minimum clearance between vertical faces of signs and kerb specified in IRC shall be ensured 9. Relatively insignificant minor road approaches shall be provided with STOP sign and also a speed a breaker at 8 m to 12 m away from edge line, whereas a side road warning sign shall be placed on Project Highway.

The design details of a speed breaker which can considered for side road or on service roads are given in Fig. Pedestrian guard rail shall be forgiving type. The zebra crossing shall be provided with warning sign and also informatory sign. On approach to school, warning sign shall be provided and zone shall be provided with footways and speed limit sign. On exceptional situations, at-grade crossing can be provided with adequate warning signs. The typical application is shown in Fig.

Since the readability of Project Highway hinges on road markings, the minimum performance level indicated in relevant code and specification for road marking shall be ensured and any shortage shall invite reapplication of road marking.

The traffic lane line shall be continues for curves having radii less than m, where general operating speed is kmph. Diagonal marking shall be provided in case of opposite stream of traffic. The continuity of shoulder edge line shall be maintained while making chevron markings.

Toll booth shall be provided with chevron marking and hazard markers. There shall be transverse bar marking to alert the traffic about the approaching toll booth. The shoulder and median edge line shall be continuous through and through and shall be broken lines where vehicles are allowed to cross like in continuity line.

U m height or concrete or any manufactures product with retro- reflective reflector of at least Type IV sheeting as per criteria, placement and spacing given in IRC shall be provided. This will include low embankments and flat curves where crash barriers are not provided.

In addition, the objects shall close to the road shall be painted with black and yellow stripes using the paint conforming to IS The objects shall include foot path or utility poles or parapet or concrete barrier of Major bridge. Minor bridge, Culverts, RE Underpass or flyovers. RRPM shall be provided on curves and approaches, bridges and approaches and junction influence. RRPM shall be provided for traffic lane for all curves less than m radii and shall be white in colour.

The RRPM on traffic lane line shall be placed at the centre of gap of lane line marking. The RRPM shall be provided for pedestrian crossing to make them visible and shall be red colour. The details of road studs are provided in Table 9. Curve radii median side edge 3 to m and 27 m lines. Red colour criiicai section on shoulder side and Amber colour Length of Length including for median side highway where grade vertical All sections of Project vertical gradient and curves and 4 Highway having is2.

Red colour Length of no 5 Highway where overtaking 18 m on shoulder side, overtaking zone. The space requirement to shield a fixed object shouldbe considered while designing and constructing the attenuators. Therefore, all embankments with height 3 m or more shallhave safety barriers at the edge of formation, with delineating reflectors fitted on them.

W beam barrier shall be provided along all curves having radii upto m for complete length of curves including transitions and 20 m further before and after the curve. Normally on shoulder side the lateral distance of at least 0. Wherever a permanent object cannot be removed for some reasons, provision of tandems viz. W-beam metal crash barriers and hazard markers with reflectors must be made. Further, frangible lighting columns and sign posts need to be used for minimizing the severity in case of collision.

Irrespective of type of barrier being used, the slope in front of W-beam or wire rope or rigid barrier shall be near to flat gradient so that safety barrier perform best when impacted by a vehicle and the slope of ground in front of barrier shall not be steeper than Some of the commonly encountered roadside obstacles are bridge piers, abutments and railing ends, roadside rock mass, culverts, pipes and headwalls, cut slopes, retaining walls, lighting supports, traffic signs and signal supports, trees and utility poles.

If damaged by a vehicle collision, both posts and rails of W-beam are to be repaired. Lack maintenance can cause the W-beam rails in to protrude into traffic way creating highly unsafe situation.

The wire rope though technically complicated, can be repaired with minimum costs. Though initial installation cost is relatively high for concrete rigid barrier compared to W-beam and wire rope safety barriers, the repair and maintenance issues can be minimized greatly in concrete rigid barrier. The psychological shyness of drivers to keep away from the safety barrier will be the least in rigid concrete barrier compared to other types. Invariably W-beam and wire rope barrier shall not be installed upon a structure.

For a median upon a structure, it shall be concrete rigid barrier. Wire Rope Safety Barrier shall not be used over major or minor bridges 9. There shall be a steel spacer block between the post and the beam to prevent the vehicle from snagging on the post, as the snagging can cause the vehicle to spin round. The steel posts and the blocking out spacer shall both be channel section of 75 mm x mm size and 5 mm thick. The posts shall be spaced 2 m center to center.

The Thrie beam safety barrier shall have posts and spacers similar to the ones mentioned above for W-beam type. The and splices design details rail for typical Thrie beam are shown in Fig.

This barrier has higher initial cost than the W-beam type but is less prone to damages to vehicle collisions especially for shallow angle impacts. End treatments should, therefore, form an integral part of safety barriers and the end treatment should not spear vault or roll a vehicle for head on or angled impacts. Following the same end treatments, Fig.

The W-Beam to concrete transition shall be carried out by decreasing the post spacing, nesting one rail behind another and using steel section behind the W-Beam. The transition between W-beam and concrete barrier is detailed in Fig. The final layout shall be as site- specific combination of these factors.

The barriers shall be as far away from the traffic as possible and shall preferably have uniform clearance between the traffic and the hazard. As far as possible, the safety barrier shall be placed beyond 2. For long and continuous stretches, this offset is not critical. The distance between the barrier and the hazard shall not be less than the deflection of the barrier by an impact of a full sized vehicle. In case of embankments, a minimum distance of mm shall be maintained between the barrier and the start of embankment slope of a hazard to prevent the wheels from dropping over the edge.

The W-beam and Thrie beam perform on the outside of curves and even well those of relatively small radius. When a kerb exists on the edge of road and on to close proximity traffic way whether on shoulder or median edge lines, a distance of mm shall be maintained between vertical face of kerb and W-beam or Thrie beam face to ensure that impacting vehicle do not vault over safety barrier and at the same time reduces the nuisance hit.

The steel barrier shall be placed in such a way so as to be collided by vehicle directly. For uniformity New Jersey type concrete barriers should be used where necessary. Rigid crash barriers may however be required only in constrained urban location between main carriageway and service road. The concrete barrier may be pre-cast in lengths of up to 6 m depending upon the feasibility of transport and lifting arrangements.

Concrete grade for the barriers shall not be leaner than M The minimum thickness of foundations shall be 25 mm thick cement concrete or hot mix asphalt placed at the base of barrier to provide lateral restraint. Where more than 75 mm thick over lay on the road pavement is anticipated, the foundation step may be increased to mm.

However, longitudinal roadside concrete barrier should have elaborate footing design which is structurally safe unless sufficient earth support is available. Suggested flare rates depending upon the design speed are given in Table 9. Table 9. One can perform this worship at home or within Temple, collectively or individually.

You can go by auto-rickshaws to the river. Abhishekam should be done by the elders of the family. We appreciate if you help us to add more groceries names to this list. Youtube Shiva Mantra. The Navagraha Pooja has been a very effective and time-tested Vedic ritual which can enable a person for attainment of good health, education and knowledge, huge wealth, domestic peace and prosperity, and well-rounded success and renown in life.

Cleaned coconut to fillmghee. I thought in mind, if the Dhara Patra the vessel with holes used for Abhishekam becomes full atleast once, there will be good rains.

As a Hindu custo wedded couples a male husband and a female wife Only. The festival was conducted with much pomp and fanfare, in the grandest manner possible by King Marthanda Varma. Conferences and Training. Hinduism - a way of life. Shivalingam Abhishekam helps purify and empower the mind and induce positive vibes in the surrounding. Every medical specialist shares one common goal: to help patients get healthy or stay healthy. Tulabharam is generally performed for children.

Shri Shri Satyapramoda Teertha Swamiji, the then Peethadhipati of Shri Uttaradi Matha, discovered the latent attributes of a great genius, a dynamic leader, a compassionate benefactor of humanity and a devotee of a high order in him.

Turmeric powder. In Shiv temples, a pot made up of copper or brass with a hole in the center is kept hanging over the image List of Pooja Samagri required to perform Rudra Abhishekam. You can read more about tips on cooking uses, benefits, spice substitutes of each spice by clicking on the orange texts. Below you can click on any specific puja that you wish to conduct to get a list of items you should bring and have prepared for the puja.

You may be surprised to learn that one of the top uses of Excel in business is to manage people. If you are having Ganesha made of Turmeric powder, soft clay or Kozhukattai dough, pour water and other abhishekam items only in spoons else Ganesha will dissolve in water. Here is the list of the nine forms Durga or Shakti worshipped on each day. It is used as main ingredient in an ayurvedic medicine called 'Karpoorasava'. Based on ancient Hindu spiritual customs, this is performed once a week, typically on Fridays.

Puja Items List. Telugu Bhagavadgita slokas with meaning pdf will open in new window This page has audio. Saffron — Received from Spain b. In fulfillment of his vow, day after day, Sri Avadhani bathed early in the river, completed his Anushtanam and then meticulously performed Rudra-Abhishekam at the temple. Even though this is a paid subscription service, it's free to list your company on Angie's List.

However, here we are trying to describe more information about the health benefits of consuming rabbit meat. Using Excel, personal information can be stored and retrieved efficiently. Phone : - Scriptures on Astrology prescribes that Rudrabhishekam Puja is a remedy for several planetary doshas.

To conduct Laghu Rudra homam, one should seek support from a leading Vedic firm for. Item names. Coronavirus shopping Please enable JavaScript to continue using this application.

Milk 5. If you have any questions feel free to call the Temple to speak with one of our priests. Devotees must observe a strict fast for the entire day of the Shiva Pooja 2. Pages Listing of common Indian grocery items in English translated to Telugu. TTD gets the most important items required for ablution from different countries: a. The first verse Sri Appannacharya describes the traits of the great rayaru and his profound devotion towards the Lord Sriman Narayana and the eternal guru Vayudevaru.

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